Vehicle air conditioning

Abstract

Vehicle air conditioning system (1), comprising: a compressor (2) for compressing refrigerant, a heat sink (4) through which the refrigerant releases heat to warm the air supplied to the passenger compartment, an external heat exchanger (7) provided outside the passenger compartment and a control device (32), wherein the control device (32) is configured to perform at least one air conditioning operation for heating the passenger compartment, in which refrigerant discharged by the compressor (2) releases heat at the heat sink (4) and the refrigerant absorbs heat after a pressure reduction at the external heat exchanger (7), wherein a device temperature control device (61) is provided which is capable of to regulate the temperature of a battery (55) and a specified temperature control target object, which is not the battery (55) installed in the vehicle, using the refrigerant, characterized in that the device temperature control device (61) has a heating device (66) for heating the battery (55), wherein the control device (32) is configured to perform a heating / battery heating and waste heat recovery mode in air conditioning operation when heating the passenger compartment, in which the temperature control target object is cooled by the refrigerant and the battery (55) is heated by the heating device (66); wherein the control device (32) is configured to perform a heating / waste heat recovery mode in air conditioning operation when heating the passenger compartment, in which it controls the device temperature control device (61) and cools the temperature control target object by means of the refrigerant without cooling the battery (55).

Description

TECHNICAL AREA

[0001] The present invention relates to a vehicle air conditioning system. STATE OF THE ART

[0002] Due to increasingly apparent environmental problems, vehicles such as hybrid and electric vehicles, powered by a motor supplied with electricity from a battery installed in the vehicle, have become more widespread in recent years. An air conditioning system suitable for such vehicles has been developed, comprising a refrigerant circuit connected to a compressor, a heat sink, a heat sink, and an external heat exchanger. The passenger compartment is heated by refrigerant that has released heat at the heat sink absorbing heat in the external heat exchanger, and the passenger compartment is cooled by refrigerant delivered by the compressor that releases heat at the external heat exchanger and absorbs heat at the heat sink (see JP 2014 - 213 765 A).

[0003] However, the battery's charging and discharging performance decreases in low-temperature environments. Furthermore, charging and discharging in an environment that has reached a high temperature due to its own heat accelerates its deterioration, and there is ultimately a risk of failure due to operational disturbances. Therefore, a technique has been developed to regulate the battery's temperature by circulating cooling water (heat transfer fluid) to the battery, which exchanges heat with the refrigerant circulating in the refrigerant circuit (see, for example, JP 5 440 426 B2). LIST OF REFERENCE DOCUMENTS PATENT DOCUMENTS

[0004] Further examples of prior art include US 2013 / 0319029 A1, DE 112013004227 T5, and JP 2006-321389 A. US 2013 / 0319029 A1 relates to a vehicle with a heat pump. DE 112013004227 T5 describes a thermal management system for a vehicle. JP 2006-321389 A describes a device for waste heat recovery in a vehicle. BRIEF DESCRIPTION OF THE INVENTIONAL TASK OF THE INVENTION

[0005] By cooling the battery as described above, and preventing battery deterioration due to exceptionally high temperatures, the battery's waste heat can be recovered from the refrigerant via the cooling water and used to warm the passenger compartment. However, in a low-temperature environment, such as in winter when heating the passenger compartment is necessary, the battery temperature does not rise readily. Therefore, the need for cooling is low, and there is a risk that cooling will cause the battery temperature to drop too much, reducing its performance. Consequently, one cannot place too much hope in heat recovery.However, in addition to the battery, the vehicle also contains the aforementioned propulsion motor and similar components (temperature control targets, which are not the battery). These propulsion motor and similar components are also driven and generate heat, which is why cooling is necessary for stable operation. The propulsion motor and similar components can also operate at lower temperatures compared to the battery.

[0006] The present invention was created to solve these prior art technical problems, and its objective is to provide a vehicle air conditioning system with which the cooling of a temperature control target object installed in a vehicle, which is not the battery, and the heat recovery from this temperature control target object can be carried out easily and without hindrance. SOLUTION OF THE TASKS

[0007] A vehicle air conditioning system of the present invention comprises a compressor for compressing a refrigerant, a heat sink from which the refrigerant releases heat to heat air supplied to a passenger compartment, an external heat exchanger provided outside the passenger compartment, and a control device, wherein the control device performs at least one air conditioning operation for heating the passenger compartment, in which refrigerant discharged by the compressor releases heat at the heat sink and the refrigerant absorbs heat at the external heat exchanger after a pressure reduction, characterized by a device temperature control device capable of regulating the temperature of a battery and a defined temperature control target object, which is not the battery, installed in the vehicle using the refrigerant.wherein, in air conditioning mode, the control device has a heating / waste heat recovery mode when heating the passenger compartment, in which it controls the device temperature control device and cools the temperature control target object by means of the refrigerant without cooling the battery. Further features are defined in the independent patent claims.

[0008] A vehicle air conditioning system according to claim 2 is characterized in that the control device of the above invention executes the heating / waste heat recovery mode in the event that the temperature of the temperature control target object or an index value indicating the temperature of the temperature control target object rises to or above a defined upper threshold value.

[0009] A vehicle air conditioning system according to claim 3 is characterized in that the device temperature control device of the above inventions comprises a circulation device for circulating a heat transfer medium to the battery and the temperature control target object, a refrigerant-heat transfer medium heat exchanger for effecting a heat exchange between the refrigerant and the heat transfer medium, and a flow path switching device for controlling the circulation of the heat transfer medium to the battery and the temperature control target object, wherein, in heating / waste heat recovery mode, the control device allows the refrigerant to flow to the refrigerant-heat transfer medium heat exchanger after the pressure of the refrigerant has been reduced so that it absorbs heat from the heat transfer medium, and controls the circulation device and the flow path switching device to allow the heat transfer medium to circulate from the refrigerant-heat transfer medium heat exchanger to the temperature control target object.without circulating it to the battery.

[0010] A vehicle air conditioning system according to claim 4 is characterized in that, in the above inventions, the device temperature control device has a heating device for heating the battery, wherein the control device in air conditioning operation has a heating / battery heating and waste heat recovery mode when heating the passenger compartment, in which the temperature control target object is cooled by the refrigerant and the battery is heated by the heating device.

[0011] A vehicle air conditioning system according to claim 5 is characterized in that the control device of the above invention executes the heating / battery warming and waste heat recovery mode in the event that the temperature of the battery or an index value indicating the temperature of the battery falls to or below a lower threshold value.

[0012] A vehicle air conditioning system according to claim 6 is characterized in that, in one of the inventions of claims 4 or 5, the device temperature control device comprises a circulation device for circulating the heat transfer medium to the battery, to the temperature control target object, and to the heating device, a refrigerant-heat transfer medium heat exchanger for effecting a heat exchange between the refrigerant and the heat transfer medium, and a flow path switching device for controlling the circulation of the heat transfer medium to the battery, the temperature control target object, and the heating device, wherein, in heating / battery heating and waste heat recovery mode, after the pressure of the refrigerant is reduced, the control device allows it to flow to the refrigerant-heat transfer medium heat exchanger so that it absorbs heat from the heat transfer medium, and the circulation device controls the flow path switching device and the heating device.to circulate the heat transfer fluid from the refrigerant-heat transfer fluid heat exchanger to the temperature control target object without circulating it to the battery, and to circulate the heat transfer fluid between the heating device and the battery in order to heat the battery.

[0013] A vehicle air conditioning system according to claim 7 is characterized in that, in the above inventions, a heat sink is provided to absorb heat from the refrigerant and to cool the air supplied to the passenger compartment, wherein the control device performs an air conditioning operation to cool the passenger compartment by releasing heat from the refrigerant discharged from the compressor at the external heat exchanger and absorbing heat at the heat sink after a pressure reduction, and in air conditioning operation, when cooling the passenger compartment, it has a cooling / battery cooling and temperature control target object cooling mode in which it controls the device temperature control device and cools the battery and the temperature control target object.

[0014] A vehicle air conditioning system according to claim 8 is characterized in that the control device of the above invention, in the event that the temperature of the battery or an index value indicating the temperature of the battery rises to or above an upper threshold value, executes the cooling-battery cooling and temperature regulation target object cooling mode.

[0015] A vehicle air conditioning system according to claim 9 is characterized in that the device temperature control device of the inventions of claim 7 or 8 comprises a circulation device for circulating a heat transfer medium to the battery and the temperature control target object, a refrigerant-heat transfer medium heat exchanger for effecting a heat exchange between the refrigerant and the heat transfer medium, an air-heat transfer medium heat exchanger for effecting a heat exchange between outside air and the heat transfer medium, and a flow path switching device for controlling the circulation of the heat transfer medium to the battery and the temperature control target object, wherein, in cooling / battery cooling and temperature control target object cooling mode, the control device allows the refrigerant to flow to the refrigerant-heat transfer medium heat exchanger after a pressure reduction so that it absorbs heat from the heat transfer medium.and controls the circulation device and the flow path switching device to circulate the heat transfer fluid from the refrigerant-to-heat transfer fluid heat exchanger to the battery to cool the battery, and to circulate the heat transfer fluid between the temperature control target object and the air-to-heat transfer fluid heat exchanger to cool the temperature control target object.

[0016] A vehicle air conditioning system according to claim 10 is characterized in that, in the above inventions, the air-heat transfer medium heat exchanger is arranged downstream of the external heat exchanger. EFFECTS OF THE INVENTION

[0017] According to the present invention, the vehicle air conditioning system comprises the compressor for compressing refrigerant, the heat sink from which the refrigerant releases heat to heat the air supplied to the passenger compartment, the external heat exchanger provided outside the passenger compartment, and the control device, wherein the control device performs at least the air conditioning operation for heating the passenger compartment, in which the refrigerant discharged by the compressor releases heat at the heat sink and the refrigerant absorbs heat at the external heat exchanger after a pressure reduction, and the device temperature control device is provided which is capable of regulating the temperature of the battery and the specified temperature control target object, which is not the battery, installed in the vehicle using the refrigerant.wherein the control device in air conditioning operation has a heating / waste heat recovery mode when heating the passenger compartment, in which it controls the device temperature control device and cools the temperature control target object by means of the refrigerant without cooling the battery, by means of the control device in air conditioning operation when heating the passenger compartment, the heat of a temperature control target object installed in the vehicle, which is not the battery, can be recovered by means of the refrigerant without cooling the battery and the passenger compartment can be heated while cooling the temperature control target object.

[0018] This allows the heat from the temperature control target object (which is not the battery) to be used effectively when heating the passenger compartment, resulting in highly efficient heating of the passenger compartment. Simultaneously, the temperature control target object can be cooled while preventing frost formation on the external heat exchanger. Since the battery is not cooled in this process, it is possible to avoid any negative effects on the battery, particularly in environments with low ambient air temperatures or similar conditions where battery cooling is not required.

[0019] By executing the heating / waste heat recovery mode, as in the invention according to claim 2, in the event that the temperature of the temperature control target object or an index value indicating the temperature of the temperature control target object rises to or above a defined upper threshold, the control device can, in the event that the temperature control target object is cooled, execute the heating / waste heat recovery mode.

