Vehicle air conditioning device

Abstract

The invention provides an air conditioner for a vehicle. The air conditioner for the vehicle can achieve long service life of a compressor by suppressing the number of opening and closing times in opening and closing control. A vehicle air conditioner (1) is provided with: a refrigerant circuit (R) having a compressor (2), a heat dissipation unit (4) for heating air, a pressure reduction unit (6), and a heat absorption unit (9); a heat medium circuit (61) having a heat generating device and being thermally connectable to at least one of the heat dissipating unit (4) and the heat absorbing unit (9); and a control device (32) that, during the heating operation or the cooling operation, switches to an air-conditioning capacity consumption mode in which a part of the refrigerant circuit (R) is thermally connected to the heat medium circuit (61) when the rotational speed of the compressor (2) is the lowest rotational speed and the air-conditioning capacity of the refrigerant circuit (R) is excessive relative to the required air-conditioning load.

Description

Technical Field

[0001] The present invention relates to a vehicle air conditioning device. Background Art

[0002] Conventionally, there is known a technique in which, in a vehicle air conditioning apparatus, on / off control is performed to repeat the operation / stop of a compressor when a predetermined condition is satisfied (see, for example, Patent Document 1).

[0003] Specifically, during cooling operation, such as in the so-called intermediate seasons of spring and summer, the refrigerant circuit's cooling heat is sometimes not as demanded as in summer. In such cases, the vehicle air conditioner reduces the compressor speed based on the required air conditioning load (set temperature, target interior temperature, etc.), ultimately operating at the minimum speed (e.g., 800 rpm). Furthermore, even when the compressor is operating at the minimum speed, if the refrigerant circuit's air conditioning capacity exceeds the required air conditioning load (overcooling), the compressor is shut down (the speed is reduced to 0 rpm), further reducing the refrigerant circuit's air conditioning capacity. Because this excessive reduction in air conditioning capacity would occur, the compressor is turned back on, for example, based on detection of a temperature rise in the interior of the vehicle. This control of repeatedly turning the compressor on and off based on the required air conditioning load is referred to as compressor on / off control. Prior art literature Patent Literature

[0004] Patent Document 1: Japanese Patent Application Laid-Open No. 2020-97362 Summary of the Invention Problems to be Solved by the Invention

[0005] However, when the minimum rotation speed of the compressor of the refrigerant circuit increases due to a change in specifications or the like, there arises a problem that the number of times the compressor is turned on and off increases.

[0006] Specifically, for example, if the minimum speed is increased to 1000 rpm, the refrigerant circuit's air conditioning capacity increases compared to a minimum speed of 800 rpm. This shortens the period between when the compressor is turned on and when it is turned off due to excess air conditioning capacity, leading to an increase in the number of on / off cycles. This increase in on / off cycles affects the lifespan of the compressor, so it is desirable to reduce this number.

[0007] In view of such circumstances, an object of the present invention is to provide a vehicle air conditioning apparatus capable of extending the life of a compressor by reducing the number of on / off operations in on / off control. Means for solving problems

[0008] The present invention relates to a vehicle air-conditioning device, characterized in that it comprises: a refrigerant circuit having a compressor, a heat dissipation portion for heating air, a pressure reducing portion, and a heat absorbing portion; a heat medium circuit having a heat generating device thermally connected to at least one of the heat dissipation portion or the heat absorbing portion; and a control device, which, during heating operation or cooling operation, switches to an air-conditioning capacity consumption mode in which a portion of the refrigerant circuit is thermally connected to the heat medium circuit when the rotational speed of the compressor is at a minimum rotational speed and the air-conditioning capacity of the refrigerant circuit exceeds the required air-conditioning load. Effects of the Invention

[0009] According to the present invention, it is possible to provide a vehicle air conditioning apparatus capable of extending the life of a compressor by reducing the number of on / off times in on / off control. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 It is a diagram showing a schematic configuration of a vehicle air conditioning apparatus according to an embodiment of the present invention. Figure 2 This is a block diagram showing a schematic configuration of a control device for a vehicle air conditioning system according to an embodiment of the present invention. Figure 3 This is a functional block diagram of a control device for a vehicle air conditioning system according to an embodiment of the present invention. Figure 4 It is a diagram showing flow paths of the refrigerant and the heat medium in the vehicle air-conditioning apparatus according to the embodiment of the present invention. Figure 5 This is a diagram for explaining the on / off suppression control according to the embodiment of the present invention. Figure 6 This is a flowchart showing the flow of the on / off control process according to the embodiment of the present invention. Figure 7 This is a flowchart showing the flow of processing of the on / off suppression control according to the embodiment of the present invention. Figure 8 It is a diagram showing a schematic configuration of another vehicle air conditioning apparatus according to an embodiment of the present invention. Figure 9 It is a diagram showing flow paths of the refrigerant and the heat medium in another vehicle air conditioning apparatus according to an embodiment of the present invention. DETAILED DESCRIPTION

[0011] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. Figures 1 to 9 This is an example of a mode for carrying out the invention. In the drawings, parts denoted by the same reference numerals represent parts with the same functions, and repeated description of the drawings will be omitted as appropriate.

[0012] Figure 1 This is a schematic diagram showing an example of the configuration of a vehicle air conditioning system 1 (its air conditioning circuit A) according to an embodiment of the present invention. The vehicle air conditioning system 1 can be applied to vehicles such as electric vehicles (EVs) that lack an engine (internal combustion engine) or hybrid vehicles that share an engine and an electric motor for propulsion. Such vehicles are equipped with a battery 55 (e.g., a lithium battery). Electric power charged from an external power source to the battery 55 is supplied to a motor unit 65 that includes a propulsion motor (electric motor), thereby driving the vehicle. The vehicle air conditioning system 1 is also powered by power from the battery 55.

[0013] Figure 1 This is a schematic diagram showing an example of a vehicle air conditioning system 1. The vehicle air conditioning system 1 (its air conditioning circuit A) includes, for example, a refrigerant circuit R for heat pump operation of the engine (internal combustion engine) and an equipment temperature control circuit 61, which includes heat-generating equipment (temperature-controlled equipment) such as a battery 55 and a motor unit 65 and adjusts the temperature of the temperature-controlled equipment. The equipment temperature control circuit 61 is a heat medium circuit that circulates a heat medium (e.g., water) other than the refrigerant circuit R. It is connected in parallel with the refrigerant circuit R via a refrigerant-heat medium heat exchanger 64, described later. The vehicle air conditioning system 1 selectively performs air conditioning operations, such as heating or cooling, by utilizing heat pump operation of the refrigerant circuit R, thereby conditioning the vehicle interior and controlling the temperature of temperature-controlled equipment such as the battery 55 and the motor unit 65.

[0014] The refrigerant circuit R is constructed by connecting the following components via refrigerant piping 13A to 13H: an electric compressor (electric compressor) 2 for compressing the refrigerant; a condenser 4 serving as a heat dissipation unit (indoor heat exchanger, heating unit), disposed in an air flow path 3 of an HVAC system 10 for ventilating and circulating air within the vehicle interior, for dissipating the heat of the high-temperature, high-pressure refrigerant discharged from the compressor 2 to heat the air supplied to the vehicle interior; an outdoor expansion valve 6 serving as a pressure reducing unit for decompressing and expanding the refrigerant during heating; an outdoor heat exchanger (radiator) 7 for performing heat exchange between the refrigerant and the outside air, in order to function as a radiator (condenser) for dissipating heat from the refrigerant during cooling and as an evaporator for absorbing heat from the refrigerant during heating; an indoor expansion valve 8 serving as a pressure reducing unit for decompressing and expanding the refrigerant; an evaporator 9 serving as a heat absorbing unit, disposed in the air flow path 3, for absorbing heat from both inside and outside the vehicle interior to cool the air supplied to the vehicle interior during cooling (dehumidification); and a liquid accumulator 12, etc.

[0015] Electronic expansion valves can be used for both the outdoor expansion valve 6 and the indoor expansion valve 8. The outdoor expansion valve 6 decompresses and expands the refrigerant flowing out of the condenser 4 and into the outdoor heat exchanger 7, and can also be fully closed. The indoor expansion valve 8 decompresses and expands the refrigerant flowing into the evaporator 9 and adjusts the heat absorption capacity of the refrigerant in the evaporator 9, that is, the cooling capacity of the passing air.

[0016] The refrigerant outlet of the outdoor heat exchanger 7 and the refrigerant inlet of the evaporator 9 are connected by refrigerant piping 13A. A check valve 18 and the indoor expansion valve 8 are provided on the refrigerant piping 13A in this order, starting from the outdoor heat exchanger 7 side. The check valve 18 is provided on the refrigerant piping 13A so that the direction toward the evaporator 9 is forward. The refrigerant piping 13A branches into the refrigerant piping 13B at a position closer to the outdoor heat exchanger 7 than the check valve 18.

[0017] Refrigerant pipe 13B, which branches off from refrigerant pipe 13A, is connected to the refrigerant inlet of accumulator 12. A solenoid valve 21, which opens during heating, and a check valve 20 are provided on refrigerant pipe 13B in this order, starting from the outdoor heat exchanger 7 side. Check valve 20 is connected so that the direction toward accumulator 12 is the forward direction. Refrigerant pipe 13B branches off from solenoid valve 21 and check valve 20 to refrigerant pipe 13C. Refrigerant pipe 13C, which branches off from refrigerant pipe 13B, is connected to the refrigerant outlet of evaporator 9. The refrigerant outlet of accumulator 12 is connected to compressor 2 via refrigerant pipe 13D.

[0018] The refrigerant outlet of compressor 2 and the refrigerant inlet of condenser 4 are connected via refrigerant pipe 13E. One end of refrigerant pipe 13F is connected to the refrigerant outlet of condenser 4, and the other end of refrigerant pipe 13F branches into refrigerant pipe 13G and refrigerant pipe 13H just before (on the refrigerant upstream side) the outdoor expansion valve 6. One of the branched refrigerant pipes 13H is connected to the refrigerant inlet of outdoor heat exchanger 7 via the outdoor expansion valve 6. Furthermore, the other branched refrigerant pipe 13G is connected between the check valve 18 and the indoor expansion valve 8 of refrigerant pipe 13A. A solenoid valve 22 is provided on the refrigerant upstream side of the connection point between refrigerant pipe 13G and refrigerant pipe 13A.

[0019] Thus, the refrigerant pipe 13G is connected in parallel to the series circuit of the outdoor expansion valve 6 , the outdoor heat exchanger 7 , and the check valve 18 , forming a circuit that bypasses the outdoor expansion valve 6 , the outdoor heat exchanger 7 , and the check valve 18 .

[0020] The HVAC system 10 accommodates the condenser 4 and the evaporator 9 therein, and an air intake unit 10I is provided in the air flow path 3 on the upstream side of the evaporator 9. The air intake unit 10I includes, for example, an external air intake port and an internal air intake port. Figure 1 The air intake unit 10I appropriately switches between the internal air (internal air circulation) which is the air inside the vehicle interior and the external air (external air introduction) which is the air outside the vehicle exterior through the intake switching damper 26, and introduces the internal air and external air into the air flow path 3 from the intake port 25. The indoor air supply fan (blower) 27 is provided on the air downstream side of the intake switching damper 26, and supplies the introduced internal air and external air to the air flow path 3. In addition, the air flow path 3 on the air downstream side of the condenser 4 is provided with the blowing outlets of FOOT (foot), VENT (vent), and DEF (defroster) (in the FIG. Figure 1 The blow-out outlet 29 is represented in the figure), and a blow-out outlet switching damper 31 is provided at the blow-out outlet 29 for switching and controlling the blow-out of air from the above-mentioned blow-out outlets.

