Vehicle air conditioning device

Abstract

Vehicle air conditioning device comprising: a first pump (11) and a second pump (12) which suck in and discharge a heat medium; an adjusting heat exchanger that adjusts a temperature of the heat medium by causing the heat medium to undergo heat exchange; a heat medium-air heat exchanger that adjusts a temperature of blown air into a vehicle interior by exchanging heat between the heat medium, the temperature of which has been adjusted in the adjustment heat exchanger, and the blown air, a heat medium-outside air heat exchanger (13) that exchanges self-heat between the heat medium, whose temperature has been adjusted in the adjustment heat exchanger, and outside air; and a heat exchanger adjustment unit (60a, 60b, 60c) that adjusts a flow rate of the heat medium and / or the outside air flowing through the heat medium-outside air heat exchanger (13) in such a manner that a temperature related to a temperature (TC, TAV) of the fan air, which has been adjusted in the heat medium-air heat exchanger, approaches a first target temperature; a compressor (22) which sucks in a refrigerant and discharges it; a condenser (15) which condenses the refrigerant and heats the heat medium by exchanging heat between the refrigerant discharged from the compressor (22) and the heat medium circulated by the second pump (12); a decompression unit (24) which decompresses and expands the refrigerant flowing from the condenser (15); an evaporator (14) which evaporates the refrigerant and cools the heat medium by exchanging heat between the refrigerant decompressed and expanded by the decompression unit (24) and the heat medium circulated by the first pump (11); an air cooling heat exchanger (16) which cools the blown air by exchanging heat between the heat medium cooled in the evaporator (14) and the blown air; an air heating heat exchanger (17) which heats the blown air by exchanging its own heat between the heat medium heated in the condenser (15) and the blown air; and a refrigerant flow rate adjustment unit (60d) which adjusts a flow rate of the refrigerant discharged from the compressor (22) in such a manner that a temperature related to the temperature (TAV) of the blown air, which has been adjusted in the heat exchanger of the air-cooling heat exchanger (16) and / or the air-heating heat exchanger (17) and which is blown out into the vehicle interior, approaches a second target temperature, wherein the adjustment heat exchanger comprises the evaporator (14) and the condenser (15), wherein the heat medium-air heat exchanger comprises the air cooling heat exchanger (16) and the air heating heat exchanger (17), wherein the heat medium-outside air heat exchanger (13) is a heat exchanger that exchanges self-heat between the heat medium cooled in the evaporator (14) and the outside air, so that the heat medium absorbs heat from the outside air; and wherein the heat exchanger adjusting unit (60a, 60b, 60c) adjusts the flow rate of the heat medium and / or the outside air flowing through the heat medium-outside air heat exchanger (13) in such a manner that the temperature related to the temperature (TC) of the cooled fan air approaches the first target temperature.

Description

Reference to related application

[0001] This application is based on Japanese Patent Application Nos. 2013-119789, filed on June 6, 2013, and 2013-268578, filed on December 26, 2013, the contents of which are incorporated herein by reference. Technical area

[0002] The disclosure relates to a vehicle air conditioning device. Background technology

[0003] In the related art, PTL 1 discloses a vehicle air conditioning device in which forced air blown into a vehicle interior is cooled in an evaporator and heated in a condenser.

[0004] The evaporator is a heat exchanger that evaporates a low-pressure refrigerant in a refrigeration cycle and cools the blown air by exchanging heat between the low-pressure refrigerant and the blown air. The condenser is a heat exchanger that condenses a high-pressure refrigerant in the refrigeration cycle and heats the blown air by exchanging heat between the high-pressure refrigerant and the blown air.

[0005] In the related art, the refrigeration cycle is controlled to regulate the temperature of air blown into the vehicle interior. Patent 2 discloses a thermal management system including a heater core, a radiator, and first and second switching valves. Patent 3 to Patent 7 disclose further related art. State-of-the-art literaturePatent literature PTL 1: JP 2012 - 225 637 A PTL 2: DE 11 2014 001 830 T5 PTL 3: DE 11 2014 002 082 T5 PTL 4: JP 2010 - 012 949 A PTL 5: US 2006 / 0 032 623 A1 PTL 6: DE 601 02 185 T2 PTL 7: US 2011 / 0 113 800 A1 Summary of the invention

[0006] In the related art, the blown air into the vehicle interior exchanges heat with a refrigerant of the refrigeration cycle in the evaporator and the condenser, and when the refrigerant leaks from the evaporator and the condenser, the refrigerant also leaks into the vehicle interior.

[0007] In related technology, an exterior heat exchanger, responsible for condensing or evaporating the refrigerant, is located in the front section of a vehicle. For this reason, the exterior heat exchanger can fail even in a minor collision that does not cause damage to vital machinery (a frame, drive mechanism, engine, etc.) of the vehicle body. As a result, repair costs associated with refrigerant refilling are increased, and the release of the refrigerant, with its high global warming potential, into the atmosphere causes environmental degradation, which is a problem.

[0008] This disclosure is made in view of this problem, and an object of this invention is to provide a vehicle air conditioning device configured to allow forced air to exchange heat in a vehicle interior, which is capable of properly controlling the temperature of a heat exchanger for exchanging heat of the forced air to the vehicle interior without discharging the refrigerant even upon a slight collision.

[0009] The above object is achieved by vehicle air conditioning devices defined in the independent patent claims.

[0010] Consequently, the temperature of the heat medium-air heat exchanger can be appropriately controlled.

[0011] Further advantageous embodiments are disclosed in the dependent patent claims.

[0012] Consequently, the temperature of the blown air, the temperature of which has been adjusted in at least one of the air cooling heat exchanger and the air heating heat exchanger and which is blown out into the vehicle interior, can be appropriately controlled.

[0013] In this disclosure, the temperature related to the temperature of fan air whose temperature has been adjusted in the heat medium-air heat exchanger represents the temperature of fan air whose temperature has been adjusted in the heat medium-air heat exchanger, a temperature related to the surface temperature of the heat medium-air heat exchanger, a temperature related to the temperature of the heat medium flowing through the heat medium-air heat exchanger, or the like. Short description of the drawings Fig. 1 is a diagram illustrating the overall structure of a vehicle thermal management system in a first embodiment. Fig. 2 is a cross-sectional view of a first switching valve in the first embodiment. Fig. 3 is another cross-sectional view of the first switching valve in the first embodiment. Fig. 4 is a cross-sectional view of a second switching valve in the first embodiment. Fig. 5 is another cross-sectional view of the second switching valve in the first embodiment. Fig. 6 is a schematic perspective view of a cooler core in the first embodiment. Fig. 7 is a block diagram of an electric control unit of the vehicle thermal management system in the first embodiment. Fig. 8 is a flowchart illustrating a control process executed by a control device of the vehicle thermal management system in the first embodiment. Fig. 9 is a flowchart illustrating a control method for a cooling mode of the vehicle thermal management system in the first embodiment. Fig. 10 is a diagram illustrating the coolant flow in the cooling mode of the vehicle thermal management system in the first embodiment. Fig. 11 is a flowchart illustrating a control method for a frost restriction mode of the vehicle thermal management system in the first embodiment. Fig. 12 is a diagram illustrating the coolant flow in the frost restriction mode of the vehicle thermal management system in the first embodiment. Fig. 13 is a flowchart illustrating a control method for a heat radiation mode of the vehicle thermal management system in the first embodiment. Fig. 14 is a diagram illustrating the coolant flow in the heat radiation mode of the vehicle thermal management system in the first embodiment. Fig. 15 is a flowchart illustrating a control method for a heat absorption mode of the vehicle thermal management system in the first embodiment. Fig. 16 is a diagram illustrating the coolant flow in the heat absorption mode of the vehicle thermal management system in the first embodiment. Fig. 17 is a diagram illustrating the overall structure of the vehicle thermal management system in a second embodiment. Fig. 18 is a diagram illustrating the overall structure of the vehicle thermal management system in a third embodiment. Fig. 19 is a diagram illustrating the overall structure of the vehicle thermal management system in a fourth embodiment. Fig. 20 is a diagram illustrating the overall structure of the vehicle thermal management system in a fifth embodiment. Fig. 21 is a cross-sectional view showing the main parts of an indoor air conditioning unit in a sixth embodiment. Fig. 22 is a cross-sectional view showing the main parts of an indoor air conditioning unit in a seventh embodiment. Fig. 23 is a diagram showing the overall structure of the vehicle thermal management system in an eighth embodiment. Fig. 24 is a diagram illustrating a schematic structure of an outside air heat absorption heat pump mode of the vehicle thermal management system in the eighth embodiment. Fig. 25 is a diagram illustrating a schematic structure of an engine heat absorption heat pump mode of the vehicle thermal management system in the eighth embodiment. Fig. 26 is a diagram illustrating a schematic structure of an auxiliary heat pump mode and the like of the vehicle thermal management system in the eighth embodiment. Fig. 27 is a diagram illustrating a schematic configuration of an engine waste heat direct use mode of the vehicle thermal management system in the eighth embodiment. Fig. 28 is a diagram illustrating a schematic configuration of a heat mass utilization cooling mode of the vehicle thermal management system in the eighth embodiment. Fig. 29 is a diagram illustrating an example of the overall structure of an outside air heat absorption heat pump mode of the vehicle thermal management system in the eighth embodiment. Fig. 30 is a diagram illustrating an example of the overall structure of an engine heat absorption heat pump mode of the vehicle thermal management system in the eighth embodiment. Fig. 31 is a diagram illustrating an example of the overall structure of an engine heating heat pump mode of the vehicle thermal management system in the eighth embodiment. Fig. 32 is a diagram illustrating a schematic configuration of the vehicle thermal management system in a ninth embodiment. Fig. 33 is a diagram illustrating a schematic configuration of an engine heat absorption heat pump mode of the vehicle thermal management system in the ninth embodiment. Fig. 34 is a diagram illustrating a schematic configuration of an engine heating heat pump mode of the vehicle thermal management system in the ninth embodiment. Fig. 35 is a diagram illustrating a schematic configuration of an engine waste heat direct use mode of the vehicle thermal management system in the ninth embodiment. Fig. 36 is a diagram illustrating the overall configuration of the vehicle thermal management system in a first example of a tenth embodiment. Fig. 37 is a diagram illustrating the overall structure of the vehicle thermal management system in a second example of the tenth embodiment. Fig. 38 is a diagram showing the overall structure of the vehicle thermal management system in an eleventh embodiment. Fig. 39 is a diagram illustrating the overall structure of the vehicle thermal management system in another embodiment. Embodiments for carrying out the invention

[0014] Here, the inventor studies a vehicle air conditioning device configured to prevent refrigerant leakage even during a minor collision. That is, an evaporator and a condenser exchange heat between the refrigerant of a refrigeration cycle and the coolant. An air-cooling heat exchanger exchanges self-heat between the coolant cooled in the evaporator and the blown air into a vehicle interior, thus cooling the blown air. In other words, the inventor studies the vehicle air conditioning device (hereinafter referred to as a study example) that heats the blown air by exchanging self-heat between the coolant heated in the condenser and the blown air into the vehicle interior using an air-heating heat exchanger.

[0015] In the study example, the evaporator and condenser do not exchange heat between the forced air into the vehicle interior and the refrigerant. Thus, even if the refrigerant leaks from the evaporator or condenser, the refrigerant can be prevented from leaking into the vehicle interior. An exterior heat exchanger located in the front section of a vehicle is replaced with a heat exchanger that uses the coolant. Therefore, even in a minor collision, the refrigerant is not released, limiting the increase in repair costs and preventing environmental damage.

[0016] However, the system structure in the study example is significantly different from that in the related art. Therefore, if the refrigeration cycle is controlled similarly to the related art, the temperature of the air to be blown into the vehicle interior cannot be properly controlled, which is a problem.

[0017] In the study example, appropriate control of the surface temperature of the air-cooled heat exchanger is required. That is, when the surface temperature of the air-cooled heat exchanger is lower than a freezing point, condensate adhering to a surface of the air-cooled heat exchanger freezes, and frost formation (frost) occurs. As a result, the air passages of the air-cooled heat exchanger are blocked, the flow rate of forced air into the vehicle interior decreases, and the air conditioning performance deteriorates. Conversely, when the temperature of the air-cooled heat exchanger is higher than a predetermined temperature, condensate adhering to a surface of the air-cooled heat exchanger evaporates, and the humidity of the forced air increases. Consequently, fogging of the windows occurs, or an unpleasant odor occurs because mold, fine particles, and the like that have melted into the condensate are mixed into the vapor.As a result, there is a possibility that the comfort of the occupants will deteriorate.

[0018] Hereinafter, specific embodiments of a vehicle air conditioning device capable of appropriately controlling the temperature of a heat exchanger that exchanges heat between forced air into a vehicle interior and coolant will be described with reference to the accompanying drawings, while taking the above-mentioned points into consideration. In these embodiments to be described below, the same or equivalent portions are assigned the same reference numerals. (First embodiment)

[0019] One in Fig. The thermal management system 10 shown in Figure 1 is used to adjust the temperature of various devices of a vehicle or the temperature of a vehicle interior to an appropriate temperature. In this embodiment, the thermal management system 10 is applied to a hybrid vehicle that receives vehicle driving power from an internal combustion engine (IC) and an electric traction motor.

[0020] The hybrid vehicle in this embodiment is a plug-in hybrid vehicle capable of charging a battery mounted in the vehicle (vehicle battery) with electric power supplied from an external power source (mains power source) while the vehicle is parked. For example, a lithium-ion battery can be used as the battery.

[0021] The driving force output by the internal combustion engine is used not only to propel the vehicle but also to operate as a generator. Electric power generated by the generator and electric power supplied from an external power source can be stored in the battery. The electric power stored in the battery is supplied to various vehicle-mounted devices, including electrical components, that constitute the thermal management system 10, in addition to the electric traction motor.

[0022] As in Fig. 1, the thermal management system 10 includes a first pump 11; a second pump 12; a radiator 13; a coolant cooler 14; a coolant heater 15; a cooler core 16; a heater core 17; a first switching valve 18; and a second switching valve 19.

[0023] The first pump 11 and the second pump 12 are motor-driven pumps that draw in and discharge coolant (heating medium). The coolant is a fluid used as a heating medium. In this embodiment, a liquid containing at least one of ethylene glycol, dimethylpolysiloxane, a nanofluid, or an antifreeze is used as the coolant.

[0024] The radiator 13, the coolant cooler 14, the coolant heater 15, the cooler core 16, and the heater core 17 are coolant circulation devices (heat medium circulation device) through which the coolant flows.

[0025] The radiator 13 is a coolant-outside air heat exchanger (heat medium-outside air heat exchanger) that exchanges heat (self-heat exchanges) between the coolant and air outside the vehicle (hereinafter referred to as outside air). When the coolant flows through the radiator 13 at a temperature greater than or equal to an outside air temperature, the coolant is capable of radiating heat to the outside air. When the coolant flows through the radiator 13 at a temperature less than or equal to an outside air temperature, the coolant is capable of absorbing heat from the outside air. In other words, the radiator 13 is capable of serving as both a radiator that causes the coolant to radiate heat to the outside air and a heat absorber that causes the coolant to absorb heat from the outside air.

[0026] The radiator 13 includes a coolant circulation flow path and is a heat transfer device that transfers heat between the outside air and the coolant having a temperature adjusted by the coolant cooler 14 or the coolant heater 15.

[0027] An exterior fan 20 is a motor-driven fan (outside air fan) that blows outside air to the radiator 13. The radiator 13 and the exterior fan 20 are arranged in a frontmost section of the vehicle. For this reason, a headwind may blow against the radiator 13 while the vehicle is moving.

[0028] The coolant cooler 14 and the coolant heater 15 are coolant temperature adjustment heat exchangers (adjustment heat exchangers) that adjust the coolant temperature by allowing the coolant to exchange heat. The coolant cooler 14 is a coolant cooling heat exchanger (heat medium cooling heat exchanger) that cools the coolant. The coolant heater 15 is a coolant heating heat exchanger (heat medium heating heat exchanger) that heats the coolant.

[0029] The coolant cooler 14 is a low-pressure side heat exchanger (heat medium heat absorber) that causes the low-pressure side refrigerant of a refrigeration circuit 21 to absorb heat from the coolant by exchanging heat between the low-pressure side refrigerant and the coolant. The coolant cooler 14 serves as an evaporator of the refrigeration circuit 21.

[0030] The refrigeration cycle 21 is a vapor compression freezer including: a compressor 22; the refrigerant heater 15; a receiver 23; an expansion valve 24; and the refrigerant cooler 14. In this embodiment, the refrigeration cycle 21 uses a fluorocarbon refrigerant as the refrigerant and forms a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed a critical refrigerant pressure.

[0031] The compressor 22 is an electric compressor driven by electric power from the battery, which draws in, compresses, and discharges the refrigerant of the refrigeration cycle 21. The coolant heater 15 is a condenser that condenses the high-pressure side refrigerant (changes its latent heat) by exchanging heat between the coolant and the high-pressure side refrigerant discharged from the compressor 22.

[0032] The receiver 23 is a gas-liquid separator that separates the gas-liquid two-phase refrigerant flowing from the coolant heater 15 into gas-phase refrigerant and liquid-phase refrigerant, and causes the separated liquid-phase refrigerant to flow to the expansion valve 24. The expansion valve 24 is a decompression unit that decompresses and expands the liquid-phase refrigerant flowing from the receiver 23.

[0033] The refrigerant cooler 14 is an evaporator that evaporates (changes the latent heat of) the low-pressure refrigerant decompressed and expanded by the expansion valve 24 by exchanging heat between the low-pressure refrigerant and the refrigerant. The gas-phase refrigerant evaporated by the refrigerant cooler 14 is drawn into the compressor 22 and compressed.

[0034] The radiator 13 cools the coolant using the outside air, and in contrast, the coolant cooler 14 cools the coolant using the low-pressure refrigerant of the refrigeration cycle 21. For this reason, the temperature of the coolant cooled in the coolant cooler 14 can be reduced compared to the temperature of the coolant cooled in the radiator 13. Specifically, the radiator 13 is unable to cool the coolant to a temperature lower than an outside air temperature, and in contrast, the coolant cooler 14 is capable of cooling the coolant to a temperature lower than an outside air temperature.

[0035] The cooler core 16 and the heater core 17 are heat medium-air heat exchangers that adjust the temperature of blown air into the vehicle interior by exchanging heat between the blown air and the coolant at a temperature adjusted by the coolant cooler 14 and the coolant heater 15.

[0036] The radiator core 16 is an air-cooling heat exchanger that cools the forced air into the vehicle interior by exchanging heat (self-heat) between the coolant and the forced air into the vehicle interior. The heater core 17 is an air-heating heat exchanger that heats the forced air into the vehicle interior by exchanging heat (self-heat) between the coolant and the forced air into the vehicle interior.

[0037] The first pump 11 is arranged on a first pump flow path 31. The coolant cooler 14 is arranged on a discharge side of the first pump 11 on the first pump flow path 31.

[0038] The second pump 12 is arranged on a second pump flow path 32. The coolant heater 15 is arranged on a discharge side of the second pump 12 on the second pump flow path 32.

[0039] The radiator 13 is arranged on a radiator flow path 33. The cooler core 16 is arranged on a cooler core flow path 36. The heater core 17 is arranged on a heater core flow channel 37.

[0040] The first pump flow path 31, the second pump flow path 32, and the radiator flow path 33 are connected to the first switching valve 18 and the second switching valve 19. The first switching valve 18 and the second switching valve 19 are switching units that switch the flow of the coolant.

[0041] The first switching valve 18 includes a first inlet port 18a and a second inlet port 18b as coolant inlets, and a first outlet port 18c as a coolant outlet port. The second switching valve 19 includes a first outlet port 19a and a second outlet port 19b as coolant outlet ports, and a first inlet port 19c as a coolant inlet port.

[0042] One end of the first pump flow path 31 is connected to the first inlet port 18a of the first switching valve 18. In other words, a coolant outlet side of the coolant cooler 14 is connected to the first inlet port 18a of the first switching valve 18.

[0043] One end of the second pump flow path 32 is connected to the second inlet port 18b of the first switching valve 18. In other words, a coolant outlet side of the coolant heater 15 is connected to the second inlet port 18b of the first switching valve 18.

[0044] One end of the radiator flow path 33 is connected to the first outlet port 18c of the first switching valve 18. In other words, a coolant inlet side of the radiator 13 is connected to the first outlet port 18c of the first switching valve 18.

[0045] The other end of the first pump flow path 31 is connected to the first outlet port 19a of the second switching valve 19. In other words, a coolant inlet side of the first pump 11 is connected to the first outlet port 19a of the second switching valve 19.

[0046] The other end of the second pump flow path 32 is connected to the second outlet port 19b of the second switching valve 19. In other words, a coolant inlet side of the second pump 12 is connected to the second outlet port 19b of the second switching valve 19.

[0047] The other end of the radiator flow path 33 is connected to the first inlet port 19c of the second switching valve 19. In other words, a coolant outlet side of the radiator 13 is connected to the first inlet port 19c of the second switching valve 19.

[0048] Each of the first switching valve 18 and the second switching valve 19 is structured to be capable of arbitrarily or selectively switching the communication between the intake ports and the exhaust ports.

[0049] Specifically, the first switching valve 18 switches between a state in which the refrigerant discharged from the first pump 11 is allowed to flow to the radiator 13, a state in which the refrigerant discharged from the second pump 12 is allowed to flow to the radiator 13, and a state in which the refrigerant discharged from the first pump 11 and the second pump 12 is not allowed to flow to the radiator 13.

[0050] The second switching valve 19 switches between a state in which the coolant is allowed to flow from the radiator 13 to the first pump 11, a state in which the coolant is allowed to flow from the radiator 13 to the second pump 12, and a state in which the coolant is not allowed to flow from the radiator 13 to the first pump 11 and the second pump 12.

[0051] Each of the first switching valve 18 and the second switching valve 19 is capable of adjusting a valve opening. Consequently, each of the first switching valve 18 and the second switching valve 19 is capable of adjusting a flow rate of the coolant flowing through the radiator 13.

[0052] The first switching valve 18 and the second switching valve 19 are capable of mixing the coolant discharged from the first pump 11 with the coolant discharged from the second pump 12 at an arbitrary flow rate ratio and allowing the mixed coolant to flow to the radiator 13.

[0053] One end of the cooler core flow path 36 is connected to a coolant inlet side of the first pump 11 on the first pump flow path 31. The other end of the cooler core flow path 36 is connected to a coolant outlet side of the coolant cooler 14 on the first pump flow path 31.

[0054] An opening and closing valve (opening-closing valve) 38 is arranged on the cooler core flow path 36. The opening and closing valve 38 is an opening and closing unit that opens and closes the cooler core flow path 36.

[0055] One end of the heater core flow channel 37 is connected to a coolant inlet side of the second pump 12 on the second pump flow path 32. The other end of the heater core flow channel 37 is connected to a coolant outlet side of the coolant heater 15 on the second pump flow path 32.

[0056] The cooler core 16 and the heater core 17 are accommodated in a casing 51 of an interior air conditioning unit 50 of the vehicle air conditioning device.

[0057] The housing 51 forms a passage for forced air into the vehicle interior and is molded from a resin (e.g., polypropylene) that exhibits some elasticity and good strength. An inside-outside air switching box 52 is disposed on the most upstream side of an air flow in the housing 51. The inside-outside air switching box 52 is an inside-outside air introduction unit that switches the air introduction between inside air (vehicle interior air) and outside air (vehicle exterior air).

[0058] The indoor-outdoor air switching box 52 is provided with an indoor air inlet 52a and an outdoor air intake 52b. Indoor air is introduced into the casing 51 through the indoor air inlet 52a, and outdoor air is introduced into the casing through the outdoor air intake 52b. An indoor-outdoor air switching damper 53 is disposed in the indoor-outdoor air switching box 52.

[0059] The inside-outside air switching door 53 is an air volume ratio changing unit that changes the air volume ratio between the volume of inside air introduced into the casing 51 and the volume of outside air introduced into the casing 51. Specifically, the inside-outside air switching door 53 changes the air volume ratio between the inside air volume and the outside air volume by continuously adjusting the respective opening areas of the inside air inlet port 52a and the outside air intake port 52b. The inside-outside air switching door 53 is driven by an electric actuator (not shown).

[0060] An interior blower 54 (blower) is arranged on a downstream side of the air flow in the interior-outside air switching box 52. The interior blower 54 is an air blower unit that blows air (inside air and outside air) drawn through the interior-outside air switching box 52 into the vehicle interior. The interior blower 54 is a motor-driven blower in which an electric motor drives a multi-blade centrifugal fan (Sirocco fan).

[0061] The cooler core 16 and the heater core 17 are arranged on a downstream side of the air flow of the inner fan 54 in the housing 51.

[0062] A heater core bypass passage 51a is provided on a downstream side of the air flow of the cooler core 16 inside the housing 51. The heater core bypass passage 51a is an air passage through which air passing through the cooler core 16 is allowed to pass without passing through the heater core 17.

[0063] An air mix damper 55 is arranged between the cooler core 16 and the heater core 17 inside the housing 51.

[0064] The air mix door 55 is an air volume ratio adjustment unit that continuously changes the air volume ratio between the air flowing to the heater core 17 and the air flowing to the heater core bypass passage 51a. The air mix door 55 is a plate-like rotary door, a sliding door, or the like, and is driven by an actuator (not shown).

[0065] The temperature of the air blown into the vehicle interior changes according to the air volume ratio between the volume of air passing through the heater core 17 and the volume of air passing through the heater core bypass passage 51a. Therefore, the air mix door 55 is a temperature adjustment unit that adjusts the temperature of air blown into the vehicle interior.

[0066] An outlet opening 51b, which blows the fan air into the vehicle interior, which is a space to be air-conditioned, is arranged on the most downstream portion of the air flow in the housing 51. Specifically, a defroster outlet opening, a face outlet opening, and a foot outlet opening are provided as the outlet openings 51b.

[0067] An air conditioning wind is blown out through the defroster outlet toward the inside surface of the vehicle's front windshield. An air conditioning wind is blown out through the face outlet toward the upper half of an occupant. An air conditioning wind is blown out through the foot outlet toward the feet of an occupant.

[0068] An exhaust port mode damper (not shown) is disposed on an upstream side of the air flow of the exhaust port 51b. The exhaust port mode damper is an exhaust port mode switching unit that switches between exhaust port modes. The exhaust port mode damper is driven by an electric actuator (not shown).

[0069] A face mode, a dual-height mode, and a foot and defroster mode are examples of the exhaust port mode switched by the exhaust port mode door.

[0070] The face mode is an outlet mode in which the face outlet is fully open, and air is blown through the face outlet toward the upper half of an occupant in the vehicle interior. The dual-height mode is an outlet mode in which both the face outlet and the foot outlet are open, and air is blown toward the upper half and feet of an occupant in the vehicle interior.

[0071] Foot mode is an outlet mode in which the face outlet is fully open, the defroster outlet is opened slightly, and air is mainly blown out through the foot outlet. Foot and defroster mode is an outlet mode in which the foot outlet and the defroster outlet are opened to the same extent, and air is blown out through both the foot outlet and the defroster outlet.

[0072] The first switching valve 18 and the second switching valve 19 are described with reference to Fig. 2 to 7 are described in detail. The first switching valve 18 and the second switching valve 19 have the same basic structure, and the difference therebetween is that a coolant inlet port and a fluid outlet port are reversely arranged.

[0073] As in Fig. As shown in Figure 2, the first switching valve 18 includes a main body 181 in which the first inlet port 18a, the second inlet port 18b, and the first outlet port 18c are provided. A communication flow path 181a is provided inside the main body 181, and the first inlet port 18a and the first outlet port 18c communicate with each other, and the second inlet port 18b and the first outlet port 18c communicate through the other communication flow path 181a.

[0074] A flap-like valve body 182 is arranged on the connecting flow path 181a and switches the connection between the first inlet port 18a and the first outlet port 18c and between the second inlet port 18b and the first outlet port 18c.

[0075] When the valve body 182 moves into the Fig. 2, the first inlet port 18a communicates with the first outlet port 18c, and communication between the second inlet port 18b and the first outlet port 18c is blocked. Consequently, the coolant flowing through the first inlet port 18a flows out through the first outlet port 18c, and the coolant flowing through the second inlet port 18b does not flow out through the first outlet port 18c.

[0076] The valve body 182 is capable of adjusting the flow rate of coolant flowing from the first inlet port 18a to the first outlet port 18c by adjusting the opening of the first outlet port 18c while closing the second inlet port 18b.

[0077] When the valve body 182 is in the Fig. 3, the connection between the first inlet port 18a and the first outlet port 18c is blocked, and the second inlet port 18b communicates with the first outlet port 18c. Consequently, the coolant flowing in through the first inlet port 18a does not flow out through the first outlet port 18c, and the coolant flowing through the second inlet port 18b flows out through the first outlet port 18c.

[0078] The valve body 182 is capable of adjusting the flow rate of coolant flowing from the second inlet port 18b to the first outlet port 18c by adjusting the opening of the side while closing the first inlet port 18a.

[0079] As in Fig. As shown in Figure 4, the second switching valve 19 includes a main body 191 in which the first outlet port 19a, the second outlet port 19b, and the first inlet port 19c are provided. A communication flow path 191a is provided inside the main body 191, and the first outlet port 19a and the first inlet port 19c communicate with each other, and the second outlet port 19b and the first inlet port 19c communicate with each other through the communication flow path 191a.

[0080] A flap-like valve body 192 is arranged on the connecting flow path 191a and switches the connection between the first outlet port 19a and the first inlet port 19c and between the second outlet port 19b and the first inlet port 19c.

[0081] When the valve body 192 moves into the Fig. 4, the first outlet port 19a communicates with the first inlet port 19c, and the communication between the second outlet port 19b and the first inlet port 19c is blocked. Consequently, the coolant flowing in through the first inlet port 19c does not flow out through the second outlet port 74b, but flows through the first outlet port 19a.

[0082] The valve body 192 is capable of adjusting the flow rate of coolant flowing from the first inlet port 19c to the first outlet port 19a by adjusting the opening of the first inlet port 19c while closing the second outlet port 19b.

[0083] When the valve body 192 moves into the Fig. 5, the connection between the first outlet port 19a and the first inlet port 19c is blocked, and the second outlet port 19b communicates with the first inlet port 19c. Consequently, the coolant flowing in through the first inlet port 19c does not flow out through the first outlet port 19a, but flows out through the second outlet port 19b.

[0084] The valve body 192 is capable of adjusting the flow rate of coolant flowing from the first inlet port 19c to the second outlet port 19b by adjusting the opening of the first inlet port 19c while closing the first outlet port 19a.

[0085] The valve body 182 of the first switching valve 18 and the valve body 192 of the second switching valve 19 are driven by independent electric motors to rotate independently. The valve body 182 of the first switching valve 18 and the valve body 192 of the second switching valve 19 may be driven by a common electric motor to rotate in conjunction with each other.

[0086] The cooler core 16 is described with reference to Fig. 6 in detail. The cooler core 16 includes: a first heat exchange core portion 161a; a second heat exchange core portion 162a; a first upper tank unit 161b; a first lower tank unit 161c; a second upper tank unit 162b; and a second lower tank unit 162c.

[0087] The first heat exchange core portion 161a, the first upper tank unit 161b, and the first lower tank unit 161c form an upstream region of an air flow F1 in the cooler core 16, and the second heat exchange core portion 162a, the second upper tank unit 162b, and the second lower tank unit 162c form a downstream region of the air flow F1 in the cooler core 16.

[0088] The first upper tank unit 161b is positioned above the first heat exchange core section 161a. The first lower tank unit 161c is positioned below the first heat exchange core section 161a. The second upper tank unit 162b is positioned above the second heat exchange core section 162a. The second lower tank unit 162c is positioned below the second heat exchange core section 162a.

[0089] Each of the first heat exchange core section 161a and the second heat exchange core section 162a includes a plurality of tubes 163 extending in a vertical direction. A coolant passage is formed inside each of the tubes 163, and the coolant flows through the coolant passage. Air passages are formed in spaces between the plurality of tubes 163, and air passes through the air passages. Fins 164 are arranged between the plurality of tubes 163. The fins 164 are connected to the tubes 163.

[0090] Each of the heat exchange core sections 161a and 162a has a laminated structure in which the tubes 163 and the fins 164 are stacked on top of each other. The tubes 163 and the fins 164 are alternately arranged in a laminated manner in a right-and-left direction in each of the heat exchange core sections 161a and 162a. The fins 164 can be eliminated.

[0091] For illustrative purposes, Fig. 6 illustrates only a portion of the laminated structure in which the tubes 163 and the fins 164 are stacked on top of each other. In fact, the tubes 163 and the fins 164 are stacked on top of each other in the entire area of ​​each of the first heat exchange core portion 161a and the second heat exchange core portion 162a. The blown air of the indoor fan 54 passes through gap portions formed in the laminated structure.

[0092] The tube 163 is a flat tube whose sectional shape is flat along an air flow direction. The fin 164 is a corrugated fin formed by bending a thin plate into a wave shape. It is connected to a flat outer surface of the tube 163, increasing the air-side heat transfer area.

[0093] The coolant passages formed by the tubes 163 of the first heat exchange core section 161a are independent of the coolant passages formed by the tubes 163 of the second heat exchange core section 162a. A coolant passage space formed by the first upper tank unit 161b is independent of that formed by the second upper tank unit 162b. A coolant passage space formed by the first lower tank unit 161c communicates with that formed by the second lower tank unit 162.

[0094] A coolant outlet port 165 is provided in the first upper tank unit 161b. A coolant inlet port 166 is provided in the second upper tank unit 162b.

[0095] Thus, the second upper tank unit 162b serves to distribute a refrigerant flow to the plurality of tubes 163 of the second heat exchange core section 162a, and the second lower tank unit 162b serves to collect a flow of refrigerant from the plurality of tubes 163 of the second heat exchange core section 162a. The first lower tank unit 161c serves to distribute a refrigerant flow to the plurality of tubes 163 of the first heat exchange core section 161a, and the first upper tank unit 161b serves to collect a flow of refrigerant from the plurality of tubes 163 of the first heat exchange core section 161a.

[0096] A specific material of each of the first structural components of the radiator core, that is, a specific material of each of the tubes 163, the fins 164, the first upper tank unit 161b, the first lower tank unit 161c, the second upper tank unit 162b, and the second lower tank unit 162c of the radiator core, is preferably aluminum, which is a metal with good thermal conductivity or good brazing properties. If each of the components is made of aluminum, the entire structural components of the radiator core 16 can be integrally brazed and assembled together.

[0097] When the entire coolant flow channel of the cooler core 16 is specifically described, the coolant flows as shown by the arrow W1 in Fig. 6, through the coolant inlet port 166 into the second upper tank unit 162b, flows, as shown by the arrow W2, through the plurality of tubes 163 of the second heat exchange core section 162a, and then flows into the second lower tank unit 162c

[0098] The coolant of the second lower tank unit 162c moves, as shown by arrow W3, to the first lower tank unit 161c. The coolant of the first lower tank unit 161c flows, as shown by arrow W4, through the plurality of tubes 163 of the first heat exchange core portion 161a, flows into the first upper tank unit 161b, and then flows out through the coolant outlet port 165.

[0099] Hereinafter, an electrical control unit of the thermal management system 10 will be described with reference to Fig. 7. A control device 60 is composed of a well-known microcomputer including a CPU, a ROM, a RAM, and the like, and peripheral circuits, and is a control unit that performs various calculation processes according to an air conditioning control program stored in the ROM and controls the operation of various control targets connected to an output side of the control device 60.

[0100] The control target device controlled by the control device 60 includes the first pump 11, the second pump 12, the first switching valve 18, the second switching valve 19, the outdoor blower 20, the compressor 22, the indoor blower 54, the electric actuators for driving various dampers (the indoor and outdoor air switching damper 53, the air mixing damper 55, the exhaust mode dampers, and the like) arranged inside the casing 51.

[0101] Control units that control the operation of various control target devices connected to the output side of the control device 60 are integrally constructed in the control device 60, and structural elements (hardware and software) for controlling the operation of each control target device constitute a control unit that controls the operation of each control target device.

[0102] In this embodiment, a pump control unit 60a is constructed from structural elements (hardware and software) to control the operation of the first pump 11 and the second pump 12. The pump control unit 60a is a flow rate control unit (heat medium flow rate adjustment unit) that controls the flow rate of coolant. The pump control unit 60a can be constructed independently of the control device 60. The pump control unit 60a is a radiator adjustment unit (heat exchanger adjustment unit) that adjusts the flow rate of coolant flowing through the radiator 13.

[0103] In this embodiment, a switching valve control unit 60b is configured from structural elements (hardware and software) to control the operations of the first switching valve 18 and the second switching valve 19. The switching valve control unit 60b can be configured independently of the control device 60. The switching valve control unit 60b is a radiator adjustment unit (heat exchanger adjustment unit) that adjusts the flow rate of coolant flowing through the radiator 13. The switching valve control unit 60b is a flow rate adjustment unit (heat medium flow rate adjustment unit) that adjusts the flow rate of coolant flowing through each cooling circulation device.

[0104] In this embodiment, an outdoor fan control unit (outdoor air fan control unit) 60c is configured from structural elements (hardware and software) to control the operation of the outdoor fan 20. The outdoor fan control unit 60c may be configured independently of the control device 60. The outdoor fan control unit 60c is a radiator adjustment unit (heat exchanger adjustment unit, heat medium and outside air adjustment unit) that controls the flow rate of fan air passing through the radiator 13.

[0105] In this embodiment, a compressor control unit 60d is configured from structural elements (hardware and software) to control the operation of the compressor 22. The compressor control unit 60d can be configured independently of the control device 60. The compressor control unit 60d is a refrigerant flow rate adjustment unit that controls the flow rate of refrigerant discharged from the compressor 22.

[0106] In this embodiment, an opening-closing valve control unit 60e is configured from structural elements (hardware and software) to control the operation of the opening-closing valve 38. The opening-closing valve control unit 60e can be configured independently of the control device 60. The opening-closing valve 38 and the opening-closing valve control unit 60e are a radiator core adjustment unit (heat exchanger adjustment unit, air cooling adjustment unit) that adjusts the flow rate of coolant flowing through the radiator core 16.

[0107] In this embodiment, an interior blower control unit 60f is constructed from structural elements (hardware and software) to control the operation of the interior blower 54. The interior blower control unit 60f can be constructed independently of the control device 60. The interior blower control unit 60f is a radiator core adjustment unit (heat exchanger adjustment unit) that controls the flow rate of blown air passing through the radiator core 16. The interior blower 54 and the interior blower control unit 60f are air volume control units that control the volume of air blown into the vehicle interior.

[0108] In this embodiment, an air conditioning switching control unit 60g is configured from structural elements (hardware and software) to control the operation of various dampers (the inside and outside air switching damper 53, the air mixing damper 55, the exhaust opening mode damper, and the like) arranged inside the casing 51. The air conditioning switching control unit 60g may be configured independently of the control device 60.

[0109] The air mix door 55 and the air conditioning switching control unit 60g are air volume ratio setting units that set an air volume ratio between the volume of blown air that has been cooled in the cooler core 16 and passes through the heater core 17 and the volume of blown air that has been cooled in the cooler core 16 and does not pass through the heater core 17.

[0110] The inside and outside air switching door 53 and the air conditioning switching control unit 60g are inside air-outside air ratio adjusting units that adjust the ratio of inside air to outside air in air blown into the vehicle interior.

[0111] An input side of the control device 60 receives detection signals from a group of sensors such as an inside air temperature sensor 61, an outside air temperature sensor 62, a solar radiation sensor 63, a first coolant temperature sensor 64, a second coolant temperature sensor 65, a radiator core temperature sensor 66, and a refrigerant temperature sensor 67.

[0112] The interior air temperature sensor 61 is a detection unit (interior air temperature detection unit) that detects an interior air temperature (vehicle interior temperature). The exterior air temperature sensor 62 is a detection unit (outside air temperature detection unit) that detects an exterior air temperature (exterior cabin temperature). The solar radiation sensor 63 is a detection unit (solar radiation detection unit) that detects the amount of solar radiation in the vehicle interior.

[0113] The first coolant temperature sensor 64 is a detection unit (first heat medium temperature detection unit) that detects the temperature (for example, the temperature of coolant sucked into the first pump 11) of coolant flowing through the first pump flow path 31.

[0114] The second coolant temperature sensor 65 is a detection unit (second heat medium temperature detection unit) that detects the temperature (for example, the temperature of coolant sucked into the second pump 12) of coolant flowing through the second pump flow path 32.

[0115] The radiator core temperature sensor 66 is a detection unit (radiator core temperature detection unit) that detects the surface temperature of the radiator core 16. Examples of the radiator core temperature sensor 66 include a fin thermistor 66a (see Fig. 1), which detects the temperature of the heat exchange fins of the radiator core 16, and a coolant temperature sensor 66b (see Fig. 1), which detects the temperature of coolant flowing through the radiator core 16.

[0116] The refrigerant temperature sensor 67 is a detection unit (refrigerant temperature detection unit) that detects the temperature (for example, the temperature of refrigerant discharged from the compressor 22) of the refrigerant of the refrigeration cycle 21.

[0117] The input side of the control device 60 receives operation signals from various air conditioning operation switches arranged in an operation panel 69 located near an instrument panel in a front portion of the vehicle interior. An air conditioning switch, an automatic switch, an air volume setting switch of the interior blower 54, a vehicle interior temperature setting switch, and the like are provided as the various air conditioning operation switches provided in the operation panel 69.

[0118] The climate control switch is a switch that operates and stops the climate control (cooling or heating). The automatic control switch is a switch that sets or cancels automatic climate control. The vehicle interior temperature setting switch is a target temperature setting unit operated by a passenger to set a target temperature in the vehicle interior.

[0119] The operation of the aforementioned structural components will be described below. The control device 60 switches between various operation modes by controlling the operations of the first pump 11, the second pump 12, the first switching valve 19, the compressor 22, the inside-outside air switching door 53, the air mix door 55, the exhaust mode door, and the like.

[0120] The control device 60 executes a control process shown by a flowchart in Fig. 8. In step S100, it is determined whether a target blowout temperature TAO is lower than a radiator core inflow air temperature TI.

[0121] The target discharge air temperature TAO is calculated by the following expression F1. TAO=Ksoll*Tsoll−Kr*Tr−Kam*Tam−Ks*Ts+C

[0122] In Expression F1, Tset is a target indoor air temperature set by the indoor cabin temperature setting switch, and Tr is an indoor cabin temperature (indoor air temperature) detected by the indoor air temperature sensor 61. Tam is an outdoor air temperature detected by the outdoor air temperature sensor 62. Ts is the amount of solar radiation detected by the solar radiation sensor 63. Kset, Kr, Kam, and Ks are control gains. C is a correction constant.

[0123] The target exhaust air temperature TAO is equivalent to the amount of heat to be generated by the vehicle air conditioning device to maintain the vehicle interior temperature at a desired temperature. The target exhaust air temperature TAO can be considered as an air conditioning heat load (cooling load and heating load) required by the vehicle air conditioning device. That is, when a required cooling load of the vehicle air conditioning device is high, the target exhaust air temperature TAO is in a low temperature range, and when a required heating load of the vehicle air conditioning device is high, the target exhaust air temperature TAO is in a high temperature range.

[0124] The cooler core inflow air temperature TI is the temperature of blown air passing through the cooler core 16 and is calculated by the following expression F2. TI=Tr*0.001A+Tam*0.01(1−0.01A)

[0125] In the expression F2, A is the air volume ratio (inside air ratio) of inside air as a percentage relative to outside air and inside air introduced into the casing 51 through the inside-outside air switching box 52. The radiator core inflow air temperature TI can be directly detected by a dedicated temperature sensor.

[0126] When it is determined in step S100 that the target blowout air temperature TAO is lower than the cooler core inflow air temperature TI, the process proceeds to step S110 and the operation mode transitions to a cooling operation mode. Fig. 9 shows a control method in the cooling mode.

[0127] In step S111, the first switching valve 18 and the second switching valve 19 are switched such that the coolant, as in the cooling mode in Fig. 10. In particular, the first switching valve 18 and the second switching valve 19 are switched such that the coolant sucked in and discharged by the second pump 12 circulates through the radiator 13.

[0128] In addition, in step S111, the opening-closing valve 38 is opened so that the coolant sucked in and discharged by the first pump 11 circulates through the radiator core 16.

[0129] Consequently, since the coolant cooled in the coolant radiator 14 flows through the radiator core 16, blown air into the vehicle interior is cooled in the radiator core 16, and since the coolant heated in the coolant heater 15 flows through the heater core 17 and the radiator 13, the blown air into the vehicle interior is heated in the heater core 17, and the coolant radiates heat to the outside air in the radiator 13.

[0130] In step S112, the refrigerant discharge capacity (specifically, the rotational speed of the compressor 22) of the compressor 22 is controlled in such a manner that a surface temperature TC of the cooler core 16 approaches a target surface temperature (first target temperature) TCO. Specifically, when the surface temperature TC of the cooler core 16 is greater than or equal to the target surface temperature TCO, the rotational speed of the compressor 22 is increased, and thus the surface temperature TC of the cooler core 16 is reduced. Conversely, when the surface temperature TC of the cooler core 16 is lower than the target surface temperature TCO, the rotational speed of the compressor 22 is decreased, and thus the surface temperature TC of the cooler core 16 is increased.

[0131] In step S112, various temperatures related to the surface temperature TC of the cooler core 16 (the temperature of blown air flowing from the cooler core 16, the temperature of coolant flowing through the cooler core 16, and the like) may be used instead of the surface temperature TC of the cooler core 16.

[0132] In step S113, it is determined whether a blown air temperature TAV is higher than the target blown air temperature (second target temperature) TAO. The blown air temperature TAV is the temperature of air blown into the vehicle interior from the interior air conditioning unit 50 and is calculated by the following expression F3. TAV=TC*0.01(1−SW)+TH*0.01 SW

[0133] In the expression F3, TC is the surface temperature of the cooler core 16, TH is the surface temperature of the heater core 17, and SW is an air volume ratio (the opening angle of the air mix door) of air flowing to the heater core as a percentage relative to blown air flowing from the cooler core 16.

[0134] The exhaust air temperature TAV may be detected by a dedicated temperature sensor. In step S113, various temperatures related to the exhaust air temperature TAV (the temperature of the coolant flowing to the heater core 17, and the like) may be used instead of the exhaust air temperature TAV.

[0135] When it is determined in step S113 that the blow-out air temperature TAV is higher than the target blow-out air temperature TAO, the process proceeds to step S114, and the operation of the air mix door 55 is controlled such that the opening angle of the air mix door is reduced.

[0136] When it is determined in step S113 that the blow-out air temperature TAV is not higher than the target blow-out air temperature TAO, the process proceeds to step S115, and the operation of the air mix door 55 is controlled such that the opening angle of the air mix door is increased.

[0137] Consequently, in the cooling mode, control is performed such that the discharge air temperature TAV approaches the target discharge air temperature TAO and the vehicle interior is cooled.

[0138] If in the Fig. If it is determined in step S100 shown in FIG. 8 that the target blowout air temperature TAO is not lower than the cooler core inflow temperature TI, the process proceeds to step S120, and it is determined whether the surface temperature TC of the cooler core 16 is lower than a frost critical temperature (predetermined temperature) TCF. The frost critical temperature TCF is a critical temperature (for example, 0°C) at which frost (frost formation) occurs on the cooler core 16. The temperature of blown air flowing from the cooler core 16 may be used instead of the surface temperature TC of the cooler core 16.

[0139] When it is determined that the surface temperature TC of the cooler core 16 is lower than the frost critical temperature TCF, the process proceeds to step S130, and the operation mode enters a frost restriction operation mode. Fig. 11 shows a control method in the frost restriction mode.

[0140] In step S131, the first switching valve 18 and the second switching valve 19 are switched so that the coolant flows, as in the frost restriction mode in Fig. 12. Specifically, the radiator 13 is connected to the coolant cooler 14. In other words, the first switching valve 18 and the second switching valve 19 are switched so that the coolant sucked in and discharged by the first pump 11 circulates through the radiator 13. At this time, the first switching valve 18 and the second switching valve 19 fully open the radiator flow path 33 (open at the maximum opening angle), so that the flow rate of the coolant circulating through the radiator 13 becomes the maximum flow rate.

[0141] Consequently, since the coolant cooled in the coolant cooler 14 flows through the radiator 13, the coolant in the radiator 13 absorbs heat from the outside air, and since the coolant heated in the coolant heater 15 flows through the heater core 17, the blown air into the vehicle interior is heated in the heater core 17.

[0142] That is, in the frost-limiting mode, the refrigerant of the refrigeration cycle 21 absorbs heat from the outside air in the radiator 13 and radiates heat to the coolant in the coolant heater 15. Consequently, heat pump operation in which heat is extracted from the outside air can be realized.

[0143] In step S132, the air mix door 55 is operated to a position indicating the maximum heating state (MAX HOT). The position of the air mix door 55 indicating the maximum heating state represents a position where the heater core bypass passage 51a is completely closed. When the air mix door 55 is operated to the position indicating the maximum heating state, all the forced air flowing from the radiator core 16 passes through the heater core 17 and is heated.

[0144] The refrigerant flow rate controller of the compressor 22 may not be able to control a change in the refrigeration cycle (a change in the high-pressure refrigerant temperature or a change in the low-pressure refrigerant temperature) induced by environmental changes (a rapid change in the outside air temperature or a change in the air volume passing through the radiator 13, mainly due to a change in vehicle speed) while the vehicle is in use. In this case, the discharge air temperature is temporarily controlled by controlling the opening angle of the air mix door 55. This is because controlling the opening angle of the air mix door 55 has good responsiveness compared to the flow rate controller of the compressor 22.

[0145] In step S133, the refrigerant discharge capacity (specifically, the rotational speed of the compressor 22) of the compressor 22 is controlled in such a manner that the discharge air temperature TAV approaches the target discharge air temperature (the second target temperature) TAO. Specifically, when the discharge air temperature TAV is greater than or equal to the target discharge air temperature TAO, the rotational speed of the compressor 22 is reduced, and thus the discharge air temperature TAV is reduced. Conversely, when the discharge air temperature TAV is lower than the target discharge air temperature TAO, the rotational speed of the compressor 22 is increased, and thus the discharge air temperature TAV is increased.

[0146] In step S133, various temperatures related to the blow-out air temperature TAV (the temperature of coolant flowing through the heater core 17, and the like) may be used instead of the blow-out air temperature TAV.

[0147] In step S134, the flow rate (cooler core circulation coolant flow rate) of coolant flowing through the cooler core 16 is controlled by intermittently opening and closing the open-close valve 38 so that the surface temperature TC of the cooler core 16 approaches the target surface temperature (the first target temperature) TCO. The target surface temperature TCO of the cooler core 16 is set to a range of 0°C to 10°C.

[0148] Specifically, when the surface temperature TC of the cooler core 16 is greater than or equal to the target surface temperature TCO, the coolant cooled in the coolant cooler 14 flows to the cooler core 16 by opening the opening-closing valve 38, so that the surface temperature TC of the cooler core 16 is reduced. Conversely, when the surface temperature TC of the cooler core 16 is lower than the target surface temperature TCO, the flow of coolant to the cooler core 16 is blocked by closing the opening-closing valve 38, so that the surface temperature TC of the cooler core 16 is increased.

[0149] Consequently, the time-averaged flow rate of the coolant flowing through the cooler core 16 is adjusted in such a manner that the surface temperature TC of the cooler core 16 approaches the target surface temperature TCO. As a result, condensate adhering to a surface of the cooler core 16 is prevented from freezing, and condensate adhering to the surface of the cooler core 16 is prevented from evaporating and causing foggy windows or an unpleasant odor.

[0150] In step S134, various temperatures related to the surface temperature TC of the cooler core 16 (the temperature of blown air flowing from the cooler core 16, and the like) may be used instead of the surface temperature TC of the cooler core 16

[0151] In step S134, the flow rate of the coolant flowing through the cooler core 16 can be adjusted by controlling the opening angle of the opening-closing valve 38 to an intermediate opening angle instead of intermittently opening and closing the opening-closing valve 38. The flow rate of the coolant flowing through the cooler core 16 can be adjusted by controlling the coolant discharge capacity (specifically, the rotational speed of the first pump 11) of the first pump 11.

[0152] In the frost restriction mode, the blown air cooled and dehumidified in the cooler core 16 is heated in the heater core 17 and is blown into the vehicle interior, and thus the vehicle interior can be dehumidified and heated.

[0153] In the Fig. In step S140 shown in Fig. 8, the first switching valve 18 and the second switching valve 19 are switched so that the flow of coolant to the radiator 13 is blocked (the circulation of coolant is blocked), and the opening-closing valve 38 is opened so that the coolant sucked in and discharged by the first pump 11 circulates through the radiator core 16 (the circulation of coolant is allowed).

[0154] Consequently, since the coolant cooled in the coolant cooler 14 flows through the cooler core 16, the coolant in the cooler core 16 absorbs heat from blown air into the vehicle interior, and since the coolant heated in the coolant heater 15 flows through the heater core 17, the blown air into the vehicle interior is heated in the heater core 17.

[0155] This means that the refrigerant of the refrigeration circuit 21 absorbs heat from the fan air into the vehicle interior in the radiator core 16 and radiates heat to the coolant in the coolant heater 15. Consequently, heat pump operation, in which heat from the fan air is drawn into the vehicle interior, can be realized.

[0156] In step S140, the first switching valve 18 and the second switching valve 19 may be operated in such a manner that the flow rate of coolant circulating through the radiator 13 is lower than a predetermined flow rate.

[0157] In step S150, the air mix damper 55 is operated to the position indicating the maximum heating state (MAX HOT).

[0158] In step S160, the refrigerant discharge capacity (specifically, the rotational speed of the compressor 22) of the compressor 22 is controlled in such a manner that the surface temperature TC of the cooler core 16 approaches the target surface temperature TCO. Specifically, when the surface temperature TC of the cooler core 16 is greater than or equal to the target surface temperature TCO, the rotational speed of the compressor 22 is increased, and thus the surface temperature TC of the cooler core 16 is reduced. Conversely, when the surface temperature TC of the cooler core 16 is lower than the target surface temperature TCO, the rotational speed of the compressor 22 is reduced, and thus the surface temperature TC of the cooler core 16 is increased.

[0159] In step S160, various temperatures related to the surface temperature TC of the cooler core 16 (the temperature of blown air flowing from the cooler core 16, and the like) may be used instead of the surface temperature TC of the cooler core 16.

[0160] In step S170, it is determined whether the exhaust air temperature TAV is greater than or equal to the target exhaust air temperature TAO. In step S170, various temperatures related to the exhaust air temperature TAV (the temperature of the coolant flowing to the heater core 17, and the like) may be used instead of the exhaust air temperature TAV.

[0161] When it is determined that the blow-out air temperature TAV is greater than or equal to the target blow-out air temperature TAO, the process proceeds to step S180, and the operation mode changes to a heat radiation operation mode. Fig. 13 shows a control method in the heat radiation mode.

[0162] In step S181, the first switching valve 18 and the second switching valve 19 are switched such that; the coolant flows as in the heat radiation mode in Fig. 14. Specifically, the radiator 13 is connected to the coolant heater 15. In other words, the first switching valve 18 and the second switching valve 19 are switched so that the coolant drawn in and discharged by the second pump circulates through the radiator 13. At this time, the first switching valve 18 and the second switching valve 19 throttle the radiator flow path 33 to the minimum opening size, so that the flow rate of the coolant circulating through the radiator 13 becomes the minimum flow rate.

[0163] Further, in step S181, the opening-closing valve 38 is opened so that the coolant sucked in and discharged by the first pump 11 circulates through the radiator core 16 (the circulation of coolant through the radiator core is enabled).

[0164] Consequently, since the coolant cooled in the coolant radiator 14 flows through the radiator core 16, the coolant in the radiator core 16 absorbs heat from the air blown into the vehicle interior, and since the coolant heated in the coolant heater 15 flows through the heater core 17, the air blown into the vehicle interior is heated in the heater core 17. Furthermore, since the coolant heated in the coolant heater 15 flows through the radiator 13 at the minimum flow rate, the coolant in the radiator 13 radiates the minimum amount of heat to the outside air.

[0165] This means that the refrigerant of the refrigeration circuit 21 absorbs heat from the fan air into the vehicle interior in the radiator core 16 and radiates heat to the coolant in the coolant heater 15. Consequently, heat pump operation, in which heat from the fan air is drawn into the vehicle interior, can be realized.

[0166] In step S182, the air mix damper 55 is operated to the position indicating the maximum heating state (MAX HOT). The position of the air mix damper 55 indicating the maximum heating state represents a position where the heater core bypass passage 51a is completely closed. When the air mix damper 55 is operated to the position indicating the maximum heating state, all the forced air flowing from the radiator core 16 passes through the heater core 17 and is heated.

[0167] The refrigerant flow rate controller of the compressor 22 may not be able to control a change in the refrigeration cycle (a change in the high-pressure refrigerant temperature or a change in the low-pressure refrigerant temperature) induced by environmental changes (a rapid change in the outside air temperature or a change in the air volume or the like passing through the radiator 13 mainly due to a change in vehicle speed) while the vehicle is in use. In this case, the discharge air temperature is temporarily controlled by controlling the opening angle of the air mix door 55. This is because controlling the opening angle of the air mix door 55 has good responsiveness compared to the refrigerant flow rate controller of the compressor 22.

[0168] In step S183, the refrigerant discharge capacity (specifically, the rotational speed of the compressor 22) of the compressor 22 is controlled in such a manner that the surface temperature TC of the cooler core 16 approaches the target surface temperature TCO. Specifically, when the surface temperature TC of the cooler core 16 becomes greater than or equal to the target surface temperature TCO, the rotational speed of the compressor 22 is increased, and thus the surface temperature TC of the cooler core 16 is reduced. Conversely, when the surface temperature TC of the cooler core 16 is lower than the target surface temperature TCO, the rotational speed of the compressor 22 is decreased, and thus the surface temperature TC of the cooler core 16 is increased.

[0169] In step S183, various temperatures related to the surface temperature TC of the cooler core 16 (the temperature of blown air flowing from the cooler core 16, or the like) may be used instead of the surface temperature TC of the cooler core 16.

[0170] In step S184, the flow rate (radiator coolant circulation flow rate) of coolant circulating through the radiator 13 is controlled in such a manner that the blow-out air temperature TAV approaches the target blow-out air temperature TAO.

[0171] Specifically, when the exhaust air temperature TAV is greater than or equal to the target exhaust air temperature TAO, the first switching valve 18 and the second switching valve 19 are operated in such a manner that the opening of the radiator flow path 33 is increased by a predetermined amount. Consequently, the flow rate of the coolant circulating through the radiator 13 is increased, and the exhaust air temperature TAV is reduced. Conversely, when the exhaust air temperature TAV is lower than the target exhaust air temperature TAO, the first switching valve 18 and the second switching valve 19 are operated in such a manner that the opening of the radiator flow path 33 is reduced by a predetermined amount. Consequently, the flow rate of the coolant circulating through the radiator 13 is reduced, and the exhaust air temperature TAV is increased.

[0172] As a result, the flow rate of the coolant circulating through the radiator 13 is adjusted in such a manner that the blow-out air temperature TAV approaches the target blow-out air temperature TAO and the vehicle interior is heated.

[0173] In step S184, various temperatures related to the blow-out air temperature TAV (the temperature of coolant flowing to the heater core 17, and the like) may be used instead of the blow-out air temperature TAV.

[0174] In step S184, the first switching valve 18 and the second switching valve 19 may intermittently open and close the radiator flow path 33 instead of increasing and decreasing the opening of the radiator flow path by the predetermined amount each time, so that the average flow rate of the coolant circulating through the radiator 13 is adjusted. The flow rate of the coolant circulating through the radiator 13 can be adjusted by adjusting the coolant discharge capacity (specifically, the rotational speed of the second pump 12) of the first pump 12.

[0175] In step S184, the flow rate of the outside air passing through the radiator 13 may be adjusted instead of adjusting the flow rate of the coolant circulating through the radiator 13. Specifically, the flow rate of the outside air passing through the radiator 13 may be adjusted by controlling the operation of the outdoor fan 20.

[0176] In the heat radiation mode, the blown air cooled and dehumidified in the cooler core 16 is heated in the heater core 17 and is blown into the vehicle interior, and thus the vehicle interior can be dehumidified and heated.

[0177] In the heat radiation mode, excess heat, which is a part of heat absorbed by the coolant in the radiator core 16 from the blown air into the vehicle interior and not used in heating the vehicle interior, is radiated to the outside air in the radiator 13, and thus the vehicle interior can be prevented from being excessively heated.

[0178] When it is determined in step S170 that the blow-out air temperature TAV is not higher than the target blow-out air temperature TAO, the process proceeds to step S190, and the operation mode changes to a heat absorption mode. Fig. 15 shows a control method in the heat absorption mode.

[0179] In step S191, the first switching valve 18 and the second switching valve 19 are switched so that the coolant flows, as in the heat absorption mode in Fig. 16. Specifically, the radiator 13 is connected to the coolant cooler 14. In other words, the first switching valve 18 and the second switching valve 19 are switched such that the coolant sucked in and discharged by the first pump 11 circulates through the radiator 13. At this time, the first switching valve 18 and the second switching valve 19 throttle the radiator flow path 33 to the minimum opening size, so that the flow rate of the coolant circulating through the radiator 13 becomes the minimum flow rate.

[0180] Further, in step S191, the opening-closing valve 38 is opened so that the coolant sucked in and discharged by the first pump 11 circulates through the radiator core 16 (the circulation of coolant through the radiator core is enabled).

[0181] Consequently, since the coolant cooled in the coolant cooler 14 flows through the cooler core 16, the coolant in the cooler core 16 absorbs heat from blown air into the vehicle interior, since the coolant cooled in the coolant cooler 14 flows through the radiator 13 at the minimum flow rate, the coolant in the radiator 13 absorbs the minimum amount of heat from the outside air, and since the coolant heated in the coolant heater 15 flows through the heater core 17, the blown air into the vehicle interior is heated in the heater core 17.

[0182] This means that the refrigerant of the refrigeration circuit 21 absorbs heat from the fan air into the vehicle interior in the radiator core 16, absorbs heat from the outside air in the radiator 13, and radiates heat to the coolant in the coolant heater 15. Consequently, heat pump operation can be realized, in which heat from the fan air is drawn into the vehicle interior and the outside air.

[0183] In step S192, the air mix damper 55 is operated to the position indicating the maximum heating state (MAX HOT). The position of the air mix damper 55 indicating the maximum heating state represents a position where the heater core bypass passage 51a is completely closed. When the air mix damper 55 is operated to the position indicating the maximum heating state, all the forced air flowing from the radiator core 16 passes through the heater core 17 and is heated.

[0184] The refrigerant flow rate controller of the compressor 22 may not be able to control a change in the refrigeration cycle (a change in the high-pressure refrigerant temperature or a change in the low-pressure refrigerant temperature) induced by environmental changes (a rapid change in the outside air temperature or a change in the air volume or the like passing through the radiator 13 mainly due to a change in vehicle speed) while the vehicle is in use. In this case, the discharge air temperature is temporarily controlled by controlling the opening angle of the air mix door 55. This is because controlling the opening angle of the air mix door 55 has good responsiveness compared to the refrigerant flow rate controller of the compressor 22.

[0185] In step S193, the refrigerant discharge capacity (specifically, the rotational speed of the compressor 22) of the compressor 22 is controlled in such a manner that the discharge air temperature TAV approaches the target discharge air temperature TAO. Specifically, when the discharge air temperature TAV becomes greater than or equal to the target discharge air temperature TAO, the rotational speed of the compressor 22 is reduced, thus reducing the discharge air temperature TAV. Conversely, when the discharge air temperature TAV is lower than the target discharge air temperature TAO, the rotational speed of the compressor 22 is increased, thus increasing the discharge air temperature TAV.

[0186] In step S193, various temperatures related to the blow-out air temperature TAV (the temperature of coolant flowing to the heater core 17, or the like) may be used instead of the blow-out air temperature TAV.

[0187] In step S1 94, the flow rate (radiator coolant circulation flow rate) of the coolant circulating through the radiator 13 is controlled in such a manner that the surface temperature TC of the cooler core 16 approaches the target surface temperature TCO.

[0188] Specifically, when the surface temperature TC of the cooler core 16 is greater than or equal to the target surface temperature TCO, the first switching valve 18 and the second switching valve 19 are operated in such a manner that the opening of the radiator flow path 33 is reduced by a predetermined amount. Consequently, the flow rate of the coolant circulating through the radiator 13 is reduced, and the surface temperature TC of the cooler core 16 is reduced. Conversely, when the surface temperature TC of the cooler core 16 is lower than the target surface temperature TCO, the first switching valve 18 and the second switching valve 19 are operated in such a manner that the opening of the radiator flow path 33 is reduced by a predetermined amount. Consequently, the flow rate of the coolant circulating through the radiator 13 is increased, and the surface temperature TC of the cooler core 16 is increased.

[0189] As a result, the flow rate of the coolant circulating through the radiator 13 is adjusted in such a manner that the surface temperature TC of the cooler core 16 approaches the target surface temperature TCO and the freezing and evaporation of the condensate adhering to the surface of the cooler core 16 are restricted.

[0190] In step S194, various temperatures related to the surface temperature TC of the cooler core 16 (the temperature of blown air flowing from the cooler core 16, and the like) may be used instead of the surface temperature TC of the cooler core 16.

[0191] In step S194, the first switching valve 18 and the second switching valve 19 may intermittently open and close the radiator flow path 33 instead of increasing and decreasing the opening of the radiator flow path 33 by the predetermined amount each time, so that the average flow rate of the coolant circulating through the radiator 13 is adjusted. The flow rate of the coolant circulating through the radiator 13 can be adjusted by adjusting the coolant discharge capacity (specifically, the rotational speed of the first pump 11) of the first pump 11.

[0192] In step S194, the flow rate of the outside air passing through the radiator 13 may be adjusted instead of adjusting the flow rate of the coolant circulating through the radiator 13. Specifically, the flow rate of the outside air passing through the radiator 13 may be adjusted by controlling the operation of the outdoor fan 20.

[0193] In the heat absorption mode, the blown air cooled and dehumidified in the cooler core 16 is heated in the heater core 17 and is blown into the vehicle interior, and thus the vehicle interior can be dehumidified and heated.

[0194] In the heat absorption mode, both the heat absorbed in the cooler core 16 by the coolant from the blown air into the vehicle interior and the heat absorbed in the radiator 13 by the coolant from the outside air can be used as heat sources for heating the blown air, which has been cooled and dehumidified in the cooler core 16, in the heater core, and thus the vehicle interior can be heated with a high heating capacity compared to the heat radiation mode.

[0195] In the heat absorption mode, the flow rate of the coolant circulating through the radiator 13 is adjusted, and the flow rate of the coolant flowing through the cooler core 16 is not adjusted. Thus, the flow rate of the coolant flowing through the cooler core 16 can be increased compared to that in the frost restriction mode, in which the flow rate of the coolant flowing through the cooler core 16 is adjusted. For this reason, the cooling capacity (dehumidification capacity) of the cooler core 16 can be increased compared to that in the frost restriction mode.

[0196] In this embodiment, in the heat absorption mode and the heat radiation mode, the control device 60 adjusts the flow rate of the coolant and / or outside air flowing through the radiator 13 in such a way that the temperature TC, which refers to the temperature of the fan air cooled in the cooler core 16, approaches the first target temperature TCO. Consequently, the temperature of the cooler core 16 can be appropriately controlled in the heat absorption mode and the heat radiation mode.

[0197] The control device 60 may adjust the flow rate of the coolant and / or the outside air flowing through the radiator 13 in such a manner that the temperatures TH and TAV, which relate to the temperature of fan air heated in the heater core 17, approach the first target temperatures THO and TAO.

[0198] That is, the control device 60 may adjust the flow rate of the heat medium flowing through the heat transfer device 13 in such a manner that the temperatures TC, TH, and TAV related to the temperature of blown air adjusted by the heat medium-air heat exchangers 16 and 17 approach the first target temperatures TCO, THO, and TAO.

[0199] In this embodiment, in the heat absorption mode, the control device 60 adjusts the flow rate of the coolant and / or the outside air flowing through the radiator 13 in such a manner that the temperature TC related to the temperature of blown air cooled in the cooler core 16 approaches the first target temperature TCO, and the control device 60 adjusts the flow rate of refrigerant discharged from the compressor 22 in such a manner that temperatures related to the blown air temperatures TH and TAV approach the second target temperatures THO and TAO.

[0200] Consequently, in the heat absorption mode, the surface temperature of the radiator core 16 and the vehicle interior blow-out air temperature can be appropriately controlled.

[0201] The temperature related to the temperature of blown air cooled in the cooler core 16 represents the temperature of blown air cooled in the cooler core 16, a temperature related to the surface temperature TC of the cooler core 16, a temperature related to the temperature of coolant flowing through the cooler core 16, or the like.

[0202] The temperature related to the blowout air temperature TAV represents temperatures related to the temperature of air to be blown into the vehicle interior, the temperature of which has been adjusted in the heat exchanger of the radiator core 16 and / or the heater core 17. Specifically, the temperatures related to the blowout air temperature TAV represent the temperature TAV of mixed air, which is a mixture of the blown air passing through the heater core 17 and the blown air not passing through the heater core 17, the temperature TH of blown air heated in the heater core 17, the temperature of heat medium flowing into the heater core 17, the temperature of blown air not passing through the heater core 17, and the like.

[0203] The first target temperature TCO is preferably set to a temperature within a temperature range in which frost does not occur in the cooler core 16 and condensate adhering to the surface of the cooler core 16 does not evaporate. In this embodiment, the target surface temperature TCO of the cooler core 16 is used as the first target temperature TCO.

[0204] The second target temperature TAO is preferably set to a discharge air temperature that the vehicle air conditioning device must achieve to maintain the vehicle interior temperature at a desired temperature. In this embodiment, the target discharge air temperature TAO is used as the second target temperature TAO.

[0205] In this embodiment, the control device 60 adjusts the flow rate of the refrigerant discharged from the compressor 22 in the heat radiation mode in such a manner that the temperature TC related to the temperature of the blown air cooled in the cooler core 16 approaches the second target temperature TCO, and adjusts the flow rate of the coolant and / or the outside air flowing through the radiator 13 in such a manner that the temperature related to the blown air temperature TAV approaches the first target temperature TAO.

[0206] Consequently, the surface temperature of the radiator core 16 and the vehicle interior blow-out air temperature can be appropriately controlled in the heat radiation mode.

[0207] In this embodiment, in the frost restriction mode, the control device 60 adjusts the flow rate of the coolant flowing through the cooler core 16 such that the temperature TC, which refers to the temperature of the fan air cooled in the cooler core 16, approaches the first target temperature TCO. Consequently, the temperature of the cooler core 16 can be appropriately controlled in the frost restriction mode.

[0208] The control device 60 may adjust the flow rate of the coolant flowing through the heater core 17 in such a manner that the temperatures TH and TAV, which relate to the temperature of fan air heated in the heater core 17, approach the first target temperatures THO and TAO.

[0209] That is, the control device 60 may adjust the flow rate of the heat medium flowing through the heat transfer device 13 in such a manner that the temperatures TC, TH, and TAV related to the temperature of blown air set by the heat medium-air heat exchangers 16 and 17 approach the first target temperatures TCO, THO, and TAO.

[0210] In this embodiment, in the frost restriction mode, the control device 60 adjusts the flow rate of the coolant flowing through the cooler core 16 such that the temperature TC, which refers to the temperature of the blown air cooled in the cooler core 16, approaches the first target temperature TCO. The compressor control unit 60d adjusts the flow rate of the refrigerant discharged from the compressor 22 such that the temperatures related to the blown air temperatures TH and TAV approach the second target temperatures THO and TAO.

[0211] Consequently, the surface temperature of the radiator core 16 and the vehicle interior blow-out air temperature can be appropriately controlled.

[0212] In this embodiment, in the cooling mode, the control device 60 adjusts the flow rate of the refrigerant discharged from the compressor 22 in such a manner that the temperature TC related to the temperature of the blown air cooled in the cooler core 16 approaches the first target temperature TCO, and adjusts the air volume ratio between the volume of blown air cooled in the cooler core 16 and passing through the heater core 17 and the volume of blown air cooled in the cooler core 16 and not passing through the heater core 17 in such a manner that the temperature related to the blown air temperature TAV approaches the second target temperature TAO.

[0213] Consequently, in the cooling mode, the surface temperature TC of the cooler core 16 and the vehicle interior blow-out air temperature can be appropriately controlled.

[0214] In addition, in the cooling mode, the control device 60 can adjust the flow rate of the coolant and / or the outside air flowing through the radiator 13.

[0215] In this way, the heat radiation capacity from the coolant to the outside air in the radiator 13 can be controlled, and thus the temperature of the air blown out from the heater core 17 can be stabilized, and the controllability of the blown-out air temperature TAV can be improved. By reducing the flow rate of the coolant and / or the outside air flowing through the radiator 13, a change in the blown-out air temperature induced by environmental changes (a rapid change in the outside air temperature or a change in the amount of air passing through the radiator 13, mainly due to a change in the vehicle speed) during vehicle use can be reduced.

[0216] In this embodiment, in the heat radiation mode, when it is determined that the flow rate of the coolant or the outside air flowing through the radiator 13 is lower than a predetermined flow rate and the blow-out air temperature TAV is lower than the second target temperature, the first switching valve 18 and the second switching valve 19 are switched so that the coolant cooled in the coolant cooler 14 flows to the radiator 13. The controller 60 adjusts the flow rate of the coolant and / or the outside air flowing through the radiator 13 so that the temperature TC related to the temperature of the blown air cooled in the cooler core 16 approaches the first target temperature TCO, and adjusts the flow rate of the refrigerant discharged from the compressor 22 so that the temperature related to the blow-out air temperature TAV approaches the second target temperature TAO.

[0217] Therefore, when the heat quantity in the heat radiation mode is not enough for heating, the mode is switched to the heat absorption mode and the heat quantity for heating can be ensured.

[0218] When it is determined in the heat radiation mode that the flow rate of the coolant or the outside air flowing through the radiator 13 is lower than the predetermined flow rate and the temperature related to the blowout air temperature TAV is lower than the second target temperature TAO, the first switching valve 18 and the second switching valve 19 may be switched so that the operation mode is switched to a state in which the coolant cooled in the condenser 15 does not flow to the radiator 13, and then switched to the heat absorption mode.

[0219] In this embodiment, in the heat absorption mode, when it is determined that the flow rate of the coolant or the outside air flowing through the radiator 13 is lower than the predetermined flow rate and the discharge air temperature TAV is greater than or equal to the second target temperature TAO, the first switching valve 18 and the second switching valve 19 are switched so that the coolant heated in the condenser 15 flows to the radiator 13. The controller 60 adjusts the flow rate of the refrigerant discharged from the compressor 22 such that the temperature TC related to the temperature of the air cooled in the cooler core 16 approaches the first target temperature TCO, and adjusts the flow rate of the coolant and / or the outside air flowing through the radiator 13 such that the temperature related to the discharge air temperature TAV approaches the second target temperature TAO.

[0220] Accordingly, when the amount of heat for heating is excessive in the heat absorption mode, the mode is switched to the heat radiation mode, and heat can be radiated to the outside air in the radiator 13.

[0221] When it is determined in the heat absorption mode that the flow rate of the coolant or the outside air flowing through the radiator 13 is lower than the predetermined flow rate and the temperature related to the blowout air temperature TAV is greater than or equal to the second target temperature TAO, the first switching valve 18 and the second switching valve 19 may be switched such that the coolant cooled in the coolant cooler 14 does not flow to the radiator 13, and then the mode is switched to the heat radiation mode.

[0222] In this embodiment, in the heat radiation mode, when it is determined that the target blowout air temperature TAO is lower than the temperature TI of the blown air flowing into the cooler core 16, the control device 60 sets an air volume ratio between the volume of blown air that has been cooled in the cooler core 16 and passes through the heater core 17 and the volume of blown air that has been cooled in the cooler core 16 and does not pass through the heater core 17 in such a manner that the temperature related to the blowout air temperature TAV approaches the second target temperature TAO.

[0223] Therefore, when cooling is required in the heat radiation mode, the mode is switched to the cooling mode and cooling can be performed appropriately.

[0224] In the heat radiation mode, when it is determined that the target blowout air temperature TAO is lower than the temperature TI of the blown air flowing into the radiator core 16, the first pump 11, the second pump 12, the first switching valve 18, and the second switching valve 19 may be operated in such a manner as to increase a time flow rate of the coolant heated in the coolant heater 15 and flowing through the radiator 13.

[0225] In this embodiment, when it is determined in the heat absorption mode that the temperature TC related to the temperature of the blown air cooled in the cooler core 16 is lower than the predetermined temperature TCF, the control device 60 adjusts the flow rate and / or the temperature of the coolant flowing through the cooler core 16 in such a manner that the temperature related to the surface temperature TC of the cooler core 16 approaches the first target temperature TCO.

[0226] Accordingly, when the occurrence of frost (frost formation) is highly likely in the heat absorption mode, the mode is switched to the frost restriction mode, and the occurrence of frost in the cooler core 16 can be restricted.

[0227] In this embodiment, in the frost restriction mode, when it is determined that the temperature TC related to the temperature of the fan air cooled in the cooler core 16 is greater than or equal to the predetermined temperature TCF, the control device 60 adjusts the flow rate of the coolant and / or the outside air flowing through the radiator 13 in such a manner that the temperature related to the surface temperature TC of the cooler core 16 approaches the first target temperature TCO.

[0228] Therefore, when the occurrence of frost (frost formation) in the radiator core is unlikely in the frost restriction mode, the operation mode is switched to the heat absorption mode and heating can be performed appropriately.

[0229] In this embodiment, in the cooling mode, when it is determined that the target blown air temperature TAO is greater than or equal to the temperature TI of the blown air flowing into the radiator core 16, the control device 60 adjusts the flow rate of the coolant and / or the outside air flowing through the radiator 13 in such a manner that the temperature related to the blown air temperature TAV approaches the second target temperature TAO.

[0230] Therefore, when heating is required in the cooling mode, the mode is switched to the heat radiation mode and heating can be performed appropriately.

[0231] When it is determined in the cooling mode that the target blow-out air temperature TAO is lower than the temperature TI of the blown air flowing into the radiator core 16, the first switching valve 18 and the second switching valve 19 may be switched so that the coolant heated in the condenser 15 does not flow to the radiator 13, and then the operation mode is switched to the heat radiation operation mode.

[0232] In this embodiment, the control device 60 operates such that the coolant flows intermittently to the radiator 13. Consequently, the time-averaged flow rate of the coolant flowing through the radiator 13 can be adjusted.

[0233] In this embodiment, the control device 60 operates in the frost restriction mode in such a way that the coolant flows intermittently to the cooler core 16. Consequently, the time-averaged flow rate of the coolant flowing through the cooler core 16 can be adjusted.

[0234] In the heat absorption mode and the heat radiation mode, the first switching valve 18 and the second switching valve 19 and the switching valve control unit 60b can operate to adjust the opening of the radiator flow path 33. Consequently, each of the first switching valve 18 and the second switching valve 19 is capable of adjusting the flow rate of the coolant flowing through the radiator 13.

[0235] In the frost restriction mode, the controller 60 may operate to adjust the opening of the cooler core flow path 36. Consequently, the flow rate of coolant flowing through the cooler core 16 may be adjusted.

[0236] In the heat absorption mode and the heat radiation mode, the control device 60 can adjust the flow rate of the coolant discharged from the first pump 11 or the second pump 12. Consequently, each of the first switching valve 18 and the second switching valve 19 is capable of adjusting the flow rate of the coolant flowing through the radiator 13.

[0237] In the frost restriction mode, the pump control unit 60a can adjust the flow rate of the coolant discharged from the first pump 11 and the second pump 12. Consequently, the flow rate of the coolant flowing through the radiator core 16 can be adjusted.

[0238] In the heat absorption mode and the heat radiation mode, the control device 60 can adjust the flow rate of outside air to be blown by the outside fan 20. Consequently, the flow rate of outside air flowing through the radiator 13 can be adjusted.

[0239] In this embodiment, the cooler core 16 is provided with at least one flow path 163 through which the coolant flows from a bottom surface to a top surface in the direction of gravity. Consequently, the occurrence of frost (frost formation) in the cooler core 16 can be limited.

[0240] In this embodiment, the radiator core 16 is provided with the coolant flow path 163 through which the coolant flows from the downstream side of the air flow direction to the upstream side. Consequently, the occurrence of frost (frost formation) in the radiator core 16 can be limited. (Second embodiment)

[0241] In the frost restriction mode, in the first embodiment, the flow rate of coolant flowing through the cooler core 16 is controlled. In contrast, in the frost restriction mode, in this embodiment, the temperature of coolant flowing through the cooler core 16 is controlled.

[0242] As in Fig. As shown in Figure 17, an electric heater 70 is arranged on the radiator core flow path 36. The electric heater 70 is a heat generator that generates heat from supplied electrical power. The coolant flowing through the radiator core flow path 36 is heated by heat generated by the electric heater 70. The operation of the electric heater 70 is controlled by the control device 60.

[0243] In this embodiment, an electric heater control unit 60h is configured from constituent elements (hardware and software) of the control device 60 to control the operation of the electric heater 70. The electric heater control unit 60h may be configured independently of the control device 60. The electric heater 70 and the electric heater control unit 60h are radiator core adjustment units (heat exchanger adjustment unit, air cooling adjustment unit) that adjust the temperature of coolant flowing through the radiator core 16.

[0244] In the frost restriction mode, the electric heater 70 heats the coolant so that the temperature of the refrigerant flowing through the radiator core 16 can be increased.

[0245] In this embodiment, the control device 60 adjusts the temperature of the coolant flowing through the cooler core 16 in the frost restriction mode in such a way that the temperature related to the surface temperature TC of the cooler core 16 approaches the first target temperature TCO. The control device 60 adjusts the flow rate of the refrigerant discharged from the compressor 22 in such a way that the temperature related to the discharge air temperature TAV approaches the second target temperature TAO.

[0246] Consequently, the surface temperature of the radiator core 16 and the vehicle interior blow-out temperature can be appropriately controlled in the frost restriction mode. (Third embodiment)

[0247] In the second embodiment, the electric heater 70 heats the coolant so that the temperature of the coolant flowing through the radiator core 16 is increased. In contrast, in this embodiment, the coolant cooled in the coolant cooler 14 is heated as shown in Fig. 18, mixed with the coolant heated in the coolant heater 15, so that the temperature of coolant flowing through the radiator core 16 is increased.

[0248] In this embodiment, a first communication flow path 71, a second communication flow path 72, a first communication opening / closing valve 73, and a second communication opening / closing valve 74 are additionally provided.

[0249] The first communication flow path 71 is a flow path through which a coolant inlet side of the cooler core 16 on the cooler core flow path 36 communicates with a coolant inlet side of the cooler core 16 on the heater core flow channel 37.

[0250] The second communication flow path 72 is a flow path through which a coolant outlet side of the cooler core 16 on the cooler core flow path 36 communicates with a coolant outlet side of the cooler core 16 on the heater core flow channel 37.

[0251] The first connection opening / closing valve 73 is an electromagnetic valve that opens and closes the first connection flow path 71. The operation of the first connection opening / closing valve 73 is controlled by the control device 60. The second connection opening / closing valve 74 is an electromagnetic valve that opens and closes the second connection flow path 72. The operation of the second connection opening / closing valve 74 is controlled by the control device 60.

[0252] In this embodiment, a connection control unit 60i is configured from constituent elements (hardware and software) of the control device 60 to control the operations of the first connection opening / closing valve 73 and the second connection opening / closing valve 74. The connection control unit 60i can be configured independently of the control device 60. The first connection opening / closing valve 73, the second connection opening / closing valve 74, and the connection control unit 60i are cooler core adjustment units (heat exchanger adjustment unit, air cooling adjustment unit) that adjust the temperature of coolant flowing through the cooler core 16.

[0253] When the first communication opening / closing valve 73 opens the first communication flow path 71 and the second communication opening / closing valve 74 closes the second communication flow path 72, the coolant cooled in the coolant cooler 14 is mixed with the coolant heated in the coolant heater 15, and the temperature of the coolant flowing through the cooler core 16 is increased.

[0254] When the opening angle of the first communication opening / closing valve 73 and / or the second communication opening / closing valve 74 is adjusted, a mixture ratio between the coolant cooled in the coolant cooler 14 and the coolant heated in the coolant heater 15 is adjusted, and the temperature of the coolant flowing through the cooler core 16 is adjusted.

[0255] The temperature of the coolant flowing through the cooler core 16 can be increased by mixing the coolant cooled in the coolant cooler 14 with the coolant heated in the coolant heater 15 through the operations of the first switching valve 18 and the second switching valve 19.

[0256] In this embodiment, in the frost restriction mode, the controller 60 adjusts the temperature of the coolant flowing through the cooler core 16 such that the temperature related to the surface temperature TC of the cooler core 16 approaches the first target temperature TCO. The controller 60 adjusts the flow rate of the coolant discharged from the compressor 22 such that the temperature related to the discharge air temperature TAV approaches the second target temperature TAO.

[0257] Consequently, the same operating result as in the second embodiment can be obtained. (Fourth embodiment)

[0258] In the second embodiment, one end of the cooler core flow path 36 is connected to the coolant inlet side of the first pump 11 on the first pump flow path 31, and one end of the heater core flow channel 37 is connected to the coolant inlet side of the second pump 12 on the second pump flow path 32. In contrast, in this embodiment, as shown in Fig. 19, one end of the cooler core flow path 36 is connected to a third inlet port 18d of the first switching valve 18, and one end of the heater core flow channel 37 is connected to a third outlet 19d of the second switching valve 19.

[0259] The first switching valve 18 is capable of adjusting the flow rate of coolant flowing through the cooler core flow path 36. The second switching valve 19 is capable of adjusting the flow rate of coolant flowing through the heater core flow channel 37.

[0260] One end of a device flow path 80 is connected to a second outlet port 18e of the first switching valve 18. The other end of the device flow path 80 is connected to a second inlet port 19e of the second switching valve 19.

[0261] A device 81 is arranged on the device flow path 80. The device 81 includes a coolant circulation flow path and is a heat transfer device (temperature adjustment target device) that transfers heat with the coolant. Examples of the device 81 include an inverter, a battery, a battery temperature control heat exchanger, a traction electric motor, engine instruments, a heat accumulator, a ventilation air heat recovery heat exchanger, and a coolant heat exchanger.

[0262] The inverter is an electrical power conversion device that converts DC power supplied by the battery into AC voltage and outputs the AC voltage to the electric traction motor.

[0263] The battery temperature control heat exchanger is a heat exchanger (air-to-heat medium heat exchanger) that is arranged on the path from fan air to the battery and exchanges heat between the fan air and the coolant.

[0264] Examples of the internal combustion engine instruments include a turbocharger, an intercooler, an EGR cooler, a CVT warmer, a CVT cooler, an exhaust heat recovery device.

[0265] The turbocharger is a turbocharger that boosts the intake air into the internal combustion engine. The intercooler is an intake air cooler (intake air-to-coolant heat exchanger) that cools the boosted intake air by exchanging heat between the coolant and the boosted intake air, whose temperature has been raised due to compression by the turbocharger.

[0266] The EGR cooler is an exhaust gas coolant heat exchanger (exhaust heat medium heat exchanger) that cools exhaust gas by exchanging heat between the coolant and an engine exhaust gas returning to an air intake side of the internal combustion engine.

[0267] The CVT heater is a lubricant-to-coolant heat exchanger (lubricant-to-heat medium heat exchanger) that heats CVT oil by exchanging heat between the coolant and lubricant (CVT oil) to lubricate a continuously variable transmission (CVT).

[0268] The CVT cooler is a lubricant-to-coolant heat exchanger (lubricant-to-heat medium heat exchanger) that cools the CVT oil by exchanging heat between the CVT oil and the coolant.

[0269] The exhaust gas heat recovery device is an exhaust gas coolant heat exchanger (exhaust gas heat medium heat exchanger) in which the coolant exchanges heat with exhaust gas and absorbs heat from the exhaust gas.

[0270] Heat storage is the storage of heat or cold energy from the coolant. Examples of heat storage include a chemical heat storage medium, a heat retention medium, or a latent heat storage medium (paraffins or hydrates).

[0271] The ventilation air heat recovery heat exchanger is a heat exchanger that recovers heat (cooling or heating energy) wasted due to ventilation to the outside. Because the ventilation air heat recovery heat exchanger recovers heat (cooling or heating energy) wasted due to ventilation to the outside, the power required for cooling and heating can be reduced.

[0272] The coolant-to-coolant heat exchanger is a heat exchanger that exchanges heat between coolants. For example, when the coolant-to-coolant heat exchanger exchanges heat between the coolant (coolant circulated by the first pump 11 or the second pump 12) of the thermal management system 10 and the coolant of an engine cooling circuit (circuit through which coolant circulates to cool the internal combustion engine), heat can be exchanged between the thermal management system 10 and the engine cooling circuit.

[0273] In this embodiment, the first switching valve 18 and the second switching valve 19 can adjust the flow rate of the coolant flowing through the cooler core 16 and the flow rate of the coolant flowing through the heater core 17.

[0274] The first switching valve 18 and the second switching valve 19 can switch between a state in which the coolant cooled in the coolant cooler 14 is allowed to flow through the device 81 and a state in which the coolant heated in the coolant heater 15 is allowed to flow through the device 81. Consequently, the temperature of the device 81 can be adjusted to a desired temperature.

[0275] Similar to the second embodiment, in this embodiment, the electric heater 70 is arranged on the cooler core flow path 36, and the coolant is heated by the electric heater 70, and thus the temperature of the coolant flowing through the cooler core 16 can be increased. (Fifth embodiment)

[0276] As in Fig. As shown in Fig. 20, a second evaporator 82 may be disposed in the casing 51 of the interior air conditioning unit 50 instead of the cooler core 16. The second evaporator 82 is an air-cooling heat exchanger that cools the forced air into the vehicle interior by exchanging heat between the low-pressure side refrigerant of the refrigeration cycle 21 and the forced air into the vehicle interior.

[0277] The refrigeration cycle 21 includes a second expansion valve 83 and a pressure adjustment valve 84. The second expansion valve 83 is a decompression unit that decompresses and expands the liquid-phase refrigerant flowing from the accumulator 23. The pressure adjustment valve 84 is a pressure adjustment unit that adjusts the refrigerant evaporation pressure in the second evaporator 82.

[0278] From the perspective of the refrigerant flow of the refrigeration cycle 21, the second evaporator 82, the second expansion valve 83, and the pressure adjusting valve 84 are arranged in parallel with the expansion valve 24 and the coolant cooler 14. The second expansion valve 83, the second evaporator 82, and the pressure adjusting valve 84 are arranged in the refrigerant flow of the refrigeration cycle 21 in the order of the second expansion valve 83, the second evaporator 82, and the second expansion valve 83. (Sixth Embodiment)

[0279] In the above-mentioned embodiments, the cooler core 16 and the heater core 17 are arranged one after the other in the air flow in the casing 51 of the interior air conditioning unit 50. In contrast, in this embodiment, as shown in Fig. 21, the cooler core 16 and the heater core 17 are arranged parallel in the air flow.

[0280] A partition wall 51c is provided in the housing 51 and separates an air passage of the cooler core 16 and an air passage of the heater core 17. The air mix door 55 is arranged on a downstream side of the air flow of the interior blower 54 and an upstream side of the air flow of the cooler core 16 and the heater core 17.

[0281] Also in this embodiment, the same operating results as in the above-mentioned embodiments can be obtained. (Seventh Embodiment)

[0282] In the above embodiments, the cooler core 16 and the heater core 17 are incorporated in the common interior air conditioning unit 50. In contrast, in this embodiment, as shown in Fig. 22, the cooler core 16 is housed in a cooler unit 50A, and the heater core 17 is housed in a heater unit 50B.

[0283] An internal fan 54A and the cooler core 16 are arranged in a housing 51A of the cooler unit 50A. An internal fan 54B and the heater core 17 are arranged in a housing 51B of the heater unit 50B.

[0284] Also in this embodiment, the same operating results as in the above-mentioned embodiments can be obtained. (Eighth Embodiment)

[0285] In this embodiment, a battery temperature control heat exchanger 81A, an inverter 81B, and a coolant-to-coolant heat exchanger 81C are provided as the device 81. Each of the battery temperature control heat exchanger 81A, the inverter 81B, and the coolant-to-coolant heat exchanger 81C includes a coolant circulation flow path and is a heat transfer device (temperature adjustment target device) that transfers heat with the coolant.

[0286] The battery temperature control heat exchanger 81A is a heat exchanger (air-to-heat medium heat exchanger) arranged on the path from the fan air to the battery and exchanges heat between the fan air and the coolant. The battery temperature control heat exchanger 81A is arranged on a battery heat exchange flow path 80A.

[0287] One end of the battery heat exchange flow path 80A is connected to a battery heat exchange outlet port 18f of the first switching valve 18. The other end of the battery heat exchange flow path 80A is connected to a battery heat exchange inlet port 19f of the second switching valve 19.

[0288] The inverter 81B is an electric power conversion device that converts DC power supplied by the battery into AC power and outputs the AC power to the traction electric motor. The inverter 81B is arranged on an inverter flow path 80B.

[0289] One end of the inverter flow path 80B is connected to an inverter outlet port 18g of the first switching valve 18. The other end of the inverter flow path 80B is connected to an inverter inlet port 19g of the second switching valve 19.

[0290] The coolant-to-coolant heat exchanger 81C is a heat exchanger (heat medium-to-heat medium heat exchanger) that exchanges heat between the coolant (coolant circulated by the first pump 11 or the second pump 12) of the thermal management system 10 and the coolant (engine heat medium) of an engine cooling circuit 90. The coolant-to-coolant heat exchanger 81C is arranged on a coolant-to-coolant heat exchange flow path 80C.

[0291] One end of the coolant-to-coolant heat exchanger flow path 80C is connected to a coolant-to-coolant heat exchanger outlet port 18h of the first switching valve 18. The other end of the coolant-to-coolant heat exchanger flow path 80C is connected to a coolant-to-coolant heat exchanger inlet port 19h of the second switching valve 19.

[0292] In this embodiment, one end of the cooler core flow path 36 is connected to a cooler core outlet port 18i of the first switching valve 18. The other end of the cooler core flow path 36 is connected to a cooler core inlet port 19i of the second switching valve 19.

[0293] One end of the heater core flow channel 37 is connected to a heater core outlet port 18j of the first switching valve 18. The other end of the heater core flow channel 37 is connected to a heater core inlet port 19j of the second switching valve 19.

[0294] The first switching valve 18 switches between a state in which the coolant discharged from the first pump 11 is allowed to flow to each of the devices 13, 16, 17, 81A, 81B, and 81C connected to an outlet side of the first switching valve 18, a state in which the coolant discharged from the second pump 12 is allowed to flow to each of the devices 13, 16, 17, 81A, 81B, and 81C connected to an outlet side of the first switching valve 18, and a state in which the coolant discharged from the first pump 11 and the second pump 12 is not allowed to flow to each of the devices 13, 16, 17, 81A, 81B, and 81C connected to an outlet side of the first switching valve 18.

[0295] The second switching valve 19 switches between a state in which coolant is allowed to flow from each of the devices 13, 16, 17, 81A, 81B, and 81C connected to an inlet side of the second switching valve 19 to the first pump 11, a state in which the coolant is allowed to flow from each of the devices 13, 16, 17, 81A, 81B, and 81C connected to an inlet side of the second switching valve 19 to the second pump 12, and a state in which the coolant is not allowed to flow from each of the devices 13, 16, 17, 81A, 81B, and 81C connected to an inlet side of the first switching valve 18 to the first pump 11 and the second pump 12.

[0296] Each of the first switching valve 18 and the second switching valve 19 is capable of adjusting a valve opening. Consequently, each of the first switching valve 18 and the second switching valve 19 is capable of adjusting the flow rate of the coolant flowing through each of the devices 13, 16, 17, 81A, 81B, and 81C.

[0297] The first switching valve 18 and the second switching valve 19 are capable of mixing the coolant discharged from the first pump 11 with the coolant discharged from the second pump 12 at an arbitrary flow rate ratio and allowing the mixed coolant to flow to each of the devices 13, 16, 17, 81A, 81B and 81C.

[0298] The engine cooling circuit 90 is a coolant circulation circuit for cooling an internal combustion engine 91. The engine cooling circuit 90 includes a circulation flow path 92 through which the coolant circulates. The internal combustion engine 91, a third pump 93, an engine radiator 94, and the coolant-to-coolant heat exchanger 81C are arranged on the circulation flow path 92.

[0299] The third pump 93 is a motor-driven pump that draws in and discharges the coolant. The third pump 93 may be a mechanical pump driven by power output from the internal combustion engine 91.

[0300] The engine radiator 94 is a heat radiation heat exchanger (air-to-heat medium heat exchanger) in which the coolant radiates heat to the outside air by exchanging heat with the outside air.

[0301] A radiator bypass passage 95 is connected to the circulation flow path 92. The radiator bypass passage 95 is a flow path through which the coolant is allowed to flow without passing through the engine radiator 94.

[0302] A thermostat 96 is arranged in a connecting portion between the radiator bypass passage 95 and the circulation flow path 92. The thermostat 96 is a coolant temperature responsive valve having a mechanical mechanism in which a valve body is displaced according to the temperature due to a volume change of thermal wax (temperature sensing element), and a coolant flow passage is opened and closed.

[0303] Specifically, when the coolant temperature is greater than or equal to a predetermined temperature (for example, a temperature greater than or equal to 80°C), the thermostat 96 closes the radiator bypass passage 95, and when the coolant temperature is lower than a predetermined temperature (for example, a temperature lower than 80°C), the thermostat 96 opens the radiator bypass passage.

[0304] An engine accessory flow path 97 is connected to the circulation flow path 92. The engine accessory flow path 97 is a coolant flow path parallel to the coolant-coolant heat exchanger 81C. An engine accessory 98 is arranged on the engine accessory flow path 97. Examples of the engine accessory 98 include an oil heat exchanger, an EGR cooler, a throttle valve cooler, a turbo cooler, and an internal combustion engine accessory. The oil heat exchanger is a heat exchanger that adjusts the temperature of engine oil or transmission oil by exchanging heat between the coolant and the engine oil, or between the coolant and the transmission oil.

[0305] The EGR cooler is a heat exchanger that is a component of an exhaust gas recirculation (EGR) device that reduces pumping loss associated with a throttle valve by returning a portion of engine exhaust gas to an intake side of the engine, and is a heat exchanger that adjusts the temperature of recirculation gas by exchanging heat between the recirculation gas and the coolant.

[0306] The throttle valve cooler is a water jacket provided in a throttle body to cool the throttle valve.

[0307] The turbo cooler is a cooler that cools a turbocharger by exchanging heat between the coolant and heat generated in the turbocharger.

[0308] The internal combustion engine accessory motor is a large electric motor that drives an internal combustion engine belt even when the internal combustion engine is stopped and is used to drive a compressor, a water pump and the like that are driven by the internal combustion engine belt when no driving power of the internal combustion engine is supplied to them, or to start the internal combustion engine.

[0309] A first reservoir tank 99 is connected to the engine radiator 94. The first reservoir tank 99 is an atmosphere release tank (heat medium storage unit) that stores the coolant. Therefore, atmospheric pressure is applied to a liquid surface of the coolant stored in the first reservoir tank 99. The first reservoir tank 99 may be configured such that a predetermined pressure (pressure different from atmospheric pressure) is applied to the liquid surface of the coolant stored in the first reservoir tank 99.

[0310] Since excess coolant is stored in the first reservoir 99, the reduction of coolant circulating in each flow path can be prevented. Air bubbles mixed into the coolant are separated from the coolant by the first reservoir 99.

[0311] A second reservoir 100 is connected to the radiator flow path 33. The second reservoir 100 has the same structure and function as the first reservoir 99.

[0312] An auxiliary heat exchanger 101 is arranged on a downstream side of the air flow of the heater core 17 in the housing 51 of the interior air conditioning unit 50 of the vehicle air conditioning device. The auxiliary heat exchanger 101 includes a PTC (positive thermistor) element and is a PTC (electric heater) heater that generates heat and heats air when electrical power is supplied to the PTC element.

[0313] The operation (the amount of heat generated) of the auxiliary heat exchanger 101 is controlled by the control device 60. In this embodiment, an auxiliary heat control unit (electric heating control unit) 60j is constructed from constituent elements (hardware and software) of the control device 60 to control the operation of the auxiliary heat exchanger 101.

[0314] The refrigeration cycle 21 includes an indoor heat exchanger 102. The indoor heat exchanger 102 is a heat exchanger that exchanges heat between the refrigerant flowing from the coolant heater 15 and the refrigerant flowing from the coolant cooler 14.

[0315] The expansion valve 24 of the refrigeration cycle 21 includes a temperature sensing unit 24a that detects superheat of the refrigerant on an outlet side of the coolant cooler 14 based on the temperature and pressure of the refrigerant on the outlet side of the coolant cooler 14. The expansion valve 24 is a thermal expansion valve that adjusts a throttle passage area using a mechanical mechanism in such a way that the superheat of the refrigerant on the outlet side of the coolant cooler 14 is within a predetermined range.

[0316] The temperature sensing unit 24a may be formed of a thermistor, and the expansion valve 24 may be an electric expansion valve that adjusts a throttle passage area using an electric mechanism in such a manner that the superheat of the refrigerant on the outlet side of the coolant cooler 14 is within the predetermined range.

[0317] The input side of the control device 60 receives detection signals from a sensor group such as the inside air temperature sensor 61, an inside air humidity sensor 110, the outside air temperature sensor 62, the first coolant temperature sensor 64, the second coolant temperature sensor 65, a radiator coolant temperature sensor 111, a battery temperature sensor 112, an inverter temperature sensor 113, an engine coolant temperature sensor 114, the heater core temperature sensor 66, refrigerant temperature sensors 67A and 67B, and refrigerant pressure sensors 115A and 115B.

[0318] The indoor humidity sensor 110 is a detection unit (indoor humidity detection unit) that detects the humidity of the indoor air. The radiator coolant temperature sensor 111 is a detection unit (device-side heat medium temperature detection unit) that detects the temperature (for example, the temperature of the coolant flowing from the radiator 13) of the coolant flowing through the radiator flow path 33.

[0319] The battery temperature sensor 112 is a detection unit (device-side heat medium temperature detection unit) that detects the temperature (for example, the temperature of coolant flowing into the battery temperature control heat exchanger 81A) of coolant flowing through the battery heat exchange flow path 80A.

[0320] The inverter temperature sensor 113 is a detection unit (device-side heat medium temperature detection unit) that detects the temperature (for example, the temperature of coolant flowing from the inverter 81B) of coolant flowing through the inverter flow path 80B.

[0321] The engine coolant temperature sensor 114 is a detection unit (device-side heat medium temperature detection unit) that detects the temperature (for example, the temperature of coolant flowing through the internal combustion engine 91) of coolant flowing through the engine cooling circuit 90.

[0322] The refrigerant temperature sensor 67A is a discharge-side refrigerant temperature sensor that detects the temperature of refrigerant discharged from the compressor 22, and the refrigerant temperature sensor 67B is a suction-side refrigerant temperature sensor that detects the temperature of refrigerant sucked into the compressor 22.

[0323] The refrigerant pressure sensor 115A is a discharge-side refrigerant pressure sensor that detects the pressure of refrigerant discharged from the compressor 22, and the refrigerant pressure sensor 115B is a suction-side refrigerant pressure sensor that detects the pressure of refrigerant sucked into the compressor 22.

[0324] The operation of the above-mentioned structural components will be described below. The control device 60 operates the first switching valve 18 and the second switching valve 119 such that the coolant flow is switched to different operating modes, which are shown in Fig. 24 to 28. For easy understanding, Fig. 24 to 28 illustrate the thermal management system 10 in a simple manner.

[0325] In a Fig. 24, the radiator 13 is connected to the coolant cooler 14, the heater core 17 is connected to the coolant heater 15, and the coolant-coolant heat exchanger 81C is connected to neither the coolant cooler 14 nor the coolant heater 15.

[0326] Consequently, since the coolant cooled in the coolant cooler 14 to a lower temperature than an outside air temperature flows through the radiator 13, the coolant in the radiator 13 absorbs heat from the outside air, and since the coolant heated in the coolant heater 15 flows through the heater core 17, the blown air into the vehicle interior is heated in the heater core 17.

[0327] That is, in an outside air heat absorption heat pump mode, the refrigerant of the refrigeration cycle 21 absorbs heat from the outside air in the radiator 13 and radiates heat to the coolant in the coolant heater 15. Consequently, heat pump operation in which heat is extracted from the outside air can be realized.

[0328] In a Fig. In the engine heat absorption heat pump mode shown in Fig. 25, the coolant-coolant heat exchanger 81C is connected to the coolant cooler 14, the heater core 17 is connected to the coolant heater 15, and the radiator 13 is connected to neither the coolant cooler 14 nor the coolant heater 15.

[0329] Consequently, since the coolant heated in the coolant-to-coolant heat exchanger 81C flows through the coolant cooler 14, the refrigerant absorbs heat from the coolant in the coolant cooler 14, and since the coolant heated in the coolant heater 15 flows through the heater core 17, the blown air into the vehicle interior 17 is heated in the heater core 17.

[0330] That is, in the engine heat absorption heat pump mode, the refrigerant of the refrigeration cycle 21 absorbs heat from the coolant heated in the coolant-to-coolant heat exchanger 81C and radiates heat to the coolant in the coolant heater. Consequently, heat pump operation in which heat is extracted from the internal combustion engine 91 can be realized.

[0331] In the engine heat absorption heat pump mode, when other heat generating devices (the battery temperature control heat exchanger 81A and the inverter 81B) are connected to the coolant cooler 14, heat can be extracted from the other heat generating devices (81A and 81B). Therefore, the engine heat absorption heat pump mode can be referred to as a device heat absorption heat pump mode.

[0332] In a Fig. 26, the coolant-coolant heat exchanger 81C and the heater core 17 are connected to the coolant heater 15, and the radiator 13 is connected to the coolant cooler 14.

[0333] Consequently, since the coolant heated in the coolant-coolant heat exchanger 81C flows through the heater core 17, the blown air into the vehicle interior is heated in the heater core 17.

[0334] In addition, since the coolant cooled in the coolant cooler 14 flows through the radiator 13, the coolant in the radiator 13 absorbs heat from the outside air, and since the coolant heated in the coolant heater 15 flows through the heater core 17, the blown air into the vehicle interior is heated in the heater core 17.

[0335] That is, in an outside air heat absorption heat pump mode, the refrigerant of the refrigeration cycle 21 absorbs heat from the outside air in the radiator 13 and radiates heat to the outside air in the coolant heater 15. Consequently, heat pump operation in which heat is extracted from the outside air can be realized.

[0336] As a result, when the waste heat of the internal combustion engine 91 is insufficient as a heat source for heating, the heat source for heating can be supplemented by the heat pump operation (the auxiliary heat pump operation).

[0337] While the engine 91 is warmed up, the coolant heated in the coolant heater 15 flows through the coolant-to-coolant heat exchanger 81C, and thus, while the engine 91 is warmed up, the engine 91 can be heated by the coolant heated in the coolant heater 15 (the engine heat absorption heat pump mode).

[0338] In the engine heat absorption heat pump mode, when other heat generating devices (the battery temperature control heat exchanger 81A and the inverter 81B) are connected to the coolant heater 15, the other heat generating devices 81A and 81B can be heated by the coolant heated in the coolant heater 15. Therefore, the engine heat absorption heat pump mode can be referred to as a device heating heat pump mode.

[0339] Other heating target devices connected to the coolant heater 15 can be heated by the heat of the engine 91 (the device heating mode).

[0340] Since the coolant heated in the coolant heater 15 flows through the coolant-to-coolant heat exchanger 81C, a change in the coolant temperature can be restricted by the heat mass (heat capacity) of the engine 91 (the heat mass utilization heating mode).

[0341] In the Fig. In the engine waste heat direct use mode shown in Fig. 27, the coolant-coolant heat exchanger 81C is connected to the heater core 17 and is not connected to either the coolant cooler 14 or the coolant heater 15.

[0342] A coolant pump (not shown) for sucking and discharging the coolant is arranged on a coolant flow channel between the coolant-to-coolant heat exchanger 81C and the heater core 17. Since the coolant heated in the coolant-to-coolant heat exchanger 18C flows through the heater core 17, the blown air into the vehicle interior is heated in the heater core 17.

[0343] In a case where the temperature of the coolant flowing through the heater core 17 exceeds a temperature required for heating the vehicle interior, if the coolant-coolant heat exchanger 81C is connected to the heater core 17 and the radiator 13, excess heat of the engine 91 can be released to the outside air.

[0344] In the engine waste heat direct use mode, when the other heat generating devices (the battery temperature control heat exchanger 81A and the inverter 81B) are connected to the heater core 17, the coolant heated in the other heat generating devices 81A and 81B flows through the heater core 17. Consequently, the forced air into the vehicle interior can be heated in the heater core 17. Therefore, the engine waste heat direct use mode can be referred to as a device waste heat direct use mode.

[0345] In the Fig. 28, the coolant-coolant heat exchanger 81C and the radiator 13 are connected to the coolant heater 15, and the cooler core 16 is connected to the coolant cooler 14.

[0346] Consequently, since the coolant cooled in the coolant cooler 14 flows through the cooler core 16, the blown air into the vehicle interior is cooled in the cooler core 16, and since the coolant heated in the coolant heater 15 flows through the radiator 13, the coolant radiates heat to the outside air in the radiator 13.

[0347] Since the coolant heated in the coolant heater 15 flows through the internal combustion engine 91, a change in the coolant temperature can be limited by the thermal mass (heat capacity) of the internal combustion engine 91, or an increase in the refrigerant pressure can be limited by limiting an increase in the coolant temperature. As a result, highly efficient cooling can be realized.

[0348] The control device 60 operates the first switching valve 18 and the second switching valve 19 such that the coolant flow mode is also switched to a defrosting mode or an engine-independent mode, which is not shown.

[0349] In the defrosting mode, the coolant-to-coolant heat exchanger 81C is connected to the radiator 13. Since the coolant heated in the coolant-to-coolant heat exchanger 81C flows through the radiator 13, the radiator 13 can be defrosted using the waste heat of the engine 91.

[0350] In the engine-independent operating mode, the coolant-to-coolant heat exchanger 81C is not connected to the coolant cooler 14 or the coolant heater 15. Consequently, the waste heat of the internal combustion engine 91 is not transferred to the coolant cooler 14 and the coolant heater 15.

[0351] For example, during a cooling mode, if the temperature detected by the engine coolant temperature sensor 114, that is, the temperature of the coolant circulating through the engine cooling circuit 90, exceeds a reference temperature set in advance, the engine-independent mode is executed. Consequently, the waste heat of the internal combustion engine 91 can be prevented from causing the cooling performance to deteriorate.

[0352] Fig. Figure 29 shows a specific example of the outdoor air heat absorption heat pump operation mode. The solid line with arrows and the alternating long and short dashed line with arrows in Fig. 29 represent the flow of the refrigerant in the outdoor air heat absorption heat pump mode.

[0353] For example, during a heating operation, if the temperature detected by the engine coolant temperature sensor 114, that is, the temperature of the coolant circulating through the engine cooling circuit 910, is lower than a first reference temperature (for example, 40°C) that is set in advance, the Fig. 29 shown outdoor air heat absorption heat pump operating mode is executed.

[0354] Consequently, when the internal combustion engine 91 is running, the warm-up of the internal combustion engine can be accelerated. Conversely, when the internal combustion engine 91 is stopped, a heat source for heating can be ensured without operating the internal combustion engine 91. As a result, fuel efficiency can be improved.

[0355] Fig. 30 shows a specific example of the engine heat absorption heat pump operation mode. The solid line with arrows and the alternating long and short dashed line with arrows in Fig. 30 represent the flow of coolant in the engine heat absorption heat pump mode.

[0356] For example, during a heating operation, when the temperature detected by the engine coolant temperature sensor 114, that is, the temperature of the coolant circulating through the engine cooling circuit 90, is greater than or equal to the first reference temperature (for example, 40°C) set in advance, the Fig. 30 shown engine heat absorption heat pump operating mode is executed.

[0357] In this mode, the temperature of the coolant circulating through the coolant cooler 14 can be increased, and thus the pressure of the low-pressure side refrigerant of the refrigeration cycle 21 can be increased, and heating (hereinafter referred to as high COP heating) in which the efficiency (COP) of the refrigeration cycle 21 is high can be realized.

[0358] If in the Fig. 30, dehumidification and heating are performed, the temperature of the coolant circulating through the coolant radiator 14 is preferably maintained at approximately 0°C by controlling the amount of heat received from the internal combustion engine 91.

[0359] If in the Fig. In the engine heat absorption heat pump mode shown in Figure 30, when the temperature detected by the first coolant temperature sensor 64, that is, the temperature of the coolant circulating through the coolant radiator 14, is higher than an outside air temperature, the circulation of the coolant to the radiator 13 is blocked. Consequently, the coolant in the radiator 13 can be prevented from radiating heat to the outside air.

[0360] In the Fig. In the engine heat absorption heat pump mode shown in Fig. 30, the radiator core 16 is connected to the coolant cooler 14, the inverter 81B is connected to the coolant heater 15, and the battery temperature control heat exchanger 81A is connected to neither the coolant cooler 14 nor the coolant heater 15; however, the battery temperature control heat exchanger 81A may be connected to the coolant cooler 14 and / or the coolant heater 15 depending on a required temperature of the battery temperature control heat exchanger 81A and the temperature of the coolant.

[0361] In the Fig. In the engine heat absorption heat pump mode shown in Fig. 30, the first switching valve 18 and the second switching valve 19 control the flow rate of the coolant flowing through the coolant-coolant heat exchanger 81C in such a manner that the temperature of the coolant flowing through the coolant-coolant heat exchanger 81C becomes approximately 10°C.

[0362] Fig. 31 shows a specific example of the engine heat absorption heat pump mode. The solid line with arrows and the alternating long and short dashed line with arrows in Fig. 31 represent the flow of coolant in the engine heating heat pump mode.

[0363] For example, during a cooling operation, when the temperature detected by the engine coolant temperature sensor 114, that is, the temperature of the coolant circulating through the engine cooling circuit 90, is lower than a reference temperature (for example, 40°C) set in advance, the Fig. 31 shown engine heating heat pump operating mode is executed.

[0364] Consequently, since the internal combustion engine 91 is warmed up by waste heat from the cooling system, fuel efficiency can be improved. Since the coolant heated in the coolant heater 15 flows through the internal combustion engine 91, a change in the temperature of the coolant can be limited by the thermal mass of the internal combustion engine 91.

[0365] For example, during a heating operation, when the temperature detected by the engine coolant temperature sensor 114, that is, the temperature of the coolant circulating through the engine cooling circuit 90, exceeds a second reference temperature (temperature that satisfies a heating request and, for example, 55°C) that is set in advance, the Fig. 27 shown engine waste heat direct use mode is executed.

[0366] Consequently, since the coolant heated in the coolant-coolant heat exchanger 81C flows through the heater core 17, the blown air into the vehicle interior is heated in the heater core 17.

[0367] When the coolant starts to circulate to the radiator 13 in each of the above-mentioned coolant flow modes, by connecting the radiator 13 to the coolant cooler 14 and the coolant heater 15 in a state where the circulation of the coolant to the radiator 13 is blocked, a change in the vehicle interior blowout air temperature is preferably restricted by performing the control in (1) and / or the control in (2) below. (1) The valve for allowing and blocking the circulation of the coolant to the radiator 13 is opened slowly, so that the circulation of the coolant begins slowly. Consequently, a rapid change in the vehicle interior exhaust air temperature can be restricted. (2) After estimating a change in the vehicle interior blowout air temperature in advance and adjusting the opening of the air mix door 55 and the air volume of the interior blower 54, the coolant is allowed to circulate to the radiator 13. Consequently, a change in the vehicle interior blowout air temperature can be restricted. A change in the interior cabin blowout temperature after allowing the circulation of the coolant to the radiator 13 is restricted by controlling the opening of the air mix door 55 and the air volume of the interior blower 54.

[0368] A method for controlling the cooler core blowout temperature TC and the heater core blowout temperature TH will be described below. The cooler core blowout temperature TC is the temperature of the fan air cooled in the cooler core 16. The heater core blowout temperature TH is the temperature of the fan air heated in the heater core 17.

[0369] Each of first TC control, second TC control, third TC control, and fourth TC control is used as a control method by which the cooler core blowout temperature TC approaches the cooler core blowout target temperature TCO. Each of first TH control, second TH control, third TH control, and fourth TH control is used as a control method by which the heater core blowout temperature TH approaches the heater core blowout target temperature THO. (First TC control)

[0370] In the first TC control, the radiator 13 and any one of the devices 81A to 81C are connected to the cooler core 16, and the amount of heat transferred between the connected device and the cooler core 16 is controlled such that the cooler core blowout temperature TC approaches the cooler core blowout target temperature TCO.

[0371] For example, the amount of heat transferred between the connected device and the cooler core 16 is controlled by adjusting the flow rate of coolant or air volume to the connected device, or by controlling the amount of heat generated by the connected device. For example, if the connected device is the inverter 81B, the amount of heat generated by the inverter 81B is controlled by operating the inverter 81B inefficiently.

[0372] The device connected to the radiator core 16 may be not only the radiator 13 and the devices 81A to 81C, but also the coolant heating PTC heater, a traction motor generator, and the like. The amount of heat generated by the coolant heating PTC heater can be controlled by controlling the power supply to the coolant heating PTC heater. The amount of heat generated by the traction motor generator can be controlled by inefficiently driving the traction motor generator.

[0373] In this embodiment, a heat generation amount control unit 60k is configured from constituent elements (hardware and software) of the control device 60 to control the amount of heat generated by the device (the inverter 81B, the coolant heating PTC heater, the traction motor generator, and the like) connected to the radiator core 16.

[0374] For example, when the coolant temperature is less than or equal to 0°C in a state where the cooler core 16 is in communication with the radiator 13 and the dehumidification air conditioning of the vehicle interior is performed using outside cooling air, the first TC control is executed.

[0375] The frost (frost formation) of the cooler core 16 can be restricted by controlling the amount of heat transferred between the connected device and the cooler core 16 in such a manner that the temperature of the coolant circulating through the cooler core 16 becomes a target temperature greater than or equal to 0°C. (Second TC control)

[0376] In the second TC control, the heat exchange capacity of the cooler core 16 is controlled so that the cooler core blowout temperature TC approaches the cooler core blowout target temperature TCO. For example, the heat exchange capacity of the cooler core 16 is controlled by adjusting the flow rate of the coolant or the volume of air to the cooler core 16, or adjusting the ratio between inside air and outside air of the air blown to the cooler core 16.

[0377] For example, when the coolant temperature is less than or equal to 0°C in a state where the cooler core 16 is in communication with the radiator 13, and the dehumidification air conditioning of the vehicle interior is performed using outside cooling air, the second TC control is executed.

[0378] The frost (frost formation) of the radiator core 16 can be restricted by allowing and blocking (ON and OFF) the circulation of the coolant to the radiator core 16. (Third TC control)

[0379] The third TC control is a control method performed based on the assumption that the compressor 22 is operating. In the third TC control, the radiator 13 and any one of the devices 81A to 81C are connected to the heater core 17, and the amount of heat transferred between the connected device and the heater core 17 is controlled such that the cooler core blowout temperature TC approaches the cooler core blowout target temperature TCO.

[0380] For example, the amount of heat transferred between the connected device and the heater core 17 is controlled by adjusting the flow rate of the coolant or the volume of air to the connected device or by controlling the amount of heat generated by the connected device.

[0381] The device connected to the heater core 17 may be not only the radiator 13 and the devices 81A to 81C, but also the coolant heating PTC heater, the traction motor generator, and the like. The amount of heat generated by the coolant heating PTC heater can be controlled by controlling the power supply to the coolant heating PTC heater. The amount of heat generated by the traction motor generator can be controlled by inefficiently driving the traction motor generator.

[0382] For example, if an occupant wants to enable cooling in a state where control of the speed of the compressor 22 is limited to a certain extent, the third TC control is executed. Examples of when the speed of the compressor 22 is limited to a certain extent include when the allowable speed of the compressor 22 is fixed and when the compressor 22 is a belt-driven compressor.

[0383] In the third TC control, the cooler core blow-out temperature TC can be controlled independently of the speed of the compressor 22. (Fourth TC control)

[0384] In the fourth TC control, the refrigerant flow rate is controlled so that the cooler core discharge temperature TC approaches the cooler core discharge target temperature TCO. For example, the refrigerant flow rate is controlled by controlling the refrigerant discharge capacity (specifically, the rotational speed of the compressor 22) of the compressor 22 or by adjusting the throttle passage area of ​​the expansion valve 24. (First TH control)

[0385] In the first TH control, the radiator 13 and any one of the devices 81A to 81C are connected to the heater core 17, and the amount of heat transferred between the connected device and the heater core 17 is controlled such that the heater core blowout temperature TH approaches the heater core blowout target temperature THO.

[0386] For example, the amount of heat transferred between the connected device and the heater core 17 is controlled by adjusting the flow rate of the coolant or the volume of air to the connected device or by controlling the amount of heat generated by the connected device.

[0387] For example, when the heater core 17 is connected to the coolant heater 15, the first TH control is executed. The excessive increase in the pressure of the refrigerant of the refrigeration cycle 21 can be restricted and a safety relief valve can be prevented from opening by controlling the amount of heat transferred between the connected device and the heater core 17 in such a way that the temperature of the coolant circulating through the coolant heater 15 does not exceed a predetermined value. (Second TH control)

[0388] In the second TH control, the heat exchange capacity of the heater core 17 is controlled so that the heater core blowout temperature TH approaches the heater core blowout target temperature THO. For example, the heat exchange capacity of the heater core 17 is controlled by adjusting the flow rate of the coolant or the air volume to the heater core 17, or by adjusting the ratio of the inside air to the outside air of the air blown to the heater core 17.

[0389] For example, when the vehicle interior heating and air conditioning is performed using the waste heat of the engine 91, the second TH control is executed. The flow rate of the coolant circulating through the heater core 17 is controlled in such a manner that an average coolant temperature in the heater core 17 approaches a target temperature.

[0390] Consequently, the vehicle interior blowout temperature TAV can be controlled without using the air mix door 55. For this reason, the air mix door 55 can be eliminated, and thus the size of the interior air conditioning unit 50 can be reduced.

[0391] For example, the second TH control is executed in the engine heat absorption heat pump mode. In the engine heat absorption heat pump mode, the amount of heat radiated in the coolant heater 15 is controlled by controlling the rotational speed of the compressor 22 in such a manner that the temperature of the coolant in the heater core 17 becomes a target temperature.

[0392] In this case, the temperature of the low-pressure side refrigerant of the refrigeration cycle 21 is increased (for example, 40°C), and thus, even if the compressor 22 is operated at the minimum operating speed (for example, about 1500 revolutions), the temperature of the coolant in the heater core 17 may exceed the target temperature.

[0393] The flow rate of the coolant in the heater core 17 is controlled so that the temperature of the coolant in the heater core 17 becomes the target temperature. The efficiency decreases as the coolant temperature increases, and finally, the capacity is adjusted to the minimum speed.

[0394] Consequently, high COP heating can be achieved in the engine heat absorption heat pump mode. Even if the capacity of the compressor 22 is excessive at the minimum operating speed, the compressor 22 can be operated. (Third TH control)

[0395] The third TH control is a control method performed based on the assumption that the compressor 22 is operating. In the third TH control, the radiator 13 and any one of the devices 81A to 81C are connected to the cooler core 16, and the amount of heat transferred between the connected device and the cooler core 16 is controlled so that the heater core blowout temperature TH approaches the heater core blowout target temperature THO.

[0396] For example, the amount of heat transferred between the connected device and the cooler core 16 is controlled by adjusting the flow rate of coolant or the volume of air to the connected device or controlling the amount of heat generated by the connected device.

[0397] For example, when an occupant wants to enable cooling in a state where the control of the rotational speed of the compressor 22 is limited to a certain extent, the third TH control is executed.

[0398] In the third TH control, the heater core blow-out temperature TH can be controlled independently of the speed of the compressor 22. (Fourth TH control)

[0399] In the fourth TH control, the refrigerant flow rate is controlled so that the heater core discharge temperature TH approaches the heater core discharge target temperature THO. For example, the refrigerant flow rate is controlled by controlling the refrigerant discharge capacity (specifically, the rotational speed of the compressor 22) of the compressor 22 or adjusting the throttle passage area of ​​the expansion valve 24.

[0400] The first to fourth TC controls and the first to fourth TH controls can be combined with each other. Specifically, each of the first to fourth TC controls can be combined with each of the first to fourth TH controls. (Combination of the first TC control and the first TH control)

[0401] For example, when it is assumed or determined that the cooler core blowout target temperature TCO is greater than or equal to the temperature of the device connected to the cooler core 16, a combination of the first TC control and the first TH control is executed.

[0402] For example, when the coolant temperature in the device connected to the heater core 17 exceeds a predetermined temperature (for example, 55°C), a combination of the first TC control and the first TH control is executed. When the coolant temperature in the device connected to the heater core 17 exceeds the predetermined temperature (for example, 55°C), the heater core blowout temperature TH becomes excessive. For this reason, the coolant temperature in the heater core 17 is prevented from exceeding the predetermined temperature (for example, 55°C), and the heater core blowout temperature TH is prevented from becoming excessive by controlling the amount of heat received from the device connected to the heater core 17.

[0403] For example, a combination of the first TC control and the first TH control is executed in an energy-saving dehumidification heating mode. The energy-saving dehumidification heating mode is a mode in which dehumidification is performed using the cooling energy of outside air, and the dehumidified air is reheated using the waste heat of the internal combustion engine 91 or the waste heat of various devices.

[0404] For example, a combination of the first TC control and the first TH control is executed in the engine heat absorption heat pump mode. In the engine heat absorption heat pump mode, a heating source is the engine coolant heater 15. In the engine heat absorption heat pump mode, an electric heater, the inverter 81B, or the like can be used together with the engine coolant heater 15 as a heating source.

[0405] The device connected to the heater core 17 may be the internal combustion engine 91. In particular, a second coolant outlet port may be provided in the internal combustion engine 91 so that the internal combustion engine 91 can communicate with the heater core 17. When the engine coolant temperature is greater than or equal to a predetermined temperature (e.g., greater than or equal to 55°C), the waste heat of the internal combustion engine 91 can be directly used in the heater core 17 while being absorbed and used in the refrigeration cycle 21. (Combination of the first TC control and the second TH control)

[0406] For example, when it is assumed or determined that the cooler core blowout target temperature TCO is greater than or equal to the temperature of the device connected to the cooler core 16, a combination of the first TC control and the second TH control is executed.

[0407] For example, when the coolant temperature in the device connected to the heater core 17 exceeds a predetermined temperature (e.g., 55°C), a combination of the first TC control and the second TH control is executed. The heater core blowout temperature TH can be prevented from becoming excessive by allowing and prohibiting the circulation of the coolant to the heater core 17 (ON and OFF).

[0408] For example, in the energy-saving dehumidification heating mode or in an energy-saving dehumidification, heating, and cooling mode, a combination of the first TC control and the second TH control is executed. The energy-saving dehumidification, heating, and cooling mode is a mode in which cooling and dehumidification are performed using the cooling energy of a cold storage device, and the cooled and dehumidified air is reheated using the waste heat of the internal combustion engine 91 or the waste heat of various devices. (Combination of the second TC control and the first TH control)

[0409] For example, when the coolant temperature in the device connected to the cooler core 16 is lower than 0°C, a combination of the second TC control and the first TH control is executed. Frost (frost formation) of the cooler core 16 can be restricted by allowing and prohibiting (ON and OFF) the circulation of coolant to the cooler core 16.

[0410] For example, when the coolant temperature in the device connected to the heater core 17 exceeds a predetermined temperature (e.g., 55°C), a combination of the second TC control and the first TH control is executed. The heater core blowout temperature TH can be prevented from becoming excessive by controlling the amount of heat received from the device connected to the heater core 17.

[0411] For example, in the energy-saving dehumidification heating mode or in an energy-saving dehumidification, heating and cooling mode, a combination of the second TC control and the first TH control is executed.

[0412] For example, in the engine heat absorption heat pump mode or when the temperature of the coolant in the internal combustion engine 91 is lower than the radiator core blow-out target temperature TCO, a combination of the second TC control and the first TH control is executed.

[0413] The device connected to the heater core 17 may be the internal combustion engine 91. In particular, a second coolant outlet port may be provided in the internal combustion engine 91 so that the internal combustion engine 91 can communicate with the heater core 17. When the engine coolant temperature is greater than or equal to a predetermined temperature (e.g., greater than or equal to 55°C), the waste heat of the internal combustion engine 91 can be directly used in the heater core 17 while being absorbed and used in the refrigeration cycle 21. (Combination of the second TC control and the second TH control)

[0414] For example, when the coolant temperature in the device connected to the cooler core 16 is lower than 0°C, a combination of the second TC control and the second TH control is executed. Frost (frost formation) of the cooler core 16 can be restricted by allowing and prohibiting (ON and OFF) the circulation of the coolant to the cooler core 16.

[0415] For example, when the coolant temperature in the device connected to the heater core 17 exceeds a predetermined temperature (e.g., 55°C), a combination of the second TC control and the second TH control is executed. The heater core blowout temperature TH can be prevented from becoming excessive by allowing and prohibiting the circulation of the coolant to the heater core 17 (ON and OFF).

[0416] For example, in the energy-saving dehumidification heating mode or in an energy-saving dehumidification, heating and cooling mode, a combination of the second TC control and the second TH control is executed. (Combination of the first TC control and the fourth TH control

[0417] For example, when the refrigeration cycle 21 is required to extract the waste heat from the device connected to the cooler core 16 so that the heater core blowout temperature TH can approach the heater core blowout target temperature THO, a combination of the first TC control and the fourth TH control is executed.

[0418] For example, when the deviation between the temperature related to the temperature TC of blown air cooled in the cooler core 16 and the first target temperature TCO does not exceed a predetermined value, a combination of the first TC control and the fourth TH control is executed.

[0419] For example, if the deviation between the heater core blowout temperature TH and the heater core blowout target temperature THO exceeds a predetermined value, a combination of the first TC control and the fourth TH control is executed. Since the rotational speed of the compressor 22 is controlled such that the heater core blowout temperature TH approaches the heater core blowout target temperature THO, the heater core blowout temperature TH can closely follow a temperature change. (Combination of the second TC control and the fourth TH control)

[0420] For example, when the coolant temperature in the device connected to the cooler core 16 is lower than 0°C, a combination of the second TC control and the fourth TH control is executed. Frost (frost formation) of the cooler core 16 can be restricted by allowing and prohibiting (ON and OFF) the circulation of coolant to the cooler core 16. (Combination of the third TC control and the fourth TH control)

[0421] For example, if the deviation between the heater core blowout temperature TH and the heater core blowout target temperature THO exceeds a predetermined value, a combination of the third TC control and the fourth TH control is executed. Since the rotational speed of the compressor 22 is controlled such that the heater core blowout temperature TH approaches the heater core blowout target temperature THO, the heater core blowout temperature TH can closely follow a temperature change.

[0422] For example, when the coolant flow mode is switched to the heat radiation mode in step S180 in the first embodiment, a combination of the third TC control and the fourth TH control is executed. Therefore, when the amount of heat for heating is excessive, heat can be radiated to the outside air in the radiator 13, and the temperature of the cooler core 16 and the temperature of the heater core 17 can be appropriately controlled.

[0423] For example, when the deviation between the radiator core blowout temperature TC and the radiator core blowout target temperature TCO does not exceed a predetermined value, a combination of the third TC control and the fourth TH control is executed. (Combination of the fourth TC control and the first TH control

[0424] For example, if the deviation between the cooler core blowout temperature TC and the cooler core blowout target temperature TCO exceeds a predetermined value, a combination of the fourth TC control and the first TH control is executed. Since the rotational speed of the compressor 22 is controlled such that the cooler core blowout temperature TC approaches the cooler core blowout target temperature TCO, the cooler core blowout temperature TC can closely follow a temperature change.

[0425] For this reason, the temperature of the radiator core 16 can be reduced, and thus the occurrence of frost in the radiator core 16 can be limited. As a result, the air volume can be reduced, and the occurrence of a freezing odor can be limited. Furthermore, the temperature of the radiator core 16 can be reduced, and thus condensate from the radiator core 16 can be prevented from evaporating and causing unexpected foggy windows or a foul odor.

[0426] For example, when the deviation between the heater core blowout temperature TH and the heater core blowout target temperature THO does not exceed a predetermined value, a combination of the fourth TC control and the first TH control is executed. (Combination of the fourth TC control and the second TH control)

[0427] For example, when the coolant temperature in the device connected to the heater core 17 exceeds a predetermined temperature (e.g., 55°C), a combination of the second TC control and the second TH control is executed. The heater core blowout temperature TH can be prevented from becoming excessive by allowing and prohibiting the circulation of the coolant to the heater core 17 (ON and OFF). (Combination of the fourth TC control and the third TH control)

[0428] For example, if the deviation between the cooler core blowout temperature TC and the cooler core blowout target temperature TCO exceeds a predetermined value, a combination of the fourth TC control and the third TH control is executed. Since the rotational speed of the compressor 22 is controlled such that the cooler core blowout temperature TC approaches the cooler core blowout target temperature TCO, the cooler core blowout temperature TC can closely follow a temperature change.

[0429] For example, when the coolant flow mode is switched to the heat absorption mode in step S190 in the first embodiment, a combination of the fourth TC control and the third TH control is executed. Therefore, when the heat quantity is insufficient for heating, the radiator 13 can absorb heat from the outside air, ensuring the heat quantity for heating, and the temperature of the cooler core 16 and the temperature of the heater core 17 can be appropriately controlled.

[0430] For example, when the deviation between the heater core blowout temperature TH and the heater core blowout target temperature THO does not exceed a predetermined value, a combination of the fourth TC control and the third TH control is executed. (Combination of the second TC control and the third TH control, combination of the third TC control and the second TH control, and combination of the third TC control and the third TH control)

[0431] When the rotational speed of the compressor 22 is controlled independently of both the cooler core blowout temperature TC and the heater core blowout temperature TH, a combination of the second TC control and the third TH control, a combination of the third TC control and the second TH control, and a combination of the third TC control and the third TH control are executed.

[0432] Examples of when the speed of the compressor 22 is controlled independently of both the cooler core blow-out temperature TC and the heater core blow-out temperature TH will be described below.

[0433] For example, when the compressor 22 is an electric compressor, the compressor 22 can be brought into any of the following cases (1) to (11). (1) A case where an upper limit for the maximum rotational speed of the compressor 22 is set to satisfy a vibration noise requirement, and mainly in cooling and heating during idle stop. (2) A case where the rotational speed of the compressor 22 is limited so that the discharge pressure of the compressor 22 does not exceed a predetermined value (for example, 2.6 MPa to 3 MPa). (3) A case where the rotational speed of the compressor 22 is limited in order to protect the O-ring of the compressor 22 so that the discharge temperature of the compressor 22 does not exceed a predetermined value (for example, 120°C). (4) A case where the rotational speed of the compressor 22 is limited in order to prevent the O-ring of the compressor 22 from becoming too hard so that no breakage of the O-ring occurs or the sealing performance of the O-ring does not deteriorate, the rotational speed of the compressor 22 is limited such that the temperature of the inlet air into the compressor 22 is not lower than a predetermined value (for example, -30°C). (5) A case where the rotational speed of the compressor 22 reaches the maximum allowable speed, which is set to protect the shaft and bearings of the compressor 22 or is set due to a motor drive specification or the like. (6) A case where the rotation of the compressor 22 is controlled to a given speed in order to maintain good efficiency. (7) A case where the rotational speed of the compressor 22 is gradually increased to reach the maximum rotational speed over a fixed period of time during warming up and cooling of the compressor 22. (8) A case where the rotational speed of the compressor 22 is reduced during acceleration of a vehicle or when electric power is to be concentrated on another electric device. Examples of the case where electric power is to be concentrated on another electric device include the case where the engine 91 is gas-started using the traction motor, or a case where priority is given to driving when the output of a traction battery is limited due to cold temperature or the like. (9) A case where the rotational speed of the compressor 22 is maintained at a given speed for a predetermined amount of time in order to restrict the occurrence of control hunting. (10) A case where the compressor 22 is capable of rotating only at a given speed, which is used to simplify a motor drive. (11) A case where the compressor 22 operates to increase a predetermined capacity amount in addition to the air conditioning requirement so that the compressor meets the requirement of another device to be heated or cooled.

[0434] When the compressor 22 is a belt-driven compressor and a fixed displacement compressor, the rotational speed of the compressor 22 depends on the rotational speed of the engine 91, and only the turning on and off of the compressor 22 can be controlled, and thus the rotational speed of the compressor 22 is controlled independently of both the radiator core blowout temperature TC and the heater core blowout temperature TH.

[0435] The control device 60 switches the control mode in response to different conditions between the first to fourth TC controls and the first to fourth TH controls.

[0436] In addition to the first to fourth TC controls and the first to fourth TH controls, the control device 60 executes control such that the exhaust air temperature TAV approaches the target exhaust air temperature TAO. For example, the air volume of the indoor blower 54 or the operation of the air mix damper 55 is controlled such that the exhaust air temperature TAV approaches the target exhaust air temperature TAO.

[0437] For example, when a rapid temperature change occurs due to a change in the temperature of the connected device or the ambient temperature, the air mix damper 55 is actuated quickly, thus limiting a change in the discharge temperature. That is, a control delay induced by the heat mass (heat quantity) of the coolant and the refrigerant is compensated.

[0438] Even if the air mix damper 55 does not completely close the heater core bypass passage 51a but opens it slightly during the dehumidification and heating operation, preparations can be made when a change such as the blow-out air temperature TAV being lower than the target blow-out air temperature TAO occurs.

[0439] When a change occurs such that the discharge air temperature TAV is lower than the target discharge air temperature TAO, the discharge air temperature TAV can be increased by the auxiliary heat exchanger 101.

[0440] When the blow-out air temperature TAV exceeds the target blow-out air temperature TAO, the air mix damper 55 is operated in such a manner that the air volume passing through the heater core bypass passage 51a is increased.

[0441] Hereinafter, a specific operation example when the first to fourth TC control and the first to fourth TH control are applied to the engine heat absorption heat pump operation mode will be described. (Combination of the first TC control and the first TH control)

[0442] When the cooler core 16, the coolant-coolant heat exchanger 81C, and the coolant cooler 14 are connected to each other, the heater core 17, the coolant heater 15, and the inverter 81B, and the like are connected to each other so that dehumidification is performed in the engine heat absorption heat pump mode, the first TC control is executed such that the cooler core blowout temperature TC becomes 0°C, and the first TH control is executed such that the heater core blowout temperature TH becomes a predetermined temperature (for example, 55°C). In the first TH control, the rotational speed of the compressor 22 can be controlled. (Combination of the first TC control and the second TH control)

[0443] When the radiator core 16, the coolant-to-coolant heat exchanger 81C, and the coolant cooler 14 are connected to each other, the heater core 17 and the coolant heater 15 are connected to each other so that the temperature of the coolant heated in the coolant heater 15 is excessively increased, the second TH control is executed to reduce the flow rate of coolant in the heater core 17 so that the heater core blowout temperature TH can be prevented from exceeding the heater core blowout target temperature THO. (Combination of the first TC control and the fourth TH control)

[0444] When the cooler core 16, the coolant-coolant heat exchanger 81C, and the coolant cooler 14 are connected to each other, the heater core 17, and the coolant heater 15 are connected to each other so that dehumidification is performed in the engine heat absorption heat pump mode, the first TC control is executed such that the cooler core blowout temperature TC becomes 0°C, and the fourth TH control (for example, the control of the rotational speed of the compressor 22) is executed such that the heater core blowout temperature TH becomes a predetermined temperature (for example, 55°C). (Combination of the second TC control and the first TH control)

[0445] When, in a state where the cooler core 16, the coolant-coolant heat exchanger 81C, and the coolant cooler 14 are connected to each other, the heater core 17, the coolant heater 15, the inverter 81B, and the like are connected to each other so that dehumidification is performed in the engine heat absorption heat pump mode, the temperature of coolant in the engine 91 is lower than the cooler core blowout target temperature TCO (for example, 10°C), the second TC control is executed to reduce the flow rate of coolant in the cooler core so that the cooler core blowout temperature TC can approach the cooler core blowout target temperature TCO.

[0446] Furthermore, the first TH control is executed in such a manner that the heater core blowout temperature TH becomes a predetermined temperature (for example, 55°C). In the first TH control, the rotational speed of the compressor 22 can be controlled. (Combination of the second TC control and the second TH control)

[0447] When the coolant temperature in the heater core 17 is greater than or equal to a predetermined temperature (for example, 55°C) and the coolant temperature in the engine 91 is lower than the cooler core blowout target temperature TCO (for example, 10°C), the second TC control is executed so that the cooler core blowout temperature TC can approach the cooler core blowout target temperature TCO and the heater core blowout temperature TH can approach the heater core blowout target temperature THO. That is, the rotation of the compressor 22 for cooling and dehumidification in the cooler core 16 is not required. (Combination of the second TC control and the fourth TH control)

[0448] When the cooler core 16, the coolant-to-coolant heat exchanger 81C, and the coolant cooler 14 are connected to each other, the heater core 17, the coolant heater 15, the inverter 81B, and the like are connected to each other so that dehumidification is performed in the engine heat absorption heat pump mode, the second TC control is executed to reduce the flow rate of coolant in the cooler core 16 so that the cooler core blowout temperature TC can approach the cooler core blowout target temperature TCO, and the first TH control is executed such that the heater core blowout temperature TH becomes a predetermined temperature (for example, 55°C). (Combination of the third TC control and the third TH control)

[0449] When, in a state where the cooler core 16, the coolant-to-coolant heat exchanger 81C, and the coolant cooler 14 are connected to each other, the heater core 17, the coolant heater 15, the inverter 81B, and the like are connected to each other so that dehumidification is performed in the engine heat absorption heat pump mode, the rotational speed of the compressor 22 is controlled independently of both the cooler core blowout temperature TC and the heater core blowout temperature TH, the third TC control is executed so that the temperature of coolant in the cooler core 16 becomes 0°C, and the third TH control is executed so that the heater core blowout temperature TH becomes a predetermined temperature (for example, 55°C). (Only the second TH control)

[0450] When the cooler core 16, the coolant-coolant heat exchanger 81C and the coolant cooler 14 are connected to each other, the heater core 17 and the coolant heater 15 are connected to each other so that dehumidification is performed in the engine heat absorption heat pump mode, the second TH control is executed so that the heater core blowout temperature TH becomes a predetermined temperature (for example, 55°C), and the first to fourth TC controls are not executed.

[0451] In the first to fourth TH control, the heater core blow-out temperature TH approaches the heater core blow-out target temperature THO; however, the blow-out air temperature TAV may approach the target blow-out air temperature TAO.

[0452] In this embodiment, when the heat transfer devices 13 and 81 transfer heat with the coolant heated in the coolant heater 15, the control device adjusts the flow rate of the coolant flowing through the heat transfer devices 13 and 81 such that the temperature TH of the blown air (heated in the heater core 17) approaches the second target temperature THI (the first TH control). Furthermore, the control device 60 adjusts the flow rate of the refrigerant discharged from the compressor 22 such that the temperature TC of the blown air (cooled in the cooler core 16) approaches the first target temperature TCO (the fourth TC control).

[0453] Consequently, the heat transfer devices 13 and 81 can be heated by an amount of heat recovered from the blown air in the cooler core 16, and the temperature of the cooler core 16 and the temperature of the heater core 17 can be appropriately controlled.

[0454] In this embodiment, when the coolant heated in the coolant heater 15 radiates heat to the outside air in the radiator 13, the control device 60 adjusts the flow rate of the coolant and / or the outside air flowing through the radiator 13 in such a manner that the temperature TC related to the temperature of the blown air cooled in the cooler core 16 approaches the first target temperature TCO (the third TC control). Furthermore, the control device 60 adjusts the flow rate of the refrigerant discharged from the compressor 22 in such a manner that the temperatures TH and TAV related to the temperatures of the blown air heated in the heater core 17 approach the second target temperatures THO and TAO (the fourth TH control).

[0455] Consequently, the temperature of the cooler core 16 and the temperature of the heater core 17 can be appropriately controlled. In particular, since the temperature of the heater core 17 is controlled by the refrigerant flow rate, the temperature tracking ability of the heater core 17 can be improved.

[0456] In this embodiment, when the coolant cooled in the coolant cooler 14 absorbs heat from the outside air in the radiator 13, the control device 60 adjusts the flow rate of the coolant and / or the outside air flowing through the radiator 13 in such a way that the temperatures TH and TAV, which refer to the temperature of the fan air heated in the heater core 17, approach the second target temperatures THO and TAO (the third TH control). Furthermore, the control device 60 adjusts the flow rate of the refrigerant discharged from the compressor 22 in such a way that the temperature of the fan air cooled in the radiator core 16 approaches the first target temperature TCO (the fourth TC control).

[0457] Consequently, the temperature of the cooler core 16 and the temperature of the heater core 17 can be appropriately controlled. In particular, since the temperature of the cooler core 16 is controlled by the refrigerant flow rate, the temperature tracking ability of the cooler core 16 can be improved.

[0458] In this embodiment, when it is determined that the flow rate of the coolant or outside air flowing through the radiator 13 is lower than a predetermined flow rate and the blown air temperature TAV is lower than the second target temperature TAO, the first switching valve 18 and the second switching valve 19 are switched so that the coolant cooled in the coolant cooler 14 flows to the radiator 13 (the heat absorption mode). The controller 60 adjusts the flow rate of the coolant and / or outside air flowing through the radiator 13 in such a manner that the temperatures TH and TAV, which relate to the temperature of the blown air heated in the heater core 17, approach the second target temperatures THO and TAO (the third TH control).The control device 60 adjusts the flow rate of the refrigerant discharged from the compressor 22 in such a manner that the temperature TC relating to the blow-out air cooled in the cooler core 16 approaches the first target temperature TCO (the fourth TC control).

[0459] Therefore, when the heat quantity is insufficient for heating, heat can be absorbed from the outside air in the radiator 13 to ensure the heat quantity for heating, and the temperature of the cooler core 16 and the temperature of the heater core 17 can be appropriately controlled.

[0460] In this embodiment, when it is determined that the flow rate of the coolant or the coolant flowing through the radiator 13 is lower than the predetermined flow rate, the discharge air temperature TAV is greater than or equal to the second target temperature TAO, the first switching valve 18 and the second switching valve 19 are switched so that the coolant heated in the coolant heater 15 flows to the radiator 13 (the heat radiation mode). The controller 60 adjusts the flow rate of the coolant and / or the outside air flowing through the radiator 13 in such a manner that the temperature related to the temperature TC of the blown air cooled in the radiator core 16 approaches the first target temperature TCO (the third TC control).The control device 60 adjusts the flow rate of the refrigerant discharged from the compressor 22 in such a manner that the temperatures TH and TAV, which relate to the temperature of the blown air heated in the heater core 17, approach the second target temperatures THO and TAO (the fourth TH control).

[0461] Therefore, when the amount of heat for heating is too much, heat can be radiated to the outside air in the radiator 13, and the temperature of the cooler core 16 and the heater core 17 can be appropriately controlled.

[0462] In this embodiment, in a state where the coolant cooled in the coolant heater 15 flows to the radiator 13, when it is determined that the deviation between the temperature related to the temperature TC of the blown air cooled in the cooler core 16 and the first target temperature TCO does not exceed the predetermined amount, or it is assumed or determined that the deviation between them does not exceed the predetermined amount, the control device 60 adjusts the flow rate of the coolant and / or the outside air flowing through the radiator 13 in such a manner that the temperature related to the temperature TC of the blown air cooled in the cooler core 16 approaches the first target temperature TCO (the third TC control).In addition, the control device 60 adjusts the flow rate of the refrigerant discharged from the compressor 22 in such a manner that the temperatures related to the temperatures TH and TAV of the blown air heated in the heater core 17 approach the second target temperatures THO and TAO (the fourth TH control).

[0463] In contrast, when the deviation between the temperature related to the temperature TC of the blown air cooled in the cooler core 16 and the first target temperature TCO exceeds the predetermined value, the control device 60 adjusts the flow rate of the coolant and / or the outside air flowing through the radiator 13 in such a manner that the temperature related to the temperatures TH and TAV of the blown air heated in the heater core 17 approaches the second target temperatures THO and TAO (the first TH control). Furthermore, the control device 60 adjusts the flow rate of the refrigerant discharged from the compressor 22 in such a manner that the temperature related to the temperature TC of the blown air heated in the cooler core 16 approaches the first target temperature TCO (the fourth TC control).

[0464] Therefore, when the deviation between the temperature related to the temperature TC of the blown air cooled in the cooler core 16 and the first target temperature TCO exceeds the predetermined amount, or it is assumed or determined that the deviation between them exceeds the predetermined amount, the temperature of the cooler core 16 is controlled by the flow rate of the refrigerant, and thus the temperature tracking ability of the cooler core 16 can be improved.

[0465] For this reason, the temperature reduction of the radiator core 16 can be limited, thus limiting the occurrence of frost in the radiator core 16. As a result, the reduction in air volume can be limited, and the occurrence of a freezing odor can be limited. Furthermore, the temperature increase of the radiator core 16 can be limited, thus preventing condensate from the radiator core 16 from evaporating and causing unexpected foggy windows or a foul odor.

[0466] In this embodiment, in a state where the coolant heated in the coolant heater 15 flows to the radiator 13, when deviations between the temperature related to the temperatures TH and TAV of the blown air heated in the heater core 17 and the second target temperatures THO and TAO do not exceed the predetermined amounts, or it is assumed or determined that the deviations between them do not exceed the predetermined amounts, the control device 60 adjusts the flow rate of the coolant and / or the outside air flowing through the radiator 13 in such a manner that the temperatures related to the temperatures TH and TAV of the blown air heated in the heater core 17 approach the second target temperatures THO and TAO (the first TH control).In addition, the control device 60 adjusts the flow rate of the refrigerant discharged from the compressor 22 in such a manner that the temperature related to the temperature TC of the blow-out air cooled in the cooler core 16 approaches the first target temperature TCO (the fourth TC control).

[0467] In contrast, when the deviations between the temperatures related to the temperatures TH and TAV of the blown air heated in the heater core 17 and the second target temperatures THO and TAO exceed the predetermined amounts, or it is assumed or determined that the deviations between them exceed the predetermined amounts, the control device 60 adjusts the flow rate of the coolant and / or the outside air flowing through the radiator 13 in such a manner that the temperature related to the temperature TC of the blown air cooled in the cooler core 16 approaches the first target temperature TCO (the third TC control).In addition, the control device 60 adjusts the flow rate of the refrigerant discharged from the compressor 22 in such a manner that the temperatures related to the temperatures TH and TAV of the blown air heated in the heater core 17 approach the second target temperatures THO and TAO (the fourth TH control).

[0468] Therefore, when the deviations between the temperatures related to the temperatures TH and TAV of the blown air heated in the heater core 17 and the second target temperatures THO and TAO exceed the predetermined values, the temperature of the heater core 17 is controlled by the flow rate of the refrigerant, and consequently, the temperature tracking ability of the heater core 17 can be improved.

[0469] For this reason, a change in the temperature of the air blown into the vehicle interior can be restricted at an early stage, and thus the air conditioning comfort can be improved.

[0470] In this embodiment, in a state where the coolant cooled in the coolant cooler 14 flows to the radiator 13, when the deviation between the temperature related to the temperature TC of the blown air cooled in the cooler core 16 and the first target temperature TCO does not exceed the predetermined amount, or it is assumed or determined that the deviation between them does not exceed the predetermined amount, the control device 60 adjusts the flow rate of the coolant and / or the outside air flowing through the radiator 13 in such a manner that the temperature related to the temperature TC of the blown air cooled in the cooler core 16 approaches the first target temperature TCO (the first TC control).In addition, the control device 60 adjusts the flow rate of the refrigerant discharged from the compressor 22 in such a manner that the temperatures related to the temperatures TH and TAV of the blown air heated in the heater core 17 approach the second target temperatures THO and TAO (the fourth TH control).

[0471] In contrast, when the deviation between the temperature related to the temperature TC of the blown air cooled in the cooler core 16 and the first target temperature TCO exceeds the predetermined amount, or it is assumed or determined that the deviation between them exceeds the predetermined amount, the control device 60 adjusts the flow rate of the coolant and / or the outside air flowing through the radiator 13 in such a manner that the temperatures related to the temperatures TH and TAV of the blown air heated in the heater core 17 approach the second target temperatures THO and TAO (the third TH control).In addition, the control device 60 adjusts the flow rate of the refrigerant discharged from the compressor 22 in such a manner that the temperature related to the temperature TC of the blow-out air cooled in the cooler core 16 approaches the first target temperature TCO (the fourth TC control).

[0472] Therefore, when the deviation between the temperature related to the temperature TC of the blown air cooled in the cooler core 16 and the first target temperature TCO exceeds the predetermined value, the temperature of the cooler core 16 is controlled by the flow rate of the refrigerant, and consequently, the temperature tracking ability of the cooler core 16 can be improved.

[0473] For this reason, the decrease in the temperature of the radiator core 16 can be limited, and thus the occurrence of frost in the radiator core 16 can be limited. As a result, the decrease in the air volume can be limited, and the occurrence of a freezing odor can be limited. Furthermore, the increase in the temperature of the radiator core 16 can be limited, and thus the condensate of the radiator core 16 can be prevented from evaporating and causing unexpected foggy windows or a foul odor.

[0474] In this embodiment, in a state where the coolant cooled in the coolant cooler 14 flows to the radiator 13, when deviations between the temperatures related to the temperatures TH and TAV of the blown air heated in the heater core 17 and the second target temperatures THO and TAO do not exceed the predetermined values, the control device 60 adjusts the flow rate of the coolant and / or the outside air flowing through the radiator 13 in such a manner that the temperatures related to the temperatures TH and TAV of the blown air heated in the heater core 17 approach the second target temperatures THO and TAO (the third TH control).In addition, the control device 60 adjusts the flow rate of the refrigerant discharged from the compressor 22 in such a manner that the temperature related to the temperature TC of the blow-out air cooled in the cooler core 16 approaches the first target temperature TCO (the fourth TC control).

[0475] In contrast, when the deviations between the temperatures TH and TAV of the blown air heated in the heater core 17 and the second target temperatures THO and TAO exceed the predetermined values, the control device 60 adjusts the flow rate of the coolant and / or the outside air flowing through the radiator 13 in such a way that the temperature TC of the blown air cooled in the cooler core 16 approaches the first target temperature TCO (the first TC control). Furthermore, the control device 60 adjusts the flow rate of the refrigerant discharged from the compressor 22 in such a way that the temperatures TH and TAV of the blown air heated in the heater core 17 approach the second target temperatures THO and TAO (the fourth TH control).

[0476] Therefore, when the deviations between the temperatures related to the temperatures TH and TAV of the blown air heated in the heater core 17 and the second target temperatures THO and TAO exceed the predetermined values, the temperature of the heater core 17 is controlled by the flow rate of the refrigerant, and consequently, the temperature tracking ability of the heater core 17 can be improved.

[0477] For this reason, a change in the temperature of the air blown into the vehicle interior can be restricted at an early stage, and thus air conditioning comfort can be improved.

[0478] In this embodiment, the control device 60 adjusts an air volume ratio between the volume of blown air cooled in the cooler core 16 and passing through the heater core 17 and the volume of blown air cooled in the cooler core 16 and not passing through the heater core 17 in such a way that the temperature related to the blown air temperature TAV approaches the third target temperature TAO. Consequently, the blown air temperature TAV can be appropriately controlled.

[0479] In this embodiment, the control device 60 adjusts the volume of blown air in such a way that the temperature related to the discharge temperature TAV approaches the third target temperature TAO. Consequently, the discharge air temperature TAV can be appropriately controlled.

[0480] In this embodiment, the control device 60 adjusts the ratio of the inside air to the outside air of the blown air in such a way that the temperature related to the discharge air temperature TAV approaches the third target temperature TAO. Consequently, the discharge air temperature TAV can be appropriately controlled.

[0481] In this embodiment, the control device 60 adjusts the amount of heat generated by the auxiliary heat exchanger 101 in such a way that the temperature related to the exhaust air temperature TAV approaches the third target temperature TAO. Consequently, the exhaust air temperature TAV can be appropriately controlled.

[0482] In this embodiment, the coolant-to-coolant exchanger 81C exchanges heat between the coolant cooled in the coolant radiator 14 and the engine coolant circulating through the engine 91. For this reason, a heat pump operation (the engine heat absorption heat pump mode) in which heat is extracted from the engine 91 can be realized.

[0483] In this embodiment, the coolant-to-coolant heat exchanger 81C is arranged on the coolant-to-coolant heat exchanger flow path 80C; however, instead of the coolant-to-coolant heat exchanger 81C, the internal combustion engine 91 may be arranged on the coolant-to-coolant heat exchanger flow path 80C, and the coolant whose temperature has been adjusted in the coolant cooler 14 or the coolant heater 15 may circulate through the coolant flow channel of the internal combustion engine 91.

[0484] In this embodiment, the first switching valve 18 and the second switching valve 19 switch between a state in which the coolant cooled in the coolant cooler 14 is allowed to flow to the radiator 13 and a state in which the coolant cooled in the coolant cooler 14 is allowed to flow to the heat transfer devices 13 and 81.

[0485] Therefore, the operation mode can switch between the outside air heat absorption heat pump mode and the engine heat absorption heat pump mode (the device heat absorption heat pump mode). Depending on the engine operating condition, when high COP heating can be performed, the operation mode switches to the engine heat absorption heat pump mode, thus reducing fuel consumption for heating.

[0486] In this embodiment, the first switching valve 18 and the second switching valve 19 switch between a state in which the coolant heated in the heat transfer devices 13 and 81 is allowed to flow to the coolant cooler 14 and a state in which the coolant heated in the heat transfer devices 13 and 81 is allowed to flow to the heater core 17.

[0487] Consequently, the first switching valve 18 and the second switching valve 19 can switch between the engine waste heat direct use mode (the device waste heat direct use mode) and the engine heat absorption heat pump mode (the device heat absorption heat pump mode).

[0488] When the compressor 22 cannot be operated depending on an engine operating condition, the operation mode is switched to the engine waste heat direct use mode, so that the coolant heated by the waste heat of the engine 91 flows directly to the heater core 17. Consequently, fuel consumption for heating can be reduced.

[0489] In this embodiment, the first switching valve 18 and the second switching valve 19 switch between a state in which the coolant heated in the coolant heater 15 is allowed to flow to the heater core 17 and a state in which the coolant heated in the heat transfer devices 13 and 81 is allowed to flow to the heater core 17.

[0490] Consequently, the first switching valve 18 and the second switching valve 19 can switch between the engine waste heat direct use mode (the device waste heat direct use mode) and the outside air heat absorption heat pump mode.

[0491] Hereinafter, a first heat transfer device of the radiator 13 and the device 81 (81A, 81B and 81C) refers to a heat transfer device that transfers heat with the coolant circulated by the first pump 11, and a second heat transfer device refers to a heat transfer device that transfers heat with the coolant circulated by the second pump 12.

[0492] In this embodiment, the control device 60 adjusts the amount of heat transferred between the first heat transfer devices 13 and 81 and the coolant, or the heat exchange capacity of the cooler core 16, in such a manner that the temperature related to the temperature TC of the fan air cooled in the cooler core 16 approaches the first target temperature TCO (the first TC control and the second TC control). Furthermore, the control device 60 adjusts the amount of heat transferred between the second heat transfer devices 13 and 81 and the coolant, or the heat exchange capacity of the heater core 17, in such a manner that the temperatures related to the temperatures TH and TAV of the fan air heated in the heater core 17 approach the second target temperatures THO and TAO (the first TH control and the second TH control).

[0493] Consequently, both the temperature of the cooler core 16 and the temperature of the heater core 17 can be appropriately controlled.

[0494] In this embodiment, a coolant flow mode in which the cooler core 16 cools fan air using the coolant cooled in the coolant cooler 14 of the refrigeration cycle 21 and the heater core 17 heats fan air using the coolant heated in the coolant heater 15 of the refrigeration cycle 21 is set.

[0495] In this coolant flow mode, the control device 60 adjusts the heat exchange capacity of the cooler core 16, or the amount of heat transferred between the second heat transfer devices 13 and 81 and the coolant, in such a manner that the temperature related to the temperature TC of the fan air cooled in the cooler core 16 approaches the first target temperature TCO (the second TC control and the third TC control). Furthermore, the control device 60 adjusts the heat exchange capacity of the heater core 17, or the amount of heat transferred between the first heat transfer devices 13 and 81 and the coolant, in such a manner that the temperatures related to the temperatures TH and TAV of the fan air that has undergone heat exchange in the heater core 17 approach the second target temperatures THO and TAO (the second TH control and the third TH control).

[0496] Consequently, both the temperature of the cooler core 16 and the temperature of the heater core 17 can be appropriately controlled.

[0497] For example, the control device 60 adjusts the amount of heat transferred between the first heat transfer devices 13 and 81 and the coolant by adjusting the flow rate of the coolant in the first heat transfer devices 13 and 81 (the first TC control and the third TH control).

[0498] For example, the control device 60 adjusts the amount of heat transferred between the first heat transfer devices 13 and 81 and the coolant by adjusting the amount of heat generated by the first heat transfer devices 13 and 81 (the first TC control and the third TH control).

[0499] For example, the control device 60 adjusts the heat exchange capacity of the cooler core 16 by adjusting the flow rate of the coolant in the cooler core 16 (the second TC control).

[0500] For example, the control device 60 adjusts the heat exchange capacity of the cooler core 16 by adjusting the volume of air blown through the cooler core 16 (the second TC control).

[0501] For example, the control device 60 adjusts the amount of heat transferred between the second heat transfer devices 13 and 81 and the coolant by adjusting the flow rate of the coolant in the second heat transfer devices 13 and 81 (the third TC control and the first TH control).

[0502] For example, the control device 60 adjusts the amount of heat transferred between the second heat transfer devices 13 and 81 and the coolant by adjusting the heat generated by the second heat transfer devices 13 and 81 (the third TC control and the first TH control).

[0503] For example, the control device 60 adjusts the heat exchange capacity of the heater core 17 by adjusting the flow rate of the coolant in the heater core 17 (the second TH control).

[0504] For example, the control device 60 adjusts the heat exchange capacity of the heater core 17 by adjusting the volume of air blown through the heater core 17 (the second TH control).

[0505] In this embodiment, when the first TC control, the second TC control, or the third TC control is executed and the first TH control, the second TH control, or the third TH control is executed, the controller 60 controls the rotational speed of the compressor 22 within a predetermined range. Consequently, control hunting of the compressor 22 can be prevented, and both the temperature of the cooler core 16 and the temperature of the heater core 17 can be appropriately controlled.

[0506] In this embodiment, when the control device 60 adjusts or starts adjusting the flow rate of the refrigerant discharged from the compressor 22 in such a manner that each temperature (hereinafter referred to as a reference temperature) of the temperature related to the cooler core blowout temperature TC, the temperature related to the heater core blowout temperature TH, and the temperature related to the blowout air temperature TAV approaches fourth target temperatures TCO, THO, and TAO, the control device 60 executes the first TC control, the second TC control, or the third TC control, the first TH control, the second TH control, or the third TH control in such a manner that temperatures other than the reference temperatures of the temperature related to the temperature TC of the blown air cooled in the cooler core 16, the temperatures,which relate to the temperatures TH and TAV of the blown air heated in the heater core 17, and the temperature relating to the exhaust air temperature TAV, approach fifth target temperatures TCO, THO, TAO.,

[0507] Consequently, by controlling any of the cooler core blowout temperature TC, the heater core blowout temperature TH, and the blowout air temperature TAV by adjusting the flow rate of refrigerant, the temperature tracking ability can be improved, and thus air conditioning comfort can be improved.

[0508] In this embodiment, the first switching valve 18 and the second switching valve 19 switch between a state in which the coolant cooled in the coolant cooling heat exchanger 14 is allowed to flow through either the first heat transfer devices 13 and 81 or the second heat transfer devices 13 and 81 or both, and a state in which the coolant heated in the coolant heating heat exchanger 15 is allowed to flow through either the first heat transfer devices 13 and 81 or the second heat transfer devices 13 and 81 or both.

[0509] Consequently, the first switching valve 18 and the second switching valve 19 can switch between an operating state in which heat is absorbed from at least one of the heat transfer devices and an operating mode in which waste heat is transferred to at least one of the heat transfer devices.

[0510] In this embodiment, the first heat transfer device is the coolant-to-coolant heat exchanger 81C, which exchanges heat between the coolant exchanged in the coolant-cooling heat exchanger 14 and the coolant circulating through the engine 91.

[0511] Consequently, in a heat pump mode in which the waste heat of the internal combustion engine 91 is absorbed, the temperature of the radiator core 16 can be appropriately controlled. Furthermore, since the coolant temperature in the radiator 14 can be appropriately increased even at a low outside temperature, heating with a high COP can be realized.

[0512] In this embodiment, the first heat transfer device may be the internal combustion engine 91 having a circulation flow path for coolant that has been cooled in the coolant cooling heat exchanger 14 and whose temperature has been adjusted in the coolant temperature adjusting heat exchangers 14 and 15.

[0513] In this embodiment, the first switching valve 18 and the second switching valve 19 switch between a state in which the coolant cooled in the coolant-cooling heat exchanger 14 is allowed to flow to one of the radiator 13 and the first heat transfer device 81 and is not allowed to flow to the other, and a state in which the coolant cooled in the coolant-cooling heat exchanger 14 is allowed to flow to the other of the radiator 13 and the first heat transfer device 81 and is not allowed to flow to the one.

[0514] Accordingly, when the first heat transfer device 81 heats the coolant, the first switching valve 18 and the second switching valve 19 can switch between the outside air heat absorption heat pump mode and the device heat absorption heat pump mode (the engine heat absorption heat pump mode).

[0515] In this embodiment, the first switching valve 18 and the second switching valve 19 switch between a state in which the coolant flowing through the first heat transfer device 81 is allowed to flow to one of the heater core 17 and the coolant cooling heat exchanger 14 and is not allowed to flow to the other, and a state in which the coolant flowing through the first heat transfer device 81 is allowed to flow to the other of the heater core 17 and the coolant cooling heat exchanger 14 and is not allowed to flow to the one.

[0516] Accordingly, when the first heat transfer device 81 heats the coolant, the first switching valve 18 and the second switching valve 19 can switch between the engine waste heat direct use mode (the device waste heat direct use mode) and the engine heat absorption heat pump mode (the device heat absorption heat pump mode).

[0517] In this embodiment, the first switching valve 18 and the second switching valve 19 switch between a state in which the coolant is allowed to circulate between the heater core 17 and the first heat transfer device 81 or the second heat transfer device 81 and a state in which the coolant cooled in the coolant cooling heat exchanger 14 is allowed to flow to the radiator 13.

[0518] Consequently, the first switching valve 18 and the second switching valve 19 can switch between the engine waste heat direct use mode (the device waste heat direct use mode) and the outside air heat absorption heat pump mode.

[0519] Hereinafter, the first heat transfer device refers to the heat transfer devices 13 and 81 that transfer heat with the coolant circulated by one of the first pump 11 and the second pump 12, and the second heat transfer device refers to the heat transfer devices 13 and 81 that transfer heat with the coolant circulated by the other of the first pump 11 and the second pump 12.In addition, a first coolant-air heat exchanger (first heat medium-air heat exchanger) refers to a heat exchanger that exchanges heat between the coolant circulated by one pump of the radiator core 16 and the heater core 17 and the blown air, and a second coolant-air heat exchanger (second heat medium-air heat exchanger) refers to a heat exchanger that exchanges heat between the coolant circulated by the other pump of the radiator core 16 and the heater core 17 and the blown air.

[0520] In this embodiment, the control device 60 adjusts the amount of heat transferred between the first heat transfer device 13 and 81 and the coolant, or the heat exchange capacity of the first coolant-air heat exchangers 16 and 17 in such a manner that the temperatures related to the temperatures TC and TH of the fan air whose temperature has been adjusted in the first coolant-air heat exchangers 16 and 17 approach the first target temperatures TCO and THO (the first TC control, the second TC control, the first TH control, and the second TH control).

[0521] Consequently, the temperatures of the first coolant-air heat exchangers 16 and 17 can be appropriately controlled.

[0522] For example, the control device 60 adjusts the amount of heat transferred between the first heat transfer devices 13 and 81 and the coolant by adjusting the flow rate of coolant in the first heat transfer devices 13 and 81 (the first TC control and the first TH control).

[0523] Consequently, the vehicle interior blowout air temperature TAV can be controlled without using the air mix door 55. For this reason, the air mix door 55 can be eliminated, and thus the size of the interior air conditioning unit 50 can be reduced.

[0524] For example, the control device 60 adjusts the amount of heat transferred between the first heat transfer devices 13 and 81 and the coolant by adjusting the amount of heat generated by the first heat transfer devices 13 and 81 (the first TC control and the first TH control).

[0525] For example, the control device 60 adjusts the heat exchange capacity of the first coolant-to-air heat exchangers 16 and 17 by adjusting the flow rate of coolant in the first coolant-to-air heat exchangers 16 and 17 (the second TC control and the second TH control).

[0526] For example, the control device 60 adjusts the heat exchange capacity of the first coolant-air heat exchangers 16 and 17 by adjusting the amount of air blown through the first coolant-air heat exchangers 16 and 17 (the second TC control and the second TH control).

[0527] Specifically, when the first coolant-to-air heat exchanger is the radiator core 16, the control device 60 performs the control such that the temperature related to the temperature TC of the blown air cooled in the first coolant-to-air heat exchanger 16 approaches the first target temperature TCO (the first TC control and the second TC control).

[0528] Consequently, the temperature of the cooler core 16 can be appropriately controlled.

[0529] Specifically, when the first coolant-to-air heat exchanger is the heater core 17, the control device 60 performs the control such that the temperatures related to the temperatures TH and TAV of the blown air cooled in the first coolant-to-air heat exchanger 17 approach the first target temperatures THO and TAO (the first TH control and the second TH control).

[0530] Consequently, the temperature of the heater core 17 can be appropriately controlled.

[0531] This embodiment has a coolant flow mode in which one coolant flow of the coolant cooled in the coolant cooler 14 of the refrigeration cycle 21 and the coolant heated in the coolant heater 15 of the refrigeration cycle 21 flows through the first coolant-air heat exchangers 16 and 17 and the first heat transfer devices 18 and 31, and the other coolant flow flows through the second coolant-air heat exchangers 16 and 17 and the second heat transfer devices 18 and 31.

[0532] In this coolant flow mode, the control device 60 adjusts the amount of heat transferred between the second heat transfer devices 13 and 81 and the coolant in such a manner that the temperatures related to the temperatures TC and TH of the blown air, the temperature of which has been adjusted in the first coolant-air heat exchangers 16 and 17, approach the first target temperatures TCO and THO (the third TC control and the third TH control).

[0533] Consequently, even if the compressor 22 is controlled independently of the temperatures of the first refrigerant-air heat exchangers 16 and 17, the temperatures of the first refrigerant-air heat exchangers 16 and 17 can be appropriately controlled.

[0534] In this embodiment, when the first TC control, the second TC control, the third TC control, the first TH control, the second TH control, or the third TH control is executed, the control device 60 controls the rotational speed of the compressor 22 of the refrigeration cycle 21 in a predetermined range.

[0535] Consequently, the control hunting of the compressor 22 can be prevented, and the temperatures of the first refrigerant-air heat exchangers 16 and 17 can be appropriately controlled.

[0536] In this embodiment, the control device 60 switches between a first control mode and a second control mode. The first control mode is a combination of the fourth TC control and the first to third TH control, or a combination of the fourth TH control and the first to third TC control. The second control mode is a combination of the first to third TC control and the first to third TH control.

[0537] Consequently, in the first control mode, the temperature following ability can be improved by controlling the temperatures of the first coolant-air heat exchangers 16 and 17 or the temperatures of the second coolant-air heat exchangers 16 and 17 by adjusting the flow rate of refrigerant, and thus the air conditioning comfort can be improved.

[0538] Even if, in the second operation mode, the compressor 22 is operated independently of the temperatures of the first refrigerant-air heat exchangers 16 and 17 and the temperatures of the second refrigerant-air heat exchangers 16 and 17, the temperatures of the first refrigerant-air heat exchangers 16 and 17 or the temperatures of the second refrigerant-air heat exchangers 16 and 17 can be appropriately controlled.

[0539] In this embodiment, the first switching valve 18 and the second switching valve 19 switch between a state in which the coolant cooled in the coolant cooler 14 is allowed to flow to either the first heat transfer devices 13 and 81 or the second heat transfer devices 13 and 81 or both, and a state in which the coolant heated in the coolant heating heat exchanger 15 is allowed to flow to either the first heat transfer devices 13 and 81 or the second heat transfer devices 13 and 81 or both.

[0540] Consequently, the first switching valve 18 and the second switching valve 19 can switch between a state in which the coolant absorbs heat from the first heat transfer devices 13 and 81 and a state in which the coolant radiates heat to the first heat transfer devices 13 and 81. For this reason, the first switching valve 18 and the second switching valve 19 can switch between an operation mode (the device heat absorption heat pump mode) in which the vehicle interior is heated using the waste heat from the first heat transfer devices 13 and 81 and an operation mode (the device heating heat pump mode) in which the first heat transfer devices 13 and 81 are heated using waste heat from other sources (for example, waste heat from the cooling operation).

[0541] For example, the first heat transfer device is the coolant-outside air heat exchanger 13, which exchanges self-heat between the coolant cooled in the coolant-cooling heat exchanger 14 and the outside air, and the second heat transfer device is the coolant-coolant heat exchanger 81C, which exchanges heat between the coolant in the coolant-heating heat exchanger 15 and the coolant circulating through the internal combustion engine 91.

[0542] Consequently, the internal combustion engine 91 can be heated by heat absorbed from the outside air, and thus the engine warm-up performance can be improved, so that the fuel efficiency is improved.

[0543] For example, the first heat transfer device is the coolant-outside air heat exchanger 13 that exchanges self-heat between the coolant cooled in the coolant-cooling heat exchanger 14 and the outside air, and the second heat transfer device is the internal combustion engine 91 having the circulation flow path for coolant heated in the coolant-heating heat exchanger 15.

[0544] Consequently, the internal combustion engine 91 can be heated by heat absorbed from the outside air, and thus the engine warm-up performance can be improved so that the fuel efficiency is improved.

[0545] In this embodiment, when the first coolant-to-air heat exchanger 16 exchanges blown air by exchanging self-heat between the coolant cooled in the coolant-cooling heat exchanger 14 and the blown air, and either the first heat transfer devices 13 and 81 or the second heat transfer devices 13 and 81 or both transfer heat with the coolant heated in the coolant-heating heat exchanger 15, the control device 60 adjusts the flow rate of the refrigerant discharged from the compressor 22 in such a manner that the temperature related to the temperature TC of the blown air heated in the first coolant-to-air heat exchanger 16 approaches the first target temperature TCO.

[0546] Consequently, the first and second heat transfer devices 13 and 81 can be heated by the waste heat (which is the sum of heat absorbed from the forced air into the vehicle interior, the waste heat of an electrical device of the compressor 22, or mechanical losses of the compressor 22, and the like) from the cooling operation, and the temperature tracking ability can be improved by controlling the temperature of the first coolant-to-air heat exchanger 16 by adjusting the refrigerant flow rate. As a result, air conditioning comfort can be improved.

[0547] In this embodiment, when the first coolant-to-air heat exchanger 17 heats blown air by exchanging self-heat between the coolant heated in the coolant-heating heat exchanger 15 and the blown air, and either the first heat transfer devices 13 and 81 or the second heat transfer devices 13 and 81 or both exchange heat with the coolant cooled in the coolant-cooling heat exchanger 14, the control device 60 adjusts the flow rate of the refrigerant discharged from the compressor 22 in such a manner that the temperature related to the temperature TH of the blown air heated in the first coolant-to-air heat exchanger 17 approaches the first target temperature THO.

[0548] Consequently, the vehicle interior can be heated by heat absorbed by either the first heat transfer device or the second heat transfer device, or both, and temperature tracking capability can be improved by controlling the temperature of the first coolant-to-air heat exchanger 17 by adjusting the refrigerant flow rate. As a result, air conditioning comfort can be improved.

[0549] In this embodiment, when the first coolant-to-air heat exchanger 17 heats fan air by exchanging self-heat between the coolant heated in the coolant-heating heat exchanger 15 and the fan air, the first heat transfer device 13 is a coolant-to-outside air heat exchanger that exchanges self-heat between the coolant and the outside air, and the second heat transfer device 81 is a device that heats the coolant, the first switching valve 18 and the second switching valve 19 switch between a state in which the coolant cooled in the coolant-cooling heat exchanger 14 is allowed to flow through the first heat transfer device 13 and a state in which the coolant cooled in the coolant-cooling heat exchanger 14 is allowed to flow through the second heat transfer device 81.

[0550] Consequently, the first switching valve 18 and the second switching valve 19 can switch between the outside air heat absorption heat pump mode in which the vehicle interior is heated using heat absorbed from the outside air, and the device heat absorption heat pump mode in which the vehicle interior is heated by heat absorbed from the second heat transfer device 81.

[0551] In this embodiment, when the second heat transfer device 81 is a device that heats the coolant, the first switching valve 18 and the second switching valve 19 switch between a state in which the coolant is allowed to circulate between the first heat transfer device 81 and the first coolant-to-air heat exchanger 17 and a state in which the coolant cooled in the coolant-cooling heat exchanger 14 is allowed to flow through the first heat transfer device 13.

[0552] Consequently, the first switching valve 18 and the second switching valve 19 can switch between the device waste heat direct use mode in which the coolant heated in the first heat transfer device 81 flows directly to the first coolant-to-air heat exchanger 17 so that the vehicle interior is heated, and the device heat absorption heat pump mode in which the vehicle interior is heated by a heat pump operation in which the waste heat is extracted from the first heat transfer device 81.

[0553] In this embodiment, when the first heat transfer device 13 is a coolant-outside air heat exchanger that exchanges self-heat between the coolant and the outside air, and the second heat transfer device 81 is a device that heats the coolant, the first switching valve 18 and the second switching valve 19 switch between a state in which the coolant cooled in the coolant-cooling heat exchanger 14 is allowed to flow through the first heat transfer device 13 and a state in which the coolant is allowed to circulate between the second heat transfer device 81 and the first coolant-air heat exchanger 17.

[0554] Consequently, the first switching valve 18 and the second switching valve 19 are capable of switching between the outside air heat absorption heat pump mode in which the vehicle interior is heated by a heat pump operation in which heat is extracted from the outside air, and the device waste heat direct use mode in which the coolant heated in the second heat transfer device 81 flows directly to the coolant-air heat exchanger 17 so that the vehicle interior is heated.

[0555] For example, the first heat transfer device 81 is a rear seat heat exchanger that exchanges self-heat between air blown toward occupants of a vehicle rear seat and the coolant.

[0556] As a result, the air blown toward the vehicle rear seat occupants can be cooled and heated by a single rear seat heat exchanger 81, and thus, the structure of the rear seat heat exchanger 81 can be simplified compared to when a cooling heat exchanger and a heating heat exchanger are provided independently. Air adjustment can be performed without using the air mix door.

[0557] For example, the first heat transfer device 81 is a battery temperature control heat exchanger that adjusts the temperature of the battery by exchanging self-heat between the battery in the vehicle and the coolant.

[0558] Consequently, the battery can be cooled and heated by a single battery temperature control heat exchanger 81A, and thus the structure of the battery temperature control heat exchanger can be simplified compared to when a heat transfer device for cooling and a heat transfer device for heating are provided independently.

[0559] In this embodiment, an example of conditions for switching between the Fig. 24 to 28; however, a coolant flow mode may be switched to any of the coolant flow modes with the following conditions. (Engine coolant temperature conditions)

[0560] When the engine coolant temperature is lower than a predetermined temperature (e.g., 40°C), the coolant flow mode may be switched to the engine heating heat pump mode. When the coolant temperature is higher than the engine coolant temperature on an outlet side of the coolant heater 15, the coolant flow mode may be switched to the engine heating heat pump mode.

[0561] If the engine coolant temperature is greater than or equal to the predetermined temperature, the coolant flow mode can be switched to the device heating mode. For example, if the engine coolant temperature is greater than or equal to 0°C, the coolant flow mode can be switched to the device heating mode so that the battery can be warmed up. If the engine coolant temperature is greater than or equal to the coolant temperature in the coolant circuit of the coolant heater 15, for example, the coolant flow mode can be switched to the device heating mode so that the coolant heater is preheated.

[0562] When the engine coolant temperature is lower than a predetermined temperature (which is, for example, the sum of the outside air temperature and α°C), the coolant flow mode may be switched to the heat mass utilization cooling mode.

[0563] When the increase amount of the engine coolant temperature per unit time in the outside air heat absorption heat pump mode exceeds a predetermined amount, the coolant flow mode can be switched to the engine heat absorption heat pump mode.

[0564] When the reduction amount of the engine coolant temperature per unit time in the engine heat absorption heat pump mode exceeds a predetermined amount, the coolant flow mode may be switched to the outside air heat absorption heat pump mode.

[0565] When the reduction amount of the engine coolant temperature per unit time in the engine waste heat direct use mode exceeds a predetermined amount, the coolant flow mode may be switched to the engine heat absorption heat pump mode. (Conditions for the amount of engine waste heat)

[0566] When the amount of heat (hereinafter referred to as the amount of engine waste heat) transferred from the engine 91 to the coolant is less than a predetermined amount (the amount of heat absorption required for heat pump heating), the coolant flow mode may be switched to the outside air heat absorption heat pump mode.

[0567] When the amount of engine waste heat is greater than or equal to a predetermined amount (the amount of heat absorption required for heat pump heating), the coolant flow mode can be switched to the engine heat absorption heat pump mode.

[0568] When the amount of engine waste heat is greater than or equal to the specified amount (the amount of heat absorption required for heat pump heating), the coolant flow mode can be switched to the device heating mode.

[0569] When the amount of engine waste heat is less than the specified amount (the amount of heat absorption required for heat pump heating), the coolant flow mode can be switched to the heat mass utilization cooling mode.

[0570] Examples of calculating the amount of heat absorption required for heat pump heating are described below. For example, the amount of heat absorption required for heat pump heating can be estimated from the amount of heat required for heating. Specifically, the amount of heat required for heating can be calculated from a room temperature setpoint (manually set by an occupant or automatically set), a vehicle interior temperature, a vehicle speed, an outside air temperature, and the like. The amount of heat absorption required for heat pump heating can be calculated based on the vehicle speed (a physical quantity related to the speed of wind against a radiator 13), the outside air temperature, a frost formation estimate, and the capacity of the compressor 22.

[0571] The frost formation estimate can be estimated based on an outside air temperature, a heating operation time, the temperature of the coolant in the radiator 13, air humidity, and the like. The frost formation estimate can be calculated based on a frost formation determination map. The capacity value of the compressor 22 can be estimated based on an inlet refrigerant temperature, a discharge refrigerant temperature, and the rotational speed of the compressor 22. The capacity value of the compressor 22 can be calculated based on a map.

[0572] The amount of heat absorption required for heat pump heating can be calculated based on a map obtained by relationships of the amount of heat absorption between an outside air temperature, a vehicle speed, a coolant temperature, an operating point requirement, and the current heating capacity.

[0573] A coolant flow mode may be switched to each of the modes instead of the amount of engine waste heat depending on the amount of heat generated by the device 81

[0574] Examples of a method for detecting the amount of engine waste heat and the amount of heat generated by device 81 are described below. The amount of engine waste heat and the amount of heat generated by device 81 can be estimated based on values ​​detected by one or two coolant temperature sensors. For example, the coolant sensor is a coolant temperature sensor in the internal combustion engine 91 and a coolant temperature sensor in the coolant heater 15.

[0575] The amount of engine waste heat and the amount of heat generated by device 81 can be estimated based on the gradient of the coolant temperature change. For example, if the gradient of the coolant temperature change of the internal combustion engine 91 has a negative value and exceeds a predetermined value, it can be assumed that the amount of waste heat is less than the amount of heat absorption required for heat pump heating.

[0576] The amount of engine waste heat and the amount of heat generated by device 81 can be estimated from a driving load. For example, the amount of engine waste heat and the amount of heat generated by device 81 can be estimated from the vehicle driving load.

[0577] The amount of engine waste heat can be estimated based on the amount of fuel consumed by the internal combustion engine 91 and a sensor information value related to combustion. If the device 81 is an electrical device, the amount of heat generated by the device 81 can be estimated from the amount of power supplied to the device 81. For example, the amount of heat generated by the device 81 can be estimated based on the electric power conversion efficiency, a resistance value, the electric power-to-drive conversion efficiency, and the like. (Engine operating conditions)

[0578] During warm-up of the engine 91, the coolant flow mode may be switched to the outside air heat absorption heat pump mode. After determining that warm-up of the engine 91 is complete, the coolant flow mode may be switched to the engine heat absorption heat pump mode.

[0579] When the engine is stopped and EV driving mode is enabled, the coolant flow mode can be switched to the outside air heat absorption heat pump mode. EV driving mode is a driving mode in which the vehicle primarily uses driving power from the electric traction motor when driving.

[0580] When the battery (in-vehicle battery) of the plug-in hybrid vehicle is charged with electric power from an external power source while the plug-in vehicle is parked before starting to drive, and the battery state of charge (SOC) is greater than or equal to a predetermined reference state for charge-for-drive, the plug-in hybrid vehicle enters the EV drive mode as the start of drive, in which the plug-in hybrid vehicle mainly uses driving power from the traction electric motor when driving. In contrast, when the battery state of charge (SOC) is less than the reference state for charge-for-drive while the fly-in hybrid vehicle is driving, the plug-in hybrid vehicle enters the HV drive mode, in which the plug-in hybrid vehicle mainly uses driving power from the internal combustion engine 91 when driving.

[0581] Specifically, the EV travel mode is a travel mode in which the vehicle mainly uses the driving force output from the traction electric motor when traveling. When the vehicle travel load is high, the engine 91 is driven, and the engine 91 in operation assists the traction electric motor. That is, the EV travel mode is a travel mode in which the travel driving force (the driving force from the motor) output from the traction electric motor becomes larger than the travel driving force (the driving force from the engine) output from the engine 91.

[0582] In contrast, the HV mode is a traveling mode in which the vehicle, when traveling, mainly uses a driving force output from the engine 91, and when a vehicle traveling load is high, the traveling electric motor is driven, and the traveling electric motor assists the engine 91. That is, the HV traveling mode is a traveling mode in which a driving force from the engine becomes larger than a driving force from the electric motor.

[0583] The plug-in hybrid vehicle in this embodiment switches between the EV driving mode and the HV driving mode, thus limiting the amount of fuel consumption of the engine 91 and improving fuel efficiency compared to a typical vehicle that receives vehicle driving power only from the engine 91. Switching between the EV driving mode and the HV driving mode is controlled by a driving power control device (not shown).

[0584] When the vehicle is idle-stopped, the coolant flow mode can be switched to the engine heat absorption heat pump mode. The idle-stopped state represents a condition in which the internal combustion engine is temporarily stopped while the vehicle is stopped at a traffic light or similar.

[0585] When the time-averaged speed of the internal combustion engine 91 exceeds a predetermined speed, the coolant flow mode may be switched to the engine heat absorption heat pump mode.

[0586] When preheating is performed during vehicle stop (while the engine 91 is stopped), the coolant flow mode can be switched to the engine waste heat direct utilization mode. Preheating represents heating the vehicle interior before the engine 91 is started.

[0587] When the time-averaged speed of the internal combustion engine 91 exceeds a predetermined speed, the coolant flow mode may be switched to the engine waste heat direct use mode.

[0588] During warm-up of the engine 91, the coolant flow mode can be switched to the engine heating heat pump mode. During the engine 91 stop (during EV driving mode, idle stop, charging, or the like), the coolant flow mode can be switched to the engine heating heat pump mode.

[0589] During operation of the engine 91, the coolant flow mode may be switched to the device heating mode, and during stop of the engine 91 (during vehicle stop), the coolant flow mode may be switched to the engine waste heat direct use mode.

[0590] When the internal combustion engine 91 becomes overheated, the coolant flow mode may be switched to the engine waste heat direct use mode. (Battery charge conditions)

[0591] When the battery state of charge (SOC) is greater than or equal to a predetermined value (when the vehicle is mainly in EV driving), the coolant flow mode can be switched to the outside air heat absorption heat pump mode, the engine waste heat direct use mode, or the heat mass use cooling mode.

[0592] When the state of charge (SOC) of the battery is less than the specified value (when the vehicle mainly uses engine output when driving), the coolant flow mode may be switched to the engine heat absorption heat pump mode or the device heating mode. (Outside air temperature conditions)

[0593] When the outside air temperature is lower than a preset temperature (which is in a very low temperature range, for example -20°C, or is outside an allowable heat pump operating temperature range), the coolant flow mode can be switched to the engine heat absorption heat pump mode.

[0594] When the outside air temperature is lower than the preset temperature and the heating demand is less than a preset level, the coolant flow mode can be switched to the engine heating heat pump mode. (Low-side coolant temperature conditions)

[0595] In the outside air heat absorption heat pump mode, when the coolant temperature (hereinafter referred to as the low-temperature side coolant temperature) in the coolant circuit of the coolant radiator 14 is lower than a predetermined temperature (when the coolant temperature is lower than -25°C, frost is formed or it is determined that the capacity of the radiator is insufficient), the coolant flow mode may be switched to the engine heat absorption heat pump mode.

[0596] In the engine heat absorption heat pump mode, when the low-temperature side coolant temperature is lower than a predetermined temperature (when the coolant temperature is lower than the outside air temperature) (engine failure is feared), the coolant flow mode can be switched to the outside air heat absorption heat pump mode or the engine waste heat direct use mode. (Other conditions)

[0597] When it is assumed or determined that frost is formed in the radiator 13, the coolant flow mode may be switched to the engine heat absorption heat pump mode.

[0598] When structural devices of the refrigeration cycle 21 or a component in the coolant circuit of the coolant cooler 15 are malfunctioning, the coolant flow mode may be switched to the engine waste heat direct use mode.

[0599] In response to a switching signal (manual switching signal) in a maintenance mode, the coolant flow mode is switched among the outside air heat absorption heat pump mode, the engine heat absorption heat pump mode, and the engine waste heat direct use mode.

[0600] The engine heating heat pump mode may be executed for a predetermined period of time after the engine 91 is started. The engine heating heat pump mode may be executed until the engine coolant temperature reaches a predetermined temperature after the engine 91 is started.

[0601] The device heating mode can be executed for a predetermined period of time before a warm-up operation. If the refrigeration cycle device malfunctions and device heating is required, the coolant flow mode can be switched to the device heating mode. If a coolant system of the radiator 13 malfunctions, the coolant flow mode can be switched to the heat mass utilization cooling mode. (Ninth Embodiment)

[0602] In the eighth embodiment, the engine cooling circuit 90 cooperates with the thermal management system 10 via the coolant-coolant heat exchanger 81C. In contrast, in this embodiment, as in Fig. 32, the engine cooling circuit 90 is connected to the thermal management system 10 via a flow path switching valve 120.

[0603] The heater core 17 and the flow path switching valve 120 are arranged on the circulation flow path 92 of the engine cooling circuit 90. The flow path switching valve 120 is formed of a four-way valve with four coolant outlet and inlet ports 120a, 120b, 120c, and 120d.

[0604] The flow path switching valve 120 is arranged on the coolant outlet side of the heater core 17 and a coolant inlet side of the third pump 93 in the circulation flow path 92. That is, the circulation flow path 92 is connected to the first coolant outlet and inlet port 120a and the second coolant outlet and inlet port 120b of the flow path switching valve 120.

[0605] An upstream portion 31a of the first pump flow path 31 is connected to a connector J1 between the engine accessory flow path 97 and the circulation flow path 92 of the engine cooling circuit 90, and a downstream portion 31b of the first pump flow path 31 is connected to the first coolant outlet and inlet port 120c of the flow path switching valve 120.

[0606] An upstream portion 32a of the second pump flow path 32 is connected to the circulation flow path 92 on a coolant outlet side of the engine 91 and on a coolant inlet side of the heater core 17, and a downstream portion 32b of the second pump flow path 32 is connected to a fourth coolant outlet and inlet port 120d of the flow path switching valve 120.

[0607] As in Fig. 33, the flow path switching valve 120 switches the flow path in the engine heat absorption heat pump mode such that the circulation flow path 92 connected to the second coolant outlet and inlet port 120b communicates with the downstream portion 31b of the first pump flow path 31, and the circulation flow path 92 connected to the first coolant outlet and inlet port 120b communicates with the downstream portion 31b of the second pump flow path 32. Consequently, the coolant flows, as shown by the alternate long and short dashed line with arrows and the solid line with arrows in Fig. 33 shown.

[0608] As in Fig. 34, the flow path switching valve 120 switches the flow path in the engine heating heat pump mode such that the circulation flow paths 92 communicate with the downstream portion 31b of the second pump flow path 32 and the downstream portion 31b of the first pump flow path 31 is closed.

[0609] Consequently, the coolant flows, as indicated by the solid line with arrows in Fig. 33. In addition, the flow path switching valve 120 adjusts the ratio between the flow rates of coolant distributed to the circulation flow path 92 and the second pump flow path 32.

[0610] As in Fig. 35, the flow path switching valve 120 switches the flow path in the engine waste heat direct use mode such that the circulation flow paths 92 communicate with each other and the downstream portion 31b of the first pump flow path 31 and the downstream portion 32b of the second pump flow path 32 are closed. Consequently, the coolant flows as shown by the solid arrows in Fig. 35 shown.

[0611] Also in this embodiment, the same operating results as in the first embodiment can be obtained. (Tenth Embodiment)

[0612] In this embodiment, modification examples of the first switching valve 18 and the second switching valve 19 are described. In a Fig. 36, the first switching valve 18 comprises a first pump-side valve body 185, a second pump-side valve body 186, a cooler core-side valve body 187, and a heater core-side valve body 188.

[0613] The first pump-side valve body 185 switches between a state in which the coolant discharged from the first pump 11 is allowed to flow into each of the inverter 81B, the coolant-to-coolant heat exchanger 81C, and the radiator 13 and a state in which the coolant discharged from the first pump 11 is not allowed to flow into each of the inverter 81B, the coolant-to-coolant heat exchanger 81C, and the radiator 13, and the first pump-side valve body 185 adjusts the flow rate of the coolant.

[0614] The second pump-side valve body 186 switches between a state in which the coolant discharged from the second pump 12 is allowed to flow into each of the inverter 81B, the coolant-to-coolant heat exchanger 81C, and the radiator 13, and a state in which the coolant discharged from the second pump 12 is not allowed to flow into each of the inverter 81B, the coolant-to-coolant heat exchanger 81C, and the radiator 13, and the second pump-side valve body 186 adjusts the flow rate of the coolant.

[0615] The cooler core-side valve body 187 adjusts the flow rate of coolant flowing into the cooler core 16. The heater core-side valve body 188 adjusts the flow rate of coolant flowing into the heater core 17.

[0616] In the first modification example, the second switching valve 19 includes a first pump-side valve body 195 and a second pump-side valve body 196.

[0617] The first pump-side valve body 195 switches between a state in which the coolant flowing from the inverter 81B, the coolant flowing from the coolant-coolant heat exchanger 81C, and the coolant flowing from the radiator 13 are allowed to flow to the first pump 11 and a state in which the coolant flowing from the inverter 81B, the coolant flowing from the coolant-coolant heat exchanger 81C, and the coolant flowing from the radiator 13 are not allowed to flow to the first pump 11, and the first pump-side valve body 195 adjusts the flow rate of the coolant.

[0618] The second pump-side valve body 196 switches between a state in which the coolant flowing from the inverter 81B, the coolant flowing from the coolant-coolant heat exchanger 81C, and the coolant flowing from the radiator 13 are allowed to flow to the second pump 12 and a state in which the coolant flowing from the inverter 81B, the coolant flowing from the coolant-coolant heat exchanger 81C, and the coolant flowing from the radiator 13 are not allowed to flow to the second pump 12, and the second pump-side valve body 196 adjusts the flow rate of the coolant.

[0619] Also in this embodiment, the same operating results as in the above-mentioned embodiments can be obtained.

[0620] In a Fig. In the second example shown in Fig. 37, the first switching valve 18 is constructed to include: an inverter switching valve 131; a coolant-coolant heat exchanger switching valve 132; a radiator switching valve 133; and a cooler core switching valve 134.

[0621] The inverter switching valve 131 includes a first pump-side valve body 131a and a second pump-side valve body 131b. The first pump-side valve body 131a allows and blocks the flow of coolant from the first pump 11 to the inverter 81B and adjusts the flow rate of the coolant. The second pump-side valve body 131b allows and blocks the flow of coolant from the second pump 12 to the inverter 81B and adjusts the flow rate of the coolant.

[0622] The coolant-to-coolant heat exchanger switching valve 132 includes a first pump-side valve body 132a and a second pump-side valve body 132b. The first pump-side valve body 132a allows and blocks the flow of coolant from the first pump 11 to the coolant-to-coolant heat exchanger 81C and adjusts the flow rate of the coolant. The second pump-side valve body 132b allows and blocks the flow of coolant from the second pump 12 to the coolant-to-coolant heat exchanger 81C and adjusts the flow rate of the coolant.

[0623] The radiator switching valve 133 includes a first pump-side valve body 133a and a second pump-side valve body 133b. The first pump-side valve body 133a allows and blocks the flow of coolant from the first pump 11 to the radiator 13 and adjusts the flow rate of the coolant. The second pump-side valve body 133b allows and blocks the flow of coolant from the second pump 12 to the radiator 13 and adjusts the flow rate of the coolant.

[0624] The cooler core switching valve 134 allows the coolant flow from the second pump 12 to the cooler core 16 and adjusts the flow rate of the coolant.

[0625] In the second example, the second switching valve 19 is configured to include: an inverter switching valve 141; a coolant-coolant heat exchanger switching valve 142; a radiator switching valve 143; and a heater core switching valve 144.

[0626] The inverter switching valve 141 includes a first pump-side valve body 141a and a second pump-side valve body 141b. The first pump-side valve body 141a allows and blocks the flow of coolant from the inverter 81B to the first pump 11 and adjusts the flow rate of the coolant. The second pump-side valve body 141b allows and blocks the flow of coolant from the inverter 81B to the second pump 12 and adjusts the flow rate of the coolant.

[0627] The coolant-to-coolant heat exchanger switching valve 142 includes a first pump-side valve body 142a and a second pump-side valve body 142b. The first pump-side valve body 142a allows and blocks the flow of coolant from the coolant-to-coolant heat exchanger 81C to the first pump 11 and adjusts the flow rate of the coolant.

[0628] The second pump-side valve body 142b allows and blocks the flow of coolant from the coolant-to-coolant heat exchanger 81C to the second pump 12 and adjusts the flow rate of the coolant.

[0629] The radiator switching valve 143 includes a first pump-side valve body 143a and a second pump-side valve body 143b. The first pump-side valve body 143a allows and blocks the flow of coolant from the radiator 13 to the first pump 11 and adjusts the flow rate of the coolant. The second pump-side valve body 143b allows and blocks the flow of coolant from the radiator 13 to the second pump 12 and adjusts the flow rate of the coolant.

[0630] The heater core switching valve 144 allows the coolant flow from the heater core 17 to the second pump 12 and adjusts the flow rate of the coolant.

[0631] Also in this embodiment, the same operating results as in the above-mentioned embodiments can be obtained. (Eleventh embodiment)

[0632] In this embodiment, a method for controlling the temperature of the heat transfer device 81 and a heat exchanger, either the cooler core 16 or the heater core 17, when the heat transfer device 81 is connected to a heat exchanger will be described.

[0633] Fig. Figure 38 illustrates the structure of the thermal management system 10 in a simple manner when the heat transfer device 81 is connected to the cooler core 16. Reference numerals in parentheses in Fig. 38 correspond to the structure when the heat transfer device 81 is connected to the heater core 17.

[0634] For example, the heat transfer device 81 is a coolant-to-air heat exchanger (heat medium-to-air heat exchanger) that adjusts the temperature of the air blown into the vehicle interior by exchanging heat (self-heat) between the coolant and the air blown into the vehicle interior. Specifically, the heat transfer device 81 is, for example, a rear seat heat exchanger that exchanges heat (self-heat) between the air blown toward the rear seat occupants and the coolant.

[0635] For example, the heat transfer device 81 is a battery temperature control heat exchanger that adjusts the temperature of the battery by exchanging self-heat between the battery in the vehicle and the coolant.

[0636] First, a method for controlling the temperature of the heat transfer device 81 and the temperature of the cooler core 16 when the heat transfer device 81 is connected to the cooler core 16 and the coolant cooler 14 will be described.

[0637] The control device 60 performs control such that the radiator core blowout temperature TC approaches the radiator core blowout target temperature TCO, and a temperature TC2 of the heat transfer device 81 approaches a heat transfer device target temperature TCO2. When the heat transfer device 81 is a coolant-to-air heat exchanger, the temperature TC2 of the heat transfer device 81 is the temperature of the blown air that has undergone heat exchange in the heat transfer device 81.

[0638] When the target temperature TCO of the cooler core 16 is different from the target temperature TCO2 of the heat transfer device 81, the temperature of the device with a low target temperature is controlled by adjusting the refrigerant flow rate, and the temperature of the device with a high target temperature is controlled by adjusting the refrigerant flow rate.

[0639] In this case, the temperature control by adjusting the refrigerant flow rate has a good response compared with the temperature control by adjusting the coolant flow rate, and thus the temperature of the device with a low target temperature can be preferentially controlled.

[0640] When the target temperature TCO of the cooler core 16 is equal to the target temperature TCO2 of the heat transfer device 81, a device whose temperature is controlled by the adjustment of the refrigerant flow rate and a device whose temperature is controlled by the adjustment of the coolant flow rate are determined based on a deviation ΔT1 between the cooler core temperature TC and the cooler core target temperature TCO, a deviation ΔT2 between the temperature TC2 of the heat transfer device and the target temperature TCO2 of the heat transfer device, and an absolute value (hereinafter referred to as the deviation amount) of each of the deviations ΔT1 and ΔT2.

[0641] Each of the deviations ΔT1 and ΔT2 is obtained using the following expressions F4 and F5. ΔT1=TC−TCO ΔT2=TC2−TCO2

[0642] In this embodiment, each of the control methods (1) to (16) to be described below is selected based on the deviations ΔT1 and ΔT2 and the deviation amounts. (1) When the deviation ΔT1 and the deviation ΔT2 are positive, the temperature of the device with a large deviation amount (the absolute value of a deviation) is controlled by adjusting the refrigerant flow rate, and the refrigerant flow rate through the two devices is set to be greater than or equal to the specified flow rate. (2) When the deviation ΔT1 is positive and the deviation ΔT2 is negative, the temperature of the device with the deviation ΔT1 is controlled by adjusting the refrigerant flow rate, and the temperature of the device with the deviation ΔT2 is controlled by adjusting the refrigerant flow rate. (3) When the deviation ΔT1 is negative and the deviation ΔT2 is positive, the temperature of the device with the deviation ΔT2 is controlled by adjusting the refrigerant flow rate, and the temperature of the device with the deviation ΔT1 is controlled by adjusting the refrigerant flow rate. (4) When both the deviation ΔT1 and ΔT2 are negative, the temperature of the device with a large deviation amount is controlled by adjusting the refrigerant flow rate, and the temperature of the device with a small deviation amount is controlled by adjusting the refrigerant flow rate. (5) When the deviation ΔT1 is positive and the deviation ΔT2 is in a range from a positive value to a negative value, the temperature of the device with the deviation ΔT1 is controlled by adjusting the refrigerant flow rate, and the refrigerant flow rate through the device with the deviation ΔT2 starts to be reduced. (6) When the deviation ΔT1 is positive and the deviation ΔT2 is in a range from a negative value to a positive value, the temperature of the device with a large deviation amount is controlled by adjusting the refrigerant flow rate, and the temperature of the device with a small deviation amount is controlled by adjusting the refrigerant flow rate. (7) When the deviation ΔT1 is in a range from a positive value to a negative value and the deviation ΔT2 is positive, the temperature of the device with the deviation ΔT2 is controlled by adjusting the refrigerant flow rate, and the flow rate of the refrigerant through the device with the deviation ΔT1 starts to be reduced. (8) When both the deviation ΔT1 and the deviation ΔT2 are in a range from a positive value to a negative value, the temperature of the device with a large deviation amount is controlled by adjusting the refrigerant flow rate, and the temperature of the device with a small deviation amount is controlled by adjusting the refrigerant flow rate. (9) In a state where the deviation ΔT1 is in a range from a positive value to a negative value and the deviation ΔT2 is in a range from a negative value to a positive value, when the refrigerant flow rate through the device with the deviation ΔT2 is greater than or equal to a predetermined flow rate, the temperature of the device with the deviation ΔT2 is controlled by adjusting the refrigerant flow rate, and the temperature of the device with the deviation ΔT1 is controlled by adjusting the refrigerant flow rate, and when the refrigerant flow rate through the device with the deviation ΔT2 is smaller than the predetermined flow rate, the temperature of the device with the deviation ΔT1 is controlled by adjusting the refrigerant flow rate, and the temperature of the device with the deviation ΔT2 is controlled by adjusting the refrigerant flow rate. (10) In a state where the deviation ΔT1 is in a range from a positive value to a negative value and the deviation ΔT2 is negative, when the refrigerant flow rate through the device with the deviation ΔT2 is greater than or equal to a predetermined flow rate, the temperature of the device with a large deviation amount is controlled by adjusting the refrigerant flow rate, and the temperature of the device with a small deviation amount is controlled by adjusting the refrigerant flow rate, and when the refrigerant flow rate through the device with the deviation ΔT2 is smaller than the predetermined flow rate, the temperature of the device with the deviation ΔT1 is controlled by adjusting the refrigerant flow rate, and the temperature of the device with the deviation ΔT2 is controlled by adjusting the refrigerant flow rate. (11) In a state where the deviation ΔT1 is in a range from a negative value to a positive value and the deviation ΔT2 is positive, when the refrigerant flow rate through the device with the deviation ΔT1 is greater than or equal to a predetermined flow rate, the temperature of the device with a large deviation amount is controlled by adjusting the refrigerant flow rate, and the refrigerant flow rate through the two devices is set to be greater than or equal to a predetermined flow rate, and when the refrigerant flow rate through the device with the deviation ΔT1 is smaller than the predetermined flow rate, the temperature of the device with the deviation ΔT2 is controlled by adjusting the refrigerant flow rate, and the temperature of the device with the deviation ΔT1 is controlled by adjusting the refrigerant flow rate. (12) In a state where the deviation ΔT1 is in a range from a negative value to a positive value and the deviation ΔT2 is in a range from a positive value to a negative value, when the refrigerant flow rate through the device with the deviation ΔT1 is greater than or equal to a predetermined flow rate, the temperature of the device with the deviation ΔT1 is controlled by adjusting the refrigerant flow rate, and the temperature of the device with the deviation ΔT2 is controlled by adjusting the refrigerant flow rate, and when the refrigerant flow rate through the device with the deviation ΔT1 is smaller than the predetermined flow rate, the temperature of the device with the deviation ΔT2 is controlled by adjusting the refrigerant flow rate, and the temperature of the device with the deviation ΔT1 is controlled by adjusting the refrigerant flow rate. (13) When both the deviation ΔT1 and the deviation ΔT2 are in a range from a negative value to a positive value, the temperature of the device with a large deviation amount is controlled by adjusting the refrigerant flow rate, and the temperature of the device with a small deviation amount is controlled by adjusting the refrigerant flow rate. (14) In a state where the deviation ΔT1 is in a range from a negative value to a positive value and the deviation ΔT2 is negative, when the refrigerant flow rate through the device with the deviation ΔT1 is greater than or equal to a predetermined flow rate, the temperature of the device with the deviation ΔT1 is controlled by adjusting the refrigerant flow rate, and the temperature of the device with the deviation ΔT2 is controlled by adjusting the refrigerant flow rate, and when the refrigerant flow rate through the device with the deviation ΔT1 is smaller than the predetermined flow rate, the temperature of the device with the deviation ΔT2 is controlled by adjusting the refrigerant flow rate, and the temperature of the device with the deviation ΔT1 is controlled by adjusting the refrigerant flow rate. (15) In a state where the deviation ΔT1 is negative and the deviation ΔT2 is in a range from a positive value to a negative value, when the refrigerant flow rate through the device with the deviation ΔT1 is greater than or equal to a predetermined flow rate, the temperature of the device with a large deviation amount is controlled by adjusting the refrigerant flow rate, and the temperature of the device with a small deviation amount is controlled by adjusting the refrigerant flow rate, and when the refrigerant flow rate through the device with the deviation ΔT1 is smaller than the predetermined flow rate, the temperature of the device with the deviation ΔT2 is controlled by adjusting the refrigerant flow rate, and the temperature of the device with the deviation ΔT1 is controlled by adjusting the refrigerant flow rate. (16) In a state where the deviation ΔT1 is negative and the deviation ΔT2 is in a range from a negative value to a positive value, when the refrigerant flow rate through the device with the deviation ΔT2 is greater than or equal to a predetermined flow rate, the temperature of the device with the deviation ΔT2 is controlled by adjusting the refrigerant flow rate, and the temperature of the device with the deviation ΔT1 is controlled by adjusting the refrigerant flow rate, and when the refrigerant flow rate through the device with the deviation ΔT2 is smaller than the predetermined flow rate, the temperature of the device with the deviation ΔT1 is controlled by adjusting the refrigerant flow rate, and the temperature of the device with the deviation ΔT2 is controlled by adjusting the refrigerant flow rate.

[0643] When the target temperature TCO of the cooler core 16 is equal to the target temperature TCO2 of the heat transfer device 81, the temperature of one of the cooler core 16 and the heat transfer device 81 (which is arbitrarily or set in advance) can be controlled by adjusting the refrigerant flow rate, and the temperature of the other device can be controlled by adjusting the refrigerant flow rate.

[0644] When the target temperature TCO of the cooler core 16 is equal to the target temperature TCO2 of the heat transfer device 81, the temperature of the device with a high heat load, either the cooler core 16 or the heat transfer device 81, can be controlled by adjusting the refrigerant flow rate, and the temperature of the device with a low heat load can be controlled by adjusting the refrigerant flow rate.

[0645] Hereinafter, a method for controlling the temperature of the heat transfer device 81 and the temperature of the heater core 17 when the heat transfer device 81 is connected to the heater core 17 and the coolant heater 15 will be described.

[0646] The control device 60 performs control such that the heater core blowout temperature TH approaches the heater core blowout target temperature THO, and a temperature TH2 of the heat transfer device 81 approaches a device target temperature THO2 of the heat transfer device. When the heat transfer device 81 is a coolant-to-air heat exchanger, the temperature TH2 of the heat transfer device is the temperature of the blown air that has undergone heat exchange in the heat transfer device 81.

[0647] When the target temperature THO of the heater core 17 is different from the target temperature THO2 of the heat transfer device 81, the temperature of the device with a high target temperature is controlled by adjusting the refrigerant flow rate, and the temperature of the device with a low target temperature is controlled by adjusting the refrigerant flow rate.

[0648] In this case, the temperature control by adjusting the refrigerant flow rate has a good response compared to the temperature control by adjusting the coolant flow rate, and thus the temperature of the device with a high target temperature can be preferentially controlled.

[0649] When the target temperature THO of the heater core 17 is equal to the target temperature THO2 of the heat transfer device 81, a device whose temperature is controlled by the refrigerant flow rate adjustment and a device whose temperature is controlled by the coolant flow rate adjustment are determined based on the deviation ΔT1 between the heater core temperature TH and the heater core target temperature THO, the deviation ΔT2 between the heat transfer device temperature TH2 and the heat transfer device target temperature THO2, and an absolute value (hereinafter referred to as the deviation amount) of each of the deviations ΔT1 and ΔT2.

[0650] Each of the deviations ΔT1 and ΔT2 is obtained using expressions F6 and F7 below. ΔT1=THO−TH ΔT2=THO2−TH2

[0651] In this embodiment, each of the above-mentioned control methods (1) to (16) is selected based on the deviations ΔT1 and ΔT2 and the deviation amounts.

[0652] When the target temperature THO of the heater core 17 is equal to the target temperature THO2 of the heat transfer device 81, the temperature of one of the heater core 17 and the heat transfer device 81 (which is arbitrarily or set in advance) can be controlled by adjusting the refrigerant flow rate, and the temperature of the other device can be controlled by adjusting the refrigerant flow rate.

[0653] When the target temperature THO of the heater core 17 is equal to the target temperature THO2 of the heat transfer device 81, the temperature of the device with a high heat load, either the heater core 17 or the heat transfer device 81, can be controlled by adjusting the refrigerant flow rate, and the device with a low heat load can be controlled by adjusting the refrigerant flow rate.

[0654] Hereinafter, the cooler core 16 or the heater core 17 will be referred to as the first coolant-to-air heat exchanger, and the heat transfer devices 13 and 81 connected to the first coolant-to-air heat exchangers 16 and 17 will be referred to as the first heat transfer devices.

[0655] In this embodiment, the control device 60 adjusts the refrigerant flow rate such that the temperatures related to the temperatures TC and TH of the blown air undergoing self-heat exchange in the first coolant-to-air heat exchangers 16 and 17 approach the first target temperatures TCO and THO. Furthermore, the control device 60 adjusts the refrigerant flow rate such that the temperatures related to the temperatures TC2 and TH2 of the first heat transfer devices 13 and 81 approach the second target temperatures TCO2 and THO2.

[0656] Accordingly, when the first coolant-air heat exchangers 16 and 17 and the first heat transfer devices 13 and 81 are arranged in the same coolant circuit, the temperatures of both the first coolant-air heat exchangers 16 and 17 and the first heat transfer devices 13 and 81 can be appropriately controlled.

[0657] For example, when the first coolant-to-air heat exchanger is the heater core 17 that heats forced air, and the first target temperature THO is higher than the second target temperature THO2, the control device 60 adjusts the refrigerant flow rate such that the temperature related to the temperature TH of the forced air heated in the heater core 17 approaches the target temperature THO. Furthermore, the control device 60 adjusts the coolant flow rate such that the temperature related to the temperature TH2 of the first heat transfer devices 13 and 81 approaches the second target temperature THO2.

[0658] In contrast, when the second target temperature THO2 is higher than the first target temperature THO, the control device 60 adjusts the refrigerant flow rate such that the temperature related to the temperature TH2 of the first heat transfer devices 13 and 81 approaches the second target temperature THO2. Furthermore, the control device 60 adjusts the refrigerant flow rate such that the temperature related to the temperature TH of the blown air heated in the heater core 17 approaches the first target temperature THO.

[0659] Consequently, the devices, either the heater core 17 or the first heat transfer devices 13 and 81, which require the good temperature tracking capability, can be controlled by adjusting the refrigerant flow rate.

[0660] When the first coolant-to-air heat exchanger is the radiator core 17 that cools forced air, and the first target temperature TCO is lower than the second target temperature TCO2, the control device 60 adjusts the refrigerant flow rate such that the temperature related to the temperature TC of forced air cooled in the radiator core 16 approaches the first target temperature TCO. Furthermore, the control device 60 adjusts the coolant flow rate such that the temperature related to the temperature TC2 of the first heat transfer devices 13 and 81 approaches the second target temperature TCO2.

[0661] In contrast, when the second target temperature TCO2 is lower than the first target temperature THO, the control device 60 adjusts the refrigerant flow rate such that the temperature related to the temperature TC2 of the first heat transfer devices 13 and 81 approaches the second target temperature TCO2. Furthermore, the control device 60 adjusts the refrigerant flow rate such that the temperature related to the temperature TC of the blown air cooled in the refrigerant-to-air heat exchanger 16 approaches the first target temperature TCO.

[0662] Consequently, the devices, either the cooler core 16 or the first heat transfer devices 13 and 81, which require the good temperature tracking capability, can be controlled by adjusting the refrigerant flow rate.

[0663] For example, the control device 60 adjusts the refrigerant flow rate such that the temperatures related to the temperatures TC and TH of the blown air that has undergone self-heat exchange in the first coolant-to-air heat exchangers 16 and 17 approach the first target temperatures TCO and THO. Furthermore, the control device 60 adjusts the refrigerant flow rate such that the temperatures related to the temperatures TC2 and TH2 of the first heat transfer devices 13 and 81 approach the second target temperatures TCO2 and THO2.

[0664] In this case, the temperatures of the first coolant-air heat exchangers 16 and 17 may be controlled before controlling the temperatures of the first heat transfer devices 13 and 81.

[0665] For example, the control device 60 switches between the first control mode and the second control mode depending on whether a first deviation ΔT1 and a second ΔT2 are positive or negative.

[0666] The first control mode is a control mode in which the refrigerant flow rate is adjusted in such a manner that the temperatures related to the temperatures TC and TH of the blown air that has undergone the self-heat exchange in the first refrigerant-to-air heat exchangers 16 and 17 approach the first target temperatures TCO and THO, and the refrigerant flow rate is adjusted in such a manner that the temperatures related to the temperatures TC2 and TH2 of the first heat transfer devices 13 and 81 approach the second target temperatures TCO2 and THO2.

[0667] The second control mode is a mode in which the refrigerant flow rate is adjusted in such a manner that the temperatures related to the temperatures TC2 and TH2 of the first heat transfer device 13 and 81 approach the second target temperatures TCO2 and THO2, and the coolant flow rate is adjusted in such a manner that the temperatures related to the temperatures TC and TH of the blown air that has undergone the self-heat exchange in the first coolant-air heat exchangers 16 and 17 approach the first target temperatures TCO and THO.

[0668] When the blown air has been cooled in the first coolant-air heat exchangers 16 and 17, the first deviation ΔT1 is a deviation obtained by subtracting the first target temperature TCO from the temperature related to the temperature TC of the blown air that has undergone the self-heat exchange in the first coolant-air heat exchangers 16 and 17.

[0669] When the blown air has been heated in the first coolant-air heat exchangers 16 and 17, the first deviation ΔT1 is a deviation obtained by subtracting the temperature related to the temperature TH of the blown air that has undergone the self-heat exchange in the first coolant-air heat exchangers 16 and 17 from the first target temperature THO.

[0670] When the coolant in the first heat transfer devices 13 and 81 receives heat, the second deviation ΔT2 is a deviation obtained by subtracting the second target temperature TCO2 from the temperature related to the temperature TC2 of the first heat transfer devices 13 and 81.

[0671] When the coolant in the first heat transfer devices 13 and 81 radiates heat, the second deviation ΔT2 is a deviation obtained by subtracting the temperature related to the temperature TH2 of the first heat transfer devices 13 and 81 from the second target temperature THO2.

[0672] Consequently, the devices, either the first refrigerant-air heat exchangers 16 and 17 or the first heat transfer devices 13 and 81, which require the good temperature tracking capability, can be controlled by adjusting the refrigerant flow rate.

[0673] Specifically, in a state where the positive or negative sign of the first deviation ΔT1 is the same as that of the second deviation ΔT2, in a state where the signs of the first deviation ΔT1 and the second deviation ΔT2 change from positive to negative, in a state where the signs of the first deviation ΔT1 and the second deviation ΔT2 change from negative to positive, or in a state where the first deviation ΔT1 is positive and the sign of the second deviation ΔT2 changes from negative to positive, when the absolute value of the first deviation ΔT1 is larger than that of the second deviation ΔT2, the first control mode is executed, and when the absolute value of the second deviation ΔT2 is larger than that of the first deviation ΔT1, the second control mode is executed.

[0674] Specifically, when the first deviation ΔT1 is positive and the second deviation ΔT2 is negative, the first control mode is executed, and when the first deviation ΔT1 is negative and the second deviation ΔT2 is positive, the second control mode is executed.

[0675] Specifically, when the first deviation ΔT1 is positive and the sign of the second deviation ΔT2 changes from positive to negative, the first control mode is executed, and when the sign of the first deviation ΔT1 changes from positive to negative and the second deviation ΔT2 is positive, the second control mode is executed.

[0676] Specifically, in a state where the sign of the first deviation ΔT1 changes from negative to positive, the second deviation ΔT2 is positive, and the coolant flow rate through the first coolant-to-air heat exchangers 16 and 17 is greater than or equal to a first predetermined flow rate, when the absolute value of the first deviation ΔT1 is greater than that of the second deviation ΔT2, the first control mode is executed, and when the absolute value of the second deviation ΔT2 is greater than that of the first deviation ΔT1, the second control mode is executed.

[0677] In contrast, when the sign of the first deviation ΔT1 changes from negative to positive, the second deviation ΔT2 is positive, and the coolant flow rate through the first coolant-air heat exchangers 16 and 17 is lower than the first predetermined flow rate, the second control mode is executed.

[0678] Specifically, in a state where the sign of the first deviation ΔT1 changes from negative to positive and the sign of the second deviation ΔT2 changes from positive to negative, or in a state where the sign of the first deviation ΔT1 changes from negative to positive and the second deviation ΔT2 is negative, when the coolant flow rate through the first coolant-to-air heat exchangers 16 and 17 is greater than or equal to a second predetermined flow rate, the first control mode is executed.

[0679] In contrast, in a state where the sign of the first deviation ΔT1 changes from negative to positive and the sign of the second deviation ΔT2 changes from positive to negative, or in a state where the sign of the first deviation ΔT1 changes from negative to positive and the second deviation ΔT2 is negative, when the coolant flow rate through the first coolant-to-air heat exchangers 16 and 17 is lower than the second predetermined flow rate, the second control mode is executed.

[0680] Specifically, in a state where the sign of the first deviation ΔT1 changes from positive to negative and the sign of the second deviation ΔT2 changes from negative to positive, or in a state where the sign of the first deviation ΔT1 is negative and the sign of the second deviation ΔT2 changes from negative to positive, when the coolant flow rate through the first heat transfer devices 13 and 81 is greater than or equal to a third predetermined flow rate, the second control mode is executed.

[0681] In contrast, in a state where the sign of the first deviation ΔT1 changes from positive to negative and the sign of the second deviation ΔT2 changes from negative to positive, or in a state where the sign of the first deviation ΔT1 is negative and the sign of the second deviation ΔT2 changes from negative to positive, when the coolant flow rate through the first heat transfer devices 13 and 81 is lower than a third predetermined flow rate, the first control mode is executed.

[0682] Specifically, in a state where the first deviation ΔT1 is negative and the sign of the second deviation ΔT2 changes from positive to negative and the coolant flow rate through the first coolant-to-air heat exchangers 16 and 17 is greater than or equal to a fourth predetermined flow rate, when the absolute value of the first deviation ΔT1 is greater than that of the second deviation ΔT2, the first control mode is executed, and when the absolute value of the second deviation ΔT2 is greater than that of the first deviation ΔT2, the second control mode is executed.

[0683] In contrast, when the first deviation ΔT1 is negative, the sign of the second deviation ΔT2 changes from positive to negative, and the coolant flow rate through the first coolant-air heat exchangers 16 and 17 is lower than the fourth predetermined flow rate, the second control mode is executed.

[0684] Specifically, in a state where the sign of the first deviation ΔT1 changes from positive to negative and the second deviation ΔT2 is negative and the coolant flow rate through the first heat transfer devices 13 and 81 is greater than or equal to a fifth predetermined flow rate, when the absolute value of the first deviation ΔT1 is greater than that of the second deviation ΔT2, the first control mode is executed, and when the absolute value of the second deviation ΔT2 is greater than that of the first deviation ΔT1, the second control mode is executed.

[0685] In contrast, when the sign of the first deviation ΔT1 changes from positive to negative, the second deviation ΔT2 is negative, and the coolant flow rate through the first heat transfer devices 13 and 81 is lower than the fifth predetermined flow rate, the second control mode is executed.

[0686] For example, the control device 60 switches between the first control mode and the second control mode depending on the amount of heat exchange or the requested amount of heat exchange between coolant through the first coolant-air heat exchangers 16 and 17 and fan air and the amount of heat transfer or the requested amount of heat transfer between coolant and the first heat transfer devices 13 and 81.

[0687] Specifically, when the amount of heat exchange or the requested amount of heat exchange between coolant through the first coolant-air heat exchangers 16 and 17 and fan air is greater than the amount of heat transfer or the requested amount of heat transfer between coolant and the first heat transfer devices 13 and 81, or it is assumed that the amount of heat exchange or the requested amount of heat exchange therebetween is greater than the amount of heat transfer or the requested amount of heat transfer therebetween, the control device 60 adjusts the refrigerant flow rate in such a manner that the temperatures related to the temperatures TC and TH of the fan air that has undergone self-heat exchange in the first coolant-air heat exchangers 16 and 17 approach the first target temperatures TC and THO.In addition, the control device 60 adjusts the coolant flow rate in such a manner that the temperatures related to the temperatures TC2 and TH2 of the first heat transfer devices 13 and 81 approach the second target temperatures TCO2 and THO2.

[0688] In contrast, when the amount of heat transfer or the requested amount of heat transfer between coolant and the first heat transfer devices 13 and 81 is larger than the amount of heat exchange or the requested amount of heat exchange between coolant through the first coolant-air heat exchangers 16 and 17 and fan air, or it is assumed that the amount of heat transfer or the requested amount of heat transfer therebetween is larger than the amount of heat exchange or the requested amount of heat exchange therebetween, the control device 60 adjusts the refrigerant flow rate in such a manner that the temperatures related to the temperatures TC2 and TH2 of the first heat transfer devices 13 and 81 approach the second target temperatures TCO2 and THO2.In addition, the control device 60 adjusts the coolant flow rate in such a manner that the temperature related to the temperature TH of blown air that has undergone the self-heat exchange in the first coolant-air heat exchangers 16 and 17 approaches the first target temperature THO.

[0689] Consequently, the temperatures of the devices, either the first refrigerant-air heat exchangers 16 and 17 or the first heat transfer devices 13 and 81, whose heat load is high or is assumed to be high, are controlled by adjusting the refrigerant flow rate, so that the temperature tracking ability can be improved. (Other embodiments)

[0690] The above-mentioned embodiments can be combined as appropriate. For example, the above-mentioned embodiments can be modified in various ways as described below. (1) In the above embodiments, the operation of the outdoor fan 20 is controlled to adjust the volume of outside air passing through the radiator 13; however, the operation of a radiator closer (not shown) may be controlled to adjust the volume of outside air passing through the radiator 13. The radiator closer is an outside air passage opening and closing unit that opens and closes outside air flow passages. (2) In these embodiments, coolant is used as a medium for adjusting the temperature of a temperature adjustment target device; however, various media can be used as heat media.

[0691] A nanofluid can be used as a heat medium. The nanofluid is a fluid mixed with nanoparticles with a particle size on the order of nanometers. In addition to lowering the solidification point of coolant (so-called antifreeze fluid) containing ethylene glycol, mixing nanoparticles into the heat medium can have the following operational results.

[0692] That is, the following operating results can be obtained: an operating result of improving thermal conductivity in a specific temperature band; an operating result of increasing the heat capacity of the heat medium; an operating result of preventing rusting of metal pipes or deterioration of rubber pipes; and an operating result of increasing the fluidity of the heat medium at a very low temperature.

[0693] These operating results are changed due to the components, particle shapes and mixing ratio of nanoparticles and additives to nanoparticles in different forms.

[0694] Since the thermal conductivity can be improved in this way even when a small amount of heat medium is used compared to the coolant containing ethylene glycol, an equivalent level of cooling efficiency can be obtained.

[0695] Since the heat capacity of the heat medium can be increased, the amount of stored cooling energy (stored cooling energy due to its own heat) of the heat medium can be increased.

[0696] Since the amount of stored cooling energy is increased, the cooling and heating temperatures of the device can be adjusted using the stored cooling energy for a certain amount of time, even when the compressor 22 is not operating. Consequently, the power of the vehicle thermal management system can be conserved.

[0697] The aspect ratio of a nanoparticle is preferably greater than or equal to 50. This is to achieve sufficient thermal conductivity. The aspect ratio is a shape index that represents the ratio of the width to the height of a nanoparticle.

[0698] The nanoparticle containing any of Au, Ag, Cu, and C can be used. Specifically, the following can be used as constituent atoms of the nanoparticle: an Au nanoparticle, an Ag nanowire, a carbon nanotube (CNT), a graphene, a graphite core-shell nanoparticle (a particle having a structure such as a carbon nanotube surrounding the aforementioned atom), a CNT containing Au nanoparticles, and the like.

[0699] (3) In the refrigeration cycle 21 in these embodiments, a fluorocarbon refrigerant is used as the refrigerant; however, the type of the refrigerant is not limited to the fluorocarbon refrigerant, and natural carbon dioxide refrigerants or hydrocarbon refrigerants may be used.

[0700] In these embodiments, the refrigeration cycle 21 is a subcritical refrigeration cycle in which the pressure of the high-pressure side refrigerant does not exceed a critical refrigerant pressure; however, the refrigeration cycle 21 may be a supercritical refrigeration cycle in which the pressure of the high-pressure side refrigerant exceeds the critical refrigerant pressure.

[0701] (4) In these embodiments, the thermal management system 10 and the vehicle air conditioning device are applied to a hybrid vehicle; however, the thermal management system 10 and the vehicle air conditioning device may be applied to an electric vehicle or the like without an internal combustion engine, which receives vehicle running drive power from an electric running motor.

[0702] (5) As in Fig.39, in the above-mentioned embodiments, an evaporator 151 may be provided instead of the coolant radiator 14 and the radiator core 16. The evaporator 151 is an air-cooling heat exchanger that cools blown air into the vehicle interior by exchanging heat between a low-pressure side refrigerant of the refrigeration cycle 21 and the blown air into the vehicle interior. List of reference symbols 10 Thermal management system 11 First pump 12 Second pump 13 Heat medium outdoor air heat exchanger, heat transfer device, radiator, coolant outdoor air heat exchanger 14 Evaporator, coolant cooler, coolant heat exchanger, coolant temperature adjustment heat exchanger 15 Condenser, coolant heater, coolant heating heat exchanger, coolant temperature adjustment heat exchanger 16 air cooling heat exchanger, radiator core, coolant-air heat exchanger 17 Air heating heat exchanger, heater core, coolant-air heat exchanger 18 Switching unit, first switching valve 19 Switching unit, second switching valve 21 Refrigeration circuit 22 Compressor 24 Decompression unit, expansion valve 31 First pump flow path 32 Second pump flow path 33 Radiator flow path 36 Radiator core flow path 37 Heater core flow channel 38 Heat exchanger adjustment unit, opening and closing valve, opening-closing valve 50 indoor air conditioning unit 51 housings 52 Indoor-outdoor air switch box 53 Indoor air-outdoor air ratio adjustment unit, indoor and outdoor air switching flap 54 Air volume control unit, interior air blower 55 Air volume ratio adjustment unit, air mix damper 60a Heat exchanger adjustment unit, heat medium flow adjustment unit, pump control unit 60b Heat exchanger adjustment unit, switching valve control unit 60c Heat exchanger adjustment unit, outdoor fan control unit 60d refrigerant flow adjustment unit, compressor control unit 60e heat exchanger adjustment unit, opening-closing valve control unit 60f air volume control unit, interior fan control unit 60g air volume ratio adjustment unit, indoor air-outdoor air ratio adjustment unit, air conditioning switching control unit 60h heat exchanger adjustment unit, electric heating control unit 60i heat exchanger adjustment unit, connection control unit 60j Electric heating control unit, auxiliary heat control unit 61 Indoor air temperature sensor 62 Outside air temperature sensor 63 Solar radiation sensor 64 Coolant temperature sensor 65 Coolant temperature sensor 66 Radiator core temperature sensor 67 Refrigerant temperature sensor 69 Control panel 70 Heat exchanger adjustment unit, electric heater 71 First connecting flow path 72 Second connecting flow path 73 Heat exchanger adjustment unit, first connection opening / closing valve 74 Heat exchanger adjustment unit, second connection opening / closing valve 81 Heat transfer device, device, rear seat heat exchanger 82 Second evaporator 83 Second expansion valve 84 Pressure adjustment valve 91 internal combustion engine 101 Electric Heating TAO Second target temperature TAV blowout temperature, blowout air temperature TC temperature TH temperature TI Temperature

Claims

[1] Vehicle air conditioning device comprising: a first pump (11) and a second pump (12) which suck in and discharge a heat medium; an adjusting heat exchanger that adjusts a temperature of the heat medium by causing the heat medium to undergo heat exchange; a heat medium-air heat exchanger that adjusts a temperature of blown air into a vehicle interior by exchanging heat between the heat medium, the temperature of which has been adjusted in the adjustment heat exchanger, and the blown air, a heat medium-outside air heat exchanger (13) that exchanges self-heat between the heat medium, whose temperature has been adjusted in the adjustment heat exchanger, and outside air; and a heat exchanger adjustment unit (60a, 60b, 60c) that adjusts a flow rate of the heat medium and / or the outside air flowing through the heat medium-outside air heat exchanger (13) in such a manner that a temperature related to a temperature (TC, TAV) of the fan air, which has been adjusted in the heat medium-air heat exchanger, approaches a first target temperature; a compressor (22) which sucks in a refrigerant and discharges it; a condenser (15) which condenses the refrigerant and heats the heat medium by exchanging heat between the refrigerant discharged from the compressor (22) and the heat medium circulated by the second pump (12); a decompression unit (24) which decompresses and expands the refrigerant flowing from the condenser (15); an evaporator (14) which evaporates the refrigerant and cools the heat medium by exchanging heat between the refrigerant decompressed and expanded by the decompression unit (24) and the heat medium circulated by the first pump (11); an air cooling heat exchanger (16) which cools the blown air by exchanging heat between the heat medium cooled in the evaporator (14) and the blown air; an air heating heat exchanger (17) which heats the blown air by exchanging its own heat between the heat medium heated in the condenser (15) and the blown air; and a refrigerant flow rate adjustment unit (60d) which adjusts a flow rate of the refrigerant discharged from the compressor (22) in such a manner that a temperature related to the temperature (TAV) of the blown air, which has been adjusted in the heat exchanger of the air-cooling heat exchanger (16) and / or the air-heating heat exchanger (17) and which is blown out into the vehicle interior, approaches a second target temperature, wherein the adjustment heat exchanger comprises the evaporator (14) and the condenser (15), wherein the heat medium-air heat exchanger comprises the air cooling heat exchanger (16) and the air heating heat exchanger (17), wherein the heat medium-outside air heat exchanger (13) is a heat exchanger that exchanges self-heat between the heat medium cooled in the evaporator (14) and the outside air, so that the heat medium absorbs heat from the outside air; and wherein the heat exchanger adjusting unit (60a, 60b, 60c) adjusts the flow rate of the heat medium and / or the outside air flowing through the heat medium-outside air heat exchanger (13) in such a manner that the temperature related to the temperature (TC) of the cooled fan air approaches the first target temperature. [2] Vehicle air conditioning device comprising: a first pump (11) and a second pump (12) which suck in and discharge a heat medium; an adjusting heat exchanger that adjusts a temperature of the heat medium by causing the heat medium to undergo heat exchange; a heat medium-air heat exchanger that adjusts a temperature of blown air into a vehicle interior by exchanging heat between the heat medium, the temperature of which has been adjusted in the adjustment heat exchangers, and the blown air; a heat transfer device (13, 81) comprising a circulation flow path for the heat medium and transferring heat with the heat medium whose temperature has been adjusted in the adjustment heat exchanger; and a heat exchanger adjustment unit (60a, 60b) that adjusts a flow rate of the heat medium flowing through the heat transfer device (13, 81) in such a manner that a temperature related to a temperature (TC, TH, TAV) of the blown air adjusted in the heat medium-air heat exchanger approaches a first target temperature; a compressor (22) which sucks in a refrigerant and discharges it; a condenser (15) which condenses the refrigerant and heats the heat medium by exchanging heat between the refrigerant discharged from the compressor (22) and the heat medium circulated by the second pump (12); a decompression unit (24) which decompresses and expands the refrigerant flowing from the condenser (15); an evaporator (14) which evaporates the refrigerant and cools the heat medium by exchanging heat between the refrigerant decompressed and expanded by the decompression unit (24) and the heat medium circulated by the first pump (11); an air cooling heat exchanger (16) which cools the blown air by exchanging heat between the heat medium cooled in the evaporator (14) and the blown air; an air heating heat exchanger (17) which heats the blown air by exchanging its own heat between the heat medium heated in the condenser (15) and the blown air; and a refrigerant flow rate adjustment unit (60d) that adjusts a flow rate of the refrigerant discharged from the compressor (22) in such a manner that a temperature related to the temperature (TH, TAV) of the blown air heated in the air heating heat exchanger (17) approaches a second target temperature, wherein the adjustment heat exchanger comprises the evaporator (14) and the condenser (15), wherein the heat medium-air heat exchanger comprises the air cooling heat exchanger (16) and the air heating heat exchanger (17), wherein the heat transfer device (13, 81) is a device which exchanges heat with the heat medium cooled in the evaporator (14), and wherein the heat exchanger adjusting unit (60a, 60b) adjusts the flow rate of the heat medium flowing through the heat transfer device (13, 81) in such a manner that the temperature (TC) related to the temperature of the cooled fan air approaches the first target temperature. [3] Vehicle air conditioning device comprising: a first pump (11) and a second pump (12) which suck in and discharge a heat medium; an adjusting heat exchanger that adjusts a temperature of the heat medium by causing the heat medium to undergo heat exchange; a heat medium-air heat exchanger that adjusts a temperature of blown air into a vehicle interior by exchanging heat between the heat medium, the temperature of which has been adjusted in the adjustment heat exchanger, and the blown air, a heat medium-outside air heat exchanger (13) which exchanges self-heat between the heat medium, the temperature of which has been adjusted in the adjustment heat exchanger, and outside air; a heat exchanger adjusting unit (60a, 60b, 60c) that adjusts a flow rate of the heat medium and / or the outside air flowing through the heat medium-outside air heat exchanger (13) in such a manner that a temperature related to a temperature (TC, TAV) of the fan air adjusted in the heat medium-air heat exchanger approaches a first target temperature; a compressor (22) which sucks in a refrigerant and discharges it; a condenser (15) which condenses the refrigerant and heats the heat medium by exchanging heat between the refrigerant discharged from the compressor (22) and the heat medium circulated by the second pump (12); a decompression unit (24) which decompresses and expands the refrigerant flowing from the condenser (15); an evaporator (14) which evaporates the refrigerant and cools the heat medium by exchanging heat between the refrigerant decompressed and expanded by the decompression unit (24) and the heat medium circulated by the first pump (11); an air cooling heat exchanger (16) which cools the blown air by exchanging heat between the heat medium cooled in the evaporator (14) and the blown air; an air heating heat exchanger (17) which heats the blown air by exchanging its own heat between the heat medium heated in the condenser (15) and the blown air; and a refrigerant flow rate adjustment unit (60d) which adjusts the flow rate of the refrigerant discharged from the compressor (22) in such a manner that the temperature (TC) relating to the temperature of the blown air cooled in the air cooling heat exchanger (16) approaches a second target temperature, wherein the adjustment heat exchanger comprises the evaporator (14) and the condenser (15), wherein the heat medium-air heat exchanger comprises the air cooling heat exchanger (16) and the air heating heat exchanger (17), wherein the heat medium-outside air heat exchanger (13) is a heat exchanger which exchanges inherent heat between the heat medium heated in the condenser (15) and the outside air, so that the heat medium radiates heat to the outside air, and wherein the heat exchanger adjusting unit (60a, 60b, 60c) adjusts the flow rate of the heat medium and / or the outside air flowing through the heat medium-outside air heat exchanger (13) in such a manner that a temperature related to the temperature (TAV) of the blown air adjusted in the air-cooling heat exchanger (16) and / or the air-heating heat exchanger (17) that is blown into the vehicle interior approaches the first target temperature. [4] Vehicle air conditioning device comprising: a first pump (11) and a second pump (12) which suck in and discharge a heat medium; an adjusting heat exchanger that adjusts a temperature of the heat medium by causing the heat medium to undergo heat exchange; a heat medium-air heat exchanger that adjusts the temperature of blown air into a vehicle interior by exchanging heat between the heat medium, the temperature of which has been adjusted in the adjustment heat exchanger, and the blown air, a heat medium-outside air heat exchanger (13) which exchanges self-heat between the heat medium, the temperature of which has been adjusted in the adjustment heat exchanger, and outside air; a heat exchanger adjustment unit (38, 60e, 70, 60h, 73, 74, 60i) that adjusts a flow rate and / or the temperature of the heat medium flowing through the heat medium-air heat exchanger in such a way that a temperature related to a temperature (TC, TAV) of the fan air set in the heat medium-air heat exchanger, a temperature related to a surface temperature of the heat medium-air heat exchanger, or a temperature related to the temperature of the heat medium flowing through the heat medium-air heat exchanger approaches a first target temperature, a compressor (22) which sucks in a refrigerant and discharges it; a condenser (15) which condenses the refrigerant and heats the heat medium by exchanging heat between the refrigerant discharged from the compressor (22) and the heat medium circulated by the second pump (12); a decompression unit (24) which decompresses and expands the refrigerant flowing from the condenser (15); an evaporator (14) which evaporates the refrigerant and cools the heat medium by exchanging heat between the refrigerant decompressed and expanded by the decompression unit (24) and the heat medium circulated by the first pump (11); an air cooling heat exchanger (16) which cools the blown air by exchanging its own heat between the heat medium cooled in the evaporator (14) and the blown air; an air heating heat exchanger (17) which heats the blown air by exchanging its own heat between the heat medium heated in the condenser (15) and the blown air; and a refrigerant flow rate adjustment unit (60d) which adjusts a flow rate of the refrigerant discharged from the compressor (22) in such a manner that a temperature related to the temperature (TAV) of the blown air, which has been adjusted in the heat exchanger of the air-cooling heat exchanger (16) and / or the air-heating heat exchanger (17) and which is blown out into the vehicle interior, approaches a second target temperature, wherein the adjustment heat exchanger comprises the evaporator (14) and the condenser (15), wherein the heat medium-air heat exchanger comprises the air cooling heat exchanger (16) and the air heating heat exchanger (17), wherein the heat medium-outside air heat exchanger (13) is a heat exchanger that exchanges self-heat between the heat medium cooled in the evaporator (14) and the outside air, so that the heat medium exchanges heat from the outside air; and wherein the heat exchanger adjusting unit (38, 60e, 70, 60h, 73, 74, 60i) adjusts the flow rate and / or the temperature of the heat medium flowing through the air-cooling heat exchanger (16) in such a manner that the temperature (TC) relating to the temperature of the fan air cooled in the air-cooling heat exchanger (16) approaches the first target temperature. [5] Vehicle air conditioning device comprising: a first pump (11) and a second pump (12) which suck in and discharge a heat medium; an adjusting heat exchanger that adjusts a temperature of the heat medium by causing the heat medium to undergo heat exchange; a heat medium-air heat exchanger which adjusts the temperature of blown air into a vehicle interior by exchanging heat between the heat medium, the temperature of which has been adjusted in the evaporator (14) or condenser (15), and the blown air, a heat transfer device (13, 81) comprising a circulation flow path for the heat medium and transferring heat with the heat medium whose temperature has been adjusted in the adjustment heat exchanger; a heat exchanger adjustment unit (38, 60e, 70, 60h, 73, 74, 60i) that adjusts a flow rate and / or the temperature of the heat medium flowing through the heat medium-air heat exchanger in such a manner that a temperature related to a temperature (TC, TH, TAV) of the forced air adjusted in the heat medium-air heat exchanger, a temperature related to a surface temperature of the heat medium-air heat exchanger, or a temperature related to the temperature of the heat medium flowing through the heat medium-air heat exchanger approaches a first target temperature; a compressor (22) which sucks in a refrigerant and discharges it; a condenser that condenses the refrigerant and heats the heat medium by exchanging heat between the refrigerant discharged from the compressor (22) and the heat medium circulated by the second pump (12); a decompression unit (24) which decompresses and expands the refrigerant flowing from the condenser; an evaporator (14) which evaporates the refrigerant and cools the heat medium by exchanging heat between the refrigerant decompressed and expanded by the decompression unit (24) and the heat medium circulated by the first pump (11); an air cooling heat exchanger (16) which cools the blown air by exchanging its own heat between the heat medium cooled in the evaporator (14) and the blown air; an air heating heat exchanger (17) which heats the blown air by exchanging its own heat between the heat medium heated in the condenser (15) and the blown air; and a refrigerant flow rate adjustment unit (60d) which adjusts a flow rate of the refrigerant discharged from the compressor (22) in such a manner that a temperature related to the temperature (TH, TAV) of the blown air heated in the air heating heat exchanger (17) approaches a second target temperature, wherein the adjustment heat exchanger comprises the evaporator (14) and the condenser (15), wherein the heat medium-air heat exchanger comprises the air cooling heat exchanger (16) and the air heating heat exchanger (17), and wherein the heat exchanger adjusting unit (38, 60e, 70, 60h, 73, 74, 60i) adjusts the flow rate and / or the temperature of the heat medium flowing through the air cooling heat exchanger in such a manner that the temperature (TC) relating to the temperature of the cooled fan air approaches the first target temperature. [6] Vehicle air conditioning device comprising: a first pump (11) and a second pump (12) which suck in and discharge a heat medium; an adjusting heat exchanger that adjusts a temperature of the heat medium by causing the heat medium to undergo heat exchange; a heat medium-air heat exchanger that adjusts a temperature of blown air into a vehicle interior by exchanging heat between the heat medium, the temperature of which has been adjusted in the adjustment heat exchangers, and the blown air; a heat transfer device (13, 81) comprising a circulation flow path for the heat medium and transferring heat with the heat medium whose temperature has been adjusted in the adjustment heat exchanger; a heat exchanger adjusting unit (60a, 60b) that adjusts the flow rate of the heat medium flowing through the heat transfer device (13, 81); a compressor (22) which sucks in a refrigerant and discharges it; a condenser (15) which condenses the refrigerant and heats the heat medium by exchanging heat between the refrigerant discharged from the compressor (22) and the heat medium circulated by the second pump (12); a decompression unit (24) which decompresses and expands the refrigerant flowing from the condenser (15); an evaporator (14) which evaporates the refrigerant and cools the heat medium by exchanging heat between the refrigerant decompressed and expanded by the decompression unit (24) and the heat medium circulated by the first pump (11); an air cooling heat exchanger (16) which cools the blown air by exchanging heat between the heat medium cooled in the evaporator (14) and the blown air; an air heating heat exchanger (17) which heats the blown air by exchanging its own heat between the heat medium heated in the condenser (15) and the blown air; a refrigerant flow rate adjustment unit (60d) which adjusts the flow rate of the refrigerant discharged from the compressor (22) in such a way that the temperature (TC) relating to the temperature of the cooled fan air approaches a first target temperature, wherein the adjustment heat exchanger comprises the evaporator (14) and the condenser (15), wherein the heat medium-air heat exchanger comprises the air cooling heat exchanger (16) and the air heating heat exchanger (17), wherein the heat transfer device (13, 81) is a device which transfers heat with the heat medium heated in the condenser (15), and wherein the heat exchanger adjusting unit (60a, 60b) adjusts the flow rate of the heat medium flowing through the heat transfer device (13, 81) in such a manner that the temperature related to the temperature (TH, TAV) of the blown air heated in the air heating heat exchanger (17) approaches a second target temperature. [7] Vehicle air conditioning device comprising: a first pump (11) and a second pump (12) which suck in and discharge a heat medium; an adjusting heat exchanger that adjusts a temperature of the heat medium by causing the heat medium to undergo heat exchange; a heat medium-air heat exchanger that adjusts a temperature of blown air into a vehicle interior by exchanging heat between the heat medium, the temperature of which has been adjusted in the adjustment heat exchanger, and the blown air, a heat medium-outside air heat exchanger (13) which exchanges self-heat between the heat medium, the temperature of which has been adjusted in the adjustment heat exchanger, and outside air; a heat exchanger adjusting unit (60a, 60b, 60c) that adjusts a flow rate of the heat medium and / or the outside air flowing through the heat medium-outside air heat exchanger (13) in such a manner that a temperature related to a temperature (TC, TAV) of the fan air adjusted in the heat medium-air heat exchanger approaches a first target temperature; a compressor (22) which sucks in a refrigerant and discharges it; a condenser (15) which condenses the refrigerant and heats the heat medium by exchanging heat between the refrigerant discharged from the compressor (22) and the heat medium circulated by the second pump (12); a decompression unit (24) which decompresses and expands the refrigerant flowing from the condenser (15); an evaporator (14) which evaporates the refrigerant and cools the heat medium by exchanging heat between the refrigerant decompressed and expanded by the decompression unit (24) and the heat medium circulated by the first pump (11); an air cooling heat exchanger (16) which cools the blown air by exchanging heat between the heat medium cooled in the evaporator (14) and the blown air; an air heating heat exchanger (17) which heats the blown air by exchanging its own heat between the heat medium heated in the condenser (15) and the blown air; and a refrigerant flow rate adjustment unit (60d) which adjusts the flow rate of the refrigerant discharged from the compressor (22) in such a manner that a temperature related to a temperature (TH, TAV) of the blown air heated in the air heating heat exchanger (17) approaches a second target temperature, wherein the adjustment heat exchanger comprises the evaporator (14) and the condenser (15), wherein the heat medium-air heat exchanger comprises the air cooling heat exchanger (16) and the air heating heat exchanger (17), wherein the heat medium-outside air heat exchanger (13) is a heat exchanger in which the heat of the heat medium heated in the condenser (15) is radiated to the outside air, and wherein the heat exchanger adjusting unit (60a, 60b, 60c) adjusts a flow rate of the heat medium and / or the outside air flowing through the heat medium-outside air heat exchanger (13) in such a manner that a temperature related to the temperature (TC) of the cooled fan air approaches the first target temperature. [8] Vehicle air conditioning device comprising: a first pump (11) and a second pump (12) which suck in and discharge a heat medium; an adjusting heat exchanger that adjusts a temperature of the heat medium by causing the heat medium to undergo heat exchange; a heat medium-air heat exchanger that adjusts a temperature of blown air into a vehicle interior by exchanging heat between the heat medium, the temperature of which has been adjusted in the adjustment heat exchanger, and the blown air, a heat medium-outside air heat exchanger (13) which exchanges self-heat between the heat medium, the temperature of which has been adjusted in the adjustment heat exchanger, and outside air; a heat exchanger adjusting unit (60a, 60b, 60c) that adjusts a flow rate of the heat medium and / or the outside air flowing through the heat medium-outside air heat exchanger (13); a compressor (22) which sucks in a refrigerant and discharges it; a condenser (15) which condenses the refrigerant and heats the heat medium by exchanging heat between the refrigerant discharged from the compressor (22) and the heat medium circulated by the second pump (12); a decompression unit (24) which decompresses and expands the refrigerant flowing from the condenser (15); an evaporator (14) which evaporates the refrigerant and cools the heat medium by exchanging heat between the refrigerant decompressed and expanded by the decompression unit (24) and the heat medium circulated by the first pump (11); an air cooling heat exchanger (16) which cools the blown air by exchanging heat between the heat medium cooled in the evaporator (14) and the blown air; an air heating heat exchanger (17) which heats the blown air by exchanging its own heat between the heat medium heated in the condenser (15) and the blown air; a refrigerant flow rate adjustment unit (60d) that adjusts a flow rate of the refrigerant discharged from the compressor (22) in such a manner that a temperature related to a temperature (TC) of the blown air cooled in the air cooling heat exchanger (16) approaches a first target temperature, wherein the adjustment heat exchanger comprises the evaporator (14) and the condenser (15), wherein the heat medium-air heat exchanger comprises the air cooling heat exchanger (16) and the air heating heat exchanger (17), wherein the heat medium-outside air heat exchanger (13) is a heat exchanger in which the heat medium cooled in the evaporator (14) absorbs heat from the outside air, and wherein the heat exchanger adjusting unit (60a, 60b, 60c) adjusts a flow rate of the heat medium and / or the outside air flowing through the heat medium-outside air heat exchanger (13) in such a manner that a temperature related to a temperature (TH, TAV) of the blown air heated in the air heating heat exchanger (17) approaches a second target temperature. [9] A vehicle air conditioning device according to claim 3 or 7, further comprising: a switching unit (18, 19) that switches between a state in which the heat medium cooled in the evaporator (14) is allowed to flow to the heat medium-outside air heat exchanger (13) and a state in which the heat medium heated in the condenser (15) is allowed to flow to the heat medium-outside air heat exchanger (13); wherein, when it is determined that the flow rate of the heat medium or the outside air flowing through the heat medium-outside air heat exchanger (13) is lower than a predetermined flow rate and it is determined that the temperature (TAV) of the blown air set in the air-cooling heat exchanger (16) and / or the air-heating heat exchanger (17) and blown out into the vehicle interior is lower than the second target temperature, the switching unit (18, 19) switches to the state in which the heat medium cooled in the evaporator (14) is allowed to flow to the heat medium-outside air heat exchanger (13), the heat exchanger adjustment unit (60a, 60b, 60c) adjusts the flow rate of the heat medium and / or the outside air flowing through the heat medium-outside air heat exchanger (13) in such a way that the temperature related to the temperature (TC) of the cooled fan air approaches the first target temperature, and the refrigerant flow rate adjustment unit (60d) adjusts the flow rate of the refrigerant discharged from the compressor (22) in such a manner that the temperature related to the temperature (TAV) of the blown air adjusted in the air-cooling heat exchanger (16) and / or the air-heating heat exchanger (17) and blown out into the vehicle interior approaches the second target temperature. [10] A vehicle air conditioning device according to claim 3 or 7, further comprising: a switching unit (18, 19) that switches between a state in which the heat medium cooled in the evaporator (14) is allowed to flow to the heat medium-outside air heat exchanger (13) and a state in which the heat medium heated in the condenser (15) is allowed to flow to the heat medium-outside air heat exchanger (13); wherein, when it is determined that the flow rate of the heat medium or the outside air flowing through the heat medium-outside air heat exchanger (13) is lower than a predetermined flow rate and it is determined that the temperature (TAV) of the blown air set in the air-cooling heat exchanger (16) and / or the air-heating heat exchanger (17) and blown out into the vehicle interior is lower than the second target temperature, the switching unit (18, 19) switches to the state in which the heat medium cooled in the evaporator (14) is allowed to flow to the heat medium-outside air heat exchanger (13), the heat exchanger adjustment unit (60a, 60b, 60c) adjusts the flow rate of the heat medium and / or the outside air flowing through the heat medium-outside air heat exchanger (13) in such a way that the temperature related to the temperature (TH and TAV) of the blown air heated in the air heating heat exchanger (17) approaches the second target temperature, and the refrigerant flow rate adjustment unit (60d) adjusts the flow rate of the refrigerant discharged from the compressor (22) in such a manner that the temperature related to the temperature (TC) of the blown air cooled in the air cooling heat exchanger (16) approaches the first target temperature. [11] A vehicle air conditioning device according to claim 3 or 7, further comprising: a switching unit (18, 19) that switches between a state in which the heat medium heated in the condenser (15) is allowed to flow to the heat medium-outside air heat exchanger (13) and a state in which the heat medium heated in the condenser (15) is not allowed to flow to the heat medium-outside air heat exchanger (13); wherein, when it is determined that the flow rate of the heat medium or the outside air flowing through the heat medium-outside air heat exchanger (13) is lower than a predetermined flow rate and it is determined that the temperature related to the temperature (TAV) of the blown air set in the air-cooling heat exchanger (16) and / or the air-heating heat exchanger (17) and blown out into the vehicle interior is lower than the second target temperature, the switching unit (18, 19) switches to the state in which the heat medium heated in the condenser (15) is not allowed to flow to the heat medium-outside air heat exchanger (13). [12] Vehicle air conditioning device according to claim 1 or 8, further comprising a switching unit (18, 19) that switches between a state in which the heat medium cooled in the evaporator (14) is allowed to flow to the heat medium-outside air heat exchanger (13) and a state in which the heat medium heated in the condenser (15) is allowed to flow to the heat medium-outside air heat exchanger (13); wherein, when it is determined that the flow rate of the heat medium or the outside air flowing through the heat medium-outside air heat exchanger (13) is lower than a predetermined flow rate and it is determined that the temperature (TAV) of the blown air set in the air-cooling heat exchanger (16) and / or the air-heating heat exchanger (17) and blown out into the vehicle interior is greater than or equal to the second target temperature, the switching unit (18, 19) switches to the state in which the heat medium heated in the condenser (15) is allowed to flow to the heat medium-outside air heat exchanger (13), the refrigerant flow rate adjusting unit (60d) adjusts the flow rate of the refrigerant discharged from the compressor (22) in such a manner that the temperature related to the temperature (TC) of cooled fan air approaches the first target temperature, and the heat exchanger setting unit (60a, 60b, 60c) sets the flow rate of the heat medium and / or the outside air flowing through the heat medium-outside air heat exchanger (13) in such a manner that the temperature related to the temperature (TAV) of the blown air set in the air-cooling heat exchanger (16) and / or the air-heating heat exchanger (17) and blown out into the vehicle interior approaches the second target temperature. [13] Vehicle air conditioning device according to claim 1 or 8, which also includes: a switching unit (18, 19) that switches between a state in which the heat medium cooled in the evaporator (14) is allowed to flow to the heat medium-outside air heat exchanger (13) and a state in which the heat medium heated in the condenser (15) is allowed to flow to the heat medium-outside air heat exchanger (13); wherein, when it is determined that the flow rate of the heat medium or the outside air flowing through the heat medium-outside air heat exchanger (13) is lower than a predetermined flow rate and it is determined that the temperature (TAV) of the blown air set in the air-cooling heat exchanger (16) and / or the air-heating heat exchanger (17) and blown out into the vehicle interior is greater than or equal to the second target temperature, the switching unit (18, 19) switches to the state in which the heat medium heated in the condenser (15) is allowed to flow to the heat medium-outside air heat exchanger (13), the heat exchanger adjustment unit (60a, 60b, 60c) adjusts the flow rate of the heat medium and / or the outside air flowing through the heat medium-outside air heat exchanger (13) in such a way that the temperature related to the temperature (TC) of the cooled fan air approaches the first target temperature, and the refrigerant flow rate adjustment unit (60d) adjusts the flow rate of the refrigerant discharged from the compressor (22) in such a manner that the temperature related to the temperature (TH, TAV) of the blown air heated in the air heating heat exchanger (17) approaches the second target temperature. [14] A vehicle air conditioning device according to claim 1 or 8, further comprising a switching unit (18, 19) that switches between a state in which the heat medium cooled in the evaporator (14) is allowed to flow to the heat medium-outside air heat exchanger (13) and a state in which the heat medium cooled in the evaporator (14) is not allowed to flow to the heat medium-outside air heat exchanger (13); wherein, when it is determined that the flow rate of the heat medium or the outside air flowing through the heat medium-outside air heat exchanger (13) is lower than a predetermined flow rate and it is determined that the temperature related to the temperature (TAV) of the blown air set in the air-cooling heat exchanger (16) and / or the air-heating heat exchanger (17) and blown out into the vehicle interior is higher than the second target temperature, the switching unit (18, 19) switches to the state in which the heat medium cooled in the evaporator (14) is not allowed to flow to the heat medium-outside air heat exchanger (13). [15] Vehicle air conditioning device according to claim 7, wherein, if the deviation between the temperature relating to the temperature (TC) of the fan air cooled in the air cooling heat exchanger (16) and the first target temperature exceeds a predetermined value, or it is assumed or determined that the deviation between them exceeds the predetermined value, the heat exchanger adjustment unit (60a, 60b, 60c) adjusts the flow rate of the heat medium and / or the outside air flowing through the heat medium-outside air heat exchanger (13) in such a way that the temperature related to the temperature (TH, TAV) of the blown air heated in the air heating heat exchanger (17) approaches the second target temperature, and the refrigerant flow rate adjustment unit (60d) adjusts the flow rate of the refrigerant discharged from the compressor (22) in such a manner that the temperature related to the temperature (TC) of the cooled blown air approaches the first target temperature. [16] Vehicle air conditioning device according to claim 3, wherein, if the deviation between the temperature relating to the temperature (TH, TAV) of the blown air heated in the air heating heat exchanger (17) and the second target temperature exceeds a predetermined value, or it is assumed or determined that the deviation between them exceeds the predetermined value, the heat exchanger adjustment unit (60a, 60b, 60c) adjusts the flow rate of the heat medium and / or the outside air flowing through the heat medium-outside air heat exchanger (13) in such a way that the temperature related to the temperature (TC) of the cooled fan air approaches the first target temperature, and the refrigerant flow rate adjustment unit (60d) adjusts the flow rate of the refrigerant discharged from the compressor (22) in such a manner that the temperature related to the temperature (TH, TAV) of the blown air heated in the air heating heat exchanger (17) approaches the second target temperature. [17] Vehicle air conditioning device according to claim 1, wherein, if the deviation between the temperature relating to the temperature (TC) of the fan air cooled in the air cooling heat exchanger (16) and the first target temperature exceeds a predetermined value, or it is assumed or determined that the deviation between them exceeds the predetermined value, the heat exchanger adjustment unit (60a, 60b, 60c) adjusts the flow rate of the heat medium and / or the outside air flowing through the heat medium-outside air heat exchanger (13) in such a way that the temperature related to the temperature (TH, TAV) of the blown air heated in the air heating heat exchanger (17) approaches the second target temperature, and the refrigerant flow rate adjustment unit (60d) adjusts the flow rate of the refrigerant discharged from the compressor (22) in such a manner that the temperature related to the temperature (TC) of the cooled fan air approaches the first target temperature. [18] Vehicle air conditioning device according to claim 8, wherein, if the deviation between the temperature relating to the temperature (TH, TAV) of the blown air heated in the air heating heat exchanger (17) and the second target temperature exceeds a predetermined value, the heat exchanger adjustment unit (60a, 60b, 60c) adjusts the flow rate of the heat medium and / or the outside air flowing through the heat medium-outside air heat exchanger (13) in such a way that the temperature related to the temperature (TC) of the cooled fan air approaches the first target temperature, and the refrigerant flow rate adjustment unit (60d) adjusts the flow rate of the refrigerant discharged from the compressor (22) in such a manner that the temperature related to the temperatures (TH, TAV) of the blown air heated in the air heating heat exchanger (17) approaches the second target temperature. [19] Vehicle air conditioning device according to any one of claims 1 to 18, further comprising: an air volume ratio setting unit (55, 60g) that sets an air volume ratio between the volume of blown air that has been cooled in the air-cooling heat exchanger (16) and passes through the air-heating heat exchanger (17) and the volume of blown air that has been cooled in the air-cooling heat exchanger (16) and does not pass through the air-heating heat exchanger (17) in such a manner that a temperature related to the temperature (TAV) of the blown air that has been set in the air-cooling heat exchanger (16) and the air-heating heat exchanger (17) and that is blown out into the vehicle interior approaches a third target temperature. [20] A vehicle air conditioning device according to any one of claims 1 to 19, further comprising: an air volume control unit (54, 60f) which controls the volume of the blown air in such a manner that the temperature related to the temperature (TAV) of the blown air which has been set in at least one of the air cooling heat exchanger (16) and the air heating heat exchanger (17) and which is blown out into the vehicle interior approaches a third target temperature. [21] A vehicle air conditioning device according to any one of claims 1 to 20, further comprising: an inside air-outside air ratio setting unit (53, 60g) that sets a ratio of inside air to outside air in the blown air in such a manner that the temperature related to the temperature (TAV) of the blown air set in at least one of the air-cooling heat exchanger (16) and the air-heating heat exchanger (17) and blown into the vehicle interior approaches a third target temperature. [22] A vehicle air conditioning device according to any one of claims 1 to 21, further comprising: an electric heater (101) which heats the fan air by heat generated when electric power is supplied; and an electric heater control unit (60j) that controls an amount of heat generated by the electric heater (101) in such a manner that the temperature related to the temperature (TAV) of the blown air that has been set in at least one of the air-cooling heat exchanger (16) and the air-heating heat exchanger (17) and that is blown out into the vehicle interior approaches a third target temperature. [23] A vehicle air conditioning device according to claim 1 or 3, further comprising: a flow control unit comprising the first pump (11) or the second pump (12) or a switching unit (18, 19) which controls the time flow of the heat medium heated in the condenser (15) and flowing through the heat medium-outside air heat exchanger (13), wherein, when it is determined that a target blow-out air temperature is lower than the temperature (TI) of the blown air flowing into the air-cooling heat exchanger (16), the flow rate control unit performs control such that the time flow rate is increased. [24] A vehicle air conditioning device according to claim 1, further comprising: a heat exchanger adjustment unit (38, 60e) which adjusts the flow rate and / or the temperature of the heat medium flowing through the air-cooling heat exchanger (16), wherein, when it is determined that the temperature (TC) relating to the temperature of the fan air cooled in the air-cooling heat exchanger (16) is lower than a predetermined temperature (TCF), the heat exchanger adjusting unit (38, 60e) adjusts the flow rate and / or the temperature of the heat medium flowing through the air-cooling heat exchanger (16) in such a manner that the temperature (TC) relating to the temperature of the cooled fan air approaches the first target temperature. [25] A vehicle air conditioning device according to claim 4, further comprising: a heat exchanger adjustment unit (60a, 60b, 60c) which adjusts the flow rate of the heat medium and / or the outside air flowing through the heat medium-outside air heat exchanger (13), wherein, when it is determined that the temperature (TC) relating to the temperature of the fan air cooled in the air-cooling heat exchanger (16) is higher than a predetermined temperature (TCF), the heat exchanger adjusting unit (60a, 60b, 60c) adjusts the flow rate of the heat medium and / or the outside air flowing through the heat medium-outside air heat exchanger (13) in such a manner that the temperature (TC) relating to the temperature of the cooled fan air approaches the first target temperature. [26] Vehicle air conditioning device comprising: a first pump (11) and a second pump (12) which suck in and discharge a heat medium; a compressor (22) which sucks in a refrigerant and discharges it; a condenser (15) which condenses the refrigerant and heats the heat medium by exchanging heat between the refrigerant discharged from the compressor (22) and the heat medium circulated by the second pump (12); a decompression unit (24) which decompresses and expands the refrigerant flowing from the condenser (15); an evaporator (14) which evaporates the refrigerant and cools the heat medium by exchanging heat between the refrigerant decompressed and expanded by the decompression unit (24) and the heat medium circulated by the first pump (11); an air cooling heat exchanger (16) which cools blown air into a vehicle interior by exchanging inherent heat between the heat medium cooled in the evaporator (14) and the blown air; an air heating heat exchanger (17) which heats the blown air by exchanging its own heat between the heat medium heated in the condenser (15) and the blown air; a heat medium-outside air heat exchanger (13) which exchanges heat between the heat medium heated in the condenser (15) and outside air, so that the heat medium radiates heat to the outside air, a refrigerant flow rate adjustment unit (60d) that adjusts a flow rate of the refrigerant discharged from the compressor (22) in such a manner that a temperature (TC) relating to a temperature of the cooled fan air approaches a first target temperature, a heat exchanger adjustment unit (60a, 60b, 60c) that adjusts a flow rate of the heat medium and / or the outside air flowing through the heat medium-outside air heat exchanger (13); and an air volume ratio setting unit (55, 60g) which, when it is determined that a target blowout temperature is lower than the temperature (TI) of the blown air flowing into the air-cooling heat exchanger (16), sets an air volume ratio between a volume of blown air that has been cooled in the air-cooling heat exchanger (16) and passes through the air-heating heat exchanger (17) and a volume of blown air that has been cooled in the air-cooling heat exchanger (16) and does not pass through the air-heating heat exchanger (17) in such a manner that a temperature related to a temperature (TAV) of the blown air that has been set in at least one of the air-cooling heat exchanger (16) and the air-heating heat exchanger (17) and that is blown out into the vehicle interior approaches a second target temperature; wherein, when it is determined that the target blown-out air temperature is higher than the temperature (TI) of the blown air flowing into the air-cooling heat exchanger (16), the heat exchanger adjusting unit (60a, 60b, 60c) adjusts the flow rate of the heat medium and / or the outside air flowing through the heat medium-outside air heat exchanger (13) in such a manner that the temperature related to the temperature (TAV) of the blown air set in the air-cooling heat exchanger (16) and / or the air-heating heat exchanger (17) and which is blown out into the vehicle interior approaches the second target temperature. [27] The vehicle air conditioning device according to claim 2 or 5, wherein the heat transfer device is a heat medium-heat medium heat exchanger (81C) that exchanges heat between the heat medium cooled in the evaporator (14) and the engine heat medium that has passed through an internal combustion engine (91). [28] A vehicle air conditioning device according to claim 2 or 5, wherein the heat transfer device is an internal combustion engine (91) having a circulation flow path for the heat medium cooled in the evaporator (14). [29] A vehicle air conditioning device according to claim 2 or 5, further comprising: a heat medium-outside air heat exchanger (13) which exchanges heat between the heat medium and outside air, and a switching unit (18, 19) that switches between a state in which the heat medium cooled in the evaporator (14) is allowed to flow to the heat medium-outside air heat exchanger (13) and a state in which the heat medium cooled in the evaporator (14) is allowed to flow to the heat transfer device (13, 81). [30] A vehicle air conditioning device according to claim 2 or 5, further comprising: a switching unit (18, 19) that switches between a state in which the heat medium heated in the heat transfer device (13, 81) is allowed to flow to the evaporator (14) and a state in which the heat medium heated in the heat transfer device (13, 81) is allowed to flow to the air heating heat exchanger (17). [31] A vehicle air conditioning device according to claim 2 or 5, further comprising: a heat transfer device (13, 81) which exchanges heat between the heat medium cooled in the evaporator (14) and outside air, and a switching unit (18, 19) which switches between a state in which the heat medium heated in the condenser (15) is allowed to flow to the air heating heat exchanger (17) and a state in which the heat medium heated in the Heat transfer device (13, 81) heated heat medium flows to the air heating heat exchanger (17).

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