Vehicle air conditioning

Abstract

Vehicle air conditioning system (1) comprising at least one compressor (2) for compressing refrigerant, a heat sink (9) for cooling air supplied to a passenger compartment by absorbing heat into the refrigerant, and a control device (11) and air-conditioning the passenger compartment, the vehicle air conditioning system (1) having the following features: a heat sink valve device (35) for controlling the flow of refrigerant to the heat sink (9), a temperature regulation target object heat exchanger (64) for cooling a temperature regulation target object (55) directly or via a heat carrier by absorbing heat into the refrigerant, and a temperature regulating target valve device (69) for controlling the flow of the refrigerant to the temperature regulating target heat exchanger (64), wherein the control device (11) is designed to control the operation of the compressor (2) based on the temperature of the heat sink (9) and, in an air conditioning + temperature control object cooling mode, to control the opening and closing of the temperature control target object valve device (69) based on the temperature of the temperature control target object heat exchanger (64) or the heat carrier, wherein it is designed to maintain an open state of the temperature control target object valve device (69) in the event that, in the air conditioning + temperature control object cooling mode, the temperature of the temperature control target object (55) reaches a predetermined first upper limit value or becomes higher than the first upper limit value, wherein the control device (11) is configured to maintain the open state of the temperature regulating target object valve device (69) in a temperature regulating target object cooling mode (alone), to close the heat sink valve device (35) and to control the operation of the compressor (2) based on the temperature of the temperature regulating target object heat exchanger (64) or the heat carrier, wherein it is configured to transition to the temperature regulation target object cooling mode (alone) in the case that, in the air conditioning + temperature regulation target object cooling mode, the temperature of the temperature regulation target object (55) reaches a second upper limit value which is higher than the first upper limit value or becomes higher than the second upper limit value.

Description

TECHNICAL FIELD

[0001] The present invention relates to a heat pump type vehicle air conditioner for air-conditioning a passenger compartment of a vehicle, and more particularly to a vehicle air conditioner in which a temperature regulation target such as a battery or the like installed in the vehicle can be cooled. STATE OF THE ART

[0002] Due to the increasing awareness of environmental problems, vehicles such as electric vehicles and hybrid vehicles, which are powered by an engine that is supplied with electrical power by a battery installed in the vehicle, have become more widespread in recent years.As an air conditioner suitable for such vehicles, an air conditioner has been developed which includes a refrigerant cycle in which a compressor, a heat dissipator, a heat sink and an external heat exchanger are connected, wherein the passenger compartment is air-conditioned by heating by refrigerant discharged from the compressor releasing heat at the heat dissipator and the refrigerant that has released heat at the heat dissipator absorbing heat in the external heat exchanger, and by cooling by refrigerant discharged from the compressor releasing heat at the external heat exchanger and evaporating and absorbing heat at the heat sink (evaporator) (see JP 2014-213765 A).

[0003] However, when charging and discharging in an environment that has reached a high temperature due to self-heat from the battery charging and discharging, or the like, the battery deteriorates, and eventually runs the risk of failure due to malfunction. Therefore, a technique has also been developed in which a heat exchanger for the battery (temperature regulation target heat exchanger) is separately provided in the refrigerant cycle. The temperature regulation target heat exchanger performs heat exchange between the refrigerant circulating in the refrigerant cycle and the battery refrigerant (heat carrier), and by circulating the heat-exchanged heat carrier to the battery, the battery can be cooled (see, for example, JP 5 860 360 B2 and JP 5 860 361 B2).

[0004] DE 11 2019 005 060 T5 discloses a vehicle air conditioning device comprising a compressor for compressing a refrigerant, an interior heat exchanger for exchanging heat between the air supplied to the vehicle interior and the refrigerant, an exterior heat exchanger arranged outside the vehicle interior, and a control device. The control device controls an appliance temperature adjustment device based on a gradient of a change in an index indicative of the temperature of a temperature control object.

[0005] DE 11 2019 002 912 T5 discloses a refrigeration cycle device for a vehicle, comprising a compressor, a radiator, a first expansion valve, and a second expansion valve arranged in parallel, and a control device. The control device is configured to switch between first evaporator priority control and second evaporator priority control depending on whether at least one temperature is equal to or higher than a switching temperature, wherein the switching temperature is increased with an increase in a temperature of the battery or a temperature of the heat medium. SUMMARY OF THE INVENTION OBJECT OF THE INVENTION

[0006] When the battery is cooled as described above and the flow of refrigerant to the temperature-regulation target heat exchanger is controlled based on, for example, the temperature of the heat medium, there is a time delay until the battery temperature is reflected on the heat medium, resulting in a state where no refrigerant flows to the temperature-regulation target heat exchanger despite an increase in the battery temperature. For example, when the compressor is controlled based on the heat sink temperature and the battery is cooled during air conditioning of the passenger compartment, the battery cooling follows the heat sink temperature control, resulting in a state where the compressor operates at low power (rotational speed) despite an increase in the battery temperature. In both cases, the battery temperature rises excessively, which requires improvement.

[0007] The present invention has been made to solve these technical problems of the prior art, and has an object to provide a vehicle air conditioner that can prevent the problem of an excessive temperature rise of a temperature control target from the outset. SOLUTION TO THE TASK

[0008] The present invention provides a vehicle air conditioning system according to claim 1. The vehicle air conditioning system comprises at least one compressor for compressing refrigerant, a heat sink for cooling air supplied to a passenger compartment by absorbing heat into the refrigerant, and a control device, and air-conditions the passenger compartment, and is characterized by a heat sink valve device for controlling the flow of the refrigerant to the heat sink, a temperature regulation target heat exchanger for cooling a temperature regulation target directly or via a heat carrier by absorbing heat into the refrigerant, and a temperature regulation target valve device for controlling the flow of the refrigerant to the temperature regulation target heat exchanger, wherein the control device is designedto control the operation of the compressor based on the temperature of the heat sink and, in an air conditioning + temperature control object cooling mode, to control the opening and closing of the temperature control target object valve device based on the temperature of the temperature control target object heat exchanger or the heat carrier, wherein it is configured to maintain an open state of the temperature control target object valve device in the event that, in the air conditioning + temperature control object cooling mode, the temperature of the temperature control target object reaches a predetermined first upper limit or becomes higher than the first upper limit. The control device is configured to maintain the open state of the temperature control target object valve device in a temperature control target object cooling mode (alone),Close the heat sink valve device and control the operation of the compressor based on the temperature of the temperature-regulating target object heat exchanger or the heat carrier. The control device is configured to transition to the temperature-regulating target object cooling mode (alone) if, in the air conditioning + temperature-regulating target object cooling mode, the temperature of the temperature-regulating target object reaches a second upper limit value that is higher than the first upper limit value or becomes higher than the second upper limit value.

[0009] A vehicle air conditioner of an invention according to claim 2 is characterized in that the control device of the above invention is configured to resume the state of opening and closing control of the temperature regulation target valve device in the air conditioning + temperature regulation target cooling mode, in the case where the temperature of the temperature regulation target object drops to a predetermined opening maintenance permission value or drops below the opening maintenance permission value.

[0010] A vehicle air conditioner of an invention according to claim 3 is characterized in that the control device of the above inventions includes a predetermined notification device and is configured to perform a predetermined air conditioning power decrease notification operation at the notification device in the air conditioning + temperature control object cooling mode in the case where the opened state of the temperature control target object valve device is maintained due to the temperature of the temperature control target object.

[0011] A vehicle air conditioner of an invention according to claim 4 is characterized in that the control device of the above invention is configured to execute the air conditioning power decrease notification process in the case where the temperature of the heat sink becomes higher than its target temperature or the temperature of the heat sink becomes higher than a value at which a predetermined tolerance is added to the target temperature.

[0012] A vehicle air conditioner of an invention according to claim 5 is characterized in that the control device of the above invention is configured to transition to the air conditioning + temperature control object cooling mode after transitioning to the temperature control target cooling mode (alone) in the case that the temperature of the temperature control target object drops to a set cooling-alone cancellation value or drops below the cooling-alone cancellation value.

[0013] A vehicle air conditioner of an invention according to claim 6 is characterized in that the control device of the present invention includes a predetermined notifying device and is configured to perform a predetermined air conditioning stop notifying operation at the notifying device in the air conditioning + temperature control object cooling mode in the case where a transition to the temperature control target object cooling mode (alone) occurs due to the temperature of the temperature control target object. EFFECTS OF THE INVENTION

[0014] According to the present invention, in the vehicle air conditioning system comprising at least a compressor for compressing refrigerant, a heat sink for cooling air supplied to a passenger compartment by absorbing heat from the refrigerant, and a control device, and air-conditioning the passenger compartment, and comprising a heat sink valve device for controlling the flow of refrigerant to the heat sink, a temperature regulation target heat exchanger for cooling a temperature regulation target directly or via the heat carrier by absorbing heat from the refrigerant, and a temperature regulation target valve device for controlling the flow of refrigerant to the temperature regulation target heat exchanger, the control device controls the operation of the compressor based on the temperature of the heat sink and has the air conditioning + temperature regulation target cooling mode,By controlling the opening and closing of the temperature regulating target object valve device based on the temperature of the temperature regulating target object heat exchanger or the heat carrier, during the air conditioning of the passenger compartment, cooling of the temperature regulating target object can also be carried out by controlling the flow of the refrigerant to the temperature regulating target object heat exchanger based on the temperature of the temperature regulating target object heat exchanger or the heat carrier.

[0015] At this time, in the air conditioning + temperature control object cooling mode, since the control device maintains the open state of the temperature control target object valve device when the temperature of the temperature control target object reaches the set upper limit value TcellUL1 or becomes higher than the upper limit value TcellUL1, and changes the control of the temperature control target object valve device so that when the temperature of the temperature control target object reaches the set upper limit value TcellUL1 or becomes higher than the upper limit value TcellUL1, refrigerant always flows to the temperature control target object heat exchanger, the temperature of the temperature control target object can be quickly lowered.This can prevent the problem of excessive temperature rise of a temperature control target from the outset, prevent deterioration of the temperature control target, and extend its service life.

[0016] By further comprising the temperature regulation target cooling mode (alone) in which the control device maintains the open state of the temperature regulation target valve device, closes the heat sink valve device, and controls the operation of the compressor based on the temperature of the temperature regulation target heat exchanger or the heat carrier, and in the case that, in the air conditioning + temperature regulation target cooling mode, the temperature of the temperature regulation target reaches an upper limit value TcellUL2 that is higher than the upper limit value TcellUL1 or becomes higher than the upper limit value TcellUL2, the control device enters the temperature regulation target cooling mode (alone), in the case thatIf, despite the temperature control target valve device remaining open, the temperature of the temperature control target continues to rise and reaches or exceeds the upper limit value TcellUL2, the air conditioning of the passenger compartment is stopped and the temperature control target is cooled with all the refrigerant. This allows the temperature control target to be intensively cooled and quickly lowered to a safe temperature range.

[0017] Further, as in the invention of claim 2, in the air conditioning + temperature control object cooling mode, in the case where the temperature of the temperature control target object drops to a set opening maintenance permission value or falls below the opening maintenance permission value, the control of the temperature control target object valve device can be smoothly returned to the normal state if the temperature of the temperature control target object drops to the set opening maintenance permission value or falls below the opening maintenance permission value.

[0018] According to the invention of claim 3, in addition to the inventions of the preceding claims, since the control device includes the specified notification device, and in the air conditioning + temperature control object cooling mode, in the case where the temperature of the temperature control target object maintains the open state of the temperature control target object valve device, the control device executes the specified air conditioning performance decrease notification process at the notification device, if the temperature of the temperature control target object has reached the upper limit value TcellUL1 or has become higher than the upper limit value TcellUL1 and the temperature control target object valve device is maintained in the open state, it is possible to notify an occupant that the air conditioning performance is decreasing. In this way, the occupant can know that the decrease in air conditioning performance is not due to a defect.

[0019] In this case, as in the invention of claim 4, by having the control device execute the air conditioning power decrease notification process when the temperature of the heat sink becomes higher than its set temperature or the temperature of the heat sink becomes higher than a value at which a predetermined tolerance is added to the set temperature, the air conditioning power decrease notification process is executed only when the air conditioning power actually decreases, whereby the problem of unnecessarily disturbing the occupant can be avoided.

