Vehicle air conditioning

Abstract

Vehicle air conditioning system (1) comprising at least one compressor (2) for compressing refrigerant, an internal heat exchanger for effecting heat exchange between the refrigerant and air supplied to a passenger compartment, and a control device (11) and air-conditioning the passenger compartment, wherein the vehicle air conditioning system (1) comprises a temperature regulation target heat exchanger (64) for cooling a temperature regulation target (55) by causing the refrigerant to absorb heat, wherein the control device (11) is configured to control the rotational speed of the compressor (2) in a temperature regulation target object cooling mode based on a target temperature of the temperature of the temperature regulation target object heat exchanger (64) or of an object cooled thereby, and in the temperature regulation target object cooling mode, in the event that the temperature of the temperature regulation target object heat exchanger (64) or of an object cooled thereby falls below a predetermined forced stop value (TwSL) which is lower than the target temperature, or reaches the forced stop value (TwSL), to stop the compressor (2) at this time, characterized in that the control device (11) has a predetermined upper limit value (TwUL) set above the target temperature and a predetermined lower limit value (TwLL) set above the forced stop value (TwSL) and below the target temperature, and the control device (11) is configured to perform on / off control in which the operation / stop of the compressor (2) is repeated between the upper limit value (TwUL) and the lower limit value (TwLL) after the compressor (2) has stopped because the temperature of the temperature regulation target object heat exchanger (64) or an object cooled thereby has fallen below the forced stop value (TwSL) or reached the forced stop value (TwSL).

Description

TECHNICAL FIELD

[0001] The present invention relates to a vehicle air conditioning system of the heat pump type for air conditioning a passenger compartment. 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 an electrically driven compressor, a heat dissipator, a heat sink (internal heat exchanger), 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 (see, for example, 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 an evaporator for the battery is separately provided in the refrigerant cycle. The evaporator for the battery performs heat exchange between the refrigerant circulating in the refrigerant cycle and the battery refrigerant (heat transfer medium). By circulating the heat-exchanged heat transfer medium 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 according to the preamble of claim 1. SUMMARY OF THE INVENTION OBJECT OF THE INVENTION

[0005] When the battery (a temperature control target object installed in the vehicle) is cooled in this way, the speed of the compressor is controlled based on the temperature of the heat carrier and its set temperature, and if the temperature of the heat carrier drops outside the control range or the temperature of the battery drops too much, there will be a problem of condensation formation on the battery.

[0006] The present invention has been made to solve this technical problem of the prior art, and has an object to provide a vehicle air conditioner that can prevent the formation of condensation on a temperature regulating target object installed in a vehicle when cooling the temperature regulating target object. SOLUTION OF THE TASKS

[0007] A vehicle air conditioner of the present invention comprises at least a compressor for compressing refrigerant, an internal heat exchanger for effecting heat exchange between the refrigerant and air supplied to a passenger compartment, and a control device, and air-conditions the passenger compartment.The vehicle air conditioner includes a temperature regulation target heat exchanger for cooling a temperature regulation target by causing the refrigerant to absorb heat, wherein the control device is configured to, in a temperature regulation target cooling mode, control the rotational speed of the compressor based on a target temperature of the temperature of the temperature regulation target heat exchanger or an object cooled thereby, and, in the temperature regulation target cooling mode, stop the compressor at that time when the temperature of the temperature regulation target heat exchanger or an object cooled thereby falls below a predetermined forced stop value that is lower than the target temperature or reaches the forced stop value.

[0008] The control device has a predetermined upper limit value set above the target temperature and a predetermined lower limit value set above the forced stop value and below the target temperature, and the control device is configured to perform on / off control in which operation / stop of the compressor is repeated between the upper limit value and the lower limit value after the compressor stops because the temperature of the temperature regulation target object heat exchanger or an object cooled thereby has fallen below or reached the forced stop value.

[0009] A vehicle air conditioning system of an invention of claim 2 is characterized in that the control device in the above invention is designed to operate the compressor at a control-related fixed minimum speed when operating by means of the on / off control.

[0010] A vehicle air conditioner of an invention of claim 3 is characterized in that the control device in the inventions of claim 1 or 2 is configured to, in the case where the temperature of the temperature regulation target object heat exchanger or an object cooled thereby exceeds the upper limit value or reaches the upper limit value and this state continues for a predetermined time, terminate the on / off control and return to the state of controlling the rotational speed of the compressor based on the target temperature of the temperature of the temperature regulation target object heat exchanger or an object cooled thereby.