[0020] In the vehicle air conditioning system according to claim 3, the device temperature control device is provided with a circulation device for circulating a heat transfer medium to the battery and the temperature control target object, a refrigerant-heat transfer medium heat exchanger for effecting a heat exchange between the refrigerant and the heat transfer medium, and a flow path switching device for controlling the circulation of the heat transfer medium to the battery and the temperature control target object, and the control device, in heating / waste heat recovery mode, allows the refrigerant to flow to the refrigerant-heat transfer medium heat exchanger after pressure reduction so that it absorbs heat from the heat transfer medium, and controls the circulation device and the flow path switching device to allow the heat transfer medium to circulate from the refrigerant-heat transfer medium heat exchanger to the temperature control target object without allowing it to circulate to the battery.It is easy to implement a process in which the temperature control target object is cooled without cooling the battery, and its waste heat is recovered through the refrigerant.

[0021] By providing the heating device for heating the battery on the device temperature control device, as in the invention according to claim 4, and by providing the control device in air conditioning operation when heating the passenger compartment the heating / battery heating and waste heat recovery mode, in which the temperature control target object is cooled by the refrigerant and the battery is heated by the heating device, the problem that the temperature of the battery drops too low and its performance decreases when cooling the temperature control target object and recovering its waste heat can be solved, particularly in an environment with low outside air temperature.

[0022] By executing the heating / battery warming and waste heat recovery mode, as in the invention according to claim 5, in the event that the temperature of the battery or an index value indicating the temperature of the battery falls to or below a lower threshold value, the heating / waste heat recovery mode can be started in a targeted manner to warm the battery while recovering waste heat from the temperature control target object.

[0023] Furthermore, in the device temperature control device as in the invention according to claim 6, the circulation device for circulating the heat transfer medium to the battery, to the temperature control target object and to the heating device, the refrigerant-heat transfer medium heat exchanger for effecting a heat exchange between the refrigerant and the heat transfer medium and the flow path switching device for controlling the circulation of the heat transfer medium to the battery, the temperature control target object and the heating device are provided, and the control device in heating / battery heating and waste heat recovery mode allows the refrigerant to flow to the refrigerant-heat transfer medium heat exchanger after pressure reduction so that it absorbs heat from the heat transfer medium, and the circulation device controls the flow path switching device and the heating device,To circulate the heat transfer fluid from the refrigerant-heat transfer fluid heat exchanger to the temperature control target object without circulating it to the battery, and to circulate the heat transfer fluid between the heating device and the battery to heat the battery, a process can easily be implemented in which the battery is heated while the temperature control target object is cooled and its waste heat is recovered.

[0024] Furthermore, by providing, as in the invention according to claim 7, a heat sink to absorb heat from the refrigerant and to cool the air supplied to the passenger compartment, and by the control device performing the air conditioning operation to cool the passenger compartment by releasing heat from the refrigerant discharged from the compressor at the external heat exchanger and absorbing heat at the heat sink after a pressure reduction, and by providing the cooling / battery cooling and temperature control target object cooling mode in air conditioning operation when cooling the passenger compartment, in which it controls the device temperature control device and cools the battery and the temperature control target object, by the control device performing the cooling / battery cooling and temperature control target object cooling mode in air conditioning operation to cool the passenger compartment,In an environment with high ambient air temperature, both the battery and the temperature control target object are cooled, and a drop in performance is avoided.

[0025] By having the control device execute the cooling / battery cooling and temperature regulation target object cooling mode in the event that the temperature of the battery or an index value indicating the temperature of the battery rises to or above an upper threshold, as in the invention according to claim 8, the problem of the battery temperature increasing and its performance decreasing can be specifically avoided.

[0026] Furthermore, as in the invention according to claim 9, the device temperature control device is provided with the circulation device for circulating the heat transfer medium to the battery and the temperature control target object, the refrigerant-heat transfer medium heat exchanger for effecting a heat exchange between the refrigerant and the heat transfer medium, the air-heat transfer medium heat exchanger for effecting a heat exchange between outside air and the heat transfer medium, and the flow path switching device for controlling the circulation of the heat transfer medium to the battery and the temperature control target object, and the control device, in cooling / battery cooling and temperature control target object cooling mode, allows the refrigerant to flow to the refrigerant-heat transfer medium heat exchanger after pressure reduction so that it absorbs heat from the heat transfer medium, and controls the circulation device and the flow path switching device.To circulate the heat transfer fluid from the refrigerant-to-heat transfer fluid heat exchanger to the battery to cool the battery, and to circulate the heat transfer fluid between the temperature control target object and the air-to-heat transfer fluid heat exchanger to cool the temperature control target object, the temperature control target object, which is not the battery, can be easily cooled by outside air, while the battery is cooled using the refrigerant.

[0027] By arranging the air-to-air heat exchanger downstream of the external heat exchanger, as in the invention according to claim 10, the problem of the air-to-air heat exchanger impairing the heat radiation effect of the external heat exchanger in cooling / battery cooling and temperature regulation target object cooling mode can also be avoided. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] They show: Fig. 1 A structural view of an embodiment of a vehicle air conditioning system to which the present invention has been applied (first embodiment); Fig. 2 a block diagram of a control device for the vehicle air conditioning system Fig. 1 serving air conditioning control unit; Fig. 3 an explanatory view of a heating operation of the air conditioning control unit from Fig. 2; Fig. 4 an explanatory view of a dehumidification heating operation of the air conditioning control unit from Fig. 2; Fig. 5 an explanatory view of a dehumidification cooling operation / cooling operation of the air conditioning control unit from Fig. 2; Fig. 6 an explanatory view of a heating / waste heat recovery mode of the air conditioning control unit Fig. 2; Fig. 7 an explanatory view of a cooling / battery cooling and temperature control target object cooling mode of the air conditioning control unit Fig. 2; Fig. 8 a structural view of a further embodiment of a vehicle air conditioning system to which the present invention has been applied (second embodiment); and Fig. 9 An explanatory view of a heating / battery warming and waste heat recovery mode used by the climate control unit in the vehicle's air conditioning system Fig. 8 executes. DESCRIPTION OF THE EXECUTION FORMS

[0029] An embodiment of the present invention is described in detail below, based on the accompanying figures. First embodiment

[0030] Fig. Figure 1 shows a structural view of a vehicle air conditioning system 1 of a first embodiment to which the present invention has been applied. The vehicle of the embodiment to which the present invention is applied is an electric vehicle (EV) without an internal combustion engine (internal combustion engine), wherein the vehicle is driven by a battery 55 (for example, a lithium battery) installed in it and electrical energy supplied to a motor (electric motor) 65 used for driving, with which the battery 55 was charged by an external power source. The vehicle air conditioning system 1 is also driven by electrical energy from the battery 55.

[0031] This means that the vehicle air conditioning system 1 performs a heating operation in the electric vehicle, in which heating via engine waste heat is not possible, by operating a heat pump using a refrigerant circuit R and also performs several air conditioning operating modes such as a dehumidifying heating operation, a dehumidifying cooling operation and a cooling operation in order to air-condition the passenger compartment.

[0032] In the present invention, the heating and dehumidifying heating modes are each air conditioning modes for heating the passenger compartment, and the cooling and dehumidifying cooling modes are each air conditioning modes for cooling the passenger compartment. The vehicle is not limited to an electric vehicle, and the present invention is naturally also useful for a so-called hybrid vehicle, which uses both an internal combustion engine and an electric motor for propulsion.

[0033] The vehicle air conditioning system 1 performs the climate control (heating, cooling, dehumidification and ventilation) of the passenger compartment of the electric vehicle, and includes an electrically driven compressor 2 for compressing refrigerant (electrically driven compressor), a heat sink 4, which is provided in an air duct 3 of an air conditioning unit 10 for ventilating the passenger compartment and circulating air within it, and into which hot high-pressure refrigerant delivered from the compressor 2 via a refrigerant line 13G flows and at which the refrigerant releases heat to warm the air supplied to the passenger compartment, an external expansion valve 6, which is formed by an electrically driven valve that causes a pressure reduction and expansion of the refrigerant during heating, and an external heat exchanger 7, which carries out a heat exchange between the refrigerant and the outside air and thus serves as a heat sink (condenser) during cooling and causesThe refrigerant releases heat and, when heating, acts as an evaporator, causing the refrigerant to absorb heat. An internal expansion valve 8, formed by an electrically driven valve, causes a pressure reduction and expansion of the refrigerant. A heat sink 9, provided in the air duct 3, causes the refrigerant to absorb heat from inside and outside the passenger compartment during cooling (dehumidification) to cool the air supplied to the passenger compartment. An accumulator 12 and the like are connected sequentially by a refrigerant line 13, thus forming a refrigerant circuit R. The external expansion valve 6 and the internal expansion valve 8 can not only reduce the pressure and expand the refrigerant but can also be fully opened and fully closed.

[0034] An external fan 15 is also provided on the external heat exchanger 7. By forcibly ventilating the external heat exchanger 7 with outside air, the external fan 15 causes a heat exchange between the outside air and the refrigerant, resulting in a setup in which the external heat exchanger 7 is forcibly ventilated when the vehicle is stationary (i.e., at a driving speed of 0 km / h).

[0035] A refrigerant line 13A, connected to the refrigerant outlet side of the external heat exchanger 7, is connected via a check valve 18 to a refrigerant line 13B. The side of the refrigerant line 13B of the check valve 18 is considered to be its regular flow direction, with the refrigerant line 13B being connected to the internal expansion valve 8.

[0036] The refrigerant line 13A exiting the external heat exchanger 7 branches, and a branched refrigerant line 13D is connected via an electromagnetic valve 21, which opens during heating, to a refrigerant line 13C located on the outlet side of the heat sink 9. At one point downstream of the connection point of refrigerant line 13D, a check valve 20 is connected to refrigerant line 13C, and at another point downstream of check valve 20, refrigerant line 13C is connected to the accumulator 12, and the accumulator 12 is connected to the refrigerant intake side of the compressor 2. The accumulator 12 side is considered the regular direction of flow for the check valve 20.

[0037] A refrigerant line 13E on the outlet side of the heat sink 4 branches upstream of the external expansion valve 6 (refrigerant flow upstream) into a refrigerant line 13J and a refrigerant line 13F, and one branched refrigerant line 13J is connected via the external expansion valve 6 to the refrigerant inlet side of the external heat exchanger 7. The other branched refrigerant line 13F is connected via an electromagnetic valve 22, which opens during dehumidification, to the refrigerant line 13B located downstream of the check valve 18 and upstream of the internal expansion valve 8.

[0038] This means that the refrigerant line 13F is in parallel with the series connection of the external expansion valve 6, the external heat exchanger 7 and the check valve 18 and forms a circuit to bypass the external expansion valve 6, the external heat exchanger 7 and the check valve 18.

[0039] In air duct 3, upstream of heat sink 9, intake openings are formed as an outside air intake opening and an inside air intake opening (in Fig. Figure 1 shows a representative intake opening 25), wherein an intake switching flap 26 is provided in the intake opening 25, which switches between interior air from inside the passenger compartment (interior air circuit) and exterior air from outside the passenger compartment (exterior air supply) with respect to the air introduced into the air duct 3. Downstream of the intake switching flap 26, an internal blower (fan) 27 is also provided, which supplies either interior air or exterior air to the air duct 3.

