Vehicle air conditioning

Abstract

A vehicle air conditioning system (1) with: a compressor (2) which is powered by a battery (55) to compress a refrigerant; a cooler (4) to allow the refrigerant to radiate heat, thereby warming the air supplied to the vehicle interior; an external heat exchanger (7) which is provided outside the vehicle interior; and a control unit (32), the battery (55) can be charged by an external power source, wherein the control unit (32) is configured to perform at least one heating operation in order to heat the vehicle interior by allowing the refrigerant delivered by the compressor (2) to radiate heat into the radiator (4), decompressing the refrigerant from which the heat is radiated and then allowing the refrigerant to absorb heat in the external heat exchanger (7), wherein the control unit (32) is able to perform pre-conditioning of the air in order to preheat the vehicle interior before entering the vehicle, and wherein the control unit (32) is configured, when the air preconditioning is performed in a state in which the battery (55) is connected to the external power source, to heat the vehicle interior without using the external heat exchanger (7) and to change a setpoint temperature for the heating control during air preconditioning in the direction of an increase by a rise width from a reference value of the setpoint temperature, and wherein the control unit (32) is configured to change the rise width of the setpoint temperature from the reference value in the direction that the rise width increases when the outside humidity increases.

Description

Technical area

[0001] The present invention relates to a vehicle air conditioning system in the form of a heat pump and in particular to a vehicle air conditioning system that is capable of pre-conditioning the air to pre-heat a vehicle interior before entering a vehicle. State of the art

[0002] Vehicle air conditioning systems and their operation are known from US 5 305 613 A, US 2010 / 0 132 388 A1, DE 10 2010 025 779 A1 and JP 2018-140 720 A.

[0003] Due to environmental problems, vehicles such as hybrid cars and electric vehicles have become more widespread in recent years, each powered by an electric motor that is supplied with electricity by a battery attached to the vehicle.Furthermore, a vehicle air conditioning system in the form of a heat pump was developed as a vehicle air conditioning system suitable for such a vehicle. This system comprises a refrigerant circuit to which a compressor, powered by a battery, a radiator, a heat absorber, and an external heat exchanger are connected. This system causes the refrigerant delivered by the compressor to radiate heat in the radiator, and the refrigerant from which the heat was radiated in the radiator absorbs heat in the external heat exchanger to heat the vehicle interior. Conversely, the refrigerant delivered by the compressor radiates heat in the external heat exchanger, and the refrigerant in the heat absorber absorbs heat to cool the vehicle interior.

[0004] In this case, while the battery is being charged by connecting an external power source, e.g. a fast charger, the compressor is driven by the power supply from the external power source, and the external heat exchanger has been protected from freezing by heating the vehicle interior without the refrigerant circulating in the external heat exchanger (see e.g. JP 2014-226 979 A).

[0005] Furthermore, a device was developed that allows for pre-conditioning of the air to preheat the vehicle interior before entry. In this case, an air conditioning system powered by an external power source was also developed (see, for example, JP 2001-63 347 A). Summary of the invention Problems to be solved with the invention

[0006] As described above, various proposals have been made for climate control of the vehicle interior while the battery is being charged from an external power source. However, after disconnecting from the external power source, entering the vehicle, and starting the journey, the vehicle interior is still heated by the heat absorbed by the external heat exchanger. The problem that the heating performance is reduced due to the decreased efficiency of heat exchange with the outside air caused by frost formation therefore cannot be solved.

[0007] The object of the present invention is to solve such conventional technical problems and to provide a vehicle air conditioning system that is able to reduce frost formation on an external heat exchanger during operation after disconnection from an external power source and to extend a period in which heating operation can be carried out with high efficiency. Means of solving the tasks

[0008] A vehicle air conditioning system of the present invention is characterized in that it comprises a compressor which is powered by a battery to compress a refrigerant, a radiator to allow the refrigerant to radiate heat, thereby heating the air supplied to the vehicle interior, an external heat exchanger provided outside the vehicle interior, and a control unit, and that the battery can be charged by an external power source and the control unit is configured to perform at least one heating operation to heat the vehicle interior by allowing the refrigerant delivered by the compressor to radiate heat into the radiator, decompressing the refrigerant from which the heat is radiated, and then allowing the refrigerant to absorb heat in the external heat exchanger.The control unit is capable of performing air preconditioning to preheat the vehicle interior before entry, and, when air preconditioning is performed in a state where the battery is connected to the external power source, the control unit is configured to heat the vehicle interior without using the external heat exchanger, and to change a setpoint temperature for the heating control in the air preconditioning towards an increase from a reference value of the setpoint temperature.

[0009] The vehicle air conditioning system of the invention according to claim 1 is characterized in that the control unit is configured to change the rise width of the target temperature from the reference value in the direction that the rise width increases when the outside air humidity increases.

[0010] The vehicle air conditioning system of the invention according to claim 2 is characterized in that, in the above invention, the control unit is configured to change the time for the start of the pre-conditioning of the air in the direction of a time advance when a difference between an outside air temperature and the reference value of the target temperature becomes greater.

[0011] The vehicle air conditioning system of the invention according to claim 3 is characterized in that, in the above invention, the control unit is configured to change the rise width of the setpoint temperature from the reference value in the direction that the rise width increases when the difference between the outside air temperature and the reference value of the setpoint temperature increases.

[0012] The vehicle air conditioning system of the invention according to claim 4 is characterized in that, in the invention according to claim 2 or 3, the outside air temperature is an outside air temperature at the end of the pre-conditioning of the air.

[0013] The vehicle air conditioning system of the invention according to claim 5 is characterized in that, in the respective above inventions, the control unit is configured to change the time for the start of the pre-conditioning of the air in the direction of a time advance when the outside air humidity increases.