[0020] Furthermore, as in the invention of claim 5, by the control device transitioning to the air conditioning + temperature control object cooling mode after transitioning to the temperature control target cooling mode (alone) in the case that the temperature of the temperature control target drops to the set cooling-alone cancellation value or drops below the cooling-alone cancellation value, the air conditioning of the passenger compartment can be resumed smoothly, and the cooling of the temperature control target object can also be continued smoothly.

[0021] Since the control device according to the invention of claim 6 includes the predetermined notification device, and executes a predetermined air conditioning stop notification process at the notification device in the air conditioning + temperature control target cooling mode when the temperature of the temperature control target reaches or becomes higher than the upper limit value TcellUL2 and a transition to the temperature control target cooling mode (single) occurs due to the temperature of the temperature control target, the passenger can be notified that the air conditioning of the passenger compartment has stopped if the temperature of the temperature control target reaches or becomes higher than the upper limit value TcellUL2 and a transition to the temperature control target cooling mode (single) occurs. In this way, the passenger can know that the stopping of the air conditioning of the passenger compartment is not due to a malfunction. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] They show: Fig. 1 is a configuration view of a vehicle air conditioner of an embodiment to which the present invention is applied; Fig. 2 is a block diagram of an electrical circuit of a control device of the vehicle air conditioning system from Fig. 1; Fig. 3 is an explanatory view of operating modes executed by the control device Fig. 2; Fig. 4 is a configuration view of the vehicle air conditioning system for explaining a heating mode of the control device of Fig. 2 by means of a heat pump controller; Fig. 5 is a configuration view of the vehicle air conditioner for explaining a dehumidification heating mode of a heat pump controller of the control device of Fig. 2; Fig. 6 is a configuration view of the vehicle air conditioning system for explaining a dehumidification cooling mode of the heat pump controller of the control device of Fig. 2; Fig. 7 is a configuration view of the vehicle air conditioning system for explaining a cooling mode of the heat pump controller of the control device of Fig. 2; Fig. 8 is a configuration view of the vehicle air conditioning system to explain an air conditioning (priority) + battery cooling mode and a battery cooling (priority) + air conditioning mode of the control device of Fig. 2 using the heat pump controller; Fig. 9 is a configuration view of the vehicle air conditioning system for explaining a battery cooling mode (alone) of the control device of Fig. 2 using the heat pump controller; Fig. 10 is a configuration view of the vehicle air conditioning system for explaining a defrosting mode of the control device of Fig. 2 using the heat pump controller; Fig. 11 a functional diagram of a compressor control of the heat pump controller of the control device from Fig. 2; Fig. 12 shows a further functional diagram of the compressor control of the heat pump controller of the control device from Fig. 2; Fig. 13 is an explanatory block diagram of the control of an electromagnetic valve 69 in the air conditioning (priority) + battery cooling mode of the heat pump controller of the control device of Fig. 2; Fig. 14 shows yet another functional diagram relating to the compressor control of the heat pump controller of the control device of Fig. 2; Fig. 15 is an explanatory block diagram of the control of an electromagnetic valve 35 in the battery cooling (priority) + air conditioning mode of the heat pump controller of the control device of Fig. 2; Fig. 16 is an explanatory view of an alarm state and an alarm cancellation state by the heat pump controller of the control device of Fig. 2; Fig. 17 is an explanatory view of the control of the alarm state and the alarm cancellation state in the air conditioning (priority) + battery cooling mode by the heat pump controller of the control device of Fig. 2; Fig. 18 is an explanatory view of another control of the alarm state and the alarm cancellation state in the air conditioning (priority) + battery cooling mode by the heat pump controller of the control device of Fig. 2; and Fig. 19 is an explanatory view of the control for transitioning from the air conditioning (priority) + battery cooling mode to the battery cooling mode (alone) based on the temperature of the battery by the heat pump controller of the control device of Fig. 2. DESCRIPTION OF THE EMBODIMENTS

[0023] An embodiment of the present invention will be described in detail below based on the accompanying figures. Fig. 1 shows a configuration view of a vehicle air conditioner 1 of one embodiment of the present invention. The vehicle of the embodiment of the application of the present invention is an electric vehicle (EV) without an internal combustion engine (IC), which is driven by supplying a motor (electric motor, not shown) for travel with electric power stored in a battery 55 installed in the vehicle, and a compressor 2, described below, of the vehicle air conditioner 1 of the present invention is also driven by the electric power from the battery 55.

[0024] That is, in the electric vehicle in which heating by engine waste heat is not possible, the vehicle air conditioner 1 of the embodiment performs air conditioning of the passenger compartment and temperature regulation of the battery 55 by switching among the operation modes of heating mode, dehumidification heating mode, dehumidification cooling mode, cooling mode, defrosting mode, air conditioning (priority) + battery cooling mode, battery cooling (priority) + air conditioning mode, and battery cooling (alone) mode.

[0025] Among them, the battery cooling mode (alone) is an embodiment of the temperature control target object cooling mode (alone) in the present invention, and the air conditioning (priority) + battery cooling mode is an embodiment of the air conditioning + temperature control target object cooling mode in the present invention.

[0026] The vehicle is not limited to an electric vehicle, and the present invention is also useful for a so-called hybrid vehicle that uses both an internal combustion engine and a driving motor. In a vehicle to which the vehicle air conditioner 1 of the embodiment is applied, the battery 55 can be charged by an external charger (rapid charger or ordinary charger). The battery 55, a driving motor, inverters controlling the battery 55, and the like are all temperature control targets installed in the vehicle, but the description in the embodiment below will be given using the battery 55 as an example.

[0027] The vehicle air conditioning system 1 of the embodiment performs air conditioning (heating, cooling, dehumidification, and ventilation), and includes an electrically driven compressor 2 for compressing refrigerant; a heat sink 4 provided in an air duct 3 of an air conditioning unit 10 in which passenger compartment air circulates, into which hot high-pressure refrigerant discharged from the compressor 2 flows via a damper 5 and a refrigerant line 13G to cause the refrigerant to release heat to the passenger compartment (heat is removed from the refrigerant); an external expansion valve 6 formed by an electrically driven valve (electronic expansion valve) that causes pressure reduction and expansion of the refrigerant during heating; an external heat exchanger 7 that serves as a heat sink during cooling and causes the refrigerant to release heat, and serves as an evaporator during heating, causingthat the refrigerant absorbs heat (the refrigerant absorbs heat), and performs heat exchange between the refrigerant and the outside air, an internal expansion valve 8 formed by a mechanical expansion valve that causes pressure reduction and expansion of the refrigerant, a heat sink 9 provided in the air duct 3 and evaporates refrigerant during cooling and dehumidification to cause the refrigerant to absorb heat from inside and outside the passenger compartment (the refrigerant absorbs heat), an accumulator 12 and the like are sequentially connected by a refrigerant pipe 13, thus forming a refrigerant circuit R.,

[0028] The external expansion valve 6 not only allows the pressure reduction and expansion of the refrigerant flowing from the heat sink 4 into the external heat exchanger 7, but also allows for complete closure. The internal expansion valve 8, for which a mechanical expansion valve is used in the exemplary embodiment, not only adjusts the pressure reduction and expansion of the refrigerant flowing into the heat sink 9, but also adjusts the degree of superheating of the refrigerant in the heat sink 9.

[0029] 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 heat exchange between the outside air and the refrigerant, thereby creating a configuration in which the external heat exchanger 7 is forcibly ventilated when the vehicle is stopped (i.e., at a driving speed of 0 km / h).

[0030] The external heat exchanger 7 sequentially includes a dry bottle section 14 and a subcooling section 16 on the refrigerant downstream side, and a refrigerant line 13A on the refrigerant outlet side of the external heat exchanger 7 is connected to the dry bottle section 14 via an electromagnetic valve 17 (for cooling) serving as an opening and closing valve that is opened to allow refrigerant to flow to the heat sink 9, and a refrigerant line 13B on the outlet side of the subcooling section 16 is sequentially connected to the refrigerant inlet side of the heat sink 9 via a check valve 18, the internal expansion valve 8, and an electromagnetic valve 35 (for the passenger compartment) serving as a heat sink valve device. The dry bottle section 14 and the subcooling section 16 are structurally formed as one section of the external heat exchanger 7.The normal direction of the check valve 18 is the direction of the internal expansion valve 8.

[0031] The refrigerant line 13A exiting the external heat exchanger 7 branches into a refrigerant line 13D, and the branched refrigerant line 13D communicates with a refrigerant line 13C on the refrigerant outlet side of the heat sink 9 via an electromagnetic valve 21 (for heating) as an opening and closing valve that is opened during heating. The refrigerant line 13C is connected to the inlet side of the accumulator 12, and the outlet side of the accumulator 12 is connected to a refrigerant line 13K on the refrigerant suction side of the compressor 2.

[0032] A strainer 19 is connected to a refrigerant line 13E on the refrigerant outlet side of the heat sink 4, and the refrigerant line 13E branches into a refrigerant line 13J and a refrigerant line 13F before the external expansion valve 6 (upstream of the refrigerant), and one branched refrigerant line 13J is connected to the refrigerant inlet side of the external heat exchanger 7 via the external expansion valve 6. The other branched refrigerant line 13F is connected to the refrigerant line 13B arranged downstream of the check valve 18 and upstream of the internal expansion valve 8 via an electromagnetic valve 22 (for dehumidification), which is formed as an opening and closing valve that is opened during dehumidification.

[0033] Thereby, the refrigerant line 13F is connected in parallel with respect to the series connection of the external expansion valve 6, the external heat exchanger 7 and the check valve 18 and forms a bypass circuit for bypassing the external expansion valve 6, the external heat exchanger 7 and the check valve 18. An electromagnetic valve 20 is connected in parallel with the external expansion valve 6 as an opening and closing valve for bypassing.

[0034] In the air duct 3 upstream of the heat sink 9, intake openings are formed as outside air intake opening and inside air intake opening (in Fig. 1, an intake opening 25 is representatively shown), wherein an intake switching flap 26 is provided in the intake opening 25, which switches the air introduced into the air duct 3 between internal air from within the passenger compartment (internal air circulation) and external air from outside the passenger compartment (external air introduction). Also provided downstream of the intake switching flap 26 is an internal blower (fan) 27, which supplies internal air or external air introduced into the air duct 3.

[0035] The configuration is such that, by the intake switching door 26 of the embodiment opening or closing the outside air intake port and the inside air intake port of the intake ports 25 to an arbitrary degree, the proportion of inside air to the air (outside air and inside air) in the air duct 3 flowing into the heat sink 9 can be adjusted between 0 and 100% (and the proportion of outside air is also adjustable between 0 and 100%).

[0036] Downstream of the heat sink 4, an auxiliary heating device 23 is provided in the air duct 3. This auxiliary heating device serves as an auxiliary heating device, which in the exemplary embodiment is formed by a PTC heater (electric heater), and which enables heating of the air supplied to the passenger compartment via the heat sink 4. Upstream of the heat sink 4, an air mixing flap 28 is provided in the air duct 3. This flap adjusts the proportion with which air (inside air or outside air) in the air duct 3, which has flowed into the air duct 3 and through the heat sink 9, ventilates the heat sink 4 and the auxiliary heating device 23.

[0037] In addition, downstream of the heat sink 4 in the air duct 3, exhaust openings FOOT (foot), VENT (ventilation) and DEF (def.) are formed (in Fig. 1 representatively shown as blow-out opening 29), and at the blow-out openings 29, a blow-out switching flap 31 is provided, which performs switching control of blowing out the air from the blow-out openings.

[0038] The vehicle air conditioner 1 further includes a device temperature regulating device 61 that circulates the heat medium to the battery 55 (temperature regulation target), thereby regulating the temperature of the battery 55. The device temperature regulating device 61 of the embodiment includes a circulation pump 62 as a circulation device for circulating the heat medium to the battery 55, a refrigerant-heat medium heat exchanger 64 as a temperature regulation target heat exchanger, and a heat medium heating heater 63 as a heating device, and these and the battery 55 are connected in a ring manner via a heat medium pipe 66.

[0039] In this embodiment, the inlet of a heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 is connected to the discharge side of the circulation pump 62, and the outlet of the heat medium flow path 64A is connected to the inlet of a heat medium heating heater 63. The outlet of the heat medium heating heater 63 is connected to the inlet of the battery 55, and the outlet of the battery 55 is connected to the suction side of the circulation pump 62.