[0040] Reference numeral 23 in Fig. Reference numeral 1 designates an auxiliary heating device serving as an auxiliary heating element. In this embodiment, the auxiliary heating device 23 is designed as a PTC heating element (electric heating element) and is positioned downstream of the heat sink 4 in the air duct 3 with respect to the airflow. When the auxiliary heating device 23 is energized and generates heat, it forms a so-called heating core and assists in heating the passenger compartment.

[0041] Upstream of the heat sink 4, an air mixing damper 28 is provided in the air duct 3. This damper regulates the proportion of air (indoor or outdoor air) that flows into the air duct 3 and through the heat sink 9, ventilating the heat sink 4 and the auxiliary heating device 23. Downstream of the heat sink 4, discharge openings FOOT, VENT, and DEF are also provided in the air duct 3. Fig. 1 representative as outlet opening 29), and an outlet switching flap 31 is provided at the outlet openings 29, which performs a switching control of the blowing of the air from the outlet openings.

[0042] The vehicle air conditioning system 1 also includes a device temperature control device 61, which circulates the heat transfer fluid to the battery 55 and the propulsion motor 65, thus regulating the temperature of the battery 55 and the propulsion motor 65. In this embodiment, the propulsion motor 65 is the defined temperature control target object, which is not the battery 55. The propulsion motor 65, as the temperature control target object according to the invention, is not limited to the electric motor itself, but is a term that also includes electrical devices for driving it, such as an inverter circuit and the like. Of course, other heat-generating devices installed in the vehicle can also be used as the temperature control target object in addition to the propulsion motor 65.

[0043] The device temperature control device 61 of this embodiment comprises a first circulation pump 62 and a second circulation pump 63 as a circulation device for circulating the heat transfer medium to the battery 55 and the motor 65 used for driving, a refrigerant-heat transfer medium heat exchanger 64, an air-heat transfer medium heat exchanger 67 and a first three-way valve 81, second three-way valve 82 and third three-way valve 83 as flow path switching devices, wherein these, the battery 55 and the motor 65 used for driving are connected by means of a heat transfer medium line 68.

[0044] In this embodiment, a heat transfer line 68A is connected to the outlet side of the first circulation pump 62, and the heat transfer line 68A is connected to an inlet port of the first three-way valve 81. One outlet of the first three-way valve 81 is connected to a heat transfer line 68B, and the heat transfer line 68B is connected to an inlet of the battery 55. The outlet of the battery 55 is connected to a heat transfer line 68C, and the heat transfer line 68C is connected to the inlet of the second three-way valve 82. The other outlet of the first three-way valve 81 is connected to a heat transfer line 68D, and the heat transfer line 68D is connected to the heat transfer line 68C between the battery 55 and the second three-way valve 82. In this way, the heat transfer line 68D bypasses the battery 55.

[0045] One outlet of the second three-way valve 82 is connected to a heat transfer line 68E, and the heat transfer line 68E is connected to the inlet of a heat transfer flow path 64A of the refrigerant-heat transfer medium heat exchanger 64. A heat transfer line 68F is connected to the outlet of the heat transfer flow path 64A, and the heat transfer line 68F is connected to the suction side of the first circulation pump 62.

[0046] The outlet of the second circulation pump 63 is connected to a heat transfer line 68G, and the heat transfer line 68G is connected to the inlet of the propulsion engine 65. The other outlet of the second three-way valve 82 is connected to a heat transfer line 68H, and the heat transfer line 68H is connected to the heat transfer line 68G between the second circulation pump 63 and the propulsion engine 65. The outlet of the propulsion engine 65 is connected to a heat transfer line 68J, and the heat transfer line 68J is connected to the inlet of the third three-way valve 83.

[0047] One outlet of the third three-way valve 83 is connected to a heat transfer line 68K, and the heat transfer line 68K is connected to the heat transfer line 68E between the second three-way valve 82 and the refrigerant-to-heat transfer fluid heat exchanger 64. The other outlet of the third three-way valve 83 is connected to a heat transfer line 68L, and the heat transfer line 68L is connected to the inlet of the air-to-heat transfer fluid heat exchanger 67. A heat transfer line 68M is connected to the outlet of the air-to-heat transfer fluid heat exchanger 67, and the heat transfer line 68M is connected to the intake side of the second circulation pump 63.

[0048] The heat transfer medium used for the device temperature control device 61 can be, for example, water, a refrigerant such as HFO-1234yf, a liquid such as coolant or the like, or a gas such as air or the like. In the exemplary embodiment, water is used as the heat transfer medium. A jacket structure is formed around the battery 55 and the propulsion motor 65, in which the heat transfer medium can flow in a heat exchange relationship with the battery 55 and the propulsion motor 65. The air-to-air heat exchanger 67 is arranged downstream of the external heat exchanger 7 with respect to a flow (blowing air path) of outside air (air) that is blown in by an external blower 15.

[0049] When switching to a state in which the inlet and the other outlet of the first three-way valve 81 are connected, the inlet and the other outlet of the second three-way valve 82, and the inlet and one outlet of the third three-way valve 83 are connected, and the first circulation pump 62 is operated, circulation takes place in which the heat transfer fluid supplied by the first circulation pump 62 passes sequentially through the heat transfer fluid line 64A, the first three-way valve 81, the heat transfer fluid line 68D, the heat transfer fluid line 68C, the second three-way valve 82, the heat transfer fluid line 68H, the heat transfer fluid line 68G, the propulsion motor 65, the heat transfer fluid line 68J, the third three-way valve 83, the heat transfer fluid line 68K, the heat transfer fluid line 68E, and the heat transfer fluid flow path 64A of the refrigerant-heat transfer fluid heat exchanger. 64 and the heat transfer fluid line 68F flows and is drawn in by the first circulation pump 62.This is considered a first flow path control state.

[0050] In the first flow path control state, the heat transfer fluid, from which heat is absorbed by the refrigerant in the heat transfer fluid flow path 64A of the refrigerant-heat transfer fluid heat exchanger 64 as described below, is circulated to the propulsion engine 65. There, it undergoes a heat exchange with the propulsion engine 65 and recovers waste heat from the propulsion engine 65, while simultaneously cooling the propulsion engine 65 itself. Since the heat transfer fluid is not circulated to the battery 55, the battery 55 is not cooled by the heat transfer fluid.

[0051] When switching to a state in which the inlet and one outlet of the first three-way valve 81 are connected, the inlet and one outlet of the second three-way valve 82 are connected, and the inlet and the other outlet of the third three-way valve 83 are connected, and the first circulation pump 62 and the second circulation pump 63 are operated, the heat transfer fluid supplied by the first circulation pump 62 flows sequentially through the heat transfer line 64A, the first three-way valve 81, the heat transfer line 68B, the battery 55, the heat transfer line 68C, the second three-way valve 82, the heat transfer line 68E, the heat transfer fluid flow path 64A of the refrigerant-heat transfer fluid heat exchanger 64, and the heat transfer line 68F, and is drawn in by the first circulation pump 62.Circulation also takes place, whereby the heat transfer fluid supplied by the second circulation pump 63 flows sequentially through the heat transfer fluid line 68G, the motor 65 used for driving, the heat transfer fluid line 68J, the third three-way valve 83, the heat transfer fluid line 68L, the air-to-air heat exchanger 67, and the heat transfer fluid line 68M, and is drawn in by the second circulation pump 63. This is considered a second flow path control state.

[0052] In this second flow path control state, the heat transfer fluid is circulated between the battery 55 and the refrigerant-to-heat transfer fluid heat exchanger 64. The heat transfer fluid, from which heat is absorbed by the refrigerant in the heat transfer fluid flow path 64A of the refrigerant-to-heat transfer fluid heat exchanger 64, as described below, is thus circulated to the battery 55, undergoes a heat exchange with the battery 55, and cools the battery 55. The heat transfer fluid is also circulated between the propulsion engine 65 and the air-to-heat transfer fluid heat exchanger 67. Thus, the heat transfer fluid, which was cooled by ambient air at the air-to-heat transfer fluid heat exchanger 67 (air cooling), is circulated to the propulsion engine 65, undergoes a heat exchange with the propulsion engine 65, and cools the propulsion engine 65.

[0053] Downstream of the outlet of refrigerant line 13F of the refrigerant circuit R, i.e., a connecting section between refrigerant line 13F and refrigerant line 13B at a point in refrigerant line 13B upstream of the internal expansion valve 8, one end of a branch line 72, serving as a branch circuit, is connected. An auxiliary expansion valve 73, designed as an electrically actuated valve, is provided on the branch line 72. The auxiliary expansion valve 73 causes a pressure reduction and expansion of the refrigerant flowing in a refrigerant flow path 64B of the refrigerant-heat transfer fluid heat exchanger 64, as described below, and can be completely closed.

[0054] The other end of the branch line 72 is connected to the refrigerant flow path 64B of the refrigerant-heat transfer fluid heat exchanger 64, and one end of a refrigerant line 74 is connected to the outlet of the refrigerant flow path 64B, while the other end of the refrigerant line 74 is connected downstream of the check valve 20 upstream of the accumulator 12 (upstream) to the refrigerant line 13C. The auxiliary expansion valve 73 and the like also form part of the refrigerant circuit R and simultaneously form part of the device temperature control device 61.

[0055] When the auxiliary expansion valve 73 is open, refrigerant (part or all of it) flows from the refrigerant line 13F and the external heat exchanger 7 into the branch line 27. After a pressure reduction by the auxiliary expansion valve 73, it flows into the refrigerant flow path 64B of the refrigerant-heat transfer fluid heat exchanger 64 and evaporates. As the refrigerant flows in the refrigerant flow path 64B, it absorbs heat from the heat transfer fluid flowing in the heat transfer fluid flow path 64A and is then drawn into the compressor 2 via the accumulator 12.

[0056] Reference numeral 32 in Fig. Reference 2 to an air conditioning control unit 32 is defined as a control device overseeing the control of the vehicle air conditioning system 1. The air conditioning control unit 32 is designed such that it is connected via a vehicle communication bus 45 to a vehicle control unit 35 (ECU), which oversees the control of the vehicle as a whole, including drive control of the motor 65 used for driving and charging and discharging of the battery 55, and exchanges information with it. The air conditioning control unit 32 and the vehicle control unit 35 (ECU) are both microcomputers, which are examples of a computer equipped with a processor.