[0014] The vehicle air conditioning system of the invention according to claim 6 is characterized in that, in the invention according to one of claims 1 or 5, the outside air humidity is an outside air humidity at the end of the pre-conditioning of the air.

[0015] The vehicle air conditioning system of the invention according to claim 7 is characterized in that, in the respective inventions above, the control unit is configured to calculate the reference value of the target temperature on the basis of the outside air temperature and / or the outside air humidity at the end of the preconditioning of the air.

[0016] The vehicle air conditioning system according to claim 8 is characterized in that, in the invention according to claim 4, 6 or 7, the control unit is configured to obtain information about the outside air temperature and / or outside air humidity at the end of the preconditioning of the air via an external network.

[0017] The vehicle air conditioning system of the invention according to claim 9 is characterized in the respective above inventions in that it comprises an electric heater for heating the air supplied to the vehicle interior and that, when the pre-conditioning of the air is carried out in a state in which the battery is connected to the external power source, the control unit is configured to stop the compressor and heat the vehicle interior by means of the electric heater.

[0018] The vehicle air conditioning system of the invention of claim 10 is characterized in the inventions of claims 1 to 8 in that it comprises a waste heat recovery heat exchanger for recovering waste heat from a heat generation device mounted on the vehicle using the refrigerant, and that, when the preconditioning of the air is carried out in a state in which the battery is connected to the external power source, the control unit is configured to operate the compressor, to allow the refrigerant delivered by the compressor to radiate heat, to decompress the refrigerant delivered from the compressor, and then to allow the refrigerant to absorb heat in the waste heat recovery heat exchanger. Advantageous effect of the invention

[0019] According to the present invention, a vehicle air conditioning system is provided which includes a compressor, which is powered by a battery to compress a refrigerant, a radiator to allow the refrigerant to radiate heat, thereby heating the air supplied to the vehicle interior, an external heat exchanger located outside the vehicle interior and comprising a control unit, in which the battery can be charged by an external power source and the control unit performs at least one heating operation to heat the vehicle interior by allowing the refrigerant delivered by the compressor to radiate heat into the radiator, decompressing the refrigerant from which the heat is radiated, and then allowing the refrigerant to absorb heat in the external heat exchanger.In the vehicle's air conditioning system, the control unit is capable of pre-conditioning the air to pre-heat the vehicle interior before entry. Furthermore, when pre-conditioning is performed while the battery is connected to an external power source, the control unit heats the vehicle interior without using the external heat exchanger. This makes it possible to pre-heat the vehicle interior before entry without frost forming on the external heat exchanger.

[0020] Furthermore, in the present invention, it is possible, since the control unit changes the setpoint temperature for the heating control during air preconditioning towards an increase of a reference value of the setpoint temperature, to store heat in the air in the vehicle interior and parts of the vehicle interior such as the seats during the air preconditioning process. This means that, during heating operation, in which the external heat exchanger absorbs heat from the outside air or similar sources while driving, it is possible to reduce the load after disconnecting the battery from the external power source. This makes it possible to reduce frost formation on the external heat exchanger and to extend the period in which heating operation can be carried out with high efficiency, particularly at low outside air temperatures.

[0021] In particular, if the control unit, as in the invention according to claim 2, changes the time for starting the pre-conditioning of the air towards a time lead when a difference between an outside air temperature and the reference value of the target temperature becomes larger, it becomes possible to store heat in the vehicle interior without hindering the pre-conditioning of the air, even if the outside air temperature is low.

[0022] Furthermore, as in the invention according to claim 3, even if the control unit changes the rise width of the target outlet temperature in the direction that the rise width increases when the difference between the outside air temperature and the reference value of the target temperature increases, it is possible to store heat in the vehicle interior without further ado by preconditioning the air in an environment with low outside air temperature.

[0023] If, in this case, as in the invention according to claim 4, an outside air temperature is assumed to be the outside air temperature at the end of the pre-conditioning of the air, it becomes possible to realize the pre-conditioning of the air according to an outside air temperature at the time of boarding.

[0024] If the control unit, as in the invention according to claim 5, changes the time for starting the air preconditioning towards a time advance when the outside air humidity increases, it becomes possible to store heat in the vehicle interior unhindered by the air preconditioning and to effectively reduce frost formation on the outside heat exchanger 7 during the subsequent drive, in an environment where the outside air humidity is high and the outside heat exchanger would likely ice up.

[0025] Furthermore, as with the invention according to claim 1, it will also be possible, if the control unit changes the rise width of the target temperature in the direction that the rise width increases when the outside air humidity increases, to store heat in the vehicle interior unhindered by the pre-conditioning of the air and to effectively reduce frost formation on the outside heat exchanger during the subsequent journey, in an environment where frost formation on the outside heat exchanger would be expected.

[0026] In this case too, as in the invention according to claim 6, if an outside air humidity is assumed to be the outside air humidity at the end of the preconditioning of the air, it is possible to realize the preconditioning of the air according to the outside air humidity at the time of boarding.

[0027] Furthermore, as in the invention according to claim 7, if the control unit calculates the reference value of the target temperature on the basis of the outside air temperature and / or the outside air humidity at the end of the pre-conditioning of the air, it becomes possible to realize suitable pre-conditioning of the air according to the outside air temperature and the outside air humidity when boarding.

[0028] In this case, as in the invention according to claim 8, the control unit obtains information about the outside air temperature and outside air humidity at the end of the air preconditioning via an external network, making it possible to unhinderedly implement air preconditioning that corresponds to an outside air temperature and outside air humidity at the time of entry.