[0040] As the heat medium used for the device temperature regulating device 61, for example, water, a refrigerant such as HFO-1234yf, a liquid such as a coolant or the like, or a gas such as air or the like can be used. In the exemplary embodiment, water is used as the heat medium. The heat medium heating heater 63 is configured as an electric heater such as a PTC heating element. For example, a jacket structure is formed around the battery 55, in which the heat medium can flow in heat exchange relationship with the battery 55.

[0041] When the circulation pump 62 is operated, the heat carrier discharged from the circulation pump 62 flows into the heat carrier flow path 64A of the refrigerant-heat carrier heat exchanger 64. The heat carrier discharged from the heat carrier flow path 64A of the refrigerant-heat carrier heat exchanger 64 reaches the heat carrier heating heater 63 and, if the first heat carrier heating heater 63 generates heat, is heated there and then reaches the battery 55, where the heat carrier undergoes heat exchange with the battery 55. After the heat carrier exchanges with the battery 55, it is circulated in the heat carrier line 66 by suction by the circulation pump 62.

[0042] One end of a branch line 67 serving as a branch circuit is connected downstream of a connecting portion between the refrigerant line 13F and the refrigerant line 13B, at a position of the refrigerant line 13B upstream of the internal expansion valve 8. In this embodiment, the branch line 67 is provided in sequence with an auxiliary expansion valve 68 configured as a mechanical expansion valve and an electromagnetic valve (for the radiator) 69 as a valve device for the temperature regulation target. The auxiliary expansion valve 68 depressurizes and expands the refrigerant flowing in a refrigerant flow path 64B of the refrigerant-heat-medium heat exchanger 64 (described below), and regulates the heating temperature of the refrigerant in the refrigerant flow path 64B of the refrigerant-heat-medium heat exchanger 64.

[0043] The other end of the branch line 67 is connected to the refrigerant flow path 64B of the refrigerant-heat-transfer medium heat exchanger 64, and one end of a refrigerant line 71 is connected to the outlet of the refrigerant flow path 64B, while the other end of the refrigerant line 71 is connected to the refrigerant line 13C upstream of the refrigerant junction point with the refrigerant line 13D (upstream of the accumulator 12). The auxiliary expansion valve 68, the electromagnetic valve 69, the refrigerant flow path 64B of the refrigerant-heat-transfer medium heat exchanger 64, and the like also constitute part of the refrigerant circuit R and simultaneously constitute part of the device temperature regulating device 61.

[0044] When the electromagnetic valve 69 is opened, refrigerant (part of the refrigerant or all of the refrigerant) flows from the external heat exchanger 7 into the branch line 67, and after being depressurized by the auxiliary expansion valve 68, it flows through the electromagnetic valve 69 into the refrigerant flow path 64B of the refrigerant-heat-medium heat exchanger 64 and evaporates. While flowing in the refrigerant flow path 64B, the refrigerant absorbs heat from the heat-medium flowing in the heat-medium flow path 64A and is then sucked into the compressor 2 via the refrigerant line 71, the refrigerant line 13C, and the accumulator 12 from the refrigerant line 13K.

[0045] Next, Fig. 2 is a block diagram of the control device 11 of the vehicle air conditioning system 1. The control device 11 is configured by an air conditioning controller 45 and a heat pump controller 32, each implemented by a microcomputer, which is an example of a computer, and is connected to a vehicle communication bus 65 forming a CAN (Controller Area Network) or LIN (Local Interconnect Network). The compressor 2 and the auxiliary heater 23, as well as the circulation pump 62 and the heat carrier heating heater 63, are also connected to the vehicle communication bus 65, and the air conditioning controller 45, the heat pump controller 32, the compressor 2, the auxiliary heater 23, the circulation pump 62, and the heat carrier heating heater 63 are configured to exchange data via the vehicle communication bus 65.

[0046] A vehicle controller 72 (ECU) for controlling general vehicle control including driving, a battery controller (BMS: Battery Management System) 73 for controlling the charging and discharging of the battery 55, and a GPS navigation device 74 are connected to a vehicle communication bus 65. The vehicle controller 72, the battery controller 73, and the GPS navigation device 74 are configured by a microcomputer, which is an example of a processor-equipped computer, and an air conditioning controller 45 and a heat pump controller 32, which constitute the control device 11, are configured to exchange information (data) with the vehicle controller 72, the battery controller 73, and the GPS navigation device 74 via the vehicle communication bus 65.

[0047] The air conditioning controller 45 is a higher-level controller that controls the control of the passenger compartment air conditioning. Connected to the input of the air conditioning controller 45 are an outside air temperature sensor 33 that detects a vehicle outside air temperature Tam, an outside air humidity sensor 34 for detecting the outside air humidity, an air conditioning intake temperature sensor 36 that detects a temperature of air that is sucked into the air duct 3 through the intake opening 25 and flows into the heat sink 9, an inside air temperature sensor 37 that detects a temperature of the air in the passenger compartment (inside air), an inside air humidity sensor 38 that detects the humidity of the air in the passenger compartment, an internal CO2 concentration sensor 39 that detects a concentration of carbon dioxide in the passenger compartment, and an exhaust temperature sensor 41 that detects a temperature of the air exhausted into the passenger compartment.A light incidence sensor 51, such as a photosensor type, which detects the amount of light entering the passenger compartment, various outputs of vehicle speed sensors 52, which detect the vehicle's traveling speed (vehicle speed), and a climate control section 53, which performs air conditioning adjustment operations of the passenger compartment, such as switching the set temperature of the passenger compartment, an operation mode, and the like, and information display, are connected. Reference numeral 53A in the figure denotes a display provided as a notification device on the climate control section 53.

[0048] The external blower 15, the internal blower (fan) 27, the intake switching flap 26, the air mixing flap 28 and the exhaust switching flap 31 are connected to the output of the air conditioning controller 45 and are controlled by the air conditioning controller 45.

[0049] The heat pump controller 32 is a controller that mainly controls the control of the refrigerant cycle R, and the input of the heat pump controller 32 is connected to the outputs of a heat sink inlet temperature sensor 43 for detecting the refrigerant inlet temperature Tcxin of the heat sink 4 (which is also the refrigerant discharge temperature of the compressor 2), a heat sink outlet temperature sensor 44 for detecting the refrigerant outlet temperature Tci of the heat sink 4, a suction temperature sensor 46 for detecting the refrigerant suction temperature Ts of the compressor 2, a heat sink pressure sensor 47 for detecting the refrigerant pressure on the refrigerant outlet side of the heat sink 4 (pressure of 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 heat sink 9 itself or temperature of the air (Cooling object) immediately after cooling by the heat sink 9,hereinafter: heat sink temperature Te), an external heat exchanger temperature sensor 49 for detecting the refrigerant temperature at the outlet of the external heat exchanger 7 (refrigerant evaporation temperature of the external heat exchanger 7: external heat exchanger temperature TXO) and auxiliary heater temperature sensors 50A (driver's seat side) and 50B (passenger's seat side) for detecting the temperature of the auxiliary heater 23.

[0050] The external expansion valve 6 and the various electromagnetic valves, such as the electromagnetic valve 22 (for dehumidification), the electromagnetic valve 17 (for cooling), the electromagnetic valve 21 (for heating), the electromagnetic valve 20 (for bypassing), the electromagnetic valve 35 (for the passenger compartment), and the electromagnetic valve 69 (for the radiator), are connected to the output of the heat pump controller 32 and are controlled by the heat pump controller 32. A controller is each housed in the compressor 2, the auxiliary heater 23, the circulation pump 62, and the heat carrier heating heater 63. The controllers of the compressor 2, the auxiliary heater 23, the circulation pump 62, and the heat carrier heating heater 63 exchange data with the heat pump controller 32 via the vehicle communication bus 65 and are controlled by the heat pump controller 32.

[0051] The circulation pump 62 and the heat-medium heating heater 63 constituting the device temperature regulating device 61 can also be controlled by the battery controller 73. Also connected to the battery controller 73 are the outputs of a heat-medium temperature sensor 76 for detecting the temperature of the heat-medium on the outlet side of the heat-medium flow path 64A of the refrigerant-heat-medium heat exchanger 64 of the device temperature regulating device 61 (heat-medium temperature Tw: temperature of the object cooled by the temperature-regulating target heat exchanger), and a battery temperature sensor 77 for detecting the temperature of the battery 55 (temperature of the battery 55 itself: battery temperature Tcell). Information on the remaining charge (stored electricity amount) of the battery 55 and the charging of the battery 55 (information that charging is in progress, information that charging is complete, remaining charging time, etc.) are also connected.), the heat carrier temperature Tw, and the battery temperature Tcell are sent from the battery controller 73 to the air conditioning controller 45 and the vehicle controller 72 via the vehicle communication bus 65. Also, information on the completion of charging or the remaining charging time when charging the battery 55 is information supplied from the external charger such as the rapid charger described below or the like.

[0052] The heat pump controller 32 and the air conditioning controller 45 exchange data with each other via the vehicle communication bus 65 and control the various devices based on the outputs of the various sensors and the settings input to the climate control section 53. In this embodiment, the configuration is such that the outputs of the outside air temperature sensor 33, the outside air humidity sensor 34, the air conditioning intake temperature sensor 36, the inside air temperature sensor 37, the inside air humidity sensor 38, the CO2 concentration sensor 39, the blowout temperature sensor 41, the light incidence sensor 51, the vehicle speed sensor 52, the blown air quantity Ga of the air flowing into and through the air duct 3 (calculated by the air conditioning controller 45), the blown air ratio SW caused by the air mixing damper 28 (calculated by the air conditioning controller 45),the voltage (BLV) of the internal fan 27, the information from the aforementioned battery controller 73, the information from the GPS navigation device 74, and the output of the climate control section 53 are sent from the climate control controller 45 via the vehicle communication bus 65 to the heat pump controller 32 and made available for control by the heat pump controller 32.

[0053] The heat pump controller 32 also sends data (information) for controlling the refrigerant circuit R to the air conditioning controller 45 via the vehicle communication bus 65. The blown air proportion SW caused by the air mixing flap 28 is calculated by the air conditioning controller 45 within a range of 0 ≤ SW ≤ 1. If SW = 1, all of the air passed through the heat sink 9 is blown to the heat sink 4 and the auxiliary heater 23 through the air mixing flap 28.

[0054] The following is a description of the operation of the vehicle air conditioning system 1 with the above-described structure using the following embodiment. Specifically, the vehicle air conditioning system 1 (air conditioning controller 45, heat pump controller 32) of the embodiment switches between the air conditioning modes of heating, dehumidification heating, dehumidification cooling, cooling, and air conditioning (priority) + battery cooling mode, the battery cooling modes of battery cooling (priority) + air conditioning and battery cooling (alone) mode, and the defrosting mode. This is shown in Fig. 3 shown.

[0055] In the exemplary embodiment, the air conditioning modes heating mode, dehumidification heating mode, dehumidification cooling mode, cooling mode, and air conditioning (priority) + battery cooling mode are executed when the battery 55 is not being charged, the ignition (IGN) is turned on, and an air conditioning switch of the climate control section 53 is turned on. During remote operation (pre-conditioning, etc.), they are executed even when the ignition is turned off. They are also executed during charging of the battery 55 when there is no battery cooling request and the air conditioning switch is turned on. On the other hand, the battery cooling modes battery cooling (priority) + air conditioning mode and battery cooling (alone) mode are executed when, for example, a plug is connected to a rapid charger (external power source) and the battery 55 is being charged.However, the battery cooling mode (alone) is also executed when the battery 55 is not being charged, the climate control switch is off, and there is a battery cooling request (when driving at high outside air temperature, etc.).

[0056] When the ignition is turned on or the ignition is turned off but the battery 55 is being charged, the heat pump controller 32 in this embodiment operates the circulation pump 62 of the device temperature regulating device 61 and, as shown by broken lines in the Fig. 4 to 10, heat transfer fluid circulates in the heat transfer line 66. Although in Fig. 3, the heat pump controller 32 also executes a battery heating mode in which the battery 55 is heated by causing the heat carrier heating heater 63 of the device temperature regulating device 61 to generate heat. (1) Heating mode

[0057] First, with reference to Fig. 4 describes the heating mode. The control of the individual devices is carried out cooperatively by the heat pump controller 32 and the air conditioning controller 45, but for the sake of simplicity, the description below is made with the heat pump controller 32 as the control subject. In Fig. 4 shows the flow of refrigerant in the refrigerant circuit R in heating mode (solid arrows). When the heating mode is selected by the heat pump controller 32 (automatic mode) or by manual air conditioning setting operation with the climate control section 53 of the air conditioning controller 45 (manual mode), the heat pump controller 32 opens the electromagnetic valve 21 and closes the electromagnetic valve 17, the electromagnetic valve 20, the electromagnetic valve 22, the electromagnetic valve 35, and the electromagnetic valve 69. Then, the compressor 2 and the fans 15, 27 operate, and the air mixing damper 28 adjusts the proportion of air blown from the internal fan 27 to the heat sink 4 and the auxiliary heater 23.

[0058] As a result, hot, high-pressure gaseous refrigerant discharged from compressor 2 flows into heat sink 4. Since the air in air duct 3 is blown toward heat sink 4, the air in air duct 3 undergoes heat exchange with the high-temperature refrigerant in heat sink 4 and is heated. The refrigerant in heat sink 4, on the other hand, loses heat and is cooled, condenses, and liquefies.

[0059] The refrigerant that has liquefied in the heat sink 4 exits the heat sink 4 and reaches the external expansion valve 6 via the refrigerant lines 13E, 13J. The refrigerant flowing into the external expansion valve 6 undergoes a pressure reduction there and flows into the external heat exchanger 7. The refrigerant flowing into the external heat exchanger 7 evaporates and absorbs heat from the outside air blown in by the vehicle or 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 the refrigerant line 13A and the refrigerant line 13D, and the electromagnetic valve 21 to the refrigerant line 13C, and further through the refrigerant line 13C into the accumulator 12, where gas-liquid separation occurs. The gaseous refrigerant is then drawn from the refrigerant line 13K into the compressor 2; this circulation is repeated. The air heated at the heat sink 4 is discharged through the exhaust port 29, thereby heating the passenger compartment.

[0060] The heat pump controller 32 calculates the heat sink target pressure PCO from the heater target temperature TCO (target temperature of the heat sink 4) described below, which is calculated from the blowout target temperature TAO, which is the target temperature of the air blown into the passenger compartment (temperature set value of the air blown into the passenger compartment), and controls the rotation speed of the compressor 2 based on the heat sink target pressure PCO and the heat sink pressure Pci (high pressure of the refrigerant cycle R) output from the heat sink pressure sensor 47, the opening degree of the external expansion valve 6 based on the refrigerant discharge temperature Tci of the heat sink 4 detected by the heat sink outlet temperature sensor 44 and the heat sink pressure Pci detected by the heat sink pressure sensor 47, and the supercooling degree of the refrigerant at the outlet of the heat sink 4.

[0061] When the heating power provided by the heat sink 4 is insufficient with respect to the required heating power, the heat pump controller 32 compensates for this deficiency by generating heat using the auxiliary heater 23. Thus, the passenger compartment can be heated smoothly even at low outside air temperatures or the like. (2) Dehumidification heating mode

[0062] Next, with reference to Fig. 5 the dehumidification heating mode is described. In Fig. Figure 5 shows the flow of refrigerant in the refrigerant circuit R in dehumidification-heating mode (solid arrows). In dehumidification-heating mode, the heat pump controller 32 opens the electromagnetic valve 21, the electromagnetic valve 22, and the electromagnetic valve 35, and closes the electromagnetic valve 17, the electromagnetic valve 20, and the electromagnetic valve 69. Then, the compressor 2 and the fans 15, 27 operate, and the air mixing damper 28 adjusts the proportion of air blown from the internal fan 27 to the heat sink 4 and the auxiliary heater 23.

[0063] As a result, hot, high-pressure gaseous refrigerant discharged from compressor 2 flows into heat sink 4. Since the air in air duct 3 is blown toward heat sink 4, the air in air duct 3 undergoes heat exchange with the high-temperature refrigerant in heat sink 4 and is heated. The refrigerant in heat sink 4, on the other hand, loses heat and is cooled, condenses, and liquefies.

[0064] The refrigerant that has liquefied in the heat sink 4 exits the heat sink 4, and a part of it flows into the refrigerant line 13J via the refrigerant line 13E and reaches the external expansion valve 6. The refrigerant that has flowed into the external expansion valve 6 undergoes a pressure reduction and flows into the external heat exchanger 7. The refrigerant that has flowed into the external heat exchanger 7 evaporates and absorbs heat from outside air blown in by driving or by the external fan 15 (heat absorption). The cooled refrigerant flows from the external heat exchanger 7 via the refrigerant line 13A and the refrigerant line 13D and the electromagnetic valve 21 to the refrigerant line 13C and through the refrigerant line 13C into the accumulator 12, where gas-liquid separation occurs, after which the gaseous refrigerant is sucked from the refrigerant line 13K into the compressor 2; this circulation is repeated.

[0065] The remaining condensed refrigerant flowing into the refrigerant line 13E via the heat sink 4 is branched, and the branched refrigerant flows into the refrigerant line 13F via the electromagnetic valve 22 and reaches the refrigerant line 13B. Then, the refrigerant reaches the internal expansion valve 8, undergoes pressure reduction in the internal expansion valve 8, and then flows into the heat sink 9 via the electromagnetic valve 35 and evaporates. At this time, 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 and adheres to the heat sink 9, thereby cooling and dehumidifying the air.

[0066] The refrigerant evaporated in the heat sink 9 enters the refrigerant line 13C and is combined with the refrigerant from the refrigerant line 13D (refrigerant from the external heat exchanger 7), after which it is sucked from the refrigerant line 13K by the compressor 2 via the accumulator 12, and the cycle repeats. The air dehumidified in the heat sink 9 is reheated on its way through the heat sink 4 and the auxiliary heater 23 (if heat is generated), thereby dehumidifying and heating the passenger compartment.

[0067] The heat pump controller 32 in this embodiment controls the rotational speed of the compressor 2 based on the heat sink target pressure PCO calculated from the heater target temperature TCO and the heat sink pressure Pci (high pressure of the refrigerant cycle R) detected by the heat sink pressure sensor 47, or the rotational 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 its set value, the heat sink target temperature TEO. At this time, the heat pump controller 32 selects the lower of the compressor target speeds obtained from the calculation of the heat sink pressure Pci and the heat sink temperature Te and controls the compressor 2. It also controls the opening degree of the external expansion valve 6 based on the heat sink temperature Te.

[0068] If the heating capacity (heating capacity) provided by the heat sink 4 is insufficient with respect to the required heating capacity, the heat pump controller 32 compensates for this deficiency even in this dehumidification heating mode by generating heat using the auxiliary heater 23. Thus, the passenger compartment can be easily dehumidified and heated even at low outside air temperatures or the like. (3) Dehumidification cooling mode

[0069] Next, with reference to Fig. 6 the dehumidification cooling mode is described. In Fig. Figure 6 shows the flow of refrigerant in the refrigerant circuit R in dehumidification cooling mode (solid arrows). In dehumidification cooling mode, the heat pump controller 32 opens the electromagnetic valve 17 and the electromagnetic valve 35 and closes the electromagnetic valve 20, the electromagnetic valve 21, the electromagnetic valve 22, and the electromagnetic valve 69. Then, the compressor 2 and the fans 15, 27 operate, and the air mixing damper 28 adjusts the proportion of air blown from the internal fan 27 to the heat sink 4 and the auxiliary heater 23.

[0070] As a result, hot, high-pressure gaseous refrigerant discharged from compressor 2 flows into heat sink 4. Since the air in air duct 3 is blown toward heat sink 4, the air in air duct 3 undergoes heat exchange with the high-temperature refrigerant in heat sink 4 and is heated. The refrigerant in heat sink 4, on the other hand, loses heat and is cooled, condenses, and liquefies.

[0071] The refrigerant escaping from the heat sink 4 reaches the external expansion valve 6 via the refrigerant lines 13E, 13J and flows into the external heat exchanger 7 via the external expansion valve 6, which is controlled to open slightly wider (having a larger opening area) in relation to the heating mode and the dehumidification heating mode. The refrigerant flowing into the external heat exchanger 7 is cooled and condensed there with outside air blown in by the driving or by the external fan 15. The refrigerant discharged from the external heat exchanger 7 flows into the refrigerant line 13B via the refrigerant line 13A, the electromagnetic valve 17, the drying bottle section 14 and the subcooling section 16 and reaches the internal expansion valve 8 via the check valve 18. In the internal expansion valve 8, the refrigerant undergoes a pressure reduction and then flows into the heat sink 9 via the electromagnetic valve 35 and evaporates.Due to the heat absorption effect of the refrigerant, the water content in the air blown from the internal fan 27 condenses and adheres to the heat sink 9, thereby cooling and dehumidifying the air.

[0072] The refrigerant evaporated at the heat sink 9 reaches the accumulator 12 via the refrigerant line 13C and is drawn from there by the compressor 2 through the refrigerant line 13K; this circulation is repeated. The air cooled and dehumidified in the heat sink 9 is reheated (with a lower heating output than during dehumidification heating) on its way through the heat sink 4 and the auxiliary heater 23 (if heat is generated), thereby achieving dehumidification cooling of the passenger compartment.

[0073] The heat pump controller 32 controls the rotational speed of the compressor 2 so that the heat sink temperature Te reaches the heat sink target temperature TEO based on the temperature of the heat sink 9 detected by the heat sink temperature sensor 48 (heat sink temperature Te) and the heat sink target temperature TEO, which is the target temperature of the heat sink 9 (heat sink temperature Te target value), and controls the opening degree of the external expansion valve 6 so that the heat sink pressure Pci (high pressure of the refrigerant cycle R) output from the heat sink pressure sensor 47 and the heat sink target pressure PCO (heat sink pressure Pci target value), thereby achieving the required reheating degree (reheating amount) by the heat sink 4.

[0074] If the heating capacity (reheating capacity) provided by the heat sink 4 is insufficient with respect to the required heating capacity, the heat pump controller 32 compensates for this deficiency even in this dehumidification cooling mode by generating heat using the auxiliary heater 23. This enables dehumidification cooling without excessively lowering the temperature of the passenger compartment. (4) Cooling mode

[0075] Next, with reference to Fig. 7 the cooling mode is described. In Fig. Figure 7 shows the flow of refrigerant in the refrigerant circuit R in cooling mode (solid arrows). In cooling mode, the heat pump controller 32 opens the electromagnetic valve 17, the electromagnetic valve 20, and the electromagnetic valve 35, and closes the electromagnetic valve 21, the electromagnetic valve 22, and the electromagnetic valve 69. Then, the compressor 2 and the fans 15, 27 operate, and the air mixing damper 28 adjusts the proportion of air blown from the internal fan 27 to the heat sink 4 and the auxiliary heater 23. The auxiliary heater 23 is deenergized.

[0076] As a result, hot, gaseous, high-pressure refrigerant discharged from the compressor 2 flows into the heat sink 4. Although air in the air duct 3 blows towards the heat sink 4, since its proportion is small (solely for reheating during cooling), it essentially only passes through it, and the refrigerant discharged from the heat sink 4 reaches the refrigerant line 13J via the refrigerant line 13E. Since the electromagnetic valve 20 is open, the refrigerant passes through the electromagnetic valve 20 and flows further into the external heat exchanger 7, where it is cooled, condensed and liquefied by outside air blown in by the vehicle or by the external fan 15.

[0077] The refrigerant discharged from the external heat exchanger 7 flows into the refrigerant line 13B via the refrigerant line 13A, the electromagnetic valve 17, the desiccant section 14, and the subcooling section 16, and reaches the internal expansion valve 8 via the check valve 18. In the internal expansion valve 8, the refrigerant undergoes a pressure reduction and then flows into the heat sink 9 via the electromagnetic valve 35 and evaporates. Due to the heat absorption effect of the refrigerant, the air blown from the internal fan 27, which undergoes heat exchange with the heat sink 9, is cooled.

[0078] The refrigerant evaporated at the heat sink 9 reaches the accumulator 12 via the refrigerant line 13C and is drawn from there by the compressor 2 via the refrigerant line 13K; this circulation is repeated. The air cooled in the heat sink 9 is blown into the passenger compartment from the exhaust port 29, thereby cooling the passenger compartment. In the cooling mode, the heat pump controller 32 controls the speed of the compressor 2 based on the temperature of the heat sink 9 (heat sink temperature Te) output by the heat sink temperature sensor 48. (5) Air conditioning mode (priority) + battery cooling (air conditioning mode + temperature control target cooling)

[0079] Next, with reference to Fig. 8 the mode for air conditioning (priority) + battery cooling is described. In Fig. Figure 8 shows the refrigerant flow in the refrigerant circuit R in the air conditioning (priority) + battery cooling mode (solid arrows). In the air conditioning (priority) + battery cooling mode, the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, the solenoid valve 35, and the solenoid valve 69, and closes the solenoid valve 21 and the solenoid valve 22.

[0080] Then, the compressor 2 and the fans 15, 27 are operated, and the air mixing damper 28 adjusts the proportion of air blown from the internal fan 27 to the heat sink 4 and the auxiliary heater 23. In this operating mode, the auxiliary heater 23 is deenergized. The heat transfer medium heater 63 is also deenergized.

[0081] As a result, hot, gaseous, high-pressure refrigerant discharged from the compressor 2 flows into the heat sink 4. Although air in the air duct 3 blows towards the heat sink 4, since its proportion is small (solely for reheating during cooling), it essentially only passes through it, and the refrigerant discharged from the heat sink 4 reaches the refrigerant line 13J via the refrigerant line 13E. Since the electromagnetic valve 20 is open, the refrigerant passes through the electromagnetic valve 20 and flows further into the external heat exchanger 7, where it is cooled, condensed and liquefied by outside air blown in by the vehicle or by the external fan 15.

[0082] The refrigerant discharged from the external heat exchanger 7 flows into the refrigerant line 13B via the refrigerant line 13A, the electromagnetic valve 17, the desiccant section 14, and the subcooling section 16. The refrigerant flowing into the refrigerant line 13B passes through the check valve 18, then branches off, and reaches the internal expansion valve 8 through the refrigerant line 13B. The refrigerant flowing into the internal expansion valve 8 undergoes pressure reduction there and then flows into the heat sink 9 via the electromagnetic valve 35 and evaporates. Due to the heat absorption effect of the refrigerant, the air blown from the internal fan 27, which undergoes heat exchange with the heat sink 9, is cooled.

[0083] The refrigerant evaporated at the heat sink 9 reaches the accumulator 12 via the refrigerant line 13C and is drawn from there by the compressor 2 via the refrigerant line 13K; this circulation is repeated. The air cooled in the heat sink 9 is blown into the passenger compartment from the exhaust opening 29, thereby cooling the passenger compartment.

[0084] The remaining refrigerant passing through the check valve 18 branches out, flows into a branch line 67, and reaches the auxiliary expansion valve 68. After the refrigerant is depressurized there, it flows through the electromagnetic valve 69 into the refrigerant flow path 64B of the refrigerant-heat exchanger 64 and evaporates there. A heat absorption effect is achieved. The refrigerant evaporated in the refrigerant flow path 64B repeats the circulation, flowing sequentially through the refrigerant line 71, the refrigerant line 13C, and the accumulator 12, and is sucked from the refrigerant line 13K by the compressor 2 (shown by the solid arrows in Fig. 8).

[0085] Since the circulation pump 62 is operating, the heat carrier discharged by the circulation pump 62 again reaches the heat carrier flow path 64A of the refrigerant-heat carrier heat exchanger 64 through the heat carrier line 66, where it undergoes heat exchange with the refrigerant evaporated in the refrigerant flow path 64B, so that heat is absorbed therefrom and the heat carrier is cooled. The heat carrier discharged from the heat carrier flow path 64A of the refrigerant-heat carrier heat exchanger 64 reaches the heat carrier heating heater 63. However, since the heat carrier heating heater 63 does not generate heat in this operating mode, the heat carrier passes through it unchanged, reaches the battery 55, and undergoes heat exchange with the battery 55. This cools the battery 55, and after cooling the battery 55, the heat carrier is sucked by the circulation pump 62; this circulation repeats itself (in Fig. 8 shown by the broken arrows).

[0086] In the air conditioning (priority) + battery cooling mode, the heat pump controller 32 maintains the open state of the electromagnetic valve 35 and controls based on the temperature of the heat sink 9 (heat sink temperature Te) output from the heat sink temperature sensor 48 as described below. Fig. 12, the rotational speed of the compressor 2. In this embodiment, based on the temperature of the heat medium detected by the heat medium temperature sensor 76 (heat medium temperature Tw: sent from the battery controller 73), the electromagnetic valve 69 is controlled to open and close as follows.

[0087] The heat sink temperature Te is the temperature of the heat sink 9 in the embodiment or the temperature of an object (air) cooled by it. The heat medium temperature Tw is used as the temperature of the object (heat medium) cooled by the refrigerant-heat medium heat exchanger 64 (temperature regulation target object heat exchanger) in the embodiment, but is also an index indicating the temperature of the battery 55, which is the temperature regulation target object (hereinafter also).

[0088] Fig. Figure 13 shows a block diagram of the opening and closing control of the electromagnetic valve 69 in the air conditioning (priority) + battery cooling mode. A heat medium temperature Tw detected by the heat medium temperature sensor 76 and a predetermined heat medium target temperature TWO as the setpoint of the heat medium temperature Tw are input to an electromagnetic valve control section 90 for the temperature control target object of the heat pump controller 32.The temperature regulation target electromagnetic valve control section 90 sets an upper limit value TwUL and a lower limit value TwLL above and below the heat medium target temperature TWO with a predetermined temperature difference, and opens the electromagnetic valve 69 from the closed state of the electromagnetic valve 69 when the heat medium temperature Tw increases due to heat generation of the battery 55 or the like and rises to the upper limit value TwUL (exceeds the upper limit value TwUL or reaches the upper limit value TwUL, hereinafter also) (opening command for the electromagnetic valve 69). Thereby, refrigerant flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 and evaporates and cools the heat medium flowing in the heat medium flow path 64A, thus cooling the battery 55 by the cooled heat medium.

[0089] Subsequently, when the heat transfer fluid temperature Tw drops to the lower limit value TwLL (below the lower limit value TwLL or reaches the lower limit value TwLL, hereinafter referred to as the same), the electromagnetic valve 69 is closed (command to close the electromagnetic valve 69). After that, this opening and closing of the electromagnetic valve 69 is repeated, and, prioritizing the cooling of the passenger compartment, the heat transfer fluid temperature Tw is controlled to the heat transfer fluid target temperature TWO, and the cooling of the battery 55 is performed. (6) Switching the air conditioning operation

[0090] The heat pump controller 32 calculates the target outlet temperature TAO using the formula (I) below. The target outlet temperature TAO is the target temperature of the air blown into the passenger compartment through the outlet opening 29. TAO=(Tset−Tin)×K+Tbal(f(Tset,SUN,Tam))

[0091] Where, Tset is the set temperature of the passenger compartment set by the climate control section 53, Tin is the temperature of the passenger compartment inside air detected by the inside air temperature sensor 37, and Tbal is a compensation value calculated from the set temperature Tset, the amount of incident light SUN detected by the incident light sensor 51, and the outside air temperature Tam detected by the outside air temperature sensor 33. In general, the lower the outside air temperature Tam, the higher the blow-out target temperature TAO is, and it decreases as the outside air temperature Tam increases.

[0092] When the heat pump controller 32 starts up, an air conditioning mode is selected from the air conditioning modes based on the outside air temperature Tam detected by the outside air temperature sensor 33 and the discharge target temperature TAO. After startup, when changes occur in operating conditions such as the outside air temperature Tam, the discharge target temperature TAO, or the heat medium temperature Tw, or in the ambient conditions or setting conditions, the corresponding air conditioning mode is selected and switched to. For example, the transition to the air conditioning (priority) + battery cooling mode is executed based on a battery cooling request input from the battery controller 73.In this case, for example, if the heat carrier temperature Tw or the battery temperature Tcell has risen to a specified value, the battery controller 73 issues the battery cooling request and sends it to the heat pump controller 32 or the air conditioning controller 45. (7) Battery cooling mode (priority) + air conditioning

[0093] Next, the operation during charging of the battery 55 will be described. For example, when a charging connector is connected from a rapid charger (external power source) and the battery 55 is being charged (this information is sent from the battery controller 73), and there is a battery cooling request regardless of whether the ignition key (IGN) is turned on and the air conditioning switch of the climate control section 53 is turned on, the heat pump controller 32 executes the battery cooling (priority) + air conditioning mode. The flow of refrigerant in the refrigerant circuit R in this battery cooling (priority) + air conditioning mode is the same as in the air conditioning (priority) + battery cooling mode. Fig. 8.

[0094] However, in this embodiment, in the battery cooling (priority) + air conditioning mode, the heat pump controller 32 maintains the open state of the electromagnetic valve 69 and controls based on the heat medium temperature Tw detected by the heat medium temperature sensor 76 (sent from the battery controller 73) as described below. Fig. 14, the rotational speed of the compressor 2. In addition, in the embodiment, based on the temperature of the heat sink 9 (heat sink temperature Te) detected by the heat sink temperature sensor 48, the electromagnetic valve 35 is controlled to open and close as follows.

[0095] Fig. Figure 15 shows a block diagram of the opening and closing control of the electromagnetic valve 35 in the battery cooling (priority) + air conditioning mode. The heat sink temperature Te detected by the heat sink temperature sensor 48 and the specified heat sink target temperature TEO as the heat sink temperature setpoint Te are input to a heat sink electromagnetic valve control section 95 of the heat pump controller 32.The heat sink electromagnetic valve control section 95 sets an upper limit value TeUL and a lower limit value TeLL above and below the heat sink set temperature TEO with a predetermined temperature difference, and opens the electromagnetic valve 35 from the closed state of the electromagnetic valve 35 when the heat sink temperature Te increases and rises to the upper limit value TeUL (exceeds the upper limit value TeUL or reaches the upper limit value TeUL, hereinafter referred to as the same) (opening command for the electromagnetic valve 35). As a result, the refrigerant flows into the heat sink 9 and evaporates and cools the air flowing in the air duct 3.

[0096] Subsequently, when the heat sink temperature Te drops to the lower limit TeLL (below the lower limit TeLL or reaches the lower limit TeLL, hereinafter the same), the electromagnetic valve 35 is closed (command to close the electromagnetic valve 35). After that, this opening and closing of the electromagnetic valve 35 is repeated, and with priority given to cooling the battery 55, the heat sink temperature Te is controlled to the heat sink target temperature TEO, and the passenger compartment cooling is performed. (8) Battery cooling mode (alone) (Temperature regulation target cooling mode (alone))

[0097] When a charging connector from a rapid charger (external power source) is connected, the battery 55 is being charged, and a battery cooling request is present, regardless of whether the ignition switch of the climate control section 53 is turned off, regardless of whether the ignition switch is turned on or not, the heat pump controller 32 executes the battery cooling (alone) mode. However, it also executes when the battery 55 is not being charged, the air conditioning switch is turned off, and a battery cooling request is present (when driving at high outside air temperature, etc.). The heat pump controller 32 also transitions from the air conditioning (priority) + battery cooling mode to the battery cooling (alone) mode, which will be described in detail later.

[0098] In Fig. Figure 9 shows the flow of refrigerant in the refrigerant circuit R in the battery cooling (alone) mode (solid arrows). In the battery cooling (alone) mode, the heat pump controller 32 opens the electromagnetic valve 17, the electromagnetic valve 20, and the electromagnetic valve 69, and closes the electromagnetic valve 21, the electromagnetic valve 22, and the electromagnetic valve 35. The compressor 2 and the external fan 15 operate. The internal fan 27 is not operated, and the auxiliary heater 23 is also deenergized. In this operating mode, the heat carrier heating heater 63 is also deenergized.

[0099] As a result, hot, high-pressure gaseous refrigerant discharged from the compressor 2 flows into the heat sink 4. The air in the air duct 3 is not blown into the heat sink 4, but merely passes through it, and the refrigerant discharged from the heat sink 4 reaches the refrigerant line 13J via the refrigerant line 13E. Since the electromagnetic valve 20 is open, the refrigerant passes through the electromagnetic valve 20 and flows further into the external heat exchanger 7, where it is cooled, condensed, and liquefied by outside air blown in by the external fan 15.

[0100] The refrigerant discharged from the external heat exchanger 7 flows into the refrigerant line 13B via the refrigerant line 13A, the electromagnetic valve 17, the desiccant section 14, and the subcooling section 16. The refrigerant flowing into the refrigerant line 13B passes through the check valve 18, flows completely into the branch line 67, and reaches the auxiliary expansion valve 68. After undergoing a pressure reduction there, the refrigerant flows into the refrigerant flow path 64B of the refrigerant-heat-transfer medium heat exchanger 64 via the electromagnetic valve 69 and evaporates there, achieving a heat absorption effect. The refrigerant evaporated in the refrigerant flow path 64B repeats the circulation in which it flows sequentially through the refrigerant line 71, the refrigerant line 13C and the accumulator 12 and is sucked from the refrigerant line 13K by the compressor 2 (shown by the solid arrows in 。 Fig. 9).

[0101] Since the circulation pump 62 is operating, the heat transfer fluid discharged by the circulation pump 62 again reaches the heat transfer fluid flow path 64A of the refrigerant-heat transfer fluid heat exchanger 64 through the heat transfer fluid line 66, where the refrigerant evaporated in the refrigerant flow path 64B absorbs heat therefrom and the heat transfer fluid is cooled. The heat transfer fluid discharged from the heat transfer fluid flow path 64A of the refrigerant-heat transfer fluid heat exchanger 64 reaches the heat transfer fluid heating device 63. However, since the heat transfer fluid heating device 63 does not generate heat in this operating mode, the heat transfer fluid passes through it unchanged, reaches the battery 55, and undergoes heat exchange with the battery 55. This cools the battery 55, and after the battery 55 is cooled, the heat transfer fluid is sucked in by the circulation pump 62; this circulation is repeated (in Fig. 9 shown with broken arrows).

[0102] Even in the battery cooling mode (alone), the heat pump controller 32 controls the speed of the compressor 2 based on the heat medium temperature Tw detected by the heat medium temperature sensor 76 as described below, thereby cooling the battery 55. (9) Defrost mode

[0103] Next, with reference to Fig. 10 the defrosting mode of the external heat exchanger 7 is described. In Fig. Figure 10 shows the flow of refrigerant in the refrigerant circuit R in defrost mode (solid arrows). As mentioned, in heating mode, the refrigerant evaporates in the external heat exchanger 7 and absorbs heat from the outside air, causing the temperature to drop and the water content of the outside air to adhere to the external heat exchanger 7 as ice.

[0104] Therefore, the heat pump controller 32 calculates a difference ΔTXO (=TXObase-TXO) between the internal heat exchanger temperature TXO detected by the internal heat exchanger temperature sensor (refrigerant evaporation temperature in the internal heat exchanger) and a refrigerant evaporation temperature TXObase when no frost adheres to the internal heat exchanger, and when the internal heat exchanger temperature TXO drops below the refrigerant evaporation temperature TXObase without frost adhesion, and a state in which the difference ΔTXO increases to a predetermined value continues for a predetermined time, it judges that frost adheres to the internal heat exchanger and sets a predetermined frosting flag.

[0105] Now, in a state where the frost flag is set and the air conditioning switch of the air conditioning control section 53 is turned off, when a plug of a rapid charger is connected for charging and the battery 55 is charged, the heat pump controller 32 executes the defrosting mode of the internal heat exchanger as described below.

[0106] In defrost mode, the heat pump controller 32 sets the refrigerant circuit R to the above heating mode and fully opens the external expansion valve 6. Then, the compressor 2 is operated, and hot refrigerant discharged from the compressor 2 flows through the heat sink 4 and the external expansion valve 6 into the external heat exchanger 7 and defrosts the ice adhering to the internal heat exchanger ( Fig. 10). When the external heat exchanger temperature TXO detected by the external heat exchanger temperature sensor 49 exceeds a predetermined defrosting end temperature (for example, +3°C or the like), the heat pump controller 32 considers the defrosting of the external heat exchanger 7 to be completed and terminates the defrosting mode. (10) Battery warming mode

[0107] While performing air conditioning operation or charging the battery 55, the heat pump controller 32 executes the battery heating mode. In the battery heating mode, the heat pump controller 32 operates the circulation pump 62 and energizes the heat carrier heating heater 63. It also closes the electromagnetic valve 69.

[0108] The heat carrier discharged by the circulation pump 62 therefore reaches the heat carrier flow path 64A of the refrigerant-heat carrier heat exchanger 64 through the heat carrier line 66, passes through it, and reaches the heat carrier heating heater 63. Since the heat carrier heating heater 63 generates heat, the heat carrier is heated by the heat carrier heating heater 63, and its temperature rises, after which it reaches the battery 55 and undergoes heat exchange with the battery 55. As a result, the battery 55 is heated, and after the battery 55 is heated, the heat carrier is sucked by the circulation pump 62; this circulation is repeated.

[0109] In the battery heating mode, the heat pump controller 32 controls the power supply of the heat medium heating heater 63 based on the heat medium temperature Tw detected by the heat medium temperature sensor 76, regulates the heat medium temperature Tw to the set heat medium target temperature TWO and heats the battery 55. (11) Control of compressor 2 by the heat pump controller 32

[0110] The heat pump controller 32 calculates in heating mode based on the heat sink pressure Pci according to the functional diagram from Fig. 11 a target speed TGNCh of compressor 2 (compressor target speed) and calculates in dehumidification cooling mode, cooling mode and air conditioning (priority) + battery cooling mode based on the heat sink temperature Te according to the functional diagram from Fig. 12 a target speed TGNCc of compressor 2 (compressor target speed). In dehumidification heating mode, the lower trend of the compressor target speed TGNCh and the compressor target speed TGNCc is selected. In battery cooling (priority) + air conditioning mode and in battery cooling (only) mode, the heat transfer fluid temperature Tw is selected according to the functional diagram in Fig. 14 a target speed TGNCw of compressor 2 (Compressor target speed) is calculated.(11-1) Calculation of the compressor target speed TGNCh based on the heat sink pressure Pci

[0111] First, Fig. 11 the control of compressor 2 based on the heat sink pressure Pci is described in detail. Fig. 11 is a functional diagram of the heat pump controller 32, which calculates the target speed of the compressor 2 (compressor target speed) TGNCh based on the heat sink pressure Pci. A CV (feedforward) operation amount calculation section 78 of the heat pump controller 32 calculates a CV operation amount TGNChff of the compressor target speed based on the outside air temperature Tam obtained from the outside air temperature sensor 33, a blower voltage BLV of the internal fan 27, a blown air amount ratio SW of the air mixing door 28 obtained by SW = (TAO - Te) / (Thp - Te), a target supercooling temperature TGSC which is the target value of a supercooling amount SC of the refrigerant at the outlet of the heat sink 4, the heater target temperature TCO which is the target value of the heater temperature Thp, and a heat sink target pressure PCO which is the target value of the pressure of the heat sink 4.

[0112] The heater temperature Thp is an air temperature downstream of the heat sink 4 (estimated value) calculated (estimated) from the heat sink pressure Pci detected by the heat sink pressure sensor 47 and the refrigerant outlet temperature Tci of the heat sink 4 detected by the heat sink outlet temperature sensor 44. The supercooling temperature SC is calculated from the refrigerant inlet temperature Tcxin detected by the heat sink inlet temperature sensor 43 and the heat sink outlet temperature sensor 44 and the refrigerant outlet temperature Tci of the heat sink 4.

[0113] The target heat sink pressure PCO is calculated based on the target supercooling temperature TGSC and the heater target temperature TCO by a target value calculation section 79. An RC (feedback) actuation amount calculation section 81 calculates an RC actuation amount TGNChfb of the compressor target speed based on the target heat sink pressure PCO and the heat sink pressure Pci using PID calculation and PI calculation, respectively. The RC actuation amount TGNChff calculated by the VK actuation amount calculation section 78 and the RC actuation amount TGNChfb calculated by the RC actuation amount calculation section 81 are added in an adder 82 and input as TGNCh00 to a limit value setting section 83.

[0114] At the limit value setting section 83, a control-related lower limit speed ECNpdLimLo and upper limit speed ECNpdLimHi are set and determined as TGNCh0, and then determined as the compressor target speed TGNCh by a compressor shutdown control section 84. That is, the speed of the compressor 2 is limited to the upper limit speed ECNpdLimHi. In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 using this compressor target speed TGNCh calculated based on the heat sink pressure Pci so that the heat sink pressure Pci reaches the heat sink target pressure PCO.

[0115] When the compressor target speed TGNCh reaches the lower speed limit ECNpdLimLo and a state in which the heat sink pressure Pci increases to the upper limit PUL (exceeds the upper limit PUL or reaches the upper limit PUL, hereinafter the same) with the set upper limit PUL and lower limit PLL set above and below the heat sink target pressure PCO continues for a set time th1, the compressor stop control section 84 stops the compressor 2 and enters an on / off mode for on / off control of the compressor 2.

[0116] In this on / off mode of compressor 2, when the heat sink pressure Pci drops to the lower limit value PLL (below the lower limit value PLL or reaches the lower limit value PLL, as described below), compressor 2 is started and operated at the lower speed limit ECNpdLimLo for the compressor target speed TGNCh. When the heat sink pressure Pci rises to the upper limit value PUL in this state, compressor 2 is stopped again. Thus, compressor 2 operates (turns on) and stops (turns off) at the lower speed limit ECNpdLimLo. After the heat sink pressure Pci drops to the lower threshold value PUL and compressor 2 is started, if a state in which the heat sink pressure Pci does not rise above the lower threshold value PUL continues for a specified time th2, the on / off mode of compressor 2 is terminated and the normal mode is restored. (11-2) Calculation of the compressor target speed TGNCc based on the heat sink temperature Te

[0117] Next, Fig. 12 the control of the compressor 2 based on the heat sink temperature Te is described in detail. Fig. 12 is a functional diagram of the heat pump controller 32, which calculates the target speed of the compressor 2 (compressor target speed) TGNCc based on the heat sink temperature Te. A VK actuation amount calculation section 86 of the heat pump controller 32 calculates a VK actuation amount TGNCcff of the compressor target speed based on the outside air temperature Tam, the blown air flow rate Ga flowing in the air duct 3 (or the fan voltage BLV of the internal fan 27), the heat sink target pressure PCO, and the heat sink target temperature TEO, which is the target value of the heat sink temperature Te.

[0118] An RC actuation amount calculation section 87 calculates a feedback actuation amount TGNCcfb of the compressor target speed based on the heat sink target temperature TEO and the heat sink temperature Te using PID calculation and PI calculation, respectively. The VK actuation amount TGNCcff calculated by the VK actuation amount calculation section 86 and the feedback actuation amount TGNCcfb calculated by the RC actuation amount calculation section 87 are added in an adder 88 and input as TGNCc00 to a limit value setting section 89.

[0119] At the limit value setting section 89, a control-related lower limit speed TGNCcLimLo and upper limit speed TGNCcLimHi are set and determined as TGNCc0, and then determined as the compressor target speed TGNCc via a compressor stop control section 91. Thus, the speed of compressor 2 is limited to the upper limit speed TGNCcLimHi. However, this upper limit speed TGNCcLimHi is changed by the heat pump controller 32 as described below. A value TGNCc00 added by the adder 88 is within the upper limit speed TGNCcLimHi and the lower limit speed TGNCcLimLo, and unless an on / off mode described below is entered, this value TGNCc00 is the compressor target speed TGNCc (speed of compressor 2).In normal mode, the heat pump controller 32 controls the operation of the compressor 2 by means of the compressor target speed TGNCc calculated based on the heat sink temperature Te so that the heat sink temperature Te reaches the heat sink target temperature TEO.

[0120] When the compressor target speed TGNCc reaches the lower speed limit TGNCcLimLo and a state in which the heat sink temperature Te decreases to the lower limit TeLL at the upper limit TeUL and lower limit TeLL set above and below the heat sink target temperature TEO continues for a predetermined time tc1, the compressor stop control section 91 stops the compressor 2 and enters the on / off mode for controlling the compressor 2 on / off.

[0121] In this on / off mode of compressor 2, when the heat sink temperature Te rises to the upper limit value TeUL, compressor 2 is started and operated at the lower speed limit TGNCcLimLo for the compressor target speed TGNCc. When the heat sink temperature Te drops to the lower limit value TeLL in this state, compressor 2 is stopped again. Thus, compressor 2 operates (turns on) and stops (turns off) at the lower speed limit TGNCcLimLo. After the heat sink temperature Te rises to the upper limit value TeUL and compressor 2 is started, if a state in which the heat sink temperature Te does not drop below the upper limit value TeUL continues for a specified time tc2, the on / off mode of compressor 2 is terminated and the normal mode is restored. (11-3) Calculation of the compressor target speed TGNCw based on the heat transfer medium temperature Tw

[0122] Next, Fig. 14 the control of compressor 2 based on the heat carrier temperature Tw is described in detail. Fig. 14 is a functional diagram of the heat pump controller 32, which calculates the target rotational speed of the compressor 2 (compressor target rotational speed) TGNCw based on the heat medium temperature Tw. A VK operation amount calculation section 92 of the heat pump controller 32 calculates a VK operation amount TGNCwff of the compressor target rotational speed based on the outside air temperature Tam, a heat medium flow rate Gw in the unit temperature regulating device 61 (calculated from the output of the circulation pump 62), the heat generation amount of the battery 55 (sent from the battery controller 73), the battery temperature Tcell (sent from the battery controller 73), and the heat medium target temperature TWO, which is the target value of the heat medium temperature Tw.

[0123] An RC operation amount calculation section 93 calculates an RC operation amount TGNCwfb of the compressor target speed based on the heat medium target temperature TWO and the heat medium temperature Tw (sent from the battery controller 73) using PID calculation and PI calculation, respectively. The VK operation amount TGNCwff calculated by the VK operation amount calculation section 92 and the feedback operation amount TGNCwfb calculated by the RC operation amount calculation section 93 are added in an adder 94 and input as TGNCw00 to a limit value setting section 96.

[0124] At the limit value setting section 96, a control-related lower limit speed TGNCwLimLo and upper limit speed TGNCwLimHi are set and determined as TGNCw0, and then determined as the compressor target speed TGNCw via a compressor stop control section 97. Thus, the speed of compressor 2 is limited to the upper limit speed TGNCwLimHi. However, this upper limit speed TGNCwLimHi is changed by the heat pump controller 32 as described below. A value TGNCw00 added by the adder 94 is within the upper limit speed TGNCwLimHi and the lower limit speed TGNCwLimLo, and unless an on / off mode described below is entered, this value TGNCw00 is the compressor target speed TGNCw (speed of compressor 2).In normal mode, the heat pump controller 32 controls the operation of the compressor 2 by means of the compressor target speed TGNCw calculated on the basis of the heat carrier temperature Tw so that the heat carrier temperature Tw reaches the heat carrier target temperature TWO.

[0125] When the compressor target speed TGNCw reaches the lower speed limit TGNCwLimLo and a state in which the heat medium temperature Tw decreases to the lower limit TwLL at the upper limit TwUL and lower limit TwLL set above and below the heat medium target temperature TWO continues for a predetermined time tw1, the compressor stop control section 97 stops the compressor 2 and enters the on / off mode for controlling the compressor 2 on / off.

[0126] In this on / off mode of compressor 2, if the heat medium temperature Tw rises to the upper limit value TwUL, compressor 2 is started and operated at the lower speed limit TGNCwLimLo for the compressor target speed TGNCw. If the heat medium temperature Tw drops to the lower limit value TwLL in this state, compressor 2 is stopped again. Thus, compressor 2 operates (turns on) and stops (turns off) at the lower speed limit TGNCwLimLo. If, after the heat medium temperature Tw rises to the upper limit value TwUL and compressor 2 is started, a state in which the heat medium temperature Tw does not drop below the upper limit value TwUL persists for a specified time tw2, the on / off mode of compressor 2 is terminated and the normal mode is restored. (12) Control to prevent excessive increase of battery temperature Tcell by the heat pump controller 32

[0127] Next, with reference to Fig. 16 to 19 describe a control for preventing an excessive increase in the battery temperature Tcell by the heat pump controller 32. As mentioned, this control is a control that is executed, for example, when the air conditioning (priority) + battery cooling mode is executed while driving.

[0128] In the air conditioning (priority) + battery cooling mode (air conditioning + temperature control object cooling mode), as mentioned above, the electromagnetic valve 69 is controlled to open and close based on the heat medium temperature Tw, and the flow of refrigerant to the refrigerant-heat medium heat exchanger 64 is controlled. However, there is a time delay until the temperature of the battery 55 (battery temperature Tcell) is reflected in the heat medium (heat medium temperature Tw). Therefore, for example, when the output of the driving motor increases, the discharge amount from the battery 55 also increases, so that the battery temperature Tcell rises. However, as long as the heat medium temperature Tw does not reach the upper limit TwUL ( Fig. 13) increases, a state arises in which the electromagnetic valve 69 is not open and no refrigerant flows to the refrigerant-heat transfer medium heat exchanger 64.

[0129] Furthermore, in the mode for air conditioning (priority) + battery cooling as in Fig. 12, the rotational speed of the compressor 2 is controlled based on the heat sink temperature Te and the heat sink target temperature TEO, the cooling of the battery 55 follows the temperature control of the heat sink 9. If the rotational speed of the compressor 2 remains low even though the battery temperature Tcell rises, there is a risk that the temperature of the battery 55 will rise excessively.

[0130] Therefore, the heat pump controller 32 sets a fixed lower limit value TcellLL and a fixed upper limit value TcellUL1 for the battery temperature Tcell (TcellLL < TcellUL1) and triggers a Fig. 16, and performs an operation to release the alarm state when the battery temperature Tcell reaches the lower limit value TcellLL or the battery temperature Tcell drops below the lower limit value TcellLL. The temperature range at or below the lower limit value TcellLL is a safe temperature range for the battery 55.

[0131] If, as in Fig. 17, in the air conditioning (priority) + battery cooling mode, the electromagnetic valve 69 is closed and the battery temperature Tcell rises and reaches the upper limit value TcellUL1 at the time t1 shown in the figure or the battery temperature Tcell becomes higher than the upper limit value TcellUL1, the alarm state applies and the electromagnetic valve 69 is opened, and the open state of the electromagnetic valve 69 is then maintained regardless of the heat medium temperature Tw.

[0132] Even if, as in Fig. 18, in the air conditioning (priority) + battery cooling mode, the electromagnetic valve 69 is opened, the battery temperature Tcell rises and reaches the upper limit value TcellUL1 at time t1 or the battery temperature Tcell becomes higher than the upper limit value TcellUL1, the alarm state applies and the open state of the electromagnetic valve 69 is maintained, and the open state of the electromagnetic valve 69 is subsequently maintained regardless of the heat carrier temperature Tw.

[0133] When the heat pump controller 32 triggers the alarm state of the battery 55 because the battery temperature Tcell reaches the upper limit value TcellUL1 or becomes higher than the upper limit value TcellUL1 and maintains the open state of the electromagnetic valve 69, it notifies the air conditioning controller 45.When the air conditioning controller 45 receives the notification from the heat pump controller 32 that the alarm condition has been triggered, under the condition that the heat sink temperature Te has become higher than the heat sink target temperature TEO (Te > TEO) or has become higher than a value at which a predetermined tolerance α has been added to the heat sink target temperature TEO (Te > TEO + α), a predetermined display is made on the display 53A of the air conditioning control section 53 that the air conditioning performance (cooling performance) for the passenger compartment is reduced due to a rise in the battery temperature Tcell (air conditioning performance decrease notification process).

[0134] Thus, if the open state of the electromagnetic valve 69 is maintained, refrigerant always flows into the refrigerant flow path 64B of the refrigerant-heat-medium heat exchanger 64 as long as the compressor 2 is operating, the battery temperature Tcell should normally drop rapidly. Subsequently, as shown in the individual figures, at a time t2, when the battery temperature Tcell has dropped to the lower limit value TcellLL or the battery temperature Tcell has dropped below the lower limit value TcellLL, the heat pump controller 32 cancels the alarm state, whereupon the electromagnetic valve 69 is controlled to open and close based on the heat-medium temperature Tw. In the exemplary embodiment, the lower limit value TcellLL is the opening maintenance cancellation value of the present invention.The open retention release value is not limited to the lower limit value TcellLL, and the upper limit value TcellUL1 can also be the open retention release value. However, if the alarm condition is triggered when the battery temperature Tcell reaches the upper limit value TcellUL1 and the open state of the electromagnetic valve 69 is maintained, the open retention of the electromagnetic valve 69 is released when the battery temperature Tcell drops below the upper limit value TcellUL1; and if the alarm condition is triggered when the battery temperature Tcell becomes higher than the upper limit value TcellUL1 and the open state of the electromagnetic valve 69 is maintained, the open retention of the electromagnetic valve 69 is released when the battery temperature Tcell drops to or below the upper limit value TcellUL1.

[0135] When the heat pump controller 32 cancels the alarm condition of the battery 55, if the battery temperature Tcell drops to the lower limit value TcellLL or the battery temperature Tcell drops below the lower limit value TcellLL, it notifies the air conditioning controller 45. When the air conditioning controller 45 receives notification from the heat pump controller 32 that the alarm condition has been canceled, if a display indicating that the air conditioning (cooling) capacity is reduced is displayed on the display 53A of the air conditioning control section 53, this display is canceled.

[0136] If in the air conditioning (priority) + battery cooling mode, the battery temperature Tcell continues to rise even though the alarm condition has been triggered as described above due to the battery temperature Tcell reaching the upper limit TcellUL1 or the battery temperature Tcell becoming higher than the upper limit TcellUL1 and the open state of the electromagnetic valve 69 is maintained, the Fig. 19 shown control is executed.

[0137] That is, the heat pump controller 32 has another upper limit value TcellUL2 that is higher than the upper limit value TcellUL1 (TcellUL1 < TcellUL2). In the air conditioning (priority) + battery cooling mode, at a time t3 from the normal state, the alarm state is triggered and the open state of the electromagnetic valve 69 is maintained, but the battery temperature Tcell continues to rise and, as shown in Fig. 19, at a time t4 the upper limit value TcellUL2 is reached or becomes higher than the upper limit value TcellUL2, the heat pump controller 32 enters the battery cooling mode (alone).

[0138] Thus, on the one hand, as in Fig. 14 is switched to controlling the speed of the compressor 2 based on the heat medium temperature Tw and the heat medium target temperature TWO, and secondly, the closed state of the electromagnetic valve 35 is maintained while the electromagnetic valve 69 is kept open. This stops the air conditioning of the passenger compartment, and the battery 55 is intensively cooled using all the refrigerant.

[0139] When the heat pump controller 32 enters the battery cooling mode (alone) because the battery temperature Tcell reaches or becomes higher than the upper limit value TcellUL2, it notifies the air conditioning controller 45. When the air conditioning controller 45 receives this notification from the heat pump controller 32, instead of displaying the air conditioning power reduction on the display 53A of the air conditioning control section 53, a predetermined display indicating that the air conditioning of the passenger compartment is stopped due to a further increase in the battery temperature Tcell (air conditioning power stop notification process) is made.

[0140] In this way, when the battery temperature Tcell reaches the upper limit value TcellUL1 or falls below the upper limit value TcellUL1 at a time t5 in the downward direction, the heat pump controller 32 maintains the open state of the electromagnetic valve 69, opens the electromagnetic valve 35, and enters the air conditioning (priority) + battery cooling mode. Thus, the speed control of the compressor 2 is returned to the heat sink temperature Te and the heat sink set temperature TEO, and the open state of the electromagnetic valve 35 is maintained, but the alarm state is not canceled and the open state of the electromagnetic valve 69 is maintained. Thus, the upper limit value TcellUL1 is the cooling-only cancellation value of the present invention.

[0141] When the heat pump controller 32 enters the air conditioning (priority) + battery cooling mode because the battery temperature Tcell has reached the upper limit TcellUL1 or has dropped below the upper limit TcellUL1, it notifies the air conditioning controller 45. Upon receiving this notification from the heat pump controller 32, the air conditioning controller 45 stops displaying on the display 53A of the climate control section 53 that the air conditioning of the passenger compartment has been stopped and returns to displaying that the air conditioning performance is reduced.

[0142] Subsequently, at a time t6, when the battery temperature Tcell reaches the lower limit value TcellLL or the battery temperature Tcell drops below the lower limit value TcellLL, the heat pump controller 32 releases the alarm state, whereupon the electromagnetic valve 69 is controlled to open and close based on the heat medium temperature Tw. The display on the display 53A for reducing the air conditioning capacity is also stopped. The cooling-only override value is not limited to the upper limit value TcellUL1, and the upper limit value TcellUL2 can also be the cooling-only override value.However, when switching to battery cooling mode (alone), if the battery temperature Tcell has reached the upper limit TcellUL2, the transition to air conditioning (priority) + battery cooling mode occurs when the battery temperature Tcell drops below the upper limit TcellUL2. When switching to battery cooling mode (alone), if the battery temperature Tcell exceeds the upper limit TcellUL2, the transition to air conditioning (priority) + battery cooling mode occurs when the battery temperature Tcell drops to or below the upper limit TcellUL2. The lower limit TcellLL can also be the cooling-alone override value.In this case, the battery cooling mode (alone) is immediately restored to the air conditioning (priority) + battery cooling mode, in which the electromagnetic valve 69 is controlled to open and close based on the heat carrier temperature Tw.

[0143] As described above, by controlling the rotational speed of the compressor 2 based on the heat sink temperature Te in the air conditioning (priority) + battery cooling mode and controlling the opening and closing of the electromagnetic valve 69 based on the heat sink temperature Tw, during air conditioning of the passenger compartment under the control of the compressor 2 based on the heat sink temperature Te, the flow of the refrigerant to the refrigerant-heat transfer medium heat exchanger 64 can be controlled by the heat sink temperature Tw and the cooling of the battery 55 can also be performed. And since the heat pump controller 32 maintains the open state of the electromagnetic valve 69, when the battery temperature Tcell reaches the set upper limit value TcellUL1 or becomes higher than the upper limit value TcellUL1 in this air conditioning (priority) + battery cooling mode, the control of the electromagnetic valve 69 can be changed so thatthat refrigerant always flows to the refrigerant-heat-transfer medium heat exchanger 64 if the battery temperature Tcell reaches or becomes higher than the upper limit TcellUL1, so that the temperature of the battery 55 can be quickly lowered. This can prevent the problem of excessive temperature rise of the battery 55 from the outset, prevent deterioration of the battery 55, and extend its service life.

[0144] Since the heat pump controller 32 restores the state of opening and closing control of the electromagnetic valve 69 in the air conditioning (priority) + battery cooling mode when the battery temperature Tcell reaches the set opening retention suspension value or falls below the opening retention suspension value, the control of the electromagnetic valve 69 can be smoothly returned to the normal state if the battery temperature Tcell reaches the set opening retention suspension value or falls below the opening retention suspension value.

[0145] In the exemplary embodiment, the air conditioning controller 45 of the control device 11 includes the display 53A. In the air conditioning (priority) + battery cooling mode, when the open state of the electromagnetic valve 69 is maintained due to the battery temperature Tcell, the specified air conditioning power decrease notification process is executed on the display 53A. Therefore, if the battery temperature Tcell has reached the upper limit value TcellUL1 or has become higher than the upper limit value TcellUL1 and the open state of the electromagnetic valve 69 is maintained due to this, the occupant can be notified of the reduction in air conditioning power to the occupant. In this way, the occupant can know that the decrease in air conditioning power is not due to a malfunction.

[0146] In this case, since the air conditioning controller 45 executes the air conditioning power decrease notification process when the heat sink temperature Te is higher than the heat sink target temperature TEO or the heat sink temperature Te is higher than the heat sink target temperature TEO+α, the air conditioning power decrease notification process is executed only when the air conditioning power actually decreases, whereby the problem of unnecessarily disturbing the occupant can be avoided.

[0147] Furthermore, in the air conditioning (priority) + battery cooling mode, when the battery temperature Tcell reaches the further upper limit value TcellUL2, which is higher than the upper limit value TcellUL1, or becomes higher than the upper limit value TcellUL2, the heat pump controller 32 enters the battery cooling (alone) mode. Therefore, in the case where the battery temperature Tcell continues to rise and reaches the upper limit value TcellUL2 or becomes higher than the upper limit value TcellUL2 despite the electromagnetic valve 69 remaining open, the air conditioning of the passenger compartment is stopped, and the battery 55 can be cooled using all the refrigerant. This allows the battery 55 to be intensively cooled and quickly lowered to a safe temperature range.

[0148] After transitioning to the battery cooling (sole) mode, if the battery temperature Tcell drops to the set cooling-sole override value or falls below the cooling-sole override value, the heat pump controller 32 enters the air conditioning (priority) + battery cooling mode while maintaining the open state of the electromagnetic valve 69, and therefore the air conditioning of the passenger compartment can be resumed smoothly and the cooling of the battery 55 can also be continued smoothly if the battery temperature Tcell drops to the set cooling-sole override value or falls below the cooling-sole override value.

[0149] In the embodiment, when the battery temperature Tcell reaches or becomes higher than the upper limit value TcellUL2 and the battery temperature TcellUL2 transitions to the battery cooling (alone) mode in the air conditioning + temperature control target cooling mode, the specified air conditioning stop notification process is executed on the display 53A. Therefore, if the battery temperature Tcell reaches or becomes higher than the upper limit value TcellUL2 and the transition to the battery cooling (alone) mode occurs, the passenger can be notified that the air conditioning of the passenger compartment has stopped. This allows the passenger to know that the stopping of the air conditioning of the passenger compartment is not due to a malfunction.

[0150] In the embodiment, the device temperature regulating device 61 circulates the heat carrier to regulate the temperature of the battery 55, but there is no limitation in this regard, and a temperature regulating target heat exchanger for direct heat exchange between the refrigerant and the battery 55 (temperature regulating target) may also be used.In this case, a temperature sensor is provided at the refrigerant outlet of the temperature regulation target heat exchanger, and in the air conditioning (priority) + battery cooling mode, the temperature of the refrigerant discharged from the temperature regulation target heat exchanger detected by this temperature sensor is regarded as the temperature of the temperature regulation target heat exchanger, and the heat pump controller 32 controls the opening and closing of the electromagnetic valve 69 based on this temperature, while in the battery cooling (priority) + air conditioning mode and the battery cooling (alone) mode, the heat pump controller 32 also controls the rotation speed of the compressor 2 based on the temperature of the refrigerant discharged from the temperature regulation target heat exchanger.

[0151] In the embodiment, a vehicle air conditioner 1 has been described in which the air conditioning (priority) + battery cooling mode and the battery cooling (priority) + air conditioning mode for simultaneously performing cooling of the passenger compartment and cooling of the battery 55 are executed, so that the battery 55 can be cooled during the cooling of the passenger compartment, but the cooling of the battery 55 is not limited to the time during the passenger compartment cooling, and other air conditioning modes such as a dehumidification heating mode and the cooling of the battery 55 can be performed simultaneously.In this case, the electromagnetic valve 69 is opened, and a part of the refrigerant flowing to the heat sink 9 is allowed to flow into the branch line 67 and to the refrigerant-heat-transfer medium heat exchanger 64 via the refrigerant line 13F, and this state is also the air conditioning + temperature control object cooling mode of the present invention.

[0152] In the embodiment, the electromagnetic valve 35 was the heat sink valve device (valve device) and the electromagnetic valve 69 was the temperature regulation target valve device (valve device), but when the internal expansion valve 8 and the auxiliary expansion valve 68 are formed as fully closable electrically driven valves, the electromagnetic valves 35 and 69 are not required, so that the internal expansion valve 8 is the heat sink valve device (valve device) and the auxiliary expansion valve 68 is the temperature regulation target valve device (valve device) of the present invention.

[0153] Furthermore, the structure of the refrigerant circuit R and the numerical values of the embodiment are not limited, and it is understood that they can be changed as long as the gist of the invention is not deviated from. Also, in the embodiment, the present invention was described with reference to the vehicle air conditioner 1 having the operation modes of heating mode, dehumidification heating mode, dehumidification cooling mode, dehumidification cooling mode, cooling mode, air conditioning (priority) + battery cooling mode, battery cooling (priority) + air conditioning mode, battery cooling (single) mode, etc., but this is not limited to this, and the present invention is also applicable to a vehicle air conditioner that can execute, for example, the cooling mode, air conditioning (priority) + battery cooling mode, and battery cooling (single) mode. LIST OF REFERENCE SYMBOLS 1 vehicle air conditioning system 2 compressor 3 air duct 4 heat sinks 6 external expansion valve 7 external heat exchanger 8 internal expansion valve 9 Heat sink 11 Control device 32 Heat pump controller (structural element of the control device) 35 electromagnetic valve (heat sink valve device) 45 Air conditioning controller (structural element of the control device) 48 Heat sink temperature sensor 55 Battery (temperature regulation target object) 61 Device temperature control device 64 Refrigerant-heat transfer medium heat exchangers (temperature regulation target object heat exchangers) 68 Auxiliary expansion valve 69 electromagnetic valve (temperature regulation target valve device) 76 Heat transfer fluid temperature sensor R Refrigerant circuit

Claims

[1] Vehicle air conditioning system (1) comprising at least one compressor (2) for compressing refrigerant, a heat sink (9) for cooling air supplied to a passenger compartment by absorbing heat into the refrigerant, and a control device (11) and air-conditioning the passenger compartment, the vehicle air conditioning system (1) having the following features: a heat sink valve device (35) for controlling the flow of refrigerant to the heat sink (9), a temperature regulation target object heat exchanger (64) for cooling a temperature regulation target object (55) directly or via a heat carrier by absorbing heat into the refrigerant, and a temperature regulating target valve device (69) for controlling the flow of the refrigerant to the temperature regulating target heat exchanger (64), wherein the control device (11) is designed to control the operation of the compressor (2) based on the temperature of the heat sink (9) and, in an air conditioning + temperature control object cooling mode, to control the opening and closing of the temperature control target object valve device (69) based on the temperature of the temperature control target object heat exchanger (64) or the heat carrier, wherein it is designed to maintain an open state of the temperature control target object valve device (69) in the event that, in the air conditioning + temperature control object cooling mode, the temperature of the temperature control target object (55) reaches a predetermined first upper limit value or becomes higher than the first upper limit value, wherein the control device (11) is configured to maintain the open state of the temperature regulating target object valve device (69) in a temperature regulating target object cooling mode (alone), to close the heat sink valve device (35) and to control the operation of the compressor (2) based on the temperature of the temperature regulating target object heat exchanger (64) or the heat carrier, wherein it is configured to transition to the temperature regulation target object cooling mode (alone) in the case that, in the air conditioning + temperature regulation target object cooling mode, the temperature of the temperature regulation target object (55) reaches a second upper limit value which is higher than the first upper limit value or becomes higher than the second upper limit value. [2] The vehicle air conditioner (1) according to claim 1, wherein the control device (11) is configured to resume the state of opening and closing control of the temperature regulation target valve device (69) in the air conditioning + temperature regulation target cooling mode in the event that the temperature of the temperature regulation target object (55) drops to a predetermined opening maintenance permission value or drops below the opening maintenance permission value. [3] The vehicle air conditioning system (1) according to claim 1 or 2, wherein the control device (11) comprises a predetermined notification device and is configured to execute a predetermined air conditioning power decrease notification operation at the notification device in the air conditioning + temperature control object cooling mode in the case where the temperature of the temperature control target object (55) maintains the open state of the temperature control target object valve device (69). [4] Vehicle air conditioning system (1) according to claim 3, wherein the control device (11) is configured to execute the air conditioning power decrease notification process in the event that the temperature of the heat sink (9) becomes higher than its target temperature or the temperature of the heat sink (9) becomes higher than a value at which a predetermined tolerance has been added to the target temperature. [5] Vehicle air conditioning system (1) according to claim 4, wherein the control device (11) is configured to transition to the air conditioning + temperature control object cooling mode after transitioning to the temperature control target object cooling mode (alone) in the event that the temperature of the temperature control target object (55) drops to a predetermined cooling-alone override value or drops below the cooling-alone override value. [6] Vehicle air conditioning system (1) according to claim 4 or 5, wherein the control device (11) comprises a predetermined notification device and is configured to execute a predetermined air conditioning stop notification operation at the notification device in the air conditioning + temperature control object cooling mode in the event that a transition to the temperature control target object cooling mode (alone) occurs due to the temperature of the temperature control target object (55).

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