[0057] The input of the climate control unit 32 (control device) is connected to the respective outputs of an outside air temperature sensor 33 for measuring the temperature of the air outside the vehicle (Tam), an outside air humidity sensor 34 for measuring the outside air humidity, an air conditioning unit intake temperature sensor 36 for measuring the temperature of the air drawn into the air duct 3 through the intake opening 25, an inside air temperature sensor 37 for measuring the temperature of the air in the passenger compartment (interior air), an inside air humidity sensor 38 for measuring the humidity of the air in the passenger compartment, an inside CO2 concentration sensor 39 for measuring the carbon dioxide concentration in the passenger compartment, an outlet temperature sensor 41 for measuring the temperature of the air blown into the passenger compartment through the outlet opening 29, and a discharge pressure sensor 42 for measuring the refrigerant discharge pressure of the compressor 2 (discharge pressure Pd).a discharge temperature sensor 43 for detecting the refrigerant discharge temperature of the compressor 2, an intake temperature sensor 44 for detecting the refrigerant intake temperature of the compressor 2, a heat sink temperature sensor 46 for detecting the temperature of the heat sink 4 (temperature of the air after passing through the heat sink 4 or temperature of the heat sink 4 itself: heat sink temperature TCI), a heat sink pressure sensor 47 for detecting the refrigerant pressure of the heat sink 4 (pressure of the refrigerant in the heat sink 4 or immediately after exiting the heat sink 4: heat sink pressure PCI), a heat sink temperature sensor 48 for detecting the temperature of the heat sink 9 (temperature of the air after passing through the heat sink 9 or temperature of the heat sink 9 itself: heat sink temperature Te),a heat sink pressure sensor 49 for detecting the refrigerant pressure of the heat sink 9 (pressure of the refrigerant in the heat sink 9 or immediately after exiting the heat sink 9), a light incidence sensor 51, for example a photosensor, for detecting the amount of light entering the passenger compartment, a vehicle speed sensor 52 for detecting the speed of movement of the vehicle (vehicle speed), an air conditioning control section 53 for changing the set temperature and the air conditioning operation,an external heat exchanger temperature sensor 54 for detecting the temperature of the external heat exchanger 7 (temperature of the refrigerant exiting the external heat exchanger 7 or temperature of the external heat exchanger 7 itself: external heat exchanger temperature TXO; when the external heat exchanger 7 is operated as an evaporator, the external heat exchanger temperature TXO is the evaporation temperature of the refrigerant at the external heat exchanger 7) and an external heat exchanger pressure sensor 56 for detecting the refrigerant pressure of the external heat exchanger 7 (pressure of the refrigerant in the external heat exchanger 7 or immediately after exiting the external heat exchanger 7).

[0058] The input of the climate control unit 32 is also connected to the respective outputs of a battery temperature sensor 76 for detecting the temperature of the battery 55 (temperature of the battery 55 itself or temperature of the heat transfer fluid exiting the battery 55 or temperature of the heat transfer fluid entering the battery 55: battery temperature Tb), a heat transfer fluid outlet temperature sensor 77 for detecting the temperature of the heat transfer fluid exiting the heat transfer fluid flow path 64A of the refrigerant-heat transfer fluid heat exchanger 64, and a temperature sensor 78 for the engine used for driving to detect the temperature of the engine used for driving 65 (temperature of the engine used for driving 65 itself or temperature of the heat transfer fluid exiting the engine used for driving 65 or temperature of the heat transfer fluid entering the engine used for driving 65: temperature Tm of the engine used for driving).

[0059] The temperature of the heat transfer fluid exiting the battery 55 and the temperature of the heat transfer fluid entering the battery 55 are index values ​​for the temperature of the battery 55, and the temperature of the heat transfer fluid exiting the motor 65 used for driving or the temperature of the heat transfer fluid entering the motor 65 used for driving are index values ​​for the temperature of the motor 65 used for driving.

[0060] The following components are connected to the output of the air conditioning control unit 32: compressor 2, external blower 15, internal blower (fan) 27, outlet diverter flap 26, air mixing flap 28, outlet diverter flap 31, external expansion valve 6, internal expansion valve 8, electromagnetic valve 22 (dehumidifying), electromagnetic valve 21 (heating), auxiliary heating unit 23, first and second circulation pumps 62, 63, auxiliary expansion valve 73, and first to third three-way valves 81-83. The air conditioning control unit 32 is controlled based on the outputs of the individual sensors, the settings entered at the air conditioning control section 53, and information from the vehicle control unit 35.

[0061] Based on the setup described above, the operation of the vehicle air conditioning system 1 of the following embodiment will now be described. In this embodiment, the air conditioning control unit 32 (control device) switches between the air conditioning operating modes: heating, dehumidifying heating, dehumidifying cooling, and cooling, and regulates the temperature of the battery 55 and the engine 65 used for driving (temperature control target object). First, the air conditioning operating modes of the refrigerant circuit R of the vehicle air conditioning system 1 are described. (1) Heating operation (air conditioning operation for heating the passenger compartment)

[0062] First, with reference to Fig. Section 3 describes the heating operation. Fig. Figure 3 shows the refrigerant flow in the refrigerant circuit R during heating operation (solid arrows). When heating operation is selected in winter or similar conditions by the air conditioning control unit 32 (automatic mode) or by manual operation of the air conditioning control section 53 (manual mode), the air conditioning control unit 32 fully opens the electromagnetic valve 21 (for heating) and fully closes the internal expansion valve 8. It also closes the electromagnetic valve 22 (for dehumidification).

[0063] Then the compressor 2 and the blowers 15 and 27 are operated, and the air mixing flap 28 adjusts the proportion of air blown from the internal blower 27 to the heat sink 4 and the auxiliary heating device 23. This causes high-temperature, gaseous, high-pressure refrigerant discharged from the compressor 2 to flow into the heat sink 4. Since the air in the air duct 3 is blown to the heat sink 4, the air in the air duct 3 is heated by the high-temperature refrigerant in the heat sink 4, while the refrigerant in the heat sink 4 loses heat and cools down, condenses, and liquefies.

[0064] The refrigerant, which has liquefied in the heat sink 4, exits the heat sink 4 and reaches the external expansion valve 6 via the refrigerant lines 13E and 13J. The refrigerant flowing into the external expansion valve 6 experiences a pressure reduction and then flows into the external heat exchanger 7. The refrigerant flowing into the external heat exchanger 7 evaporates and absorbs heat from driving or from outside air blown by the external fan 15 (heat absorption). This means that the refrigerant circuit R forms a heat pump.The cooled refrigerant flows from the external heat exchanger 7 via refrigerant line 13A and refrigerant line 13D, and through the electromagnetic valve 21 to refrigerant line 13C. From there, it passes through the check valve 20 of refrigerant line 13C into the accumulator 12, where gas-liquid separation occurs. The gaseous refrigerant is then drawn into the compressor 2; this circulation is repeated. The air, heated by the heat sink 4, is expelled through the outlet 29, thus heating the passenger compartment.

[0065] The air conditioning control unit 32 calculates the heat sink setpoint pressure PCO (setpoint of the pressure PCI of the heat sink 4) from a heating setpoint temperature TCO (setpoint of the air temperature downstream of the heat sink 4) calculated using the outlet setpoint temperature TAO described below, and controls the speed of the compressor 2 based on this heat sink setpoint pressure PCO and the refrigerant pressure of the heat sink 4 detected by the heat sink pressure sensor 47 (heat sink pressure PCI; high pressure of the refrigerant circuit R), controls the opening degree of the external expansion valve 6 based on the temperature of the heat sink 4 detected by the heat sink temperature sensor 46 (heat sink temperature TCI) and the heat sink pressure PCI detected by the heat sink pressure sensor 47, and controls the subcooling of the refrigerant at the outlet of the heat sink 4.The heating setpoint temperature TCO generally equals TAO, but a certain limit is set due to the control system. If the heating output from the heat sink 4 is insufficient, the auxiliary heating device 23 can be activated and generate heat to supplement the heating output. (2) Dehumidification heating mode (air conditioning mode for heating the passenger compartment)

[0066] Next, with reference to Fig. Section 4 describes the dehumidification heating operation. Fig. Figure 4 shows the refrigerant flow in the refrigerant circuit R during dehumidification / heating operation (solid arrows). During dehumidification / heating operation, the air conditioning control unit 32, when in heating mode, opens the electromagnetic valve 22, opens the internal expansion valve 8, and causes a pressure reduction and expansion of the refrigerant. This diverts a portion of the condensed refrigerant flowing through the heat sink 4 in the refrigerant line 13E. This diverted refrigerant flows through the electromagnetic valve 22 into the refrigerant line 13F and from the refrigerant line 13B to the internal expansion valve 8, while the remaining refrigerant flows to the external expansion valve 6. That is, the diverted portion of the refrigerant experiences a pressure reduction in the internal expansion valve 8, flows into the heat sink 9, and evaporates.

[0067] The air conditioning control unit 32 controls the opening degree of the internal expansion valve 8 such that the superheat (SH) of the refrigerant at the outlet of the heat sink 9 is maintained at a specified value. Due to the heat absorption effect of the refrigerant in the heat sink 9, the water content in the air blown from the internal fan 27 condenses on the heat sink 9 and adheres to it, thereby cooling and dehumidifying the air. The remaining refrigerant flowing into the refrigerant line 13J undergoes a pressure reduction in the external expansion valve 6 and evaporates at the external heat exchanger 7.

[0068] The refrigerant evaporated at heat sink 9 enters refrigerant line 13C and mixes with the refrigerant from refrigerant line 13D (refrigerant from external heat exchanger 7). It is then drawn in by compressor 2 via check valve 20 and accumulator 12; this circulation is repeated. The air dehumidified at heat sink 9 is reheated on its way through heat sink 4, thus providing dehumidifying heating to the passenger compartment.

[0069] The air conditioning control unit 32 controls the speed of the compressor 2 based on the heat sink setpoint pressure PCO calculated from the heating setpoint temperature TCO and the heat sink pressure PCI (high pressure of the refrigerant circuit R) output by the heat sink pressure sensor 47, and the opening degree of the external expansion valve 6 based on the temperature of the heat sink 9 (heat sink temperature Te) detected by the heat sink temperature sensor 48. (3) Dehumidification cooling operation (air conditioning operation for cooling the passenger compartment)

[0070] Next, with reference to Fig. Section 5 describes the dehumidification cooling operation. Fig. Figure 5 shows the refrigerant flow in the refrigerant circuit R during dehumidification cooling operation (solid arrows). In dehumidification cooling operation, the air conditioning control unit 32 opens the internal expansion valve 8, creating a state of pressure reduction and refrigerant expansion, and closes the electromagnetic valve 21 and the electromagnetic valve 22. Then, the compressor 2 and the fans 15 and 27 are operated, and the air mixing flap 28 adjusts the proportion of air blown from the internal fan 27 to the heat sink 4 and the auxiliary heater 23. This causes high-temperature, gaseous, high-pressure refrigerant discharged from the compressor 2 to flow into the heat sink 4. As the air in the air duct 3 is blown to the heat sink 4, the air in the air duct 3 is heated by the hot refrigerant in the heat sink 4, while the refrigerant in the heat sink 4 loses heat and cools down, condenses, and liquefies.

[0071] The refrigerant exiting the heat sink 4 reaches the external expansion valve 6 via refrigerant line 13E and flows through the slightly opened external expansion valve 6 into the external heat exchanger 7. The refrigerant flowing into the external heat exchanger 7 is cooled and condenses there, either by the vehicle's movement or by outside air blowing into the external fan 15. The refrigerant exiting the external heat exchanger 7 passes through refrigerant line 13A and the check valve 18 into refrigerant line 13B and reaches the internal expansion valve 8. In the internal expansion valve 8, the refrigerant's pressure is reduced, and it then flows into the heat sink 9 and evaporates. Due to the heat absorption effect of the refrigerant, the water content in the air blown from the internal fan 27 condenses on the heat sink 9 and adheres to it, thus cooling and dehumidifying the air.

[0072] The refrigerant evaporated at the heat sink 9 reaches the accumulator 12 via the refrigerant line 13C and the check valve 20, and is drawn in from there by the compressor 2; this circulation is repeated. The air, cooled and dehumidified at the heat sink 9, is reheated on its way through the heat sink 4 (reheating: lower heat radiation than during heating), thus providing dehumidifying cooling of the passenger compartment.

[0073] The air conditioning control unit 32 controls the speed of the compressor 2 based on the temperature of the heat sink 9 (heat sink temperature Te) detected by the heat sink temperature sensor 48 and the heat sink setpoint temperature TEO, which is its setpoint, such that the heat sink temperature Te reaches the heat sink setpoint temperature TEO, and controls the degree of opening of the external expansion valve 6 based on the heat drain pressure PCI (high pressure of the refrigerant circuit R) detected by the heat drain pressure sensor 47 and the heat drain setpoint pressure PCO (setpoint of the heat drain pressure PCI) calculated from the heating setpoint temperature TCO, such that the heat drain pressure PCI reaches the heat drain setpoint pressure PCO, and in this way achieves the required degree of reheating by the heat drain 4. (4) Cooling operation (air conditioning operation for cooling the passenger compartment)

[0074] Next, the cooling operation is described. The flow in the refrigerant circuit R is the same as in the dehumidifying cooling operation. Fig. 5. In cooling mode, such as in summer or similar conditions, the air conditioning control unit 32, in dehumidifying cooling mode, opens the external expansion valve 6 fully. This creates a state in which the air mixing damper 28 regulates the proportion of air blown to the heat sink 4 and the auxiliary heating unit 23.

[0075] As a result, gaseous, high-pressure refrigerant discharged from compressor 2 at high temperature flows into heat sink 4. Although air in the air duct 3 blows towards heat sink 4, its proportion is small (solely for reheating during cooling), so it essentially just passes through it. The refrigerant exiting heat sink 4 reaches the external expansion valve 6 via refrigerant line 13E. Since the external expansion valve 6 is fully open, the refrigerant flows through it unchanged and through refrigerant line 13J into the external heat exchanger 7, where it is cooled, condensed, and liquefied by the vehicle's movement or by outside air blowing into the external blower 15.

[0076] The refrigerant exiting the external heat exchanger 7 passes through refrigerant line 13A and check valve 18 into refrigerant line 13B and reaches the internal expansion valve 8. In the internal expansion valve 8, the refrigerant's pressure is reduced, and it then flows into the heat sink 9 and evaporates. Due to the heat absorption effect of the refrigerant, the water content in the air blown from the internal fan 27 condenses on the heat sink 9 and adheres to it, thus cooling the air.

[0077] The refrigerant evaporated at the heat sink 9 reaches the accumulator 12 via the refrigerant line 13C and the check valve 20, and is drawn in from there by the compressor 2; this circulation is repeated. The air cooled and dehumidified in the heat sink 9 is blown from the outlet 29 into the passenger compartment, thus cooling the passenger compartment. In this cooling mode, the air conditioning control unit 32 controls the speed of the compressor 2 based on the temperature of the heat sink 9 (heat sink temperature Te) detected by the heat sink temperature sensor 48. (5) Switching the air conditioning operation

[0078] The climate control unit 32 calculates the target outlet temperature TAO using formula (I) below. The target outlet temperature TAO is the target temperature of the air that is blown into the passenger compartment through the outlet opening 29. TAO=(Tset−Tin)×K+Tbal(f(Tset, SUN, Tam)) Here, Tset is the setpoint temperature of the passenger compartment set by the climate control section 53, Tin is the temperature in the passenger compartment measured by the interior air temperature sensor 37, K is the coefficient, and Tbal is a compensation value calculated from the setpoint temperature Tset, the amount of light SUN measured by the light incidence sensor 51, and the outside temperature Tam measured by the outside temperature sensor 33. In general, the exhaust setpoint temperature TAO is higher the lower the outside temperature Tam is, and decreases as the outside temperature Tam increases.

[0079] When the air conditioning control unit 32 starts up, one of the air conditioning operating modes is selected based on the outside air temperature Tam detected by the outside air temperature sensor 33 and the outlet setpoint temperature TAO. If changes occur in the environment after start-up, such as in the outside air temperature Tam or the outlet setpoint temperature TAO, or in the settings, the corresponding air conditioning operating mode is selected and switched to. (6) Heating / waste heat recovery mode

[0080] Next, with reference to Fig. Section 6 describes a heating / waste heat recovery mode implemented by the air conditioning control unit 32 in heating and dehumidification heating modes. The air conditioning control unit 32 thus features the heating / waste heat recovery mode described below. The following description is based on the example of its operation during heating mode.

[0081] As already mentioned, the propulsion motor 65 generates heat when driven by the vehicle. If its temperature rises exceptionally high, there is a risk of malfunction, reduced performance, and, in the worst case, damage. The suitable temperature range (operating temperature range) of the propulsion motor 65 is generally known, and in this application, a range of -15 °C to +60 °C applies. Furthermore, in this application, the lowest temperature of -15 °C within the suitable temperature range for the propulsion motor 65 is considered the lower threshold TLm of the propulsion motor 65's temperature (Tm of the propulsion motor), while the highest temperature of +60 °C is considered the upper threshold THm.

[0082] The temperature of battery 55 changes in relation to the ambient air temperature and due to its own generated heat. In environments with high or extremely low ambient air temperatures, the temperature of battery 55 rises or falls dramatically, making charging and discharging more difficult. The suitable temperature range (operating temperature range) of battery 55 is also generally known, but it is narrower than the suitable temperature range of the propulsion motor 65, which in this application is a range of 0 °C to +40 °C. Furthermore, in this application, the lowest temperature of 0 °C within the suitable temperature range for battery 55 is defined as the lower threshold TLb of the battery temperature Tb, while the highest temperature of +40 °C is defined as the upper threshold THb.

[0083] When the temperature of the motor 65 used for driving or the battery 55 rises and its waste heat is recovered, it is possible in heating and dehumidifying heating mode to cool them and use their waste heat to contribute to heating the passenger compartment. However, heating operation occurs particularly in environments with low outside air temperatures, such as in winter, where the temperature of the battery 55 does not rise easily. Therefore, the need for cooling is low, and there is a risk that the battery temperature Tb will drop too much and its performance will decrease. Therefore, not too high expectations can be placed on heat recovery.

[0084] The motor 65 used for driving, on the other hand, is also driven in environments with low ambient air temperatures, such as in winter. It therefore heats up and must be cooled for stable operation. Furthermore, as already mentioned, the suitable temperature range of the motor 65 used for driving is wider both upwards and downwards than that of the battery 55, which is why it can also be driven at lower temperatures. If, for example, during heating operation, the temperature Tm of the motor used for driving, as detected by the temperature sensor 78, reaches or exceeds the upper threshold THm, the climate control unit 32 therefore executes the heating / heat recovery mode.

[0085] Fig. Figure 6 shows the flow of refrigerant in the refrigerant circuit R (solid arrows) and the flow of the heat transfer fluid in the unit temperature control device 61 (dashed arrows) in heating / waste heat recovery mode. When the refrigerant circuit R is in the Fig. When the heating operation shown in Figure 3 is in operation, the air conditioning control unit 32, in heating / waste heat recovery mode, also opens the electromagnetic valve 22 and the auxiliary expansion valve 73 and controls their degree of opening. The unit temperature control device 61 controls the first to third three-way valves 81-83, sets the heat transfer fluid flow in the heat transfer fluid line 68 to the first flow path control state, and operates the first circulation pump 62.

[0086] A portion of the refrigerant from the heat sink 4 is therefore diverted upstream of the external expansion valve 6 and reaches the upstream side of the internal expansion valve 8 via the refrigerant line 13F. Next, the refrigerant enters the branch line 72 and undergoes a pressure reduction at the auxiliary expansion valve 73, after which it flows through the branch line 72 into the refrigerant flow path 64B of the refrigerant-heat transfer fluid heat exchanger 64 and evaporates. This results in heat absorption. The refrigerant evaporated in the refrigerant flow path 64B repeats the circulation, flowing successively through the refrigerant line 74, the refrigerant line 13C, and the accumulator 12, and is drawn in by the compressor 2 (shown by the solid arrows in the figure). Fig. 6).

[0087] The heat transfer fluid supplied by the first circulation pump 62 in turn undergoes a circulation, flowing successively through the heat transfer fluid line 64A, the first three-way valve 81, the heat transfer fluid line 68D, the heat transfer fluid line 68C, the second three-way valve 82, the heat transfer fluid line 68H, the heat transfer fluid line 68G, the motor 65 used for driving, the heat transfer fluid line 68J, the third three-way valve 83, the heat transfer fluid line 68K, the heat transfer fluid line 68E, the heat transfer fluid flow path 64A of the refrigerant-heat transfer fluid heat exchanger 64 and the heat transfer fluid line 68F, and is drawn in by the first circulation pump 62 (in Fig. 6 (shown by the broken arrows: first flow path control state).

[0088] Thus, the heat transfer fluid, from which heat is absorbed by the refrigerant in the heat transfer fluid flow path 64A of the refrigerant-heat transfer fluid heat exchanger 64, is circulated to the propulsion engine 65. There, it undergoes a heat exchange with the propulsion engine 65, recovering waste heat from it while simultaneously cooling the propulsion engine 65. However, since the heat transfer fluid is not circulated to the battery 55, the battery 55 is not cooled by the heat transfer fluid (refrigerant). The waste heat recovered from the propulsion engine 65 is absorbed by the refrigerant at the refrigerant-heat transfer fluid heat exchanger 64 and contributes to heating the passenger compartment via the heat sink 4.

[0089] When the temperature Tm of the engine used for driving, as detected by the temperature sensor 78, reaches or falls below the lower threshold value TLm, the climate control unit 32 terminates the heating / heat recovery mode. In this way, the temperature of the engine used for driving 65 is maintained within the appropriate temperature range.

[0090] The air conditioning control unit 32 also executes the heating / waste heat recovery mode in dehumidification heating mode as well as in heating mode, but in this case it opens in the off state. Fig. 4. The auxiliary expansion valve 73 allows a portion of the refrigerant flowing through refrigerant line 13B to divert at branch line 72 and then, as in Fig. Figure 6 shows heat absorption from the heat transfer medium at the refrigerant-heat transfer medium heat exchanger 64 and intake through the compressor 2. (7) Cooling / Battery Cooling and Temperature Control Target Object Cooling Mode

[0091] Next, with reference to Fig. 7 A cooling / battery cooling and temperature control target object cooling mode is described, implemented by the air conditioning control unit 32 in cooling mode and in dehumidifying cooling mode. The air conditioning control unit 32 therefore has the cooling / battery cooling and temperature control target object cooling mode described below.

[0092] At high ambient air temperatures, such as in summer, and due to internal heat generation, the temperature of the battery 55 rises. The propulsion motor 65 also heats up when driven, which in each case poses the risk of reduced performance and, in the worst case, damage. Therefore, cooling is necessary for stable operation. As already mentioned, the propulsion motor 65 can operate at a higher temperature than the battery 55 (its suitable temperature range is wide). Therefore, if the battery temperature Tb, as detected by the battery temperature sensor 76, reaches or exceeds the upper threshold THb during cooling or dehumidifying cooling operation, the climate control unit 32 executes the cooling / battery cooling and temperature regulation target object cooling mode.

[0093] Fig. Figure 7 shows the refrigerant flow in the refrigerant circuit R (solid arrows) and the heat transfer fluid flow of the device temperature control unit 61 (dashed arrows) in cooling / battery cooling and temperature control target object cooling mode. When the refrigerant circuit R is in cooling or dehumidifying cooling mode, the air conditioning control unit 32 opens the [unclear] in cooling / battery cooling and temperature control target object cooling mode. Fig. The auxiliary expansion valve 73 shown in Figure 5 controls its opening degree. The device temperature control device 61 controls the first to third three-way valves 81-83, sets the heat transfer fluid flow in the heat transfer fluid line 68 to the second flow path control state, and operates the first and second circulation pumps 62, 63.

[0094] The high-temperature refrigerant flows from the compressor 2 via the heat sink 4 to the external heat exchanger 7, where it exchanges heat with the outside air and airflow blown in by the external fan 15, releases heat, and condenses. A portion of the refrigerant condensed at the external heat exchanger 7 reaches the internal expansion valve 8, where its pressure is reduced, it flows into the heat sink 9, and evaporates. This heat absorption cools the air in the air duct 3, thus cooling the passenger compartment.

[0095] The remaining refrigerant condensed at the external heat exchanger 7 is diverted at the branch line 72 and undergoes a pressure reduction at the auxiliary expansion valve 73, after which it evaporates in the refrigerant flow path 64B of the refrigerant-heat transfer fluid heat exchanger 64. The refrigerant absorbs heat from the heat transfer fluid circulating in the device temperature control unit 61. The refrigerant from the heat sink 9 flows through the refrigerant line 13C, the check valve 20, and the accumulator 12 and is drawn in by the compressor 2. The refrigerant from the refrigerant-heat transfer fluid heat exchanger 64 is also drawn in by the compressor 2 via the refrigerant line 74 and the accumulator 12 (indicated by the solid arrow in the diagram). Fig. 7 shown).

[0096] The heat transfer fluid supplied by the first circulation pump 62 flows in sequence through the heat transfer line 64A, the first three-way valve 81, the heat transfer line 68B, the battery 55, the heat transfer line 68C, the second three-way valve 82, the heat transfer line 68E, the heat transfer fluid flow path 64A of the refrigerant-heat transfer fluid heat exchanger 64 and the heat transfer line 68F and is drawn in by the first circulation pump 62. Circulation also takes place, whereby the heat transfer fluid supplied by the second circulation pump 63 flows successively through the heat transfer fluid line 68G, the motor 65 used for driving, the heat transfer fluid line 68J, the third three-way valve 83, the heat transfer fluid line 68L, the air-to-air heat exchanger 67 and the heat transfer fluid line 68M and is drawn in by the second circulation pump 63 (in Fig. 7 (shown by the broken arrows: second flow path control state).

[0097] The heat transfer fluid, from which heat is absorbed by the refrigerant in the heat transfer fluid flow path 64A of the refrigerant-to-heat transfer fluid heat exchanger 64, thus being cooled, is circulated to the battery 55, undergoes a heat exchange with the battery 55, and cools the battery 55 intensively. The heat transfer fluid, which was cooled by outside air at the air-to-heat transfer fluid heat exchanger 67 (air cooling), is circulated to the propulsion engine 65, undergoes a heat exchange with the propulsion engine 65, and cools the propulsion engine 65.

[0098] When the battery temperature Tb, as detected by the battery temperature sensor 76, reaches or falls below the lower threshold TLb, the climate control unit 32 terminates the cooling / battery cooling and temperature regulation target object cooling mode. In this way, the temperature of the battery 55 is maintained within the appropriate temperature range, and consequently, the temperature of the motor 65 used for driving is also maintained within the appropriate temperature range.

[0099] The climate control unit 32 thus provides the heating / waste heat recovery mode, in which, in the climate control operating modes for heating the passenger compartment, it controls the device temperature control device 61 to cool the motor 65 used for driving, without the battery 55 being cooled by the refrigerant, therefore, in heating mode and in dehumidifying heating mode without cooling the battery 55, the heat from the motor 65 used for driving, which is not the battery 55, can be recovered by the refrigerant and the passenger compartment can be heated while cooling the motor 65 used for driving.

[0100] When heating the passenger compartment, the heat from the propulsion engine 65, which is not the battery 55, can therefore be used effectively to heat the passenger compartment with high efficiency, and the propulsion engine 65 can be cooled while simultaneously preventing frost formation on the external heat exchanger 7. Since the battery 55 is not cooled in this process, it is possible to avoid any negative effects on the battery 55, particularly in environments with low ambient temperatures, such as in winter, where cooling of the battery 55 is not required.

[0101] In this embodiment, the climate control unit 32 executes the heating / waste heat recovery mode when the temperature Tm of the engine used for driving, as detected by the temperature sensor 78, reaches or exceeds the upper threshold THm, so that the heating / waste heat recovery mode, in which only the engine used for driving is cooled, can be started as intended.

[0102] In this embodiment, the device temperature control device 61 is provided with the first and second circulation pumps 62, 63 for circulating the heat transfer fluid to the battery 55 and to the propulsion engine 65, the refrigerant-heat transfer fluid heat exchanger 64 for heat exchange between the refrigerant and the heat transfer fluid, and the first to third three-way valves 81-83 for circulating the heat transfer fluid to the battery 55 and to the propulsion engine 65. In heating / waste heat recovery mode, the air conditioning control device 32 allows the refrigerant to flow through the refrigerant-heat transfer fluid heat exchanger 64 after pressure reduction and absorb heat from the heat transfer fluid. The heat transfer fluid exiting the refrigerant-heat transfer fluid heat exchanger 64 then circulates to the propulsion engine 65 without circulation to the battery 55, which is why a process can easily be implemented.in which the motor 65 used for driving is cooled without cooling the battery 55 and its heat is recovered by the refrigerant.

[0103] In this embodiment, the climate control unit 32 also provides the cooling / battery cooling and temperature control target object cooling mode, in which it controls the device temperature control device 61 in cooling and dehumidifying cooling modes and cools the battery 55 and the motor 65 used for driving, so that in an environment with high outside air temperature, such as in summer, both the battery 55 and the motor 65 used for driving can be cooled and a decrease in performance can be avoided.

[0104] Since the climate control unit 32 in this embodiment also executes the cooling / battery cooling and temperature regulation target object cooling mode in this case when the battery temperature Tb detected by the battery temperature sensor 76 reaches or exceeds the upper threshold THb, the problem of the temperature of the battery 55 increasing and its performance decreasing can be specifically avoided.

[0105] In this embodiment, the air-to-heat transfer fluid heat exchanger 67 is provided on the device temperature control device 61 for heat exchange between the outside air and the heat transfer fluid, and the air conditioning control unit 32, in cooling / battery cooling and temperature control target object cooling mode, allows the refrigerant to flow to the refrigerant-to-heat transfer fluid heat exchanger 64 after pressure reduction and absorb heat from the heat transfer fluid, and operates the first and second circulation pumps 62, 63, circulates the heat transfer fluid exiting the refrigerant-to-heat transfer fluid heat exchanger to the battery 55 to cool the battery 55, and circulates the heat transfer fluid between the propulsion engine 65 and the air-to-heat transfer fluid heat exchanger 67 to cool the propulsion engine 65, which is why the propulsion engine 65, which is not the battery, is easily cooled by Outside air can be cooled,while the battery 55 is cooled using the refrigerant.

[0106] In this embodiment, by arranging the air-to-air heat exchanger 67 downstream of the external heat exchanger 7, the problem of the air-to-air heat exchanger 67 impairing the heat radiation effect of the external heat exchanger 7 in the cooling / battery cooling and temperature control target object cooling mode can also be avoided. Second embodiment

[0107] Next, with reference to Fig. Section 8 describes the construction and operation of a vehicle air conditioning system 1 of a further embodiment of the present invention. The construction of this embodiment differs from the first embodiment only with regard to the device temperature control device 61 ( Fig. 1) and is otherwise identical. In the device temperature control device 61 of this embodiment, a heat transfer line 68N is connected to the outlet of the battery 55, and the heat transfer line 68N is connected to the inlet of a fourth three-way valve 84, which is also a flow path switching device. The heat transfer line 68C is connected to one outlet of the fourth three-way valve 84.

[0108] A heat transfer line 68R is connected to the other outlet of the fourth three-way valve 84, and the heat transfer line 68R is connected to the inlet side of a third circulation pump 87, which is also a circulation device. A heat transfer line 68S is connected to the outlet side of the third circulation pump 87, and the heat transfer line 68S is connected to the inlet of a heat transfer heating device 66, which serves as a heating device. A heat transfer line 68T is connected to the outlet of the heat transfer heating device 66, and the heat transfer line 68T is configured to be in contact with the heat transfer line 68B between the first three-way valve 81 and the battery 55.

[0109] The heat transfer fluid heating device 66 is designed by an electric heating device such as a PTC heating device, and the heat transfer fluid heating device 66 and the fourth three-way valve 84 are also controlled by the air conditioning control device 32 (in Fig. 2 (shown by the broken line).

[0110] If the vehicle's air conditioning system is switched off (1) Fig. When the first three-way valve 81 is switched to a state in which the inlet and the other outlet of the first three-way valve 81 are connected, the inlet and the other outlet of the second three-way valve 82 and the inlet and one outlet of the third three-way valve 83 are connected, and the first circulation pump 62 is operated, the heat transfer fluid supplied by the first circulation pump 62 flows sequentially through the heat transfer line 64A, the first three-way valve 81, the heat transfer line 68D, the heat transfer line 68C, the second three-way valve 82, the heat transfer line 68H, the heat transfer line 68G, the motor 65 used for propulsion, the heat transfer line 68J, the third three-way valve 83, the heat transfer line 68K, the heat transfer line 68E, the heat transfer fluid flow path 64A of the refrigerant-heat transfer fluid heat exchanger 64, and the Heat transfer line 68F and is drawn in by the first circulation pump 62.

[0111] Therefore, in the device temperature control device 61 of this embodiment, the first flow path control state can also be implemented as in the first embodiment, which is why the air conditioning control device 32 can execute the heating / waste heat recovery mode in the same way in heating mode and in dehumidification heating mode when the temperature Tm of the motor used for driving reaches or exceeds the upper threshold value THm.

[0112] When switching to a state in which the inlet and one outlet of the first three-way valve 81 are connected, the inlet and one outlet of the second three-way valve 82 are connected, the inlet and the other outlet of the third three-way valve 83 are connected, and also the inlet and the other outlet of the fourth three-way valve 84 are connected, and the first circulation pump 62 and the second circulation pump 63 are operated, the heat transfer fluid supplied by the first circulation pump 62 flows sequentially through the heat transfer fluid line 64A, the first three-way valve 81, the heat transfer fluid line 68B, the battery 55, the heat transfer fluid line 68N, the fourth three-way valve 84, the heat transfer fluid line 68C, the second three-way valve 82, the heat transfer fluid line 68E, the heat transfer fluid flow path 64A of the refrigerant-heat transfer fluid heat exchanger 64 and the heat transfer line 68F and is drawn in by the first circulation pump 62.Circulation also takes place, whereby the heat transfer fluid supplied by the second circulation pump 63 flows successively through the heat transfer line 68G, the motor 65 used for driving, the heat transfer line 68J, the third three-way valve 83, the heat transfer line 68L, the air-to-air heat exchanger 67 and the heat transfer line 68M and is drawn in by the second circulation pump 63.

[0113] Just as in the second flow path control state of the first embodiment, the heat transfer medium, from which heat is absorbed by the refrigerant in the heat transfer medium flow path 64A of the refrigerant-heat transfer medium heat exchanger 64, is circulated to the battery 55, performs a heat exchange with the battery 55 and cools the battery 55 intensively, while the heat transfer medium, which was cooled by outside air at the air-heat transfer medium heat exchanger 67 (air cooling), is circulated to the motor 65 used for driving, performs a heat exchange with the motor 65 used for driving and cools the motor 65 used for driving.

[0114] Since this is similar to the second flow path control state of the first embodiment, the second flow path control state also applies in this embodiment. In the device temperature control device 61 of this embodiment, the air conditioning control unit 32 also executes the aforementioned cooling / battery cooling and temperature control target object cooling mode when, in cooling or dehumidifying cooling mode, the battery temperature Tb reaches or exceeds the upper threshold THb.

[0115] When switching to the state in which the inlet and the other outlet of the first three-way valve 81 are connected, the inlet and the other outlet of the second three-way valve 82, the inlet and one outlet of the third three-way valve 83 are connected, and the inlet and the other outlet of the fourth three-way valve 84 are connected, and the first circulation pump 62 and the third circulation pump 87 are operated, circulation takes place in this embodiment in which the heat transfer fluid supplied by the first circulation pump 62 passes successively through the heat transfer fluid line 64A, the first three-way valve 81, the heat transfer fluid line 68D, the heat transfer fluid line 68C, the second three-way valve 82, the heat transfer fluid line 68H, the heat transfer fluid line 68G, the propulsion motor 65, the heat transfer fluid line 68J, the third three-way valve 83, the heat transfer fluid line 68K, the heat transfer line 68E,The heat transfer fluid flows through the heat transfer path 64A of the refrigerant-heat transfer fluid heat exchanger 64 and the heat transfer fluid line 68F and is drawn in by the first circulation pump 62, and a circulation takes place in which the heat transfer fluid supplied by the third circulation pump 87 flows successively through the heat transfer fluid line 68S, the heat transfer fluid heating device 66, the heat transfer fluid line 68T, the heat transfer fluid line 68B, the battery 55, the heat transfer fluid line 68N, the fourth three-way valve 84 and the heat transfer fluid line 68R and is drawn in by the third circulation pump 87. This is considered a third flow path control state.

[0116] Since in this third flow path control state the heat transfer medium circulates between the propulsion engine 65 and the refrigerant-heat transfer medium heat exchanger 64, the heat transfer medium, from which heat is absorbed by the refrigerant in the heat transfer medium flow path 64A of the refrigerant-heat transfer medium heat exchanger 64, thus being cooled, circulates to the propulsion engine 65, whereupon it performs a heat exchange with the propulsion engine 65 and recovers waste heat from the propulsion engine 65, while at the same time the propulsion engine 65 itself is cooled.The heat transfer medium is also circulated between the battery 55 and the heat transfer medium heating device 66, so that if the heat transfer medium heating device 66 generates heat, the heat transfer medium heated by the heat transfer medium heating device 66 is circulated to the battery 55 and the battery 55 is heated by means of the heat transfer medium through the heat transfer medium heating device 66. (8) Heating / battery heating and waste heat recovery mode

[0117] In this embodiment, the air conditioning control unit 32 performs the heating / battery heating and waste heat recovery mode described below in heating mode and in dehumidifying heating mode. Next, this heating / battery heating and waste heat recovery mode is described with reference to Fig. 9 described. If the battery 55 is located in an environment with extremely low temperatures, its temperature drops significantly, which, as already mentioned, makes charging and discharging more difficult.

[0118] Therefore, if heating operation is performed in an environment with extremely low outside air temperature, such as in winter, and the battery temperature Tb detected by the battery temperature sensor 76 falls to or below the lower threshold TLb, the air conditioning control unit 32 performs the heating / battery warming and waste heat recovery mode. Fig. Figure 9 shows the flow of the refrigerant in the refrigerant circuit R (solid arrows) and the flow of the heat transfer fluid of the device temperature control device 61 (dappled arrows) in heating / battery heating and waste heat recovery mode.

[0119] When the refrigerant circuit R is in heating mode, the air conditioning control unit 32 opens in heating / battery heating and waste heat recovery mode, just as in the first embodiment. Fig. 3 also controls the electromagnetic valve 22 and the auxiliary expansion valve 73 and their degree of opening. The device temperature control device 61 controls the first to fourth three-way valves 81-84, sets the heat transfer fluid flow in the heat transfer fluid line 68 into the third flow path control state and operates the first circulation pump 62 and the third circulation pump 87, makes the heat transfer fluid heating device 66 energized and causes it to generate heat.

[0120] As mentioned previously, a portion of the refrigerant from the heat sink 4 is diverted upstream of the external expansion valve 6 and reaches the upstream side of the internal expansion valve 8 via refrigerant line 13F. Next, the refrigerant enters branch line 72 and undergoes a pressure reduction at the auxiliary expansion valve 73. It then flows through branch line 72 into the refrigerant flow path 64B of the refrigerant-heat transfer fluid heat exchanger 64 and evaporates. This process results in heat absorption. The refrigerant evaporated in refrigerant flow path 64B then recirculates, passing successively through refrigerant line 74, refrigerant line 13C, and accumulator 12, before being drawn in by compressor 2 (indicated by the solid arrows in the figure). Fig. 9).

[0121] The heat transfer fluid supplied by the first circulation pump 62 in turn undergoes a circulation, in which it flows successively through the heat transfer fluid line 64A, the first three-way valve 81, the heat transfer fluid line 68D, the heat transfer fluid line 68C, the second three-way valve 82, the heat transfer fluid line 68H, the heat transfer fluid line 68G, the motor 65 used for driving, the heat transfer fluid line 68J, the third three-way valve 83, the heat transfer fluid line 68K, the heat transfer fluid line 68E, the heat transfer fluid flow path 64A of the refrigerant-heat transfer fluid heat exchanger 64 and the heat transfer fluid line 68F and is drawn in by the first circulation pump 62.A circulation takes place in which the heat transfer fluid supplied by the third circulation pump 87 flows successively through the heat transfer fluid line 68S, the heat transfer fluid heating device 66, the heat transfer fluid line 68T, the heat transfer fluid line 68B, the battery 55, the heat transfer fluid line 68N, the fourth three-way valve 84 and the heat transfer fluid line 68R and is drawn in by the third circulation pump 87 (in . Fig. 9 shown by the broken arrows: third flow path control state).

[0122] Thus, the heat transfer fluid, from which heat is absorbed by the refrigerant in the heat transfer fluid flow path 64A of the refrigerant-heat transfer fluid heat exchanger 64, is circulated to the propulsion engine 65. There, it undergoes a heat exchange with the propulsion engine 65, recovering waste heat from it while simultaneously cooling the propulsion engine 65. The waste heat recovered from the propulsion engine 65 is absorbed by the refrigerant at the refrigerant-heat transfer fluid heat exchanger 64 and contributes to heating the passenger compartment via the heat sink 4.The heat transfer fluid exiting the heat transfer fluid flow path 64A of the refrigerant-heat transfer fluid heat exchanger 64 is not circulated to the battery 55, and instead the heat transfer fluid heated at the heat transfer fluid heating device 66 is circulated to the battery 55, and the battery 55 is heated by means of the heat transfer fluid through the heat transfer fluid heating device 66, and its temperature rises.

[0123] For example, if the battery temperature Tb detected by the battery temperature sensor 76 reaches or exceeds the upper threshold THb, the climate control unit 32 terminates the heating / battery warming and waste heat recovery mode. In this way, the battery temperature 55 is maintained within the appropriate temperature range. The climate control unit 32 also executes the heating / battery warming and waste heat recovery mode in dehumidification heating mode as well as in heating mode, but in this case, it opens in the "off" state. Fig. 4. The auxiliary expansion valve 73 allows a portion of the refrigerant flowing through refrigerant line 13B to divert at branch line 72 and then, as in Fig. Figure 9 shows heat absorption from the heat transfer medium at the refrigerant-heat transfer medium heat exchanger 64 and intake through the compressor 2.

[0124] Since the device temperature control device 61 is equipped with the heat transfer fluid heating device 66 for heating the battery 55, and the climate control device 32 provides the heating / battery heating and waste heat recovery mode, in which, during heating and dehumidifying heating operation, the motor 65 used for driving is cooled by the refrigerant and the battery 55 is heated by the heat transfer fluid heating device 66, the problem that the temperature of the battery 55 drops too low and its performance decreases when the motor 65 used for driving is cooled and its waste heat is recovered can be solved, particularly in an environment with low outside air temperature.

[0125] Since the climate control unit 32 in this case executes the heating / battery warming and waste heat recovery mode when the battery temperature Tb detected by the battery temperature sensor 76 falls to or below the lower threshold TLb, the heating / waste heat recovery mode can be started in a targeted manner to warm the battery 55 by recovering waste heat from the motor 65 used for driving.

[0126] Since in this embodiment the device temperature control device 61 is equipped with the first circulation pump 62, second circulation pump 63 and third circulation pump 87 for circulating the heat transfer fluid to the battery 55, the motor 65 used for driving and the heat transfer fluid heating device 66, the refrigerant-heat transfer fluid heat exchanger 64 for heat exchange between the refrigerant and the heat transfer fluid and the first to fourth three-way valve 81-84 for circulating the heat transfer fluid to the battery 55, the motor 65 used for driving and the heat transfer fluid heating device 66, and the air conditioning control device 32 in heating / battery heating and waste heat recovery mode allows the refrigerant to flow to the refrigerant-heat transfer fluid heat exchanger 64 after pressure reduction and to absorb heat from the heat transfer fluid,If the heat transfer fluid exiting the refrigerant-heat transfer medium heat exchanger 64 is circulated to the propulsion engine 65 without circulating it to the battery 55, and if the heat transfer fluid is circulated between the heat transfer medium heating device 66 and the battery 55 to heat the battery 55, a process can easily be implemented in which the battery 55 is heated while the propulsion engine 65 is cooled and its waste heat is recovered.

[0127] In the exemplary embodiment, the operating modes heating / waste heat recovery mode, cooling / battery cooling and temperature control target object cooling mode and heating / battery heating and waste heat recovery mode can be executed by switching the device temperature control device 61 between the first to third flow path control states, but there is no limitation to this, and if the circuit consists of Fig.For example, when 3 is switched to a state in which the inlet and one outlet of the first three-way valve 81 are connected, the inlet and the other outlet of the second three-way valve 82 are connected, and the first circulation pump 62 is operated, circulation takes place in which the heat transfer fluid exiting the first circulation pump 62 passes successively through the heat transfer line 64A, the first three-way valve 81, the heat transfer line 68B, the battery 55, the heat transfer line 68C, the second three-way valve 82, the heat transfer line 68H, the heat transfer line 68G, the propulsion engine 65, the heat transfer line 68J, the third three-way valve 83, the heat transfer line 68K, the heat transfer line 68E, the heat transfer fluid flow path 64A of the refrigerant-heat transfer fluid heat exchanger 64, and the heat transfer line 68F flows and is drawn in by the first circulation pump 62.

[0128] By circulating the heat transfer medium to the device temperature control device 61 in this way, the heat transfer medium is circulated between the battery 55, the propulsion engine 65 and the refrigerant-heat transfer medium heat exchanger 64, so that the heat transfer medium, from which heat is absorbed by the refrigerant in the heat transfer medium flow path 64A of the refrigerant-heat transfer medium heat exchanger 64, is circulated to the battery 55 and the propulsion engine 65, performs a heat exchange with the battery 55 and the propulsion engine 65 and recovers heat from the battery 55 and the propulsion engine 65, while at the same time the battery 55 and the propulsion engine 65 themselves are cooled.

[0129] The heat transfer fluid cooled at the refrigerant heat transfer medium heat exchanger 64 is thus circulated simultaneously to the battery 55 and to the motor 65 used for driving and can cool them, which is why, for example, if the temperature of the battery 55 is extremely high even in winter, the battery 55 and the motor 65 used for driving can be cooled simultaneously and their waste heat can be recovered.

[0130] By providing the device temperature control device 61 for regulating the temperature of the battery 55 and the propulsion engine 65 (temperature control target object, which is not the battery), and by providing on the device temperature control device 61 the first to third circulation pumps 62, 63, 87 for circulating the heat transfer fluid to the battery 55 and the propulsion engine 65, the refrigerant-heat transfer fluid heat exchanger 64 for heat exchange between the refrigerant and the heat transfer fluid and for the absorption of heat by the heat transfer fluid by the refrigerant, the air-heat transfer fluid heat exchanger 67 for heat exchange between the outside air and the heat transfer fluid, and the first to fourth three-way valves 81-84 for controlling the circulation of the heat transfer fluid to the battery 55 and the propulsion engine 65, the first to third circulation pumps can be controlled 62, 63,87 and the first to fourth three-way valve 81-84 by means of the air conditioning control device 32 using the heat transfer medium cooled by the refrigerant at the refrigerant-to-heat transfer medium heat exchanger 64 and the heat transfer medium cooled by the outside air at the air-to-heat transfer medium heat exchanger 67, the battery 55 and a temperature control target object other than the battery 55, such as the propulsion engine 65, which are installed in the vehicle, are cooled in different ways, which is of high practical value.

[0131] The design of the air conditioning control unit 32 and the design of the refrigerant circuit R and the device temperature control device 61 of the vehicle air conditioning system 1, which have been described in the exemplary embodiments, are not limited to the foregoing, and it is obvious that their design can be modified as long as the essence of the invention is not deviated from. LIST OF REFERENCE MARKS 1 Vehicle air conditioning 2 compressors 3 air duct 4 heat sinks 6 external expansion valve 7 external heat exchangers 8 internal expansion valve 9 Heat sink 10 air conditioning units 12 Accumulator 13 Refrigerant line 13A-J Refrigerant line 15 blowers 18 Check valve 20 Check valve 21, 22 electromagnetic valve 25 Intake opening 26 Intake diverter valve 32 Air conditioning control unit (control device) 55 Battery 61 Device temperature control device 62 First circulation pump (circulation device) 63 Second circulation pump (circulation device) 64 Refrigerant-heat transfer fluid heat exchangers 64A Heat transfer fluid flow path 64B Refrigerant flow path 65 Engine used for driving (temperature control target object) 66 Heat transfer fluid heating device (heating unit) 67 Air-to-heat transfer fluid heat exchangers 68A Heat transfer fluid line 72 Branch line 73 Auxiliary expansion valve 74 Refrigerant line 76 Battery temperature sensor 77 Heat transfer fluid outlet temperature sensor 78 Temperature sensor 81 first three-way valve (flow path switching device) 82 second three-way valve (flow path switching device) 83 third three-way valve (flow path switching device) 84 fourth three-way valve (flow path switching device) 87 third circulation pump (circulation device)

Claims

[1] Vehicle air conditioning system (1), comprising: a compressor (2) for compressing refrigerant, a heat sink (4) through which the refrigerant releases heat to warm the air supplied to the passenger compartment, an external heat exchanger (7) provided outside the passenger compartment and a control device (32), wherein the control device (32) is configured to perform at least one air conditioning operation for heating the passenger compartment, in which refrigerant discharged by the compressor (2) releases heat at the heat sink (4) and the refrigerant absorbs heat after a pressure reduction at the external heat exchanger (7), wherein a device temperature control device (61) is provided which is capable of to regulate the temperature of a battery (55) and a specified temperature control target object, which is not the battery (55) installed in the vehicle, using the refrigerant, characterized by , that the device temperature control device (61) has a heating device (66) for heating the battery (55), wherein the control device (32) is configured to perform a heating / battery heating and waste heat recovery mode in air conditioning operation when heating the passenger compartment, in which the temperature control target object is cooled by the refrigerant and the battery (55) is heated by the heating device (66); wherein the control device (32) is configured to perform a heating / waste heat recovery mode in air conditioning operation when heating the passenger compartment, in which it controls the device temperature control device (61) and cools the temperature control target object by means of the refrigerant without cooling the battery (55). [2] Vehicle air conditioning system (1) according to claim 1, characterized by , that the control device (32) is configured to execute the heating / waste heat recovery mode in the event that the temperature of the temperature control target object and / or an index value indicating the temperature of the temperature control target object rises to or above a specified upper threshold. [3] Vehicle air conditioning system (1) according to claim 1 or 2, characterized by , that the device temperature control device (61) comprises the following: a circulation device (62, 63, 87) for circulating a heat transfer medium to the battery (55) and the temperature control target object, a refrigerant-heat transfer medium heat exchanger (64) for effecting a heat exchange between the refrigerant and the heat transfer medium and a flow path switching device (81, 82, 83, 84) for controlling the circulation of the heat transfer medium to the battery (55) and the temperature control target object, wherein the control device (32) is configured to allow the refrigerant to flow to the refrigerant-heat transfer fluid heat exchanger (64) after pressure reduction in heating / waste heat recovery mode, so that it absorbs heat from the heat transfer fluid, and controls the circulation device (62, 63, 87) and the flow path switching device (81, 82, 83, 84) to allow the heat transfer fluid to circulate from the refrigerant-heat transfer fluid heat exchanger (64) to the temperature control target object without allowing it to circulate to the battery (55). [4] Vehicle air conditioning system (1) according to one of claims 1, 2 or 3, characterized by , that the control device (32) is configured to execute the heating / battery warming and waste heat recovery mode in the event that the temperature of the battery (55) and / or an index value indicating the temperature of the battery (55) falls to or below a lower threshold. [5] Vehicle air conditioning system (1) according to one of claims 1, 2, 3 or 4, characterized by , that the device temperature control device (61) comprises the following: a circulation device (62, 63, 87) for circulating the heat transfer medium to the battery (55), to the temperature control target object and to the heating device (66), a refrigerant-heat transfer medium heat exchanger (64) for effecting a heat exchange between the refrigerant and the heat transfer medium and a flow path switching device (81, 82, 83, 84) for controlling the circulation of the heat transfer medium to the battery (55), the temperature control target object and the heating device (66), wherein the control device (32) is configured in the heating / battery heating and In waste heat recovery mode, the refrigerant is allowed to flow to the refrigerant-heat transfer fluid heat exchanger (64) after pressure reduction so that it absorbs heat from the heat transfer fluid, and the circulation device (62, 63, 87) controls the flow path switching device (81, 82, 83, 84) and the heating device (66) to circulate the heat transfer fluid from the refrigerant-heat transfer fluid heat exchanger (64) to the temperature control target object without circulating it to the battery (55), and to circulate the heat transfer fluid between the heating device (66) and the battery (55) to heat the battery (55). [6] Vehicle air conditioning system (1) according to any one of claims 1 to 5, characterized by, that a heat sink (9) is provided to absorb heat from the refrigerant and to cool the air supplied to the passenger compartment, wherein the control device (32) is configured to perform an air conditioning operation for cooling the passenger compartment by releasing heat from the refrigerant discharged from the compressor (2) at the external heat exchanger (7) and absorbing heat at the heat sink (9) after a pressure reduction, and in air conditioning operation, when cooling the passenger compartment, it has a cooling / battery cooling and temperature control target object cooling mode in which it controls the device temperature control device (61) and cools the battery (55) and the temperature control target object. [7] Vehicle air conditioning system (1) according to claim 6, characterized by, that the control device (32) is configured to execute the cooling / battery cooling and temperature control target object cooling mode in the event that the temperature of the battery (55) and / or an index value indicating the temperature of the battery rises to or above an upper threshold. [8] Vehicle air conditioning system (1) according to claim 6 or 7, characterized by , that the device temperature control device (61) comprises the following: a circulation device (62, 63, 87) for circulating a heat transfer medium to the battery (55) and the temperature control target object, a refrigerant-heat transfer medium heat exchanger (64) for effecting a heat exchange between the refrigerant and the heat transfer medium, an air-to-heat transfer fluid heat exchanger (67) for effecting a heat exchange between outside air and the heat transfer fluid and a flow path switching device (81, 82, 83, 84) for controlling the circulation of the heat transfer medium to the battery (55) and the temperature control target object, wherein the control device (32) is configured in the cooling / battery cooling and Temperature control target object cooling mode allows the refrigerant to flow to the refrigerant-heat transfer medium heat exchanger (64) after pressure reduction so that it absorbs heat from the heat transfer medium, and controls the circulation device (62, 63, 87) and the flow path switching device (81, 82, 83, 84) to circulate the heat transfer medium from the refrigerant-heat transfer medium heat exchanger (64) to the battery (55) to cool the battery (55), and to circulate the heat transfer medium between the temperature control target object and the air-heat transfer medium heat exchanger (67) to cool the temperature control target object. [9] Vehicle air conditioning system (1) according to claim 8, characterized by, that the air-to-air heat exchanger (67) is arranged downstream of the external heat exchanger (7).

Images