[0011] A vehicle air conditioner of an invention of claim 4 is characterized in that in the above inventions, a valve device is provided which is configured to flow refrigerant to the internal heat exchanger, wherein the temperature regulation target cooling mode includes a temperature regulation target cooling (priority) + air conditioning mode, and wherein the control device is configured to, in the temperature regulation target cooling (priority) + air conditioning mode, open the valve device and control the rotation speed of the compressor based on the temperature of the temperature regulation target heat exchanger or an object cooled thereby, and to open and close the valve device based on the temperature of the internal heat exchanger.

[0012] A vehicle air conditioner of an invention of claim 5 is characterized in that in the above inventions, the temperature regulation target object cooling mode includes a temperature regulation target object cooling mode (alone), wherein the control device is configured to, in the temperature regulation target object cooling mode (alone), close the valve device and control the rotation speed of the compressor based on the temperature of the temperature regulation target object heat exchanger or an object cooled thereby.

[0013] A vehicle air conditioner of an invention of claim 6 is characterized in that in the above inventions, there is provided an apparatus temperature regulating device configured to circulate a heat carrier between the temperature regulating target object and the temperature regulating target object heat exchanger, wherein the control device is configured to control the compressor with a temperature Tw of the heat carrier or a temperature Tcell of the temperature regulating target object as a temperature of an object cooled by the temperature regulating target object heat exchanger. EFFECTS OF THE INVENTION

[0014] According to the present invention, in the vehicle air conditioning system which comprises at least the compressor for compressing refrigerant, the internal heat exchanger for effecting heat exchange between the refrigerant and air supplied to the passenger compartment, and the control device and which conditions the passenger compartment, the temperature regulation target heat exchanger for cooling a temperature regulation target object by causing the refrigerant to absorb heat is provided, the control device has the temperature regulation target cooling mode in which the rotational speed of the compressor is controlled based on the target temperature of the temperature regulation target heat exchanger or an object cooled thereby, and in the temperature regulation target cooling mode in the caseIf the temperature of the temperature control target heat exchanger or an object cooled by it falls below the set forced stop value, which is lower than the set temperature, or reaches the forced stop value, the compressor stops at this time. If the temperature of the temperature control target heat exchanger or an object cooled by it is maintained at the set temperature by controlling the compressor speed, the cooling load of the temperature control target is reduced. If the temperature of the temperature control target heat exchanger or an object cooled by it drops outside the control range and falls below or reaches the forced stop value, the compressor can be stopped immediately, thereby preventing the problem of the temperature of the temperature control target falling too much and condensation forming.

[0015] By having the control device according to the invention the predetermined upper limit value set above the target temperature and the predetermined lower limit value set above the forced stop value and below the target temperature, and after stopping the compressor because the temperature of the temperature regulation target object heat exchanger or an object cooled thereby has fallen below or reached the forced stop value, performing the on / off control in which the operation / stop of the compressor is repeated between the upper limit value and the lower limit value, the temperature regulation target object can be appropriately cooled while preventing condensation from forming on the temperature regulation target object.

[0016] In particular, when the control device operates the compressor at a control-related fixed minimum speed when operating by the on / off control as in the invention of claim 2, the temperature control target object can be cooled smoothly while avoiding frequent start / stop of the compressor.

[0017] Further, as in the invention of claim 3, when the control device terminates the on / off control and returns to the state of controlling the rotational speed of the compressor based on the target temperature of the temperature of the temperature regulation target heat exchanger or an object cooled thereby, in response to an increase in the cooling load of the temperature regulation target object, when the temperature of the temperature regulation target object heat exchanger or an object cooled thereby exceeds the upper limit value or reaches the upper limit value and this state continues for a predetermined time, a smooth return to normal rotational speed control from the on / off control of the compressor is possible.

[0018] When the valve device that flows refrigerant to the internal heat exchanger is provided as in the invention of claim 4, the control device has, as the temperature regulation target cooling mode, the temperature regulation target cooling (priority) + air conditioning mode in which it opens the valve device and controls the rotation speed of the compressor based on the temperature of the temperature regulation target heat exchanger or an object cooled thereby, and opens and closes the valve device based on the temperature of the internal heat exchanger, air conditioning of the passenger compartment can also be performed by the temperature regulation target heat exchanger with priority given to cooling of the temperature regulation target.

[0019] When the control device has, as another temperature regulation target object cooling mode, the temperature regulation target object cooling mode (only) in which it closes the valve device and controls the rotation speed of the compressor based on the temperature of the temperature regulation target object heat exchanger or an object cooled thereby, as in the invention of claim 5, in the case where air conditioning of the passenger compartment is not required, only the cooling of the temperature regulation target object can be effectively performed.

[0020] Here, as in the invention of claim 6, when the device temperature regulating device is provided which circulates the heat carrier between the temperature regulating target object and the temperature regulating target object heat exchanger, the control device controls the compressor with the temperature Tw of the heat carrier or the temperature Tcell of the temperature regulating target object as the temperature of an object cooled by the temperature regulating target object heat exchanger. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] 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 (single operation 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 for explaining an air conditioning (priority) + battery cooling mode and a battery cooling (priority) + air conditioning mode (both cooperative operation modes) of the control device of Fig. 2 using the heat pump controller; Fig. 9 is a configuration view of the vehicle air conditioner for explaining a battery cooling mode (alone) (alone operation mode) of the control device of Fig. 2 using the heat pump controller; Fig. 10 is a structural diagram 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 flowchart of the compressor on / off control in battery cooling mode (priority) + air conditioning and in battery cooling mode (alone) by the heat pump controller of the control device of Fig. 2; and Fig. 17 is an explanatory flowchart of the compressor on / off control (control with a condensation formation task) in battery cooling mode (priority) + air conditioning and in battery cooling mode (alone). DESCRIPTION OF THE EMBODIMENTS

[0022] 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.

[0023] 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.

[0024] Here, the battery cooling (priority) + air conditioning mode and the battery cooling (single) mode are embodiments of the temperature regulation target cooling mode in the present invention. Furthermore, the battery cooling (priority) + air conditioning mode is an embodiment of the temperature regulation target cooling (priority) + air conditioning mode in the present invention, and the battery cooling (single) mode is an embodiment of the temperature regulation target cooling (single) mode in the present invention.

[0025] 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 normal 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.

[0026] 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 serving as an internal heat exchanger, which is provided in an air duct 3 of an air conditioning unit 10 in which passenger compartment air circulates, and into which hot, high-pressure refrigerant discharged from the compressor 2 flows via a damper 5 and a refrigerant pipe 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 serving as a heat sink during cooling and causing the refrigerant to release heat;and serves as an evaporator during heating and causes the refrigerant to absorb heat (the refrigerant absorbs heat) and causes 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 evaporates refrigerant during cooling and dehumidification and causes 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.,

[0027] 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.

[0028] 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).

[0029] The external heat exchanger 7 sequentially includes a dry bottle section 14 and a subcooling section 16 on the refrigerant downstream side. 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. 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: heat sink valve device) serving as a valve device of the present invention. 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.

[0030] 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.

[0031] 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.

[0032] 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.

[0033] 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.

[0034] 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%).

[0035] 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.

[0036] 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.

[0037] 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.

[0038] 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.

[0039] 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.

[0040] 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 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 exchange of the heat carrier with the battery 55, it is sucked by the circulation pump 62. In this way, the heat carrier is circulated between the battery 55, the refrigerant-heat carrier heat exchanger 64, and the heat carrier heating heater 63 in the heat carrier line 66.

[0041] Downstream of a connecting portion between the refrigerant line 13F and the refrigerant line 13B, at a position of the refrigerant line 13B that is upstream of the internal expansion valve 8, one end of a branch line 67 serving as a branch circuit is connected. 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.

[0042] 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.

[0043] 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.

[0044] 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.

[0045] 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.

[0046] 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 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 figures denotes a display provided as a display output device on the climate control section 53.

[0047] 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.

[0048] 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 (Object,which is cooled by the heat sink 9) immediately after cooling by the heat sink 9, hereinafter: heat sink temperature Te), a temperature sensor 49 of the external heat exchanger 7 for detecting the refrigerant temperature at the outlet of the external heat exchanger 7 (refrigerant evaporation temperature of the external heat exchanger 7: temperature TXO of the external heat exchanger 7) 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.

[0049] 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.

[0050] 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 object heat exchanger in the present invention) 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 power 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.), the heat medium 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. 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 or the like.

[0051] 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 output of the outside air temperature sensor 33, the output of the outside air humidity sensor 34, the output of the air conditioning intake temperature sensor 36, the output of the inside air temperature sensor 37, the output of the inside air humidity sensor 38, the output of the CO2 concentration sensor 39, the output of the blowout temperature sensor 41, the output of the light incidence sensor 51, the output of the vehicle speed sensor 52, the blowing air amount 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 flap 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 air conditioning 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.

[0052] 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.

[0053] 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.

[0054] 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 key (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 key 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) 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.).

[0055] 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

[0056] 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.

[0057] 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.

[0058] 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.

[0059] 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.

[0060] 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

[0061] 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.

[0062] 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.

[0063] 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.

[0064] The remaining condensed refrigerant flowing into the refrigerant line 13E via the heat sink 4 is branched off, 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.

[0065] 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.

[0066] 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 circuit 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 setpoint, the heat sink target temperature TEO. 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. Furthermore, it controls the opening degree of the external expansion valve 6 based on the heat sink temperature Te.

[0067] 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

[0068] 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.

[0069] 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.

[0070] 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.

[0071] The refrigerant evaporated at the heat sink 9 reaches the accumulator 12 via the refrigerant line 13C and is sucked from there by the compressor 2 via the refrigerant line 13K; this circulation is repeated. The air cooled and 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 by the latter) (the heating power being lower than during dehumidification heating), thereby resulting in dehumidification cooling of the passenger compartment.

[0072] 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.

[0073] 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

[0074] 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.

[0075] 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.

[0076] 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.

[0077] 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

[0078] 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.

[0079] 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.

[0080] 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.

[0081] 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.

[0082] 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.

[0083] 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).

[0084] 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).

[0085] 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.

[0086] 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 for indicating the temperature of the battery 55 which is the temperature regulation target object (hereinafter also).

[0087] 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.

[0088] Subsequently, when the heat medium 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 with priority given to cooling the passenger compartment, the heat medium temperature Tw is controlled to the heat medium target temperature TWO, and cooling of the battery 55 is performed. In this way, cooling of the battery 55 can also be performed by the refrigerant-heat medium heat exchanger 64 of the device temperature regulating device 61 using the heat medium, while air conditioning (cooling) of the passenger compartment is performed with priority. (6) Switching the air conditioning operation

[0089] 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))

[0090] 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.

[0091] 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

[0092] (Temperature Control Target Cooling Mode: Temperature Control Target Cooling (Priority) + Air Conditioning Mode) Next, the operation when the battery 55 is charging will be described. For example, when a charging connector is connected from a rapid charger (external power source) and the battery 55 is charging (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 air conditioning 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.

[0093] 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.

[0094] 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.

[0095] Subsequently, when the heat sink temperature Te drops to the lower limit value TeLL (below the lower limit value TeLL or reaches the lower limit value 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 cooling of the passenger compartment is performed. In this way, the passenger compartment can also be air-conditioned (cooled) while cooling the battery 55 by the refrigerant-heat medium heat exchanger 64 of the device temperature regulating device 61 using the heat medium with priority. (8) Battery cooling mode (alone) (Temperature regulation target object cooling mode: Temperature regulation target object cooling mode (alone))

[0096] When a charging connector from a rapid charger (external power source) is connected, regardless of whether the ignition is turned on and the climate control switch of the climate control section 53 is turned off, and the battery 55 is being charged and a battery cooling request is present, the heat pump controller 32 executes the battery cooling mode (alone). However, it is also executed when the battery 55 is not being charged, the climate control switch is turned off, and a battery cooling request is present (when driving in high outside temperatures, etc.). Fig. Figure 9 shows the refrigerant flow in the refrigerant circuit R in battery cooling mode (alone) (solid arrows). In battery cooling mode (alone), 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.

[0097] Compressor 2 and external fan 15 are operated. Internal fan 27 is not operated, and auxiliary heater 23 is also deenergized. In this operating mode, heat transfer fluid heater 63 is also deenergized.

[0098] 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.

[0099] 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).

[0100] 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).

[0101] Also in the battery cooling mode (alone), the heat pump controller 32 controls the rotational 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. In this way, in the case where air conditioning of the passenger compartment is not required, only the cooling of the battery 55 can be effectively performed. (9) Defrost mode

[0102] 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.

[0103] 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.

[0104] 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.

[0105] In defrosting 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 temperature TXO of the external heat exchanger 7 detected by the temperature sensor 49 of the external heat exchanger 7 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

[0106] 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.

[0107] 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.

[0108] 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

[0109] 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

[0110] 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.

[0111] 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.

[0112] 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.

[0113] 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 via a compressor shutdown control section 84. 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.

[0114] When the low load condition of the heat sink 4 occurs and the compressor target speed TGNCh reaches the lower speed limit ECNpdLimLo, and a state in which the heat sink pressure Pci has increased to a set forced stop value PSL higher than the upper limit PUL (has exceeded the forced stop value PSL or has reached the forced stop value PSL, hereinafter the same) at a set upper limit PUL and lower limit PLL set above and below the heat sink target pressure PCO continues for a set time th1 (satisfaction of the set low load condition of the heat sink 4), the compressor stop control section 84 stops the compressor 2 and enters the on / off control mode for the on / off control of the compressor 2.

[0115] In this on / off control 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, hereinafter referred to as the same), compressor 2 is started and operated at the lower limit speed 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 repeatedly operates (turns on) and stops (turns off) at the lower limit speed ECNpdLimLo. After the heat sink pressure Pci drops to the lower threshold value PLL and compressor 2 is started, if a state in which the heat sink pressure Pci does not rise above the lower threshold value PLL continues for a specified time th2, the on / off control mode of compressor 2 is terminated and returns to the normal mode. (11-2) Calculation of the compressor target speed TGNCc based on the heat sink temperature Te

[0116] 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.

[0117] 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.

[0118] 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 by a compressor stop control section 91. Thus, a value TGNCc00 obtained by the adder 88 is within the upper limit speed TGNCcLimHi and the lower limit speed TGNCcLimLo, and unless the on / off control mode described below is entered, this value TGNCc00 is the compressor target speed TGNCc (rotational speed of compressor 2). In the normal mode, the heat pump controller 32 controls the operation of compressor 2 using 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.

[0119] When the low load condition of the heat sink 9 results, and the compressor target speed TGNCc reaches the lower speed limit TGNCcLimLo, and a state in which the heat sink temperature Te has decreased to a set forced stop value TeSL lower than the lower limit value TeLL (has fallen below the forced stop value TeSL or has reached the forced stop value TeSL, hereinafter the same) with the upper limit value TeUL and lower limit value TeLL set above and below the heat sink target temperature TEO continues for a set time tc1 (satisfaction of the set low load condition of the heat sink 9), the compressor stop control section 91 stops the compressor 2 (compressor off) and enters the on / off control mode for on / off control of the compressor 2.

[0120] In this on / off mode of compressor 2, when the heat sink temperature Te rises to the upper limit TeUL (exceeds the upper limit TeUL or reaches the upper limit TeUL, hereinafter referred to as "compressor on"), compressor 2 is started (compressor on) 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 TeLL in this state, compressor 2 is stopped again (compressor off). Thus, compressor 2 repeatedly operates (compressor on) and stops (compressor off) at the lower speed limit TGNCcLimLo.If, after the heat sink temperature Te rises to the upper limit value TeUL and the compressor 2 is started (compressor on), a state in which the heat sink temperature Te does not fall below the upper limit value TeUL continues for a specified time tc2, the on / off control mode of the compressor 2 is terminated and a return to the normal mode occurs. (11-3) Calculation of the compressor target speed TGNCw based on the heat transfer medium temperature Tw

[0121] 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 speed of the compressor 2 (compressor target speed) TGNCw based on the heat medium temperature Tw in the battery cooling (priority) + air conditioning mode and the battery cooling (alone) mode.

[0122] In the figure, a VK operation amount calculation section 92 of the heat pump controller 32 calculates a VK operation amount TGNCwff of the compressor target speed based on the outside air temperature Tam, a heat medium flow amount Gw in the device 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 by a compressor stop control section 97. Thus, a value TGNCw00 obtained by the adder 94 is within the upper limit speed TGNCwLimHi and the lower limit speed TGNCwLimLo, and unless the on / off control mode described below is entered, this value TGNCw00 is the compressor target speed TGNCw (rotation speed of compressor 2). In the normal mode, the heat pump controller 32 controls the operation of compressor 2 using the compressor target speed TGNCw calculated based on the heat medium temperature Tw so that the heat medium temperature Tw reaches the heat medium target temperature TWO.

[0125] Based on Fig. 16, the operation of the compressor shutdown control section 97 is now shown Fig. 14. In the figure, NC denotes the speed of compressor 2.As described above, in the normal mode, in the speed control of the compressor 2, when the heat medium temperature Tw is controlled to the heat medium target temperature TWO, the cooling load of the battery 55 on the refrigerant-heat medium heat exchanger 64 becomes low (the low load state occurs), the compressor target speed TGNCw reaches the lower speed limit TGNCwLimLo, the heat medium temperature Tw becomes lower than the lower limit TwLL at the upper limit TwUL and lower limit TwLL set above and below the heat medium target temperature TWO, and falls below the set forced stop value TwSL which is lower than the lower limit TwLL (value below the heat medium target temperature TWO), the compressor stop control section 97 judges that the set low load condition of the refrigerant-heat medium heat exchanger 64 is satisfied at the time of falling below the forced stop value TwSL.

[0126] The compressor stop control section 97 stops the compressor 2 immediately (compressor off) and then enters the on / off control mode for controlling the compressor 2. At the time when the heat medium temperature Tw leaves the control range of the heat medium temperature Tw due to the rotational speed of the compressor 2 and falls below the forced stop value TwSL, the compressor stop control section 97 of the heat pump controller 32 stops the compressor 2 immediately. As a result, the heat medium temperature Tw changes as shown in Fig. 16. The fulfillment of the low-load condition is not limited to the case where the heat-medium temperature Tw falls below the forced stop value TwSL, and instead, the heat-medium temperature Tw can also reach the forced stop value TwSL.

[0127] Fig. Fig. 17 shows an example of calling the on / off control as well as the compressor off control section 84 of Fig. 11 and the compressor shutdown control section 91 Fig. 12. In the example from Fig. 17 shows a control for entering the on / off control mode in which, when the compressor target speed TGNCw reaches the lower speed limit TGNCwLimLo and the state that the heat medium temperature Tw falls below the forced stop value TwSL continues for a predetermined time tw1, it is judged that the predetermined low load condition of the refrigerant-heat medium heat exchanger 64 is satisfied, and the compressor 2 is stopped.

[0128] If, as in Fig. 17 the compressor target speed TGNCw reaches the lower speed limit TGNCwLimLo and the condition that the heat carrier temperature Tw falls below the forced stop value TwSL has stopped for the specified time tw1 and therefore the compressor 2 is stopped, the heat carrier temperature Tw falls below the forced stop value TwSL temporarily (in Fig. 17 with X1). If this condition occurs, the heat transfer medium temperature Tw drops too far, causing condensation to form on the battery 55 that is cooled as a result.

[0129] If, however, as in Fig.16 the compressor target speed TGNCw reaches the lower speed limit TGNCwLimLo and the heat medium temperature Tw falls below the forced stop value TwSL or reaches the forced stop value TwSL and at this time it is judged that the low load condition of the refrigerant-heat medium heat exchanger 64 is satisfied, and the compressor 2 is stopped immediately (compressor off) and the on / off control mode is called, the heat medium temperature Tw does not fall sharply below the forced stop value TwSL but changes to an increase, therefore no condensation is formed on the battery 55.

[0130] Subsequently, in the on / off control mode, when the heat medium temperature Tw rises to the upper limit value TwUL (exceeds the upper limit value TwUL or reaches the upper limit value TwUL, hereinafter the same), compressor 2 is started (compressor on) and operated at the compressor target speed TGNCw at the lower speed limit TGNCwLimLo. When the heat medium temperature Tw drops to the lower limit value TwLL in this state (the heat medium temperature Tw falls below the lower limit value TwLL or reaches the lower limit value TwLL), compressor 2 is stopped again. That is, compressor 2 is repeatedly operated (on) and stopped (off) at the lower speed limit TGNCwLimLo between the upper limit value TwUL and the lower limit value TwLL.

[0131] In the embodiment, when the heat medium temperature Tw rises to the upper limit value TwUL (the heat medium temperature Tw exceeds the upper limit value TwUL or the heat medium temperature Tw reaches the upper limit value TwUL) and the compressor 2 is started, and then the state in which the heat medium temperature Tw exceeds the upper limit value TwUL or reaches the upper limit value TwUL (the heat medium temperature Tw does not become lower than the upper limit value TwUL) continues for a predetermined time tw2, the heat pump controller 32 terminates the on / off control mode of the compressor 2 and returns to the normal mode.

[0132] As described above, in the battery cooling (priority) + air conditioning mode and the battery cooling (alone) mode, if the heat medium temperature Tw falls below the set forced stop value TwSL, which is lower than the heat medium target temperature TWO, or reaches the forced stop value TwSL, the compressor 2 is stopped, if the heat medium temperature Tw is maintained at the heat medium target temperature TWO by controlling the rotational speed of the compressor 2, the cooling load of the battery 55 is reduced, and the compressor 2 can be stopped immediately if the heat medium temperature Tw drops outside the control range and falls below or reaches the forced stop value TwSL, thereby preventing the problem that the temperature of the battery 55 drops too much and condensation forms.

[0133] Furthermore, in the embodiment, the compressor stop control section 97 of the heat pump controller 32 has the upper limit value TwUL set above the heat medium target temperature TWO and the lower limit value TwLL set above the forced stop value TwSL and below the heat medium target temperature TWO, and since it executes the on / off control mode in which the operation / stop of the compressor 2 is repeated between the upper limit value TwUL and the lower limit value TwLL after the compressor 2 stops because the heat medium temperature Tw has fallen below or reached the forced stop value TwSL, the battery 55 can be appropriately cooled while preventing condensation on the battery 55.

[0134] In particular, since the compressor stop control section 97 in the embodiment operates the compressor 2 at the control-related minimum speed TGNCwLimLo when operating the compressor 2 in the on / off control mode, the battery 55 can be smoothly cooled while avoiding frequent starting / stopping of the compressor 2.

[0135] Furthermore, as in the embodiment, since the compressor stop control section 97 terminates the on / off control mode and returns to the normal mode in which the rotational speed of the compressor 2 is controlled based on the heat medium temperature Tw and the heat medium target temperature TWO, in response to an increase in the cooling load of the battery 55, in the case where the heat medium temperature Tw exceeds the upper limit value TwUL or reaches the upper limit value TwUL and this state continues for the predetermined time tw2, a smooth return to the normal rotational speed control from the on / off control mode of the compressor 2 is possible.

[0136] In the above-described embodiment, the heat medium temperature Tw was used as the temperature of the object (heat medium) cooled by the refrigerant-heat medium heat exchanger 64 (temperature regulation target object heat exchanger), but the battery temperature Tcell may also be used as the temperature of the object cooled by the refrigerant-heat medium heat exchanger 64 (temperature regulation target object heat exchanger), and the temperature of the refrigerant-heat medium heat exchanger 64 (temperature of the refrigerant-heat medium heat exchanger 64 itself, temperature of the refrigerant leaked from the refrigerant flow path 64B, etc.) may be used as the temperature of the refrigerant-heat medium heat exchanger 64 (temperature regulation target object heat exchanger).

[0137] In the exemplary embodiment, the heat carrier circulates to regulate the temperature of the battery 55, but there is no limitation in this regard except for the invention of claim 7, and a temperature regulation target heat exchanger may also be provided for direct heat exchange between the refrigerant and the battery 55 (temperature regulation target). In this case, the battery temperature Tcell is the temperature of the object cooled by the temperature regulation target heat exchanger.

[0138] In the embodiment, a vehicle air conditioning system 1 was 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 were implemented. Thus, the battery 55 can be cooled during the cooling of the passenger compartment. However, the cooling of the battery 55 is not limited to the time during the cooling of the passenger compartment, and other air conditioning modes such as a dehumidification heating operation and cooling of the battery 55 can also be performed simultaneously. In this case, in the dehumidification heating mode, the electromagnetic valve 69 is opened, and part of the refrigerant flowing to the heat sink 9 is allowed to flow into the branch line 67 and the refrigerant-heat medium heat exchanger 64 via the refrigerant line 13F.

[0139] In the embodiment, the electromagnetic valve 35 is provided as the valve device, but when the internal expansion valve 8 is formed by a fully closable electrically driven valve, the electromagnetic valve 35 is not required, and the internal expansion valve 8 is the valve device of the present invention.

[0140] Also, the structure of the refrigerant circuit R and the numerical values of the above 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. Specifically, 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 (alone) mode, etc., but this is not limited thereto, and the present invention is also applicable to a vehicle air conditioner that can execute, for example, only one of the air conditioning (priority) + battery cooling mode and the battery cooling (alone) mode, or only both. 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 (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 76 Heat transfer fluid temperature sensor 77 Battery temperature sensor R Refrigerant circuit

Claims

[1] Vehicle air conditioning system (1) comprising at least one compressor (2) for compressing refrigerant, an internal heat exchanger for effecting heat exchange between the refrigerant and air supplied to a passenger compartment, and a control device (11) and air-conditioning the passenger compartment, wherein the vehicle air conditioning system (1) comprises a temperature regulation target heat exchanger (64) for cooling a temperature regulation target (55) by causing the refrigerant to absorb heat, wherein the control device (11) is configured to control the rotational speed of the compressor (2) in a temperature regulation target object cooling mode based on a target temperature of the temperature of the temperature regulation target object heat exchanger (64) or of an object cooled thereby, and in the temperature regulation target object cooling mode, in the event that the temperature of the temperature regulation target object heat exchanger (64) or of an object cooled thereby falls below a predetermined forced stop value (TwSL) which is lower than the target temperature, or reaches the forced stop value (TwSL), to stop the compressor (2) at this time, characterized by , that the control device (11) has a predetermined upper limit value (TwUL) set above the target temperature and a predetermined lower limit value (TwLL) set above the forced stop value (TwSL) and below the target temperature, and the control device (11) is configured to perform on / off control in which the operation / stop of the compressor (2) is repeated between the upper limit value (TwUL) and the lower limit value (TwLL) after the compressor (2) has stopped because the temperature of the temperature regulation target object heat exchanger (64) or an object cooled thereby has fallen below the forced stop value (TwSL) or reached the forced stop value (TwSL). [2] Vehicle air conditioning system (1) according to claim 1, characterized bythat the control device (11) is designed to operate the compressor (2) when operated by means of the on / off control at a control-dependent fixed minimum speed (TGNCwLimLo). [3] Vehicle air conditioning system (1) according to claim 1 or 2, characterized by in that the control device (11) is designed to terminate the on / off control and return to the state of controlling the rotational speed of the compressor (2) based on the target temperature of the temperature regulation target object heat exchanger (64) or of an object cooled by it in the event that the temperature of the temperature regulation target object heat exchanger (64) or of an object cooled by it exceeds the upper limit value (TwUL) or reaches the upper limit value (TwUL) and this state lasts for a predetermined time. [4] Vehicle air conditioning system (1) according to one of claims 1 to 3, characterized bya valve device (35) configured to allow refrigerant to flow to the internal heat exchanger, wherein the temperature regulation target object cooling mode includes a temperature regulation target object cooling (priority) + air conditioning mode, and wherein the control device (11) is configured to open the valve device (35) in the temperature regulation target object cooling (priority) + air conditioning mode and to control the rotational speed of the compressor (2) based on the temperature of the temperature regulation target object heat exchanger (64) or an object cooled thereby, and to control the opening and closing of the valve device (35) based on the temperature of the internal heat exchanger. [5] Vehicle air conditioning system (1) according to claim 4, characterized bythat the temperature regulation target object cooling mode has a temperature regulation target object cooling mode (alone), wherein the control device (11) is designed to close the valve device (35) in the temperature regulation target object cooling mode (alone) and to control the speed of the compressor (2) on the basis of the temperature of the temperature regulation target object heat exchanger (64) or of an object cooled thereby. [6] Vehicle air conditioning system (1) according to one of claims 1 to 5, characterized bya device temperature regulating device (61) configured to circulate a heat carrier between the temperature regulating target object (55) and the temperature regulating target object heat exchanger (64), wherein the control device (11) is configured to control the compressor (2) with a temperature (Tw) of the heat carrier or a temperature (Tcell) of the temperature regulating target object (55) as the temperature of an object cooled by the temperature regulating target object heat exchanger (64).

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