[0029] Incidentally, for heating in the vehicle interior where the external heat exchanger is not used, a case is conceivable in which an electric heater such as that of the invention of claim 9 is used, or in which waste heat is obtained from a heat generating device mounted on the vehicle as in the invention of claim 10. Brief description of the drawings Fig. Figure 1 is a view of a vehicle air conditioning system in an embodiment to which the present invention is applied; Fig. Figure 2 is a block diagram of a control unit for the vehicle's air conditioning system. Fig. 1; Fig. 3 is a diagram showing a normal heating mode and a defrost mode through the control of Fig. 2 describes; Fig. 4 is a diagram that shows dehumidification and heating operation through the control of Fig. 2 describes; Fig. 5 is a diagram showing a dehumidification and cooling operation and a cooling operation through the control of Fig. 2 describes; Fig. Figure 6 is a diagram showing a waste heat recovery and heating mode of a heating operation through the control of Fig. 2 describes; Fig. 7 is a control block diagram for compressor control in heating mode of the control system of Fig. 2; Fig. 8 is a control block diagram for controlling the auxiliary heater (electric heater) by controlling Fig. 2; Fig. 9 is a control block diagram of the pre-conditioning of the air by the control of Fig. 2; and Fig. 10 is a flowchart that illustrates the control of air preconditioning by controlling Fig. 2 describes. Mode for executing the invention

[0030] The embodiments of the present invention are described in detail below with reference to the drawings. Fig. Figure 1 shows a view of a vehicle air conditioning system 1 in an embodiment to which the present invention is applied. A vehicle of the embodiment to which the present invention is applied is an electric vehicle (EV) in which no engine (internal combustion engine) is installed and in which a battery 55 (e.g., a lithium battery) is installed and which is powered by an electric motor (not shown in the drawing) that is driven by current from the battery 55, which is charged by an external power source (a fast charger or the like). A compressor 2, to be described later, in the vehicle air conditioning system 1 is then also driven by current from the battery 55.

[0031] This means that in the electric vehicle, which is unable to operate a heating system using waste heat from the engine, the vehicle's air conditioning system 1 performs a heating operation via a heat pump, using a refrigerant circuit R. Furthermore, the vehicle's air conditioning system 1 selectively operates in an air conditioning mode consisting of dehumidification and heating, dehumidification and cooling, as well as a cooling mode for climate control of the vehicle interior.

[0032] Furthermore, the vehicle is not limited to such an electric vehicle. It goes without saying that the present invention also applies to a vehicle that is a so-called hybrid vehicle, in which a motor is used together with an electric motor for driving, and in which a battery can be charged from an external power source.

[0033] The vehicle air conditioning system 1 of the present embodiment performs the climate control (heating, cooling, dehumidifying, and ventilation) of the vehicle interior of the electric vehicle. The electrically operated compressor (electric compressor) 2 compresses a refrigerant. A cooler 4, which is provided in an airflow duct 3 of an HVAC unit 10, in which the air in the vehicle interior is ventilated and circulated, allows the high-temperature, high-pressure refrigerant expelled from the compressor 2 to flow into it via a refrigerant line 13G and radiate heat to warm the air supplied to the vehicle interior. An external expansion valve 6, consisting of an electric valve that decompresses and expands the refrigerant during heating, and an external heat exchanger 7, which causes the refrigerant to exchange heat with the outside air to act as a cooler (condenser), are also included.so that the refrigerant can radiate heat during cooling, and to act as an evaporator so that the refrigerant can absorb heat during heating operation, an internal expansion valve 8, consisting of an electric valve that decompresses and expands the refrigerant, a heat absorber 9, which is provided in the airflow duct 3 so that the refrigerant can absorb heat from the interior and exterior of the vehicle during cooling (dehumidification) and thereby cools the air supplied to the vehicle interior, an accumulator 12, and others are connected one after the other by a refrigerant line 13, thereby forming the refrigerant circuit R.

[0034] The external expansion valve 6 and the internal expansion valve 8 decompress and expand the refrigerant and can also be fully opened and closed. Item 30 in the drawing is a dirt trap.

[0035] Furthermore, the external heat exchanger 7 is equipped with an external blower 15. The external blower (a fan) 15 forces the outside air through the external heat exchanger 7 in order to effect a heat exchange between the outside air and the refrigerant, whereby the outside air is also directed through the external heat exchanger 7 when the vehicle is stopped (i.e. its speed is 0 km / h).

[0036] Furthermore, a refrigerant line 13A, which is connected to the refrigerant outlet side of the external heat exchanger 7, is connected to a refrigerant line 13B via a check valve 18. The check valve 18 is designed such that the side of the refrigerant line 13B serves as the forward direction. The refrigerant line 13B is connected to the internal expansion valve 8.

[0037] Furthermore, the refrigerant line 13A leading from the external heat exchanger 7 branches, and this branching refrigerant line 13D is connected via a solenoid valve 21, which must be opened during heating operation, to a refrigerant line 13C located at an outlet side of the heat absorber 9. A check valve 20 is then connected to the refrigerant line 13C on a side downstream of a connection point of the refrigerant line 13D. The refrigerant line 13C is connected downstream of the check valve 20 to the accumulator 12. The accumulator 12 is connected to a refrigerant intake side of the compressor 2. The check valve 20 also has an accumulator 12 side that serves as the forward direction.

[0038] Furthermore, a refrigerant line 13E branches off on an outlet side of the cooler 4 into a refrigerant line 13J and a refrigerant line 13F upstream of the external expansion valve 6 (on an upstream refrigerant flow side). One branching refrigerant line 13J is connected via the external expansion valve 6 to a refrigerant inlet side of the external heat exchanger 7. The other branching refrigerant line 13F is connected via a solenoid valve 22, which is to be opened during dehumidification, to and communicates with refrigerant line 13B, which is located on the downstream side of the check valve 18 and on the upstream side of the internal expansion valve 8.

[0039] Consequently, the refrigerant line 13F is connected in parallel to a series circuit consisting of the external expansion valve 6, the external heat exchanger 7, and the check valve 18. The refrigerant line 13F forms a circuit that bypasses the external expansion valve 6, the external heat exchanger 7, and the check valve 18.