[0021] exist Figure 1 In the vehicle, an auxiliary heater 23 is provided as an auxiliary heating device. Auxiliary heater 23 is comprised of, for example, a PTC heater (electric heater) and is disposed within air flow passage 3 on the downstream side of condenser 4 relative to the flow of air in air flow passage 3. When auxiliary heater 23 is energized and generates heat, it can supplement heating within the vehicle interior.

[0022] An air mixing damper 28 is provided in the air flow path 3 on the air upstream side of the condenser 4. The air mixing damper 28 adjusts the ratio of the air (inside air, outside air) in the air flow path 3 that flows into the air flow path 3 and passes through the evaporator 9 to be ventilated to the condenser 4 and the auxiliary heater 23.

[0023] The device temperature control circuit 61 includes heat-generating devices (such as the battery 55 and motor unit 65) as temperature-controlled devices and is thermally connected to at least one of the heat dissipation section (condenser 4) and the heat absorption section (evaporator 9). The device temperature control circuit 61 is a heat medium circuit that circulates heat medium through the temperature-controlled devices, such as the battery 55 and motor unit 65, to control the temperatures of these devices. The motor unit 65 also includes heat-generating devices such as the electric motor for driving and the inverter circuit that drives the electric motor. Furthermore, the temperature-controlled devices are not limited to the battery 55 and motor unit 65; other heat-generating devices installed in the vehicle can also be used.

[0024] The equipment temperature adjustment circuit 61 includes: a first circulation pump 62 and a second circulation pump 63 as circulation devices for circulating the heat medium through the battery 55 and the motor unit 65; a refrigerant-heat medium heat exchanger (hereinafter referred to as the "cooling heat exchanger") 64; a heat medium heater 66; an air-heat medium heat exchanger 67; a three-way valve 81 as a flow path switching device; and a heat storage tank 85.

[0025] The equipment temperature control circuit 61 is configured to be connectable to the refrigerant circuit R via the cooling heat exchanger 64. In the refrigerant circuit R, one end of a branch pipe 72, serving as a branch circuit, is connected between the connection point between the refrigerant pipe 13A and the refrigerant pipe 13G and the indoor expansion valve 8. The other end of the branch pipe 72 is connected to the refrigerant flow path of the cooling heat exchanger 64. An auxiliary expansion valve 73 is provided on the branch pipe 72. The auxiliary expansion valve 73 decompresses and expands the refrigerant flowing into the refrigerant flow path of the cooling heat exchanger 64 and can also be fully closed.

[0026] One end of a refrigerant pipe 74 is connected to the outlet of the refrigerant flow path of the cooling heat exchanger 64, and the other end of the refrigerant pipe 74 is connected between the check valve 20 of the refrigerant pipe 13B and the accumulator 12. The cooling heat exchanger 64 constitutes part of the refrigerant circuit R and also constitutes part of the equipment temperature control circuit 61.

[0027] One end of a heat medium pipe 68A is connected to the heat medium discharge side of the cooling heat exchanger 64. Heat medium pipe 68A is provided with a heat medium heater 66, a battery 55, a first circulation pump 62, and a check valve 82, in order from the cooling heat exchanger 64 side. The other end of heat medium pipe 68A is connected to heat medium pipe 68B, described later. Heat medium pipe 68A branches into heat medium pipe 68B at a position closer to the cooling heat exchanger 64 than heat medium heater 66. The other end of branched heat medium pipe 68B is connected to the heat medium inlet of the cooling heat exchanger 64. Heat medium pipe 68B is provided with an air-to-heat medium heat exchanger 67. Air-to-heat medium heat exchanger 67 is located downwind of the outdoor heat exchanger 7 with respect to the flow (air path) of outside air (air) supplied by an outdoor blower (not shown).

[0028] A three-way valve 81 is installed on the heat medium pipe 68B downstream of the air-heat medium heat exchanger 67. The other end of the heat medium pipe 68A is connected between the three-way valve 81 of the heat medium pipe 68B and the heat medium inlet of the cooling heat exchanger 64. A heat storage tank 85 is connected between the other end of the heat medium pipe 68A and the connection point of the heat medium pipe 68B and the heat medium inlet of the cooling heat exchanger 64. The heat medium pipe 68B branches into the heat medium pipe 68C at a point upstream of the air-heat medium heat exchanger 67 on the heat medium pipe 68B. The other end of the branched heat medium pipe 68C is connected to the three-way valve 81. The second circulation pump 63 and the motor unit 65 are installed in the heat medium pipe 68C.

[0029] The heat medium used in the device temperature control circuit 61 can be, for example, liquids such as water, refrigerants such as HFO-1234yf, coolants, or gases such as air. In this embodiment, water is used as the heat medium, as an example. Furthermore, a jacket structure is provided around the battery 55 and motor unit 65, for example, to allow the heat medium to flow in a heat exchange relationship with the battery 55 and motor unit 65.

[0030] When the first circulation pump 62 is operating, the heat medium discharged from the first circulation pump 62 flows sequentially through the heat medium pipe 68A, the check valve 82, the heat medium pipe 68B, the heat storage tank 85, the heat medium flow path of the cooling heat exchanger 64, the heat medium pipe 68A, the heat medium heater 66, and the battery 55, and is drawn into the first circulation pump 62. Under this flow control state, the heat medium circulates between the battery 55, the heat storage tank 85, and the cooling heat exchanger 64. Furthermore, when the three-way valve 81 is switched to connect its inlet to the outlet on the cooling heat exchanger 64 side, and the second circulation pump 63 is operating, the heat medium discharged from the second circulation pump 63 flows sequentially through the heat medium pipe 64C, the motor unit 65, the three-way valve 81, the heat medium pipe 68B, the heat storage tank 85, the heat medium flow path of the cooling heat exchanger 64, and the heat medium pipe 68B, and is drawn into the second circulation pump 63. In this flow control state, the heat medium circulates between the motor unit 65, the heat storage tank 85, and the cooling heat exchanger 64. The heat storage tank 85 can absorb heat from the heat medium circulating in the device temperature adjustment circuit 61 and store the heat.

[0031] When auxiliary expansion valve 73 is open, part or all of the refrigerant flowing out of refrigerant pipe 13G and outdoor heat exchanger 7 flows into branch pipe 72, where it is decompressed by auxiliary expansion valve 73 and then flows into the refrigerant flow path of cooling heat exchanger 64, where it evaporates. While flowing through the refrigerant flow path of cooling heat exchanger 64, the refrigerant absorbs heat from the heat medium flowing through the heat medium flow path, and then is drawn into compressor 2 through accumulator 12.

[0032] exist Figure 2 , which is in charge of controlling the vehicle air conditioner 1, shows an outline of the hardware configuration of the control device 32. Figure 2 The main configuration for explaining the present embodiment is extracted and shown. Although the hardware configuration of the control device 32 includes known configurations other than the configuration shown in the figure, the illustration of those is omitted.

[0033] The control device 32 of this embodiment is implemented, for example, by an ECU (air conditioning controller) for an air conditioner. The control device (ECU) 32 includes a CPU (Central Processing Unit) 321; a memory 322 such as a ROM (Read Only Memory) or RAM (Random Access Memory); a non-volatile storage unit 323 such as an HDD (Hard Disk Drive) or SSD (Solid State Drive); and a communication control unit 324. The CPU 321, memory 322, storage unit 323, and communication control unit 324 are interconnected via an internal bus 325 for communication. The storage unit 323 stores various programs, typified by the compressor drive control program described below.

[0034] The control device 32 is connected to a vehicle controller 35 (ECU) that controls the entire vehicle, including driving control of the motor unit 65 and charge and discharge control of the battery 55 , via a vehicle communication bus to transmit and receive information.

[0035] Various sensors (detectors) 30 and an air conditioning operation unit 53 are connected to the control device 32, and their outputs are input. These various sensors 30 include at least an evaporator temperature sensor 48, which detects the temperature of the evaporator 9 (evaporator temperature Te: the temperature of the air passing through the evaporator 9 (the outlet temperature or the indoor temperature) or the temperature of the evaporator 9 itself); and a rotation speed sensor 57, which detects the rotation speed of the compressor 2. Although not shown, other known sensors that can be controlled by the control device 32 are also connected, such as an outside air temperature sensor for detecting the temperature of the air outside the vehicle, an HVAC intake temperature sensor for detecting the temperature of air drawn into the air flow path 3 from the intake port 25, an inside air temperature sensor for detecting the temperature of the air within the vehicle cabin (inside air), an outlet temperature sensor for detecting the temperature of the air blown into the vehicle cabin from the outlet port 29, and a discharge pressure sensor for detecting the discharge refrigerant pressure from the compressor 2.

[0036] On the other hand, the output of the control device 32 is connected to, for example, the compressor 2, the outlet switching damper 31, the suction switching damper 26, the air mixing damper 28, the outdoor expansion valve 6, the indoor expansion valve 8, the solenoid valve 22, the auxiliary expansion valve 73, the battery temperature sensor 76, the heat storage tank 85, and the like. Figure 1 The other components of the vehicle air conditioner 1 shown (such as the outdoor fan 7, the indoor fan (blower) 27, the solenoid valve 21, the three-way valve 81, the heat medium outlet temperature sensor, and the motor temperature sensor for detecting the temperature of the motor unit 65) are shown. Furthermore, the control device 32 controls the components of the vehicle air conditioner 1 based on the outputs of the various sensors 30, the values ​​input from the air conditioner operation unit 53, and information from the vehicle controller 35.

[0037] Figure 3 This is a block diagram showing the functional configuration of the control device 32. The control device 32 functions, for example, as a compressor drive control unit 320 that performs drive control of the compressor 2. The compressor drive control unit 320 includes, for example, a status acquisition unit 326 that acquires the status of the air conditioner and compressor, an on / off control unit 327 that performs on / off control of the compressor 2, and an on / off suppression control unit 328 that performs on / off suppression control of the compressor 2. The control device 32 (compressor drive control unit 320) reads a compressor drive control program from the storage unit 323, expands it into the memory 322, and executes it on the CPU 321, thereby performing compressor drive control. Specifically, the control device 32 controls the drive of the compressor 2 based on the outputs of various sensors 30, etc., to perform heating and cooling operations of the vehicle air conditioner 1. Furthermore, the control device 32 performs on / off control of the compressor 2 and on / off suppression control of the compressor 2 based on the status of the air conditioner and the status of the compressor 2, as will be described later.

[0038] <Heating Operation of Vehicle Air Conditioning Device 1> Figure 4 Yes Figure 1 The diagram illustrates the flow of refrigerant in the refrigerant circuit R of the vehicle air conditioner 1 (air conditioning circuit A). The thick solid arrows indicate a refrigerant flow path H1 during heating operation, and the thick dashed arrows indicate a refrigerant flow path C1 during cooling operation.

[0039] First, the heating operation of the vehicle air conditioner 1 will be described. During heating operation, the controller 32 opens the solenoid valve 21 and fully closes the indoor expansion valve 8. Furthermore, the auxiliary expansion valve 73 is fully closed, and the solenoid valve 22 is also closed. The compressor 2 and the blower 27 are operated, and the air mix damper 28 is in a state that adjusts the ratio of air blown from the indoor blower 27 to the condenser 4 and the auxiliary heater 23.

[0040] As a result, the refrigerant flows along the path H1 (thick solid arrow). Specifically, the high-temperature, high-pressure gas refrigerant discharged from the compressor 2 flows into the condenser 4. As the air in the air flow path 3 is ventilated toward the condenser 4, the air in the air flow path 3 is heated by the high-temperature refrigerant in the condenser 4. Meanwhile, the refrigerant in the condenser 4 loses heat to the air, cooling it and condensing it into liquid.

[0041] After liquefying in the condenser 4, the refrigerant flows through the refrigerant pipes 13F and 13H and reaches the outdoor expansion valve 6. After being decompressed by the outdoor expansion valve 6, the refrigerant flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates, absorbing heat from the outside air flowing in during driving or from the outside air blown by the outdoor blower (not shown). In other words, the refrigerant circuit R functions as a heat pump.

[0042] The low-temperature refrigerant from outdoor heat exchanger 7 then flows through refrigerant pipes 13A and 13B, solenoid valve 21, and check valve 20 into accumulator 12. After the refrigerant is separated into gas and liquid in accumulator 12, the gaseous refrigerant passes through refrigerant pipe 13D and is drawn into compressor 2, repeating the above cycle. The air heated by condenser 4 is then blown out of outlet 29, thereby heating the vehicle interior.

[0043] The controller 32 appropriately controls the valve opening of the outdoor expansion valve 6 to control the degree of subcooling of the refrigerant at the outlet of the condenser 4. Furthermore, if the heating capacity of the condenser 4 is insufficient, the auxiliary heater 23 is energized to generate heat, thereby assisting (supplementing) the heating capacity.

[0044] During the heating operation of the present embodiment described above, the refrigerant circuit R is not thermally connected to the equipment temperature adjustment circuit (heat medium circuit) 61. To distinguish it from the heating operation in which the air conditioning capacity consumption mode described later is activated, the heating operation without thermal connection to the equipment temperature adjustment circuit (heat medium circuit) 61 is sometimes referred to as "heating operation (normal)."

[0045] <Cooling Operation of Vehicle Air Conditioning Device 1> Next, the cooling operation of the vehicle air conditioner 1 will be described. During cooling operation, the controller 32 opens the outdoor expansion valve 6 and the indoor expansion valve 8 and closes the solenoid valves 21 and 22. In this state, the controller 32 operates the compressor 2, the outdoor blower 15, and the indoor blower 27, and sets the air mix damper 28 to a position that allows adjustment of the ratio of air blown from the indoor blower 27 to be ventilated to the condenser 4 and the auxiliary heater 23. Furthermore, the auxiliary heater 23 is not energized.

[0046] As a result, the refrigerant flows along the path C1 (thick dashed arrow). Specifically, the high-temperature, high-pressure gas refrigerant discharged from the compressor 2 flows into the condenser 4. Although the air in the air flow path 3 is ventilated to the condenser 4, the proportion of air flow is small (since it is only reheated during cooling), so it is almost entirely a pass-through. The refrigerant from the condenser 4 passes through the refrigerant pipe 13F and reaches the refrigerant pipe 13H, then flows into the outdoor heat exchanger 7. It is then cooled by the outside air blown by the outdoor blower 15, and condensed and liquefied.

[0047] A portion of the refrigerant from the outdoor heat exchanger 7 passes through refrigerant pipe 13A and check valve 18 to reach the indoor expansion valve 8. After being decompressed by the indoor expansion valve 8, the refrigerant flows into the evaporator 9 and evaporates. This absorption of heat cools the air blown out from the indoor blower 27 and exchanging heat with the evaporator 9. The refrigerant evaporated from the evaporator 9 passes through refrigerant pipe 13C to the accumulator 12. From there, it is drawn into the compressor 2 through refrigerant pipe 13D, repeating this cycle. The air cooled by the evaporator 9 is blown into the vehicle interior through the outlet 29, thereby cooling the vehicle interior.

[0048] During the cooling operation of the present embodiment described above, the refrigerant circuit R is not thermally connected to the equipment temperature adjustment circuit (heat medium circuit) 61. To distinguish it from the heating operation in which the air conditioning capacity consumption mode described later is activated, the heating operation without thermal connection to the equipment temperature adjustment circuit (heat medium circuit) 61 is sometimes referred to as cooling operation (normal).

[0049] <Compressor On / Off Control> Refer again Figure 3 The control device 32 (compressor drive control unit 320) includes an on / off control unit 327 and an on / off suppression control unit 328. During operation of the vehicle air conditioner 1, the on / off control unit 327 performs on / off control of the compressor 2 based on the relationship between the required air conditioning load (hereinafter referred to as the "required air conditioning load") and the air conditioning capacity of the refrigerant circuit R. The required air conditioning load is, for example, a temperature set for the vehicle air conditioner 1 or a value required of the vehicle air conditioner 1 to maintain a target temperature within the vehicle interior.

[0050] Specifically, for example, during mid-season heating operations, such as spring and autumn, even if the compressor 2 is operated at the lowest speed, the air conditioning capacity (heating capacity) of the refrigerant circuit R may exceed the required air conditioning load (e.g., the set temperature). Similarly, during mid-season cooling operations, even if the compressor 2 is operated at the lowest speed, the air conditioning capacity (cooling heat) of the refrigerant circuit R may exceed the required air conditioning load (e.g., the set temperature).

[0051] In such a case, the controller 32 performs on / off control to temporarily shut down the compressor 2 and then restart the compressor 2 when the required air-conditioning load is balanced with the air-conditioning capacity of the refrigerant circuit R. However, repeated on / off switching of the compressor 2 may shorten the product life.

[0052] Therefore, in this embodiment, during the on / off control of compressor 2 during heating or cooling operation, on / off suppression control unit 328 performs control to suppress the number of times compressor 2 is turned on / off (on / off suppression control). Specifically, during heating (normal) or cooling (normal) operation, when the speed of compressor 2 is at its minimum speed and the air conditioning capacity of the refrigerant circuit R exceeds the required air conditioning load (when the air conditioning capacity of the refrigerant circuit R exceeds the required air conditioning load when the compressor 2 is operated at its minimum speed), on / off suppression control unit 328 switches to the air conditioning capacity consumption mode. By switching to the air conditioning capacity consumption mode during heating (normal) or cooling (normal) operation, the number of times compressor 2 is turned on / off can be reduced compared to conventional on / off control of compressor 2 (where the air conditioning capacity consumption mode is not set and on / off suppression control is not performed).

[0053] Reference Figures 5 to 7 An example of the on / off control and on / off suppression control of the compressor 2 according to the present embodiment will be described. Figure 5 : is a diagram for explaining the outline of the on / off suppression control of the compressor 2 according to this embodiment. Figure 6 1 is a diagram showing an example of a process flow for on / off control of the compressor 2. Figure 7 This is a diagram showing an example of the flow of processing for turning on / off suppression control.

[0054] Figure 5 The upper layer is a diagram schematically showing how the evaporator temperature Te changes relative to the target indoor temperature (e.g., set temperature) TEO set by the operation of the air conditioning operating unit 53. For example, when the control device 32 receives a certain target indoor temperature TEO through the operation of the air conditioning operating unit 53, it uses the target indoor temperature TEO as a reference to set the minimum target indoor temperature TEO-β and the maximum target indoor temperature TEO+α. The target indoor temperature TEO is a temperature that changes at any time by setting the automatic mode or manual mode of the vehicle air conditioning device 1. The values ​​of "β" of the minimum target indoor temperature TEO-β and "α" of the maximum target indoor temperature TEO+α are fixed values ​​pre-set according to the specifications. The evaporator temperature Te changes relative to the target indoor temperature TEO according to the outside air temperature, the temperature inside the vehicle, and the air conditioning capacity.

[0055] Figure 5 The middle layer represents the operating (on) and stopping (off) states of the compressor 2 in the on / off suppression control, and the lower layer represents the situation where the air conditioning capacity consumption mode of this embodiment is switched (on / off) according to the evaporator temperature Te during heating operation, for example.

[0056] As an example, the control device 32 (open / close suppression control unit 328) of this embodiment is configured to operate in a case where the rotation speed of the compressor 2 is at the minimum rotation speed and the air conditioning capacity of the refrigerant circuit R is excessive relative to the required air conditioning load. Figure 5 As shown in the middle layer, the compressor 2 is operated at the minimum speed (turned on) and is switched to the air conditioning capacity consumption mode (the air conditioning capacity consumption mode is turned on) as shown in the lower layer.

[0057] For example, based on the temperature difference between the target indoor temperature (e.g., set temperature) TEO and the current indoor temperature (the evaporator temperature Te detected by the evaporator temperature sensor 48), it is determined whether the air conditioning capacity of the refrigerant circuit R is excessive relative to the required air conditioning load. Specifically, when the evaporator temperature Te is lower than the minimum target indoor temperature TEO-β during cooling operation and shows a trend of further decrease, or when the evaporator temperature Te exceeds the maximum target indoor temperature TEO+α during heating operation and shows a trend of further increase (in Figure 5 In the case of a condition (indicated by a dotted line in the upper layer), it is determined that "the air conditioning capacity of the refrigerant circuit R is excessive relative to the required air conditioning load", and the operation is switched to the air conditioning capacity consumption mode (the air conditioning capacity consumption mode is turned on). In addition, when the air conditioning capacity consumption mode is turned on, if the evaporator temperature Te exceeds the maximum target indoor temperature TEO+α during cooling operation, or if the evaporator temperature Te falls below the minimum target indoor temperature TEO-β during heating operation (in the case of a condition Figure 5 In the upper layer (indicated by a single-dot chain line), since the problem can be solved by increasing the rotation speed of the compressor 2, the air conditioning capacity consumption mode is turned off.

[0058] Furthermore, upon receiving the target indoor temperature TEO, the control device 32 sets a limit target indoor temperature TEO+α' that exceeds the maximum target indoor temperature TEO+α, and a limit target indoor temperature TEO-β' that is lower than the minimum target indoor temperature TEO-β. Here, α' and β' are fixed values ​​determined according to specifications. Furthermore, when the evaporator temperature Te reaches the limit target indoor temperature TEO+α' (or exceeds the limit target indoor temperature TEO+α') during heating operation, the compressor 2 is turned off (the rotation speed is set to 0 rpm). Furthermore, when the evaporator temperature Te reaches the limit target indoor temperature TEO-β' (or falls below the limit target indoor temperature TEO-β') during cooling operation, the compressor 2 is turned off (the rotation speed is set to 0 rpm).

[0059] Here, the above judgment is an example. In this embodiment, the situation where the threshold values ​​of each judgment (minimum target indoor temperature TEO-β, limit target indoor temperature TEO-β´, maximum target indoor temperature TEO+α, limit target indoor temperature TEO+α´) are equal to the evaporator temperature Te can also be included in any judgment of whether the condition is met / not met.

[0060] Reference Figure 6 An example of on / off control of the compressor 2 by the on / off control unit 327 will be described with reference to the flowchart of FIG.

[0061] The control device 32 (on / off control unit 327) starts on / off control as shown in step S01, assuming that the compressor 2 is in the on state, and performs on / off suppression control in step S03 (see Figure 7 Next, in step S05, it is determined whether compressor 2 is off. If so, the process proceeds to step S07. If compressor 2 is on, step S03 is repeatedly executed. In step S07, it is determined whether the conditions for enabling air conditioning by operating compressor 2 (the conditions for turning on compressor 2) are met. If the conditions are met, the process returns to step S01 (resumes operation of compressor 2). If the conditions are not met, step S07 is repeatedly executed. The conditions for turning on compressor 2 in step S07 are pre-set, for example, based on the current target indoor temperature TEO, the evaporator temperature Te, and the outside air temperature.

[0062] Reference Figure 7 The flowchart of FIG. 3 illustrates an example of the on / off suppression control of the on / off suppression control unit 328. Figure 7 As an example, the flow of control during heating operation is shown.

[0063] First, in step S11, the on / off suppression control unit 328 obtains the latest evaporator temperature Te, target indoor temperature TEO, and the speed of the compressor 2, for example, at a specified (periodic) timing. In the state acquisition unit 326, through periodic interrupt processing or arbitrary interrupt processing, based on the output of the evaporator temperature sensor 48, the speed detection sensor 57, the air-conditioning operation unit 53, etc., the latest evaporator temperature Te, target indoor temperature TEO, and the speed of the compressor 2 are obtained and stored (updated at any time) in the storage unit 323 of the air-conditioning controller (control device) 32. Then, the evaporator temperature Te is compared with the minimum target indoor temperature TEO-β. When the evaporator temperature Te is higher than the minimum target indoor temperature TEO-β, the process proceeds to step S13 to determine whether the air-conditioning capacity consumption mode is turned off. The air-conditioning capacity consumption mode is, for example, an initial value, that is, Figure 6 If the compressor 2 is in the on state in step S01, set it to "off". Figure 7 In step S11 , when the evaporator temperature Te is lower than the minimum target indoor temperature TEO-β, the process proceeds to step S21 , the air conditioning capacity consumption mode is set (maintained) to OFF, and the process ends.

[0064] In step S13, if the air conditioning capacity consumption mode is off, the process proceeds to step S15; if it is on, the process proceeds to step S25. In step S15, it is determined whether the evaporator temperature Te is equal to or higher than the maximum target indoor temperature TEO+α. If the evaporator temperature Te is equal to or higher than the maximum target indoor temperature TEO+α, the process proceeds to step S17. If the evaporator temperature Te does not exceed the maximum target indoor temperature TEO+α, the process ends.

[0065] In step S17, it is determined whether the current rotational speed of the compressor 2 is the minimum rotational speed (e.g., 1000 rpm). If so, the process proceeds to step S19. If not (higher than) the current rotational speed of the compressor 2, the process proceeds to step S23, where the rotational speed is reduced, for example, at a predetermined reduction rate, and the process ends.

[0066] In step S19, the on / off suppression control unit 328 switches to a predetermined air conditioning capacity consumption mode (activates the air conditioning capacity consumption mode). The air conditioning capacity consumption mode consumes the air conditioning capacity of the refrigerant circuit R that is in excess of the required air conditioning load. The method for consuming air conditioning capacity can be selected (set) from a plurality of methods (modes) depending on the configuration of the air conditioning circuit A and the current state of the vehicle air conditioning system 1. A specific example will be described later. The control unit 32 operates the vehicle air conditioning system 1 according to the selected (set) air conditioning capacity consumption mode.

[0067] If the air conditioning capacity consumption mode is on in step S13, the process proceeds to step S25, where it is determined whether the evaporator temperature Te is lower than the maximum target indoor temperature TEO+α. If not, the process proceeds to step S27. If not, the process proceeds to step S33 as needed, where the reheat mode is turned off (stopped), terminating the process. The reheat mode will be described later.

[0068] In step S27, it is determined whether the evaporator temperature Te is lower than the target indoor temperature limit TEO+α'. If the evaporator temperature Te is higher than the target indoor temperature limit TEO+α', the process proceeds to step S29. If the evaporator temperature Te is lower than the target indoor temperature limit TEO+α', the process proceeds to step S31 as needed, switches to the reheat mode (described later) (turns the reheat mode on), and the process ends. In step S29, the compressor 2 is stopped (off, 0 rpm), and the process ends.

[0069] Figure 7 This is an example of the processing of the on / off suppression control in the case of heating operation. In the case of cooling operation, the steps S11, S15, S25, and S27 are the same except that the judgment conditions are different. Figure 7 Similarly, illustration is omitted. Specifically, during cooling operation, step S11 determines whether the evaporator temperature Te is below the maximum target indoor temperature TEO+α (Te≤TEO+α). If the evaporator temperature Te is below the maximum target indoor temperature TEO+α, the process proceeds to step S13. If the evaporator temperature Te exceeds the maximum target indoor temperature TEO+α, the process proceeds to step S21. Furthermore, step S15 determines whether the evaporator temperature Te is below the minimum target indoor temperature TEO-β (Te≤TEO-β). If the evaporator temperature Te is below the minimum target indoor temperature TEO-β, the process proceeds to step S17. If the evaporator temperature Te exceeds the minimum target indoor temperature TEO-β, the process terminates. Furthermore, step S25 determines whether the evaporator temperature Te exceeds the minimum target indoor temperature TEO-β (Te>TEO-β). If the evaporator temperature Te is below the minimum target indoor temperature TEO-β, the process proceeds to step S27. If the evaporator temperature Te exceeds the minimum target indoor temperature TEO-β, the process proceeds to step S33 as needed. In addition, the judgment in step S27 becomes whether the evaporator temperature Te exceeds the limit target indoor temperature TEO-β' (Te>TEO-β'?). If the evaporator temperature Te is below the limit target indoor temperature TEO-β', the process proceeds to step S29. If the evaporator temperature Te exceeds the limit target indoor temperature TEO-β', the process proceeds to step S31 as needed.

[0070] Above, with Figure 1 The vehicle air conditioner 1 shown in the figure is used as an example to explain the on / off control and on / off suppression control of the compressor 2. However, the on / off control and on / off suppression control of the compressor 2 in this embodiment are not limited to Figure 1 The configuration of the vehicle air conditioner 1 shown is also applicable to vehicle air conditioners having other configurations.

[0071] <Other Examples of Vehicle Air Conditioning Devices> Figure 8 1 is a diagram conceptually showing an example of (the air-conditioning circuit A of) a vehicle air-conditioning apparatus 100 having another configuration. Figure 1 The vehicle air conditioner 1 shown in the figure is configured to heat the air directly using the refrigerant in the heat dissipation portion (condenser 4), but it may also be configured as follows. Figure 8 As shown, the vehicle air conditioner 100 is configured to heat the air using a heat medium in the heat dissipation section.

[0072] The vehicle air conditioner 100 includes, for example, a refrigerant circuit R in which a refrigerant circulates, a first heat medium circuit 115 in which a heat medium circulates, and a second heat medium circuit 116 in which a heat medium circulates. The vehicle air conditioner 100 performs heat pump operation using the refrigerant circuit R to air condition the vehicle interior.

[0073] The first heat medium circuit 115 is, for example, a heat medium circuit on the high-temperature side of the heat supply medium circulation (hereinafter referred to as the high-temperature side heat medium circuit 115 ) that exchanges heat with the high-temperature refrigerant flowing through the refrigerant circuit R. The second heat medium circuit 116 is, for example, a heat medium circuit on the low-temperature side of the heat supply medium circulation (hereinafter referred to as the low-temperature side heat medium circuit 116 ) that exchanges heat with the low-temperature refrigerant flowing through the refrigerant circuit R.

[0074] The refrigerant circuit R is composed of the compressor 2, the heat exchanger 110 (the first heat exchanger 110A and the second heat exchanger 110B), and the expansion mechanism 106, all connected by piping (refrigerant piping) 170. Although not shown, a liquid accumulator is provided upstream of the compressor 2 in the refrigerant circuit R to separate the refrigerant from the liquid. The refrigerant circuit R cools the refrigerant by passing the refrigerant, which has become a high-temperature, high-pressure gas after passing through the compressor 2, through the first heat exchanger 110A. The refrigerant then loses heat through the expansion mechanism 106, which depressurizes the refrigerant after passing through the first heat exchanger 110A. The refrigerant then passes through the second heat exchanger 110B, where it absorbs heat. The low-pressure refrigerant is then compressed again by the compressor 2. This cycle repeats (thick solid arrows).

[0075] The first heat exchanger 110A is, for example, a refrigerant-heat medium heat exchanger that exchanges heat between the heat medium flowing through the high-temperature-side heat medium circuit 115 and the refrigerant flowing through the refrigerant circuit R. The first heat exchanger 110A has a refrigerant flow path and a heat medium flow path. The refrigerant flow path is connected to the refrigerant circuit R, and the heat medium flow path is connected to the high-temperature-side heat medium circuit 115.

[0076] The second heat exchanger 110B is, for example, a refrigerant-heat medium heat exchanger that exchanges heat between the heat medium flowing through the low-temperature-side heat medium circuit 116 and the refrigerant flowing through the refrigerant circuit R. The second heat exchanger 110B has a refrigerant flow path and a heat medium flow path. The refrigerant flow path is connected to the refrigerant circuit R, and the heat medium flow path is connected to the low-temperature-side heat medium circuit 116.

[0077] The expansion mechanism 106 is composed of an expansion valve, a capillary tube, and the like, and reduces the pressure of the high-pressure refrigerant that has passed through the first heat exchanger 110A and expands it to form a low-pressure refrigerant.

[0078] The high-temperature-side heat medium circuit 115 is connected to, for example, the circulation pump 150, the first heat exchanger 110A, and the heater core 104 via piping 171. The heater core 104 is, for example, a condenser housed in an HVAC system (not shown). In this example, a branch pipe 172 is provided upstream of the circulation pump 150, with a heat storage tank 185 connected midway along the branch pipe 172. The high-temperature-side heat medium circuit 115 (particularly the heater core 104) functions as a heat dissipation unit in the vehicle air conditioning system 100, heating the air.

[0079] The low-temperature-side heat medium circuit 116 is connected to, for example, the circulation pump 160, the second heat exchanger 110B, and the cooler core 109 via piping 171. The cooler core 109 is, for example, an evaporator housed in an HVAC system (not shown). In this example, a branch pipe 173 is provided upstream of the circulation pump 160, with a cold storage tank 186 connected midway along the branch pipe 173. The low-temperature-side heat medium circuit 116 (particularly the cooler core 109) functions as a heat sink in the vehicle air conditioning system 100.

[0080] The HVAC system of the vehicle air conditioner 100 is, for example, Figure 1 The HVAC systems 10 shown are identical.

[0081] Furthermore, battery 155, serving as a device to be temperature-regulated (heat-generating device), is connected in parallel to both the high-side heat medium circuit 115 and the low-side heat medium circuit 116 via piping 171. While battery 155 is shown as a representative device to be temperature-regulated, the device is not limited to battery 155. Temperature-regulated devices also include devices mounted on the vehicle and generating heat, such as motor units. Furthermore, outdoor heat exchanger (radiator) 107 is connected in parallel to both the high-side heat medium circuit 115 and the low-side heat medium circuit 116 via piping 171.

[0082] right Figure 8 The heat medium circulation paths of the air conditioning circuit A shown in FIG. In this embodiment, multiple heat medium circulation paths are formed by heat medium pipe 171, branch pipes 172 and 173, and multiple branch portions b (e.g., branches b1 to b12). Hereinafter, these multiple circulation paths will be described as multiple branch portions b (b1 to b12) and flow paths r (r1 to r20) between the branch portions b. However, flow paths r correspond to pipe 171 and branch pipes 172 and 173 connected via the branch portions b and can be referred to as pipes r1 to r20. At least some of the multiple branch portions b are configured with mechanical or electromagnetic flow path switching valves (two-way, three-way, four-way, etc.) or mechanical or electromagnetic flow control valves.

[0083] First, on the high-temperature side heat medium circuit 115, a circulation pump 150 is connected to flow path r1, and the first heat medium circuit 110A is connected downstream of the circulation pump 150. Flow path r1 is connected to branch b1 at one end and to branch b4 at the other end. The heater core 104 is connected to flow path r2, which is connected to branch b1 at one end and to branch b2 at the other end. Flow path r3 is connected to branch b2 at one end and to branch b3 at the other end. A heat storage tank 185 is connected to flow path r4, which is connected to branch b3 at one end and to branch b4 at the other end. Flow path r5 is connected to branch b3 at one end and to branch b4 at the other end.

[0084] On the low-temperature side heat medium circuit 116, a circulation pump 160 is connected to flow path r6, and the second heat medium circuit 110B is connected downstream of the circulation pump 160. Flow path r6 is connected to branch b6 at one end and to branch b8 at the other end. The cooler core 109 is connected to flow path r7, which is connected to branch b5 at one end and to branch b6 at the other end. Flow path r8 is connected to branch b5 at one end and to branch b7 at the other end. A cold storage tank 186 is connected to flow path r9, which is connected to branch b7 at one end and to branch b8 at the other end. Flow path r10 is connected to branch b7 at one end and to branch b8 at the other end.

[0085] In addition, one end of flow path r11 is connected to branch portion b5, and the other end is connected to branch portion b9, one end of flow path r12 is connected to branch portion b6, and the other end is connected to branch portion b10, and the outdoor heat exchanger 107 is connected to flow path r13, and one end of flow path r13 is connected to branch portion b9, and the other end is connected to branch portion b10.

[0086] Flow path r14 is connected to branch b9 at one end and to branch b2 at the other end. Flow path r15 is connected to branch b10 at one end and to branch b1 at the other end. Flow path r16 is connected to branch b1 at one end and to branch b12 at the other end. Battery 155 is connected to flow path r17, which is connected to branch b11 at one end and to branch b12 at the other end. Flow path r18 is connected to branch b2 at one end and to branch b11 at the other end. Flow path r19 is connected to branch b12 at one end and to branch b6 at the other end. Flow path r20 is connected to branch b11 at one end and to branch b5 at the other end.

[0087] Here, the battery 155 and the piping 171 connected thereto (in the above example, a circuit comprising flow paths r16, r17, r18, r19, and r20) form a heat medium circuit (i.e., device temperature adjustment circuit 161) that includes the heat-generating device (the device to be temperature-controlled). Furthermore, the device temperature adjustment circuit 161 is configured to be connectable in parallel with either the heat dissipating portion (first heat medium circuit 115) or the heat absorbing portion (second heat medium circuit 116) of the vehicle air conditioner 100.

[0088] Reference Figure 9 right Figure 8 The flow paths of the heat medium in the high-temperature side heat medium circuit 115 and the low-temperature side heat medium circuit 116 during the heating operation of the vehicle air conditioning device 100 shown in FIG. 1 and the flow paths of the heat medium in the high-temperature side heat medium circuit 115 and the low-temperature side heat medium circuit 116 during the cooling operation will be described. Figure 8 It is omitted in the following description.

[0089] exist Figure 9 In FIG. 1 , a flow path H2 of the heat medium in the heating operation is indicated by a solid-line arrow, and a flow path C2 of the heat medium in the cooling operation is indicated by a thick dashed-line arrow.

[0090] <Heating Operation of Vehicle Air Conditioning Apparatus 100> In the high-temperature side heat medium circuit 115 during heating operation, the heat medium circulates in a path H2 that returns from the circulation pump 150 via the flow path r1 (first heat exchanger 110A), the branch b1, the flow path r2 (heater core 104), the branch b2, the flow path r3, the branch b3, the flow path r5, and the branch b4 to the circulation pump 150.

[0091] In the low-temperature side heat medium circuit 116 during heating operation, the heat medium circulates along a path H2 that returns from the circulation pump 160 via flow path r6 (second heat exchanger 110B), branch b6, flow path r12, branch b10, flow path r13 (outdoor heat exchanger 107), branch b9, flow path r11, branch b5, flow path r8, branch b7, flow path r10, and branch b8 to the circulation pump 160.

[0092] The high-temperature, high-pressure gas refrigerant discharged from compressor 2 flows into first heat exchanger 110A, where it exchanges heat with the heat medium in high-temperature-side heat medium circuit 115. The refrigerant exiting first heat exchanger 110A is decompressed by expansion mechanism 106 before flowing into second heat exchanger 110B, where it exchanges heat with the heat medium in low-temperature-side heat medium circuit 116. The low-temperature refrigerant exiting second heat exchanger 110B undergoes gas-liquid separation in an accumulator (not shown) before being drawn into compressor 2, repeating this cycle (bold arrows).

[0093] In the low-temperature side heat medium circuit 116 , the heat medium flows into the outdoor heat exchanger 7 , draws heat (absorbs heat) from the outside air flowing in due to driving or from the outside air blown by an outdoor blower (not shown), and flows into the second heat exchanger 110B.

[0094] In the high-temperature side heat medium circuit 115, the heat medium that has exchanged heat with the refrigerant in the first heat exchanger 110A flows into the heater core 104, whereby the heated air is blown out from the blow-out port of the HVAC system (not shown) into the vehicle interior, thereby heating the vehicle interior. Figure 8 In the illustrated heating operation (where the heat medium flows through path H2), the refrigerant circuit R is not thermally connected to the equipment temperature adjustment circuit (heat medium circuit) 161. To distinguish this from heating operation with the air conditioning capacity consumption mode enabled (described later), heating operation without thermal connection to the equipment temperature adjustment circuit (heat medium circuit) 161 is sometimes referred to as "heating operation (normal)."

[0095] <Cooling Operation of Vehicle Air Conditioning Device 100> Then refer to Figure 9 The following describes the flow paths C2 (thick dashed arrows) of the heat medium in each of the high-temperature-side heat medium circuit 115 and the low-temperature-side heat medium circuit 116 during the cooling operation of the vehicle air conditioner 100 .

[0096] In the high-temperature side heat medium circuit 115 during cooling operation, the heat medium circulates in a path C2 that returns from the circulation pump 150 via the flow path r1 (first heat exchanger 110A), the branch b1, the flow path r15, the branch b10, the flow path r13 (outdoor heat exchanger 107), the branch b9, the flow path r14, the branch b2, the flow path r3, the branch b3, the flow path r5, and the branch b4 to the circulation pump 150.

[0097] In the low-temperature side heat medium circuit 116 , the heat medium circulates in a path C2 that returns from the circulation pump 160 via the flow path r6 (second heat exchanger 110B), the branch b6, the flow path r7 (cooler core 109 ), the branch b5, the flow path r8, the branch b7, the flow path r10, and the branch b8 to the circulation pump 160 .

[0098] The high-temperature, high-pressure gas refrigerant discharged from compressor 2 flows into first heat exchanger 110A, where it exchanges heat with the heat medium in high-temperature-side heat medium circuit 115. The refrigerant exiting first heat exchanger 110A is decompressed by expansion mechanism 106 before flowing into second heat exchanger 110B, where it exchanges heat with the heat medium in low-temperature-side heat medium circuit 116. The low-temperature refrigerant exiting second heat exchanger 110B undergoes gas-liquid separation in an accumulator (not shown) before being drawn into compressor 2, repeating this cycle (bold arrows).

[0099] In the high-temperature side heat medium circuit 115 , the heat medium flows into the outdoor heat exchanger 7 , exchanges heat (dissipates heat) with the outside air flowing in due to running or the outside air blown by an outdoor blower (not shown), and then flows into the first heat exchanger 110A.

[0100] In the low-temperature side heat medium circuit 116, the heat medium, which has exchanged heat with the refrigerant in the second heat exchanger 110B, flows into the cooler core 109. The cooled air is then blown into the vehicle interior from an outlet of an HVAC system (not shown), thereby cooling the vehicle interior. During this cooling operation (when the heat medium flows through path C2), the refrigerant circuit R is not thermally connected to the device temperature adjustment circuit (heat medium circuit) 161. To distinguish it from cooling operation in which the air conditioning capacity consumption mode described later is activated, cooling operation without thermal connection to the device temperature adjustment circuit (heat medium circuit) 161 is sometimes referred to as cooling operation (normal).

[0101] <Air Conditioning Capacity Consumption Mode> Next, the air conditioning capacity consumption mode of this embodiment is described. Figure 7The air conditioning capacity consumption mode switched from the heating operation (normal) to the cooling operation (normal) in step S19 is a mode in which the air conditioning capacity of the refrigerant circuit R is consumed when the air conditioning capacity of the refrigerant circuit R exceeds the required air conditioning load when the compressor 2 is at the lowest speed. In this embodiment, according to the air conditioning circuit A (vehicle air conditioning device 1 ( Figure 1 )、Vehicle air conditioning device 100( Figure 8 The applicable air conditioning capacity consumption mode (method of air conditioning capacity consumption) varies depending on the configuration of the compressor and whether the compressor is in heating or cooling operation. By selecting (setting) any one of multiple air conditioning capacity consumption modes, the operator switches to that mode. An example of these multiple air conditioning capacity consumption modes is described below. Furthermore, "the air conditioning capacity of the refrigerant circuit R is in excess of the required air conditioning load when the compressor 2 is at its minimum speed" will be referred to as "excess air conditioning capacity."

[0102] <First Air Conditioning Capacity Consumption Mode> The first air conditioning capacity consumption mode is Figure 1 In the heating operation (normal) of the vehicle air conditioner 1 shown (the refrigerant is Figure 4 In the case of excess air conditioning capacity (when the heat flows along the path H1 shown), the condenser 4, which serves as the heat dissipation portion of the vehicle air conditioning system 1, is thermally connected to the device temperature control circuit (heat medium circuit including the heat generating device) 161. In this example, the heat medium is also circulated to the heat storage tank 85 to store heat.

[0103] Specifically, refer to Figure 4 The refrigerant flow path of the refrigerant circuit R and the heat medium flow path of the equipment temperature adjustment circuit 61 (refrigerant heat medium path F1, indicated by solid arrows) when switching to the first air conditioning capacity consumption mode is performed during heating operation (normal) will be described.

[0104] In the first air conditioning capacity consumption mode, the control device 32 Figure 4 The heating operation (normal) state of the refrigerant circuit R indicated by the path H1 is a state in which the solenoid valve 22 is further opened, the auxiliary expansion valve 73 is also opened, and the valve opening degree thereof is controlled (appropriately reduced from fully open).

[0105] In the first air conditioning capacity consumption mode, refrigerant circulates along the refrigerant heat medium path F1 (solid arrows) in the refrigerant circuit R. Specifically, when the solenoid valve 22 is opened, the refrigerant flowing from the condenser 4 is split into the refrigerant pipes 13H and 13G on the refrigerant upstream side of the outdoor expansion valve 6 .

[0106] The refrigerant flowing into the refrigerant pipe 13H is decompressed by the outdoor expansion valve 6 and then flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates and absorbs heat (absorbs heat) from the outside air flowing in due to driving or from the outside air blown by an outdoor blower (not shown).

[0107] The low-temperature refrigerant from the outdoor heat exchanger 7 then flows through refrigerant pipes 13A and 13B, solenoid valve 21, and check valve 20 into the accumulator 12. After the refrigerant undergoes gas-liquid separation in the accumulator 12, the gaseous refrigerant passes through refrigerant pipe 13D and is drawn into the compressor 2, repeating this cycle. The air heated by the condenser 4 is blown out through the outlet 29, thereby heating the vehicle interior.

[0108] The low-temperature refrigerant flowing into refrigerant pipe 13G enters branch pipe 72, is decompressed by auxiliary expansion valve 73, and then flows through branch pipe 72 into the refrigerant flow path of cooling heat exchanger 64, where it evaporates. This process absorbs heat (latent heat due to the change in state from gas to liquid and then liquid to gas). The evaporated refrigerant in the refrigerant flow path passes through refrigerant pipe 74 and enters the refrigerant pipe 13B downstream of check valve 20. It then passes through accumulator 12 and refrigerant pipe 13D, and is drawn into compressor 2, repeating this cycle.

[0109] Meanwhile, the heat medium in the equipment temperature control circuit 61 circulates through the refrigerant heat medium path F1 (solid arrows). Specifically, it is discharged from the first circulation pump 62 into the heat medium pipe 68A, passes through the check valve 82, and reaches the heat storage tank 85. The heat medium from the heat storage tank 85 is discharged into the heat medium pipe 68B and reaches the heat medium flow path of the cooling heat exchanger 64. The heat medium is at a higher temperature than the refrigerant flowing through the refrigerant flow path of the cooling heat exchanger 64, and is cooled by the refrigerant absorbing heat. The heat medium, cooled by the refrigerant's heat absorption, exits the cooling heat exchanger 64, flows through the heat medium pipe 68A, exchanges heat with the heat medium heater 66 and the battery 55, and is then drawn into the first circulation pump 62, repeating the cycle. Furthermore, the heat (cold) of the heat medium is stored (cold) in the heat storage tank 85.

[0110] Thus, in the first air conditioning capacity consumption mode, the outdoor heat exchanger 7 and the cooling heat exchanger 64 are connected in parallel with the refrigerant flow in the refrigerant circuit R, and the condenser 4, serving as the heat dissipation unit of the vehicle air conditioner 1, is thermally connected to the device temperature control circuit (a heat medium circuit including a heat generating device) 61. In other words, excess air conditioning capacity is consumed by performing heating operation and increasing the number of temperature control targets. Furthermore, the heat medium is circulated to the heat storage tank 85 to store heat (cold and hot heat storage). This stored heat is used as a cooling heat source for the battery 55, for example, when the compressor 2 is stopped. The controller 32 controls the valve opening of the auxiliary expansion valve 73 to enable refrigerant-heat medium heat exchange using the cooling heat exchanger 64.

[0111] By increasing the number of temperature adjustments, the chances of compressor 2's air conditioning capacity exceeding the required capacity when operating at its lowest speed decrease, reducing the number of times compressor 2 is turned on and off. Furthermore, by storing heat in heat storage tank 85 and using it as a heat source when compressor 2 is stopped, the on / off period can be extended, further reducing the number of times compressor 2 is turned on and off. Furthermore, by increasing the length of the refrigerant circulation path, excess air conditioning capacity can be consumed, further reducing the number of times compressor 2 is turned on and off.

[0112] <Second Air Conditioning Capacity Consumption Mode> The second air conditioning capacity consumption mode is Figure 1 During the cooling operation (normal) of the vehicle air conditioner 1 shown (the refrigerant is Figure 4 In the case of excess air conditioning capacity (e.g., when the heat medium flows along the path C1 shown), the evaporator 9, which serves as the heat absorption portion of the vehicle air conditioning system 1, is thermally connected to the device temperature control circuit (heat medium circuit including a heat generating device) 61. In this example, the heat medium is also simultaneously circulated to the heat storage tank 85 to store heat.

[0113] Specifically, refer to Figure 4 The refrigerant flow path of the refrigerant circuit R and the heat medium flow path (refrigerant-heat medium path F2 , dotted arrow) of the equipment temperature adjustment circuit 61 when switching to the second air conditioning capacity consumption mode is performed during cooling operation (normal) will be described.

[0114] In the second air conditioning capacity consumption mode, the control device 32 Figure 4 The cooling operation state of the refrigerant circuit R indicated by the path C1 is a state in which the auxiliary expansion valve 73 is further opened and its valve opening is controlled (appropriately reduced from fully open).

[0115] In the second air conditioning capacity consumption mode, the refrigerant circulates in the refrigerant circuit R along the refrigerant heat medium path F2 (dashed arrow). Specifically, due to the opening of the auxiliary expansion valve 73, a portion of the refrigerant is diverted to the branch pipe 72 downstream of the check valve 18, and the remainder flows into the indoor expansion valve 8. After the refrigerant is reduced in pressure by the indoor expansion valve 8, it flows into the evaporator 9 and evaporates. The heat absorption at this time cools the air blown out from the indoor blower 27 and exchanging heat with the evaporator 9. The refrigerant evaporated by the evaporator 9 passes through the refrigerant piping 13C to the accumulator 12. From the accumulator 12, it passes through the refrigerant piping 13D and is sucked into the compressor 2, repeating this cycle. Since the air cooled by the evaporator 9 is blown into the vehicle interior from the blow-out port 29, the vehicle interior is cooled.

[0116] The low-temperature refrigerant flowing into branch pipe 72 is decompressed by auxiliary expansion valve 73 before flowing through branch pipe 72 into the refrigerant flow path of cooling heat exchanger 64, where it evaporates. This process absorbs heat (latent heat due to the change in state from gas to liquid and then liquid to gas). The refrigerant evaporated in the refrigerant flow path passes through refrigerant pipe 74 and enters the refrigerant pipe 13B downstream of check valve 20. It then passes through accumulator 12 and refrigerant pipe 13D, and is drawn into compressor 2, repeating this cycle.

[0117] Meanwhile, the heat medium in the equipment temperature control circuit 61 circulates through the refrigerant heat medium path F2 (dashed arrows). Specifically, it is discharged from the first circulation pump 63 into the heat medium pipe 68A, passes through the check valve 82, and reaches the heat storage tank 85. The heat medium from the heat storage tank 85 is discharged into the heat medium pipe 68B and reaches the heat medium flow path of the cooling heat exchanger 64. The heat medium is at a higher temperature than the refrigerant flowing through the refrigerant flow path of the cooling heat exchanger 64, and is cooled by the refrigerant absorbing heat. The heat medium, cooled by the refrigerant's heat absorption, exits the cooling heat exchanger 64, flows through the heat medium pipe 68A, exchanges heat with the heat medium heater 66 and the battery 55, and is drawn into the first circulation pump 62, repeating the cycle. Furthermore, the heat (cold) of the heat medium is stored (cold) in the heat storage tank 85.

[0118] Thus, in the second air conditioning capacity consumption mode, the outdoor heat exchanger 7 is connected in parallel with the cooling heat exchanger 64 relative to the flow of refrigerant in the refrigerant circuit R, and the evaporator 9, serving as the heat sink of the vehicle air conditioner 1, is thermally connected to the device temperature control circuit (a heat medium circuit equipped with a heat generating device) 61. In other words, excess air conditioning capacity is consumed by performing cooling operation and increasing the number of temperature control targets. Furthermore, the heat medium is circulated to the heat storage tank 85 to store heat (cold and hot heat storage). The heat stored in the heat storage tank 85 is used as a cooling heat source for the battery 55, for example, when the compressor 2 is stopped. The controller 32 controls the valve opening of the auxiliary expansion valve 73 to enable refrigerant-heat medium heat exchange using the cooling heat exchanger 64.

[0119] By increasing the number of temperature adjustments, the chances of compressor 2's air conditioning capacity exceeding the required capacity when operating at its lowest speed decrease, reducing the number of times compressor 2 is turned on and off. Furthermore, by storing heat in heat storage tank 85 and using it as a heat source when compressor 2 is stopped, the on / off period can be extended, further reducing the number of times compressor 2 is turned on and off. Furthermore, by increasing the length of the refrigerant circulation path, excess air conditioning capacity can be consumed, further reducing the number of times compressor 2 is turned on and off.

[0120] <Third Air Conditioning Capacity Consumption Mode> The third air conditioning capacity consumption mode is when Figure 9 In the heating operation (normal) of the vehicle air conditioner 100 shown in FIG. Figure 9 In the case where the air conditioning capacity is excessive (when the air conditioning capacity is excessive), the high-temperature side heat medium circuit 115 (especially the heater core 104) serving as the heat dissipation portion of the vehicle air conditioning apparatus 100 is thermally connected to the device temperature adjustment circuit (heat medium circuit having a heat generating device) 161.

[0121] Specifically, refer to Figure 9 The following describes the heat medium flow path (heat medium path F3, indicated by dashed arrows) within the heat medium circuit (high-temperature heat medium circuit 115, low-temperature heat medium circuit 116, and equipment temperature adjustment circuit 161) when switching to the third air conditioning capacity consumption mode during heating operation (normal). The refrigerant flow path (thick solid arrows) within the refrigerant circuit R is the same as that described above for the heating operation (normal) and cooling operation (normal) of the vehicle air conditioner 100, and therefore, description thereof will be omitted.

[0122] In the third air conditioning capacity consumption mode, the control device 32 Figure 9In the heating operation (normal) state, indicated by path H2, branches b1 and b2 are switched, connecting high-temperature-side heat medium circuit 115 in parallel with device temperature control circuit 161. Consequently, the high-temperature-side heat medium circulates through path F3, which returns from circulation pump 150 via path r1 (first heat exchanger 110A), branch b1, path r2 (heater core 104), branch b2, path r3, path b3, path r5, and path b4 to circulation pump 150. Furthermore, path F3, which returns from circulation pump 150 via path r1 (first heat exchanger 110A), branch b1, path r16, path b12, path r17 (battery 155), branch b11, path r18, branch b2, path r3, path r5, and path b4 to circulation pump 150, merges with path r3. In the path F3 , the heat medium that has absorbed heat from the refrigerant in the refrigerant circuit R in the first heat exchanger 110A circulates toward the battery 155 , thereby heating the battery 155 .

[0123] The heat medium flow path F3 in the low-temperature heat medium circuit 116 is the same as the heat medium flow path H2 in the low-temperature heat medium circuit 116 during the heating operation (normal), and therefore description thereof is omitted.

[0124] Thus, in the third air conditioning capacity consumption mode, heater core 104, serving as the heat dissipation unit of vehicle air conditioner 100, is thermally connected to device temperature control circuit (heat medium circuit) 161. Specifically, excess air conditioning capacity is consumed by performing heating operation and increasing the number of temperature control targets. This reduces the chances of compressor 2 operating at its lowest speed exceeding the required air conditioning capacity, thus reducing the number of times compressor 2 is turned on and off.

[0125] <Fourth Air Conditioning Capacity Consumption Mode> The fourth air conditioning capacity consumption mode is when Figure 9 In the heating operation (normal) of the vehicle air conditioner 100 shown in FIG. Figure 9 In the case where the air conditioning capacity is excessive (the air conditioning capacity is excessive), the heat medium is circulated to the heat storage tank 185 to store warm heat.

[0126] Specifically, refer to Figure 9The following describes the flow path (heat medium path F4, indicated by dashed-dotted arrows) of the heat medium circuit (high-temperature-side heat medium circuit 115, low-temperature-side heat medium circuit 116, and equipment temperature adjustment circuit 161) when switching to the fourth air conditioning capacity consumption mode during heating operation (normal). The flow path (thick solid arrows) of the refrigerant in the refrigerant circuit R is the same as that described above for the heating operation (normal) and cooling operation (normal) of the vehicle air conditioner 100, and therefore, description thereof will be omitted.

[0127] In the fourth air conditioning capacity consumption mode, the control device 32 Figure 9 In the heating operation (normal) state, indicated by path H2, branches b3 and b4 are switched, and heat medium is circulated to heat storage tank 185 midway through high-temperature-side heat medium circuit 115. Consequently, the high-temperature-side heat medium circulates through path F4, which returns from circulation pump 150 via path r1 (first heat exchanger 110A), branch b1, path r2 (heater core 104), branch b2, path r3, path b3, path r5, and path b4 to circulation pump 150, and through path F4, which returns from circulation pump 150 via path r1 (first heat exchanger 110A), branch b1, path r2 (heater core 104), branch b2, path r3, path b3, path r4 (heat storage tank 185), and path b4 to circulation pump 150.

[0128] The heat medium flow path F4 in the low-temperature heat medium circuit 116 is the same as the heat medium flow path H2 in the low-temperature heat medium circuit 116 during the heating operation (normal), and therefore description thereof is omitted.

[0129] Thus, in the fourth air conditioning capacity consumption mode, excess air conditioning capacity is consumed by performing heating operation and storing warm heat in the heat storage tank 185. This reduces the chances that the air conditioning capacity will exceed the required air conditioning capacity when the compressor 2 is operating at the minimum speed, thereby reducing the number of times the compressor 2 is turned on and off.

[0130] Furthermore, the heat of the heat storage tank 185 is used as a heat source during the stop of the compressor 2, and thus the on / off period can be extended, thereby further reducing the number of on / off times.

[0131] <Fifth Air Conditioning Capacity Consumption Mode> The fifth air conditioning capacity consumption mode is when Figure 8 In the cooling operation (normal) of the vehicle air conditioner 100 shown (heat medium is Figure 9In the case where the air conditioning capacity is excessive (when the air conditioning capacity is excessive), the high-temperature side heat medium circuit 115 (especially the cooler core 109) of the vehicle air conditioning device 100, which serves as the heat absorption part, is thermally connected to the device temperature adjustment circuit (heat medium circuit with heat-generating equipment) 161.

[0132] Specifically, refer to Figure 9 The following describes the flow path (heat medium path F5, indicated by large dashed arrows) of the heat medium circuit (high-temperature-side heat medium circuit 115, low-temperature-side heat medium circuit 116, and equipment temperature adjustment circuit 161) when switching to the fifth air conditioning capacity consumption mode during cooling operation (normal). The flow path (thick solid arrows) of the refrigerant in the refrigerant circuit R is the same as that described above for the heating operation (normal) and cooling operation (normal) of the vehicle air conditioner 100, and therefore, description thereof will be omitted.

[0133] In the fifth air conditioning capacity consumption mode, the control device 32 Figure 9 In the cooling operation (normal) state, indicated by path C2, branches b5 and b6 are switched, connecting low-temperature-side heat medium circuit 116 in parallel with device temperature control circuit 161. Consequently, the low-temperature-side heat medium circulates through path F5, which returns from circulation pump 160 via path r6 (second heat exchanger 110B), branch b6, path r7 (cooler core 109), branch b5, path r8, branch b7, path r10, and branch b8 to circulation pump 160. Also, path F5 returns from circulation pump 160 via path r6 (second heat exchanger 110B), branch b6, path r19, branch b12, path r17 (battery 155), branch b11, path r20, branch b5, path r8, branch b7, path r10, and branch b8 to circulation pump 160. In the path F5 , the heat medium that has transferred heat to the refrigerant in the refrigerant circuit R in the second heat exchanger 110B circulates toward the battery 155 , thereby cooling the battery 155 .

[0134] The heat medium flow path F5 in the high-temperature heat medium circuit 115 is the same as the heat medium flow path C2 in the high-temperature heat medium circuit 115 during cooling operation (normal), and therefore description thereof is omitted.

[0135] Thus, in the fifth air conditioning capacity consumption mode, the cooler core 109, serving as the heat sink of the vehicle air conditioner 100, is thermally connected to the device temperature control circuit (heat medium circuit) 161. Specifically, by performing cooling operation and increasing the number of temperature control targets, excess air conditioning capacity is consumed. This reduces the chances of excess air conditioning capacity relative to the required capacity when the compressor 2 is operating at its lowest speed, thus reducing the number of times the compressor 2 is turned on and off.

[0136] <Sixth Air Conditioning Capacity Consumption Mode> The sixth air conditioning capacity consumption mode is when Figure 9 In the cooling operation (normal) of the vehicle air conditioner 100 shown (heat medium is Figure 9 In the case where the air conditioning capacity is excessive (when the heat medium flows along the path C2 shown), the heat medium is circulated to the cold storage tank 186 to perform cold and hot heat storage (cold storage).

[0137] Specifically, refer to Figure 9 The following describes the flow path (heat medium path F6, indicated by a double-dashed arrow) of the heat medium circuit (high-temperature-side heat medium circuit 115, low-temperature-side heat medium circuit 116, and equipment temperature adjustment circuit 161) when switching to the sixth air conditioning capacity consumption mode during cooling operation (normal). The flow path (thick solid arrow) of the refrigerant in the refrigerant circuit R is the same as that during the heating operation (normal) and cooling operation (normal) of the vehicle air conditioner 100 described above, and therefore, its description will be omitted.

[0138] In the sixth air conditioning capacity consumption mode, the control device 32 Figure 9 In the cooling operation (normal) state, indicated by path C2, branches b7 and b8 are switched, and the heat medium circulates toward the cold storage tank 186 midway through the low-temperature-side heat medium circuit 116. Consequently, the low-temperature-side heat medium circulates through path F6, which returns from the circulating pump 160 via path r6 (second heat exchanger 110A), branch b6, path r7 (cooler core 109), branch b5, path r8, branch b7, path r10, and branch b8 to the circulating pump 160, and through path F6, which returns from the circulating pump 160 via path r6 (second heat exchanger 110A), branch b6, path r7 (cooler core 109), branch b5, path r8, branch b7, path r9 (cold storage tank 186), and branch b8 to the circulating pump 160.

[0139] The heat medium flow path F6 in the high-temperature-side heat medium circuit 115 is the same as the heat medium flow path C2 in the high-temperature-side heat medium circuit 115 during cooling operation (normal), and therefore description thereof is omitted.

[0140] Thus, in the sixth air conditioning capacity consumption mode, excess air conditioning capacity is consumed by performing cooling operation and storing cold and hot heat in the cold storage tank 186. This reduces the chances that the air conditioning capacity when the compressor 2 is operating at the minimum speed will exceed the required air conditioning capacity, thereby reducing the number of times the compressor 2 is turned on and off.

[0141] Furthermore, the cold and heat of the cold storage tank 186 can be used as a cooling heat source during the stop of the compressor 2, thereby extending the on / off period, and thus further reducing the number of on / off times.

[0142] <Seventh Air Conditioning Capacity Consumption Mode> The seventh air conditioning capacity consumption mode is when Figure 1 During the heating operation or cooling operation of the vehicle air conditioner 1 shown ( Figure 4 ) is a mode in which the ratio of the outside air introduced into the air intake unit 10I of the HVAC system 10 is increased when the air conditioning capacity is excessive. Alternatively, the seventh air conditioning capacity consumption mode is a mode in which the ratio of the outside air introduced into the air intake unit 10I of the HVAC system 10 is increased when the air conditioning capacity is excessive. Figure 9 When the air conditioning capacity becomes excessive during the heating operation or the cooling operation of the vehicle air conditioning apparatus 100 shown in FIG. Figure 9 HVAC system not shown in the figure (with Figure 1 The mode in which the outside air introduction ratio of the air intake unit of the vehicle air conditioning device 1 (which is the same as the HVAC system 10 shown) is increased.

[0143] In this case, the air conditioning circuit A of the vehicle air conditioner 1 or 100 does not need to be switched, and the refrigerant and the heat medium circulate in the flow paths in both the heating operation (normal) and the cooling operation (normal).

[0144] Specifically, refer to Figure 1 When the air conditioning capacity becomes excessive, in the air intake unit 10I of the HVAC system 10, the air inlet and the internal air inlet are each inlet (at Figure 1 In the example shown as the suction port 25, the ratio of the external air introduced from the external air suction port is increased (for example, the external air introduction ratio is increased from 0% to 50%, or the external air introduction ratio is increased compared to the internal air introduction ratio).

[0145] During mid-seasonal periods such as spring and autumn, increasing the outside air intake ratio can sometimes adjust the evaporator temperature Te (especially the temperature of the air passing through the evaporator 9 (the outlet temperature or the indoor temperature) in the seventh air conditioning capacity consumption mode), thereby reducing the degree of excess air conditioning capacity. Alternatively, feedback control of the outside air intake rate can be performed to minimize fluctuations in the evaporator temperature Te (stabilize the evaporator temperature Te).

[0146] Furthermore, when comparing the introduction of outside air and the introduction of inside air in the air intake unit 10I, the outside air introduction has a greater air conditioning load. Therefore, by increasing the ratio of the outside air introduction, the excess air conditioning capacity can be further consumed.

[0147] Due to the synergistic effect, the chances of the air conditioning capacity when the compressor 2 is operated at the minimum rotation speed being excessive relative to the required air conditioning capacity are reduced, and the number of times the compressor 2 is turned on and off can be reduced.

[0148] By further increasing the ratio of the introduction of outside air, the carbon dioxide concentration in the vehicle interior can be reduced, and the environment in the vehicle interior can be improved.

[0149] <Eighth Air Conditioning Capacity Consumption Mode> The eighth air conditioning capacity consumption mode is, for example, the following mode: Figure 1 During the heating operation or cooling operation of the vehicle air conditioner 1 shown ( Figure 4 ) becomes an excess air conditioning capacity, for example, based on the evaporator temperature Te, a reheating mode is executed in which the air is cooled by the heat absorbing part (e.g., evaporator 9) and then heated by the heat radiating part (e.g., condenser 4), and the temperature-controlled air is blown out only from the defroster outlet (DEF, in the HVAC system 10). Figure 1 In this case, the air conditioning circuit A of the vehicle air conditioning device 1 or 100 does not need to be switched, and the refrigerant and the heat medium circulate in the flow paths of the heating operation (normal) and the cooling operation (normal). However, when the eighth air conditioning capacity consumption mode can be switched, the air conditioning circuit A (the path of the refrigerant and the heat medium) is configured as follows: in the heating operation (normal) or the cooling operation (normal), it is possible to switch to a mode (reheating mode) in which the air is heated by the condenser 4 after the air is cooled by the evaporator 9. That is, for example, in Figure 1 In the heating operation (normal) of the vehicle air conditioner 1 shown, the refrigerant is Figure 4 Specifically, the refrigerant flows to the evaporator 9 (absorbing heat from the outside air through the outdoor heat exchanger 7), cools the air blown out from the indoor blower 27, and is then heated (reheated) by the condenser 4.

[0150] In reheat mode, when the cooling capacity of the evaporator 9 exceeds the heating capacity of the condenser 4, dehumidification and cooling operation occurs. When the cooling capacity of the evaporator 9 exceeds the heating capacity of the condenser 4, dehumidification and heating operation occurs. For example, the opening of the air mix damper 28 is controlled based on the evaporator temperature Te to achieve a balance between the heating and cooling capacities, thereby adjusting the evaporator temperature Te. Specifically, during heating operation, the air mix damper 28 is closed in conjunction with an increase in the evaporator temperature Te. During cooling operation, the air mix damper 28 is opened in conjunction with a decrease in the evaporator temperature Te, thereby consuming excess air conditioning capacity. Alternatively, the opening of the air mix damper 28 can be controlled simply using a binary value, for example.

[0151] This reduces the chances that the air-conditioning capacity when the compressor 2 is operated at the minimum rotational speed exceeds the required air-conditioning capacity, and the number of times the compressor 2 is turned on and off can be reduced.

[0152] In addition, the HVAC system 10 has, for example, FOOT (foot), VENT (vent), and DEF (defroster) outlets (in Figure 1 (represented by outlet 29 in the figure), however, in the eighth air conditioning capacity consumption mode, air with reduced humidity through reheating is blown only from the defroster outlet (DEF). Reheating in the eighth air conditioning capacity consumption mode adjusts the air temperature and humidity in accordance with the air conditioning capacity of compressor 2, potentially causing discomfort to occupants, including the vehicle operator. In the eighth air conditioning capacity consumption mode, this air is blown only from the defroster outlet, preventing direct airflow to occupants, thereby minimizing any impairment of occupant comfort.

[0153] In addition, even if Figure 8 The eighth air-conditioning capacity consumption pattern is also applicable to the configuration of the illustrated vehicle air-conditioning apparatus 100 (in either the heating operation or the cooling operation).

[0154] <Other Examples of Air Conditioning Capacity Consumption Patterns> For example, during execution of each of the first through seventh air conditioning capacity consumption modes, the system can switch to a mode (reheating mode) in which air is heated by the condenser 4 after air cooling by the evaporator 9, based on the rotational speed of the compressor 2 (at the minimum rotational speed) and the evaporator temperature Te. In this case, the air conditioning circuit A is configured to be capable of reheating during heating operation.

[0155] For example, if we take the heating operation as an example, Figure 7In the judgment of step S25 shown, when the evaporator temperature Te reaches the maximum target indoor temperature TEO+α, the compressor 2 is not immediately stopped (rotation speed 0 rpm), and the mode is switched to the reheating mode ( Figure 7 Steps S27 and S31 are performed. By controlling the opening of the air mix damper 28, a balance between heating and cooling is achieved, thereby adjusting the evaporator temperature Te. Specifically, during heating operation, the air mix damper 28 is closed in conjunction with an increase in the evaporator temperature Te (restraining the discharge of warm air into the vehicle interior). During cooling operation, the air mix damper 28 is opened in conjunction with a decrease in the evaporator temperature Te (increasing the discharge of warm air into the vehicle interior), thereby consuming excess air conditioning capacity. Alternatively, the opening of the air mix damper 28 may be controlled using a simple binary value, for example.

[0156] In this case, when the limit target indoor temperature TEO+α' is reached, the compressor 2 is stopped ( Figure 7 By doing so, the number of times the compressor 2 is turned on / off can be further reduced.

[0157] Furthermore, after switching to the reheating mode (after being turned on), when the evaporator temperature Te is lower than the maximum target indoor temperature TEO+α (when the reheating mode is turned on when the evaporator temperature Te is lower than the maximum target indoor temperature TEO+α), the reheating mode is turned off ( Figure 7 Steps S27, S33).

[0158] In this case, the reheated air sent into the vehicle cabin may also be uncomfortable for the occupants. Therefore, as in the eighth air conditioning capacity consumption mode, it is preferable to send the reheated air only from the defroster outlet, or to control the louver (not shown) provided at the outlet 29 so as not to directly send air to the occupants.

[0159] In addition, in the first to seventh air conditioning capacity consumption modes, it is not necessary to switch to the reheating mode during the execution of each mode. In this case, Figure 7 In the judgment of step S25 shown, when the evaporator temperature Te reaches the maximum target indoor temperature TEO+α, the process proceeds to step S29, and the compressor 2 is immediately stopped (rotation speed 0 rpm).

[0160] Furthermore, during each of the first through eighth air conditioning capacity consumption modes, while maintaining the compressor 2 at its lowest speed, the pressure reducing unit (the outdoor expansion valve 6, indoor expansion valve 8, auxiliary expansion valve 73 of the vehicle air conditioning apparatus 1, or the expansion mechanism 106 of the vehicle air conditioning apparatus 100) may be appropriately controlled to reduce the refrigerant flow rate in the refrigerant circuit R. For example, in the vehicle air conditioning apparatus 1, during heating operation, the outdoor expansion valve 6 is fully opened, the indoor expansion valve 8 is fully closed, and the refrigerant flow rate is controlled by the opening degree of the auxiliary expansion valve 73. Furthermore, during cooling operation, the outdoor expansion valve 6 is fully opened, and the refrigerant flow rate is controlled by the opening degrees of the indoor expansion valve 8 and the auxiliary expansion valve 73.

[0161] Because the refrigerant flow rate affects the air conditioning capacity of compressor 2, the pressure reducing unit is appropriately controlled (controlling the refrigerant flow rate in a decreasing direction) to adjust the evaporator temperature Te during each of the first through eighth air conditioning capacity consumption modes. Furthermore, feedback control of the pressure reducing unit can be used to reduce fluctuations in the evaporator temperature Te (stabilizing the evaporator temperature Te). This reduces the number of times compressor 2 is turned on and off in each air conditioning capacity consumption mode, even when operating compressor 2 at its lowest speed, resulting in excess air conditioning capacity.

[0162] As described above, in this embodiment, when the compressor 2 is at the minimum speed and the air conditioning capacity of the refrigerant circuit R exceeds the required air conditioning load, the on / off suppression control unit 328 switches to the air conditioning capacity consumption mode to operate the vehicle air conditioning device 1, 100.

[0163] Air conditioning capacity consumption modes include, for example, a mode in which the number of temperature-controlled objects in the heat medium circuits 61 and 161 is increased, including a heat-generating device; a mode in which heat (cold) is stored in a heat storage tank (cold storage tank); a mode in which the ratio of outside air intake is increased; and a mode in which reheating is performed. The on / off suppression control unit 328 controls the vehicle air conditioning apparatus 1 and 100 by selecting (setting) one of the first through eighth air conditioning capacity consumption modes, for example, based on the configuration of the air conditioning circuit A and its current state (determined based on detection values ​​from various sensors 30).

[0164] Because the heat capacity of the temperature-controlled devices (heat-generating devices, such as the battery 55, 155, and motor unit 65) is large, excess air conditioning capacity can be distributed (consumed) by increasing the number of temperature-controlled devices in the mode connected to the heat medium circuit 61, 161. Furthermore, by distributing the air conditioning capacity, during heating operation, the capacity can be used to heat the battery 55, 155 and motor unit 65 when the vehicle air conditioner 1, 100 is started, and during cooling operation, the capacity can be used to cool the battery 55, 155 and motor unit 65 while the vehicle air conditioner 1, 100 is operating.

[0165] According to this configuration, the air conditioning capacity of the refrigerant circuit R that is excessive relative to the required air conditioning load can be consumed, thereby suppressing (reducing) the number of times the compressor 2 is turned on and off, and suppressing reduction in the product life of the compressor 2.

[0166] Furthermore, in a mode in which heat (cold) is stored in a heat storage tank (cold storage tank), for example, by utilizing the heat (cold) stored in the heat storage tanks 85, 185 and the cold storage tank 186 as a heat source when the compressor 2 is stopped, the on / off cycle of the compressor 2 can be extended, thereby suppressing (reducing) the number of times the compressor 2 is turned on / off.

[0167] Furthermore, in the mode in which the ratio of introduction of outside air is increased, the carbon dioxide concentration in the vehicle interior can be reduced, thereby improving the vehicle interior environment.

[0168] The type of the compressor 2 in the present embodiment is not particularly limited. For example, a piston type or a scroll type electric compressor may be employed, but a scroll type compressor can provide a particularly high effect.

[0169] In the case of piston compressors, variable capacity compressors (compressors that control the compression chamber capacity (refrigerant discharge capacity) by adjusting the angle of the swash plate on which the piston is mounted) can adjust air conditioning capacity without changing the compressor's rotational speed. In contrast, scroll compressors cannot control the compression chamber capacity (refrigerant discharge capacity), so when air conditioning capacity is excessive, the compressor must be turned on and off to cope with it. According to this embodiment, even for scroll compressors that are mechanically unable to adjust air conditioning capacity beyond the compressor's rotational speed, system control can reduce (suppress) the number of times it is turned on and off, thereby extending the compressor's lifespan.

[0170] The vehicle air conditioning apparatuses 1 and 100 of the present invention are not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention. Description of reference numerals:

[0171] 1. 100: Vehicle air conditioning unit; 2: Compressor (electric compressor); 3: Air flow path; 4: Condenser; 6: Outdoor expansion valve; 7: Outdoor heat exchanger; 8: Indoor expansion valve; 9: Evaporator; 10: HVAC system; 10I: Air intake unit; 12: Receiver; 13A-13H: Refrigerant piping; 15: Outdoor blower; 18: Check valve; 20: Check valve; 21: Solenoid valve; 22: Solenoid valve; 23: Auxiliary heater; 25: Inlet port ; 26: Intake switching damper; 27: Indoor air blower (blower); 28: Air mixing damper; 29: Blowing outlet; 30: Various sensors; 31: Blowing outlet switching damper; 32: Control unit (ECU); 35: Vehicle controller; 48: Evaporator temperature sensor; 48: Indoor temperature (evaporator temperature sensor); 53: Air conditioning operation unit; 55: Battery; 57: Speed ​​detection sensor; 61: Equipment temperature adjustment circuit (heat medium circuit); 64: Cooling Heat exchanger; 65: Motor unit; 66: Heat medium heater; 68A: Heat medium piping; 68B: Heat medium piping; 68C: Heat medium piping; 72: Branch piping; 73: Auxiliary expansion valve; 74: Refrigerant piping; 76: Battery temperature sensor; 81: Three-way valve; 82: Check valve; 85: Heat storage tank; 85, 185: Heat storage tank; 104: Heater core; 106: Expansion mechanism; 107: Outdoor heat exchanger (radiator); 109: Cooler core ; 115: High-temperature side heat medium circuit; 116: Low-temperature side heat medium circuit; 151: Circulating pump; 155: Battery; 161: Circulating pump; 161: Equipment temperature adjustment circuit; 185: Heat storage tank; 186: Cold storage tank; 320: Compressor drive control unit; 327: Open / close control unit; 328: Open / close inhibition control unit; A: Air conditioning circuit; R: Refrigerant circuit; Te: Evaporator temperature; b1~b12: Branch section; r1~r20: Path.

Claims

1. A vehicle air conditioning device, characterized in that: have: A refrigerant circuit having a compressor, a heat dissipation portion for heating air, a pressure reducing portion, and a heat absorption portion; a heat medium circuit having a heat generating device capable of being thermally connected to at least one of the heat dissipating portion and the heat absorbing portion; as well as control device, The control device switches to an air conditioning capacity consumption mode in which a portion of the refrigerant circuit is thermally connected to the heat medium circuit when the rotation speed of the compressor is at a minimum rotation speed and the air conditioning capacity of the refrigerant circuit exceeds a required air conditioning load during heating operation or cooling operation.

2. The vehicle air conditioning device according to claim 1, wherein: The control device thermally connects the heat dissipation unit and the heat medium circuit in the air-conditioning capacity consumption mode during the heating operation.

3. The vehicle air conditioning device according to claim 2, wherein: The heat dissipation part includes a heat storage tank, The control device circulates the heat medium through the heat storage tank in the air conditioning capacity consumption mode.

4. The vehicle air conditioning device according to claim 1, wherein: The control device thermally connects the heat absorbing unit and the heat medium circuit in the air conditioning capacity consumption mode during cooling operation.

5. The vehicle air conditioning device according to claim 4, wherein: The heat absorption part includes a cold storage tank, The control device circulates the heat medium to the cold storage tank in the air conditioning capacity consumption mode.

6. The vehicle air conditioning device according to claim 1, wherein: The control device controls the pressure reducing unit in the air-conditioning capacity consumption mode to reduce the refrigerant flow rate in the refrigerant circuit.

7. The vehicle air conditioning device according to claim 1, wherein: The control device can switch to a reheating mode in the air conditioning capacity consumption mode in which the air is cooled by the heat absorbing portion and then heated by the heat radiating portion.

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