[0040] Furthermore, corresponding intake openings such as an outside air intake opening and an inside air intake opening are formed in the airflow channel 3 on an upstream side of the heat absorber 9 (in Fig. 1 (represented by an intake opening 25), and an air inlet changeover flap 26 is provided in the intake opening 25 to change the air introduced into the airflow duct 3 into interior air, which is air from the vehicle interior (interior air recirculation), and exterior air, which is air from outside the vehicle interior (exterior air intake). Furthermore, an interior blower (a blower) 27 is provided on the downstream side of the air inlet changeover flap 26 to supply the introduced interior or exterior air into the airflow duct 3.

[0041] In Fig. In this embodiment, the auxiliary heater 23 is an electric heater. It consists of a PTC heater and is located in the airflow duct 3, which, with respect to the airflow in the airflow duct 3, is on the downstream side of the cooler 4. When the auxiliary heater 23 is supplied with current to generate heat, it becomes a so-called heating core.

[0042] Additionally, an air mixing flap 28 is provided in the airflow duct 3 on an upstream side of the cooler 4 to adjust the ratio in which the air flowing into the airflow duct 3 and through the heat absorber 9 (the indoor or outdoor air) is to be directed through the cooler 4 and the auxiliary heater 23. Furthermore, an outlet (in) is provided in the airflow duct 3 on the downstream side of the cooler 4. Fig. 1 represented by an outlet 29) is designed for FOOT, VENT, or DEF. An air outlet changeover flap 31 is provided in the outlet 29 to change the control of the air discharge from each of the above-mentioned outlets.

[0043] Furthermore, the vehicle air conditioning system 1 is equipped with a waste heat recovery system 61 for circulating a heat transfer fluid through the battery 55 as a vehicle-mounted heat generation device in order to regulate the temperature of the battery 55 when absorbing waste heat from the battery 55.

[0044] Furthermore, the heat generation device attached to the vehicle in the present invention is not limited to the battery 55, but also includes an electric motor for driving and an electrical device, such as an inverter circuit, for driving the electric motor. In the present embodiment, the heat generation device is described using the battery 55 as an example.

[0045] The waste heat recovery system 61 of the embodiment comprises a circulation pump 62 as a circulation device for circulating the heat transfer fluid through the battery 55, a heat transfer fluid heater 66 as a heating device, and a refrigerant-heat transfer fluid heat exchanger 64 as a waste heat recovery heat exchanger. These components and the battery 55 are connected in a ring-shaped configuration by a heat transfer fluid line 68.

[0046] In the present embodiment, an inlet of a heat transfer fluid flow channel 64A of the refrigerant-heat transfer fluid heat exchanger 64 is connected to an outlet side of the circulation pump 62. The heat transfer fluid heater 66 is connected to an outlet of the heat transfer fluid flow channel 64A. An inlet of the battery 55 is connected to an outlet of the heat transfer fluid heater 66. An outlet of the battery 55 is connected to a suction side of the circulation pump 62.

[0047] The heat transfer medium used in the waste heat recovery system 61 can be, for example, water, a refrigerant such as HFO-1234f, a liquid such as a coolant or the like, or a gas such as air or the like. In the present embodiment, water is used as the heat transfer medium. The heat transfer medium heater 66 also consists of an electric heater such as a PTC heater or the like. Furthermore, it is assumed that, for example, a jacket structure capable of circulating the heat transfer medium in a heat exchange relationship with the battery 55 is arranged around the battery 55.

[0048] When the circulation pump 62 is operating, the heat transfer fluid discharged from the circulation pump 62 flows into the heat transfer fluid flow channel 64A of the refrigerant-heat transfer fluid heat exchanger 64. The heat transfer fluid flowing out of the heat transfer fluid flow channel 64A of the refrigerant-heat transfer fluid heat exchanger 64 enters the heat transfer fluid heater 66. When the heat transfer fluid heater 66 generates heat, the heat transfer fluid is heated there and then enters the battery 55. There, the heat transfer fluid undergoes heat exchange with the battery 55. Subsequently, the heat transfer fluid is drawn into the circulation pump 62 to circulate in the heat transfer fluid line 68.

[0049] On the other hand, one end of a branch line 72 is connected as a branch circuit to an outlet of the refrigerant line 13F of the refrigerant circuit R, i.e., a connecting section of the refrigerant line 13F and the refrigerant line 13B, which is located on a refrigerant flow-downstream (forward direction) side of the check valve 18 located in the refrigerant line 13A and on a refrigerant flow-upstream side of the internal expansion valve 8. The branch line 72 is equipped with an auxiliary expansion valve 73, which consists of an electric valve. The auxiliary expansion valve 73 decompresses and expands the refrigerant flowing into a refrigerant flow channel 64B of the refrigerant-heat transfer fluid heat exchanger 64, which will be described later, and can also be completely closed.

[0050] The other end of branch line 72 is then connected to the refrigerant flow channel 64B of the refrigerant-heat transfer fluid heat exchanger 64. One end of refrigerant line 74 is connected to an outlet of refrigerant flow channel 64B, and the other end of refrigerant line 74 is connected to refrigerant line 13C on the refrigerant flow-down side of the check valve 20 and upstream of the accumulator 12 (on the refrigerant flow-up side). The auxiliary expansion valve 73 and the like also form part of the refrigerant circuit R and simultaneously part of the waste heat recovery system 61.

[0051] When the auxiliary expansion valve 73 opens, the refrigerant (part or all) flowing out of the refrigerant line 13F and the external heat exchanger 7 is decompressed by the auxiliary expansion valve 73 and then flows into the refrigerant flow channel 64B of the refrigerant-heat transfer fluid heat exchanger 64 to evaporate. As the refrigerant flows through the refrigerant flow channel 64B, it absorbs heat from the heat transfer fluid flowing through the heat transfer fluid flow channel 64A and is then drawn into the compressor 2 via the accumulator 12.

[0052] Next up is in Fig. Figure 2 shows a control unit 32, which controls the vehicle's air conditioning system 1. The control unit 32 consists of a microcomputer, as an example of a computer with a processor. An input of the control unit 32 is connected to the respective outputs of an outside air temperature sensor 33, which detects the outside air temperature (Tam) of the vehicle; an outside air humidity sensor 34, which detects the outside air humidity (Ham); an HVAC intake temperature sensor 36, which detects the temperature of the air to be drawn into the airflow duct 3 from the intake opening 25; an inside air temperature sensor 37, which detects the temperature (inside air temperature Tin) of the air (inside air) of the vehicle interior; an inside air humidity sensor 38, which detects the humidity of the air in the vehicle interior; an inside air CO2 concentration sensor 39, which detects the carbon dioxide concentration in the vehicle interior; and an outlet temperature sensor 41.which detects the temperature of the air to be blown out of the outlet 29 into the vehicle interior, an outlet pressure sensor 42 which detects an outlet refrigerant pressure Pd of the compressor 2, an outlet temperature sensor 43 which detects an outlet refrigerant temperature of the compressor 2, an intake temperature sensor 44 which detects an intake refrigerant temperature Ts of the compressor 2, an intake pressure sensor 45 which detects an intake refrigerant pressure Ps of the compressor 2, a radiator temperature sensor 46 which detects a temperature (the temperature of the air passed through the radiator 4 or the temperature of the radiator 4 itself: a radiator temperature TCI) of the radiator 4, a radiator pressure sensor 47 which detects a refrigerant pressure (the pressure of the refrigerant in the radiator 4 or immediately after the refrigerant flows out of the radiator 4: a radiator pressure PCI) of the radiator 4, a heat absorber temperature sensor 48,a temperature sensor 49 (the temperature of the air passed through the heat absorber 9 or the temperature of the heat absorber 9 itself: heat absorber temperature Te) of the heat absorber 9, a heat absorber pressure sensor 49 (the pressure of the refrigerant in the heat absorber 9 or immediately after the refrigerant flows out of the heat absorber 9) of the heat absorber 9, a solar radiation sensor 51 of zg, a photosensor system to detect solar radiation into the vehicle interior, a speed sensor 52 to detect a driving speed (a velocity) of the vehicle, an air conditioning operating unit 53 to set the change of a preset temperature or an air conditioning operation, an outside heat exchanger temperature sensor 54,The temperature (the temperature of the refrigerant immediately after the refrigerant flows out of the outdoor heat exchanger 7 or the temperature of the outdoor heat exchanger 7 itself: an outdoor heat exchanger temperature TXO. If the outdoor heat exchanger 7 functions as an evaporator, the outdoor heat exchanger temperature TXO is measured as an evaporation temperature of the refrigerant in the outdoor heat exchanger 7) and an outdoor heat exchanger pressure sensor 56, which measures a refrigerant pressure (the pressure of the refrigerant in the outdoor heat exchanger 7 or immediately after the refrigerant flows out of the outdoor heat exchanger 7).

[0053] In the drawing, 53A is an input switch provided in the air conditioning control unit 53. Furthermore, the air conditioning control unit 53 is configured to wirelessly input predictive information for pre-conditioning the air from a remote control 53B provided in a vehicle key.

[0054] The input of the controller 32 is further connected to the respective outputs of a battery temperature sensor 76, which detects a temperature (a battery temperature Tcell) of the battery 55, a heat transfer fluid temperature sensor 77, which detects a temperature (a heat transfer fluid temperature Tw) of the heat transfer fluid flowing out of the heat transfer fluid flow channel 64A of the refrigerant-heat transfer fluid heat exchanger 64, and an auxiliary heater temperature sensor 78, which detects a temperature (a auxiliary heater temperature Tptc) of the auxiliary heater 23.

[0055] Secondly, an output of the control unit 32 is connected to the compressor 2, the external blower 15, the internal blower 27, the air inlet changeover flap 26, the air mixing flap 28, the air outlet changeover flap 31, the external expansion valve 6, the internal expansion valve 8, the respective solenoid valves of the solenoid valve 22 (dehumidification) and the solenoid valve 21 (heating), the auxiliary heater 23, the circulation pump 62, the heat transfer fluid heater 66, and the auxiliary expansion valve 73.

[0056] Furthermore, the control unit 32 handles the transmission / reception of data to and from a vehicle-side control unit 80, which controls the entire vehicle, including driving, charging the battery 55, etc. The control unit 32 then receives information from the vehicle-side control unit 80 regarding whether a charging plug for an external power source (fast charger or similar) is connected to the vehicle, information about whether the battery 55 is being charged, and forecast information about the outside air temperature Tam and humidity Ham, acquired via an external network such as the internet, into the control unit 32. The control unit 32 then operates based on the outputs of the respective sensors, the information from the vehicle-side control unit 80, the setting information entered at the climate control unit 53, and so on.

[0057] The following describes the operation of the vehicle air conditioning system 1 of the embodiment with the above configuration. In this embodiment, the control unit 32 switches between and executes the respective air conditioning modes: heating, dehumidification and heating, dehumidification and cooling, cooling and auxiliary heater operation, and defrosting. It also recovers waste heat from the battery 55 (heat generation unit) and regulates the temperature of the battery 55. First, the respective air conditioning mode of the refrigerant circuit R in the vehicle air conditioning system 1 is described. Furthermore, the control unit 32 operates the circulation pump 62 during the operation of the vehicle air conditioning system 1. It is therefore assumed that the heat transfer fluid circulates in the heat transfer line 68, as indicated by the dashed arrows in each drawing. (1) Heating operation (Normal heating mode)

[0058] First, the heating operation will be described. During heating operation, the controller 32 switches between two operating modes: a normal heating mode and a waste heat recovery heating mode, which will be described later. The normal heating mode is described here, and the waste heat recovery heating mode will be described later.

[0059] Fig. Figure 3 shows the refrigerant flow (solid line arrows) of the refrigerant circuit R in normal heating mode. In winter, etc., when the air conditioning switch in switch 53A of the air conditioning unit 53 is turned on and heating mode is selected by the controller 32 (automatic mode) or by manual operation of the air conditioning unit 53 (manual mode), the controller 32 opens the solenoid valve 21 (for heating) and completely closes the internal expansion valve 8 and the auxiliary expansion valve 73 in normal heating mode. This prevents the refrigerant from flowing into the refrigerant-heat transfer fluid heat exchanger 64. The controller also closes the solenoid valve 22 (for dehumidification).

[0060] The control unit then activates compressor 2 and the respective blowers 15 and 27, and the air mixing flap 28 maintains a set ratio in which the air blown from the interior blower 27 is directed through the cooler 4 and the auxiliary heater 23. As a result, a high-temperature, high-pressure refrigerant gas expelled from compressor 2 flows into cooler 4. The air in airflow duct 3 flows through cooler 4, and thus the air in airflow duct 3 is heated by the high-temperature refrigerant in cooler 4. Conversely, heat is drawn from the refrigerant in cooler 4 by the air, and it cools down to condense and become liquid.

[0061] The refrigerant, liquefied in condenser 4, flows out of condenser 4 and then through refrigerant lines 13E and 13J into the external expansion valve 6. The refrigerant flowing into the external expansion valve 6 is decompressed there and then flows into the external heat exchanger 7. The refrigerant flowing into the external heat exchanger 7 evaporates, and the heat is pumped upwards from the passing outside air or the external fan 15 (heat absorption). This means that the refrigerant circuit R functions like a heat pump.The low-temperature refrigerant flowing from the external heat exchanger 7 then passes through refrigerant lines 13A and 13D, and through solenoid valve 21, into refrigerant line 13C. From there, it flows through check valve 20 in refrigerant line 13C into the accumulator 12, where it undergoes gas-liquid separation. The gaseous refrigerant is then drawn into compressor 2, thus repeating this cycle. The air heated in radiator 4 is blown out of outlet 29, thereby heating the vehicle interior.

[0062] The controller 32 calculates a target cooler pressure PCO (target value of the cooler pressure PCI of cooler 4) from a target heating temperature TCO (target value of an air temperature on the lee side of cooler 4), which is calculated from a subsequently specified target outlet temperature TAO, and controls the speed of the compressor 2 based on the target cooler pressure PCO and the refrigerant pressure of cooler 4 detected by the cooler pressure sensor 47 (the cooler pressure PCI, which is a high pressure of the refrigerant circuit R). Furthermore, the controller controls a valve position of the external expansion valve 6 based on the temperature (the cooler temperature TCI) of cooler 4 detected by the cooler temperature sensor 46 and the cooler pressure PCI detected by the cooler pressure sensor 47, and controls a degree of subcooling of the refrigerant in an outlet of cooler 4.If the heating output of the cooler 4 is insufficient, the auxiliary heater 23 is activated to generate heat and thus increase the heating output. (2) Dehumidification and heating operation

[0063] The following describes the dehumidification and heating operation with reference to Fig. 4 described. Fig. Figure 4 shows the flow (solid arrows) of the refrigerant in the refrigerant circuit R during dehumidification and heating operation. During dehumidification and heating operation, the controller 32, in the heating operation state described above, opens the solenoid valve 22 and the internal expansion valve 8 to return the refrigerant to its decompressed and expanded state. Consequently, a portion of the condensed refrigerant flowing through the cooler 4 into the refrigerant line 13E is distributed. This distributed refrigerant flows through the solenoid valve 22 into the refrigerant line 13F and from the refrigerant line 13B into the internal expansion valve 8. The remaining refrigerant flows through the external expansion valve 6. That is, the distributed portion of the refrigerant is decompressed in the internal expansion valve 8 and then flows into the heat absorber 9 to evaporate.

[0064] The control unit 32 regulates the position of the internal expansion valve 8 to maintain a predetermined superheat level (SH) of the refrigerant at an outlet of the heat absorber 9. However, water in the air blown out of the internal blower 27 coagulates and adheres to the heat absorber 9 due to a heat absorption process occurring within the heat absorber 9, thus cooling and dehumidifying the air. The distributed residual refrigerant flowing into the refrigerant line 13J is decompressed in the external expansion valve 6 and subsequently evaporates in the external heat exchanger 7.

[0065] The refrigerant evaporated in the heat absorber 9 flows to the refrigerant line 13C, where it combines with the refrigerant (from the external heat exchanger 7) from the refrigerant line 13D. It then flows through the check valve 20 and the accumulator 12 to be drawn into the compressor 2, thus repeating this cycle. The air dehumidified in the heat absorber 9 is reheated as it flows through the radiator 4, thereby dehumidifying and heating the vehicle interior.

[0066] The control unit 32 controls the speed of the compressor 2 on the basis of the target cooler pressure PCO calculated from the target heating temperature TCO and the cooler pressure PCI (the high pressure of the refrigerant circuit R) detected by the cooler pressure sensor 47, and the control unit 32 controls the valve position of the external expansion valve 6 on the basis of the temperature (the heat absorber temperature Te) of the heat absorber 9 detected by the heat absorber temperature sensor 48. (3) Dehumidification and cooling operation

[0067] Next, the dehumidification and cooling operation will be described with reference to Fig. 5 described. Fig. Figure 5 shows the flow (solid arrows) of the refrigerant in the refrigerant circuit R during dehumidification and cooling operation. During dehumidification and cooling operation, the control unit 32 opens the internal expansion valve 8 to bring the refrigerant into a decompressed and expanded state and closes solenoid valves 21 and 22. The control unit also completely closes the auxiliary expansion valve 73. The control unit then operates the compressor 2 and the respective fans 15 and 27, and the air mixing flap 28 maintains a position in which a ratio is set whereby the air blown by the internal fan 27 is directed through the radiator 4 and the auxiliary heater 23.

[0068] Consequently, a high-temperature, high-pressure refrigerant gas derived from compressor 2 flows into cooler 4. As the air in airflow duct 3 flows through cooler 4, the air in airflow duct 3 is heated by the high-temperature refrigerant in cooler 4. Conversely, heat is drawn from the refrigerant in cooler 4 by the air, causing it to cool down and condense.

[0069] The refrigerant flowing out of the cooler 4 flows through the refrigerant line 13E to the external expansion valve 6, and, controlled by the slightly open external expansion valve 6, flows into the external heat exchanger 7. The refrigerant flowing into the external heat exchanger 7 is cooled and condenses due to the outside air flowing through it or the outside air directed by the external fan 15. The refrigerant flowing out of the external heat exchanger 7 flows through the refrigerant line 13A and the check valve 18 into the refrigerant line 13B and enters the internal expansion valve 8. The refrigerant is decompressed in the internal expansion valve 8 and then flows into the heat absorber 9 to evaporate. The water contained in the air blown out by the internal fan 27 coagulates and adheres to the heat absorber 9 due to heat absorption, thus cooling and dehumidifying the air.

[0070] The refrigerant evaporated in the heat absorber 9 flows through the refrigerant line 13C and the check valve 20 into the accumulator 12 and is drawn through it into the compressor 2, thus repeating this cycle. The air, cooled and dehumidified in the heat absorber 9, is reheated as it flows through the radiator 4 (reheating: a lower radiant power than during heating), thereby dehumidifying and cooling the vehicle interior.

[0071] The control unit 32 regulates the number of revolutions of the compressor 2 to adjust the heat absorber temperature Te to the target heat absorber temperature TEO based on the temperature (heat absorber temperature Te) of the heat absorber 9 detected by the heat absorber temperature sensor 48 and a target heat absorber temperature TEO as the target value of which. Based on the cooler pressure PCI (the high pressure of the refrigerant circuit R) detected by the cooler pressure sensor 47 and the target cooler pressure PCO (the target value of the cooler pressure PCI) calculated from the target heating temperature TCO, the control unit 32 controls the valve position of the external expansion valve 6 to adjust the cooler pressure PCI to the target cooler pressure PCO and thereby achieve the necessary reheating by the cooler 4. (4) Cooling operation

[0072] Next, the cooling operation is described. The process of the refrigerant cycle R is similar to that in the dehumidification and cooling operation of Fig. 5. In cooling mode, as performed in summer or similar conditions, the control unit 32 fully opens the valve position of the external expansion valve 6 in the above-mentioned state of dehumidification and cooling operation. Otherwise, the air mixing flap 28 maintains a state in which a ratio is set according to which the air is directed through the cooler 4 and the auxiliary heater 23.

[0073] Consequently, the high-temperature, high-pressure refrigerant gas exiting compressor 2 flows into condenser 4. The air in airflow duct 3 passes through condenser 4, but its proportion is small (because it is only reheated during cooling). Therefore, the refrigerant passes almost exclusively through the condenser, and the refrigerant exiting condenser 4 flows through refrigerant line 13E to reach the external expansion valve 6. At this point, the external expansion valve 6 is fully open, and therefore the refrigerant passes through refrigerant line 13J and the external expansion valve 6 as is, flowing into the external heat exchanger 7, where the refrigerant is cooled by flowing through it or by the outside air flowing through the external fan 15, causing it to condense and become liquid.

[0074] The refrigerant flowing from the external heat exchanger 7 passes through refrigerant line 13A and check valve 18 into refrigerant line 13B and enters the internal expansion valve 8. The refrigerant is decompressed in the internal expansion valve 8 and then flows into the heat absorber 9 to evaporate. The water contained in the air blown out of the internal blower 27 coagulates and adheres to the heat absorber 9 due to heat absorption, thus cooling the air.

[0075] The refrigerant evaporated in the heat absorber 9 flows through the refrigerant line 13C and the check valve 20 to the accumulator 12 and is drawn through it into the compressor 2, thus repeating this cycle. The air, cooled and dehumidified in the heat absorber 9, is blown from the outlet 29 into the vehicle interior, thereby cooling the vehicle interior. In this cooling mode, the control unit 32 regulates the speed of the compressor 2 depending on the temperature (heat absorber temperature Te) of the heat absorber 9, which is detected by the heat absorber temperature sensor 48. (5) Auxiliary heater single operation

[0076] The control unit 32 of the embodiment has an independent auxiliary heater operation in the event of excessive icing on the external heat exchanger 7 or the vehicle interior being heated by pre-conditioning the air, as described later, etc., whereby the compressor 2 and the external blower 15 in the refrigerant circuit R are stopped and the auxiliary heater 23 is switched on to heat the vehicle interior solely by the auxiliary heater 23. In this case as well, the control unit 32 controls the activation (heat generation) of the auxiliary heater 23 based on the auxiliary heater temperature Tptc detected by the auxiliary heater temperature sensor 78 and the target heating temperature TCO.

[0077] Furthermore, the control unit 32 actuates the interior blower 27, and the air mixing flap 28 is in a state in which it ventilates the air in the airflow duct 3 blown from the interior blower 27 to the auxiliary heater 23 in order to regulate the air volume. The air heated by the auxiliary heater 23 is blown out of the outlet 29 into the vehicle interior, the compressor 2 is stopped, and the refrigerant does not flow into the external heat exchanger 7, so that the vehicle interior is heated without using the external heat exchanger 7. (6) Change in air conditioning operation

[0078] The control unit 32 calculates the aforementioned target outlet temperature TAO from the following equation (I). The target outlet temperature TAO is a setpoint for the temperature of the air that is blown from outlet 29 into the vehicle interior. TAO=(Tset−Tin)×K+Tbal(f(Tset, SUN, Tam)) where Tin is a temperature (an interior air temperature) of the vehicle interior air detected by the interior air temperature sensor 37, Tset is a predetermined temperature (a target vehicle interior air temperature) of the interior air temperature Tin (the temperature of the vehicle interior air) set by the climate control unit 53, K is a coefficient, and Tbal is an equilibrium value calculated from the target vehicle interior air temperature Tset, a solar radiation quantity SUN detected by the solar radiation 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 target outlet temperature TAO, and the higher the outside air temperature Tam, the lower the target outlet temperature TAO.

[0079] Furthermore, the controller 32 calculates the above-mentioned target heating temperature TCO using the following equation (II) based on the target outlet temperature TAO: TCO=f (TAO)

[0080] Furthermore, in equation (II) above, f denotes a limit value for control, an offset, or something similar. However, since TCO = TAO in principle, the target heating temperature TCO also increases when the target outlet temperature TAO increases, and the target heating temperature TCO also decreases when the target outlet temperature TAO decreases.

[0081] Then, during commissioning, the controller 32 selects an air conditioning mode from the aforementioned air conditioning modes based on the outside air temperature Tam detected by the outside air temperature sensor 33 and the setpoint outlet temperature TAO. After commissioning, the controller selects the aforementioned air conditioning mode and modifies it according to changes in ambient and setting conditions, such as the outside air temperature Tam and the setpoint outlet temperature TAO. (7) Defrosting operation

[0082] Next, the defrosting operation of the outdoor heat exchanger 7 is described. During heating operation, as described above, the refrigerant in the outdoor heat exchanger 7 evaporates and absorbs heat from the outside air to reach a low temperature. Therefore, the water in the outside air freezes on the outdoor heat exchanger 7 and adheres to it.

[0083] The controller 32 calculates a difference TXO (= TXObase - TXO) between the outdoor heat exchanger temperature TXO (the refrigerant evaporation temperature in the outdoor heat exchanger 7) detected by the outdoor heat exchanger temperature sensor 54 and a refrigerant evaporation temperature TXObase when the outdoor heat exchanger 7 is not frozen. If a condition persists for a predetermined time in which the outdoor heat exchanger temperature TXO is lower than the refrigerant evaporation temperature TXObase in a frost-free state, and the difference TXO between them has increased to a predetermined value or more, the controller 32 assesses that the outdoor heat exchanger 7 is iced up and sets a predetermined icing signal.

[0084] Then, in the state in which the icing signal is set and the air conditioning operating switch of the air conditioning operating unit 53 is switched off, when the charging plug for the external power source (the fast charger or similar) is connected to the vehicle and the battery 55 is charged, the control unit 32 performs the defrosting operation of the external heat exchanger 7 in the following way.

[0085] In this defrosting mode, the controller 32 sets the refrigerant circuit R to the heating mode described above and then fully opens the external expansion valve 6. The controller 32 then operates the compressor 2, allowing the high-temperature refrigerant exiting the compressor 2 to flow through the condenser 4 and the external expansion valve 6 into the external heat exchanger 7, causing the refrigerant to radiate heat. This melts the frost adhering to the external heat exchanger 7. When the external heat exchanger temperature TXO, determined by the external heat exchanger temperature sensor 54, exceeds a predefined defrosting end temperature (e.g., +3°C), the controller 32 terminates the defrosting operation, assuming that the defrosting of the external heat exchanger 7 is complete. (8) Waste heat recovery heating mode in heating operation

[0086] Next, a waste heat recovery heating mode will be described in heating operation with reference to Fig. As described in section 6, the temperature of battery 55 rises due to its own heating. Therefore, instead of the normal heating mode mentioned above, the control unit 32 executes the waste heat recovery heating mode, in which the temperature of battery 55 (assessed from the heat transfer fluid temperature Tw and battery temperature Tcell described above) during heating operation or pre-conditioning of the air will be described later. In waste heat recovery heating mode, the waste heat from battery 55 is recovered and used to heat the vehicle interior in radiator 4.

[0087] Fig. Figure 6 shows the refrigerant flow rate (solid arrows) of the refrigerant circuit R in waste heat recovery heating mode. In waste heat recovery heating mode, the controller 32 completely closes the external expansion valve 6 and opens the solenoid valve 21. This prevents the refrigerant from flowing into the external heat exchanger 7. Simultaneously, the solenoid valve 22 and the auxiliary expansion valve 73 are opened to bring their valve positions into a regulated state. Furthermore, the heat transfer fluid heater 66 is activated to generate heat as needed.

[0088] The entire refrigerant diverted from the cooler 4 does not flow into the external expansion valve 6, but rather through refrigerant line 13F into refrigerant line 13B on the refrigerant flow-upstream side of the internal expansion valve 8. The refrigerant then enters branch line 72, is decompressed by the auxiliary expansion valve 73, and then flows through branch line 72 into the refrigerant flow channel 64B of the refrigerant-heat transfer fluid heat exchanger 64 to evaporate. At this point, the heat absorption process takes place. A cycle then repeats in which the refrigerant evaporated in refrigerant flow channel 64B flows successively through refrigerant line 74, refrigerant line 13C, and accumulator 12 to be drawn into compressor 2 (this is indicated by the solid line arrows in the diagram). Fig. 6 indicated).

[0089] On the other hand, a cycle is carried out in which the heat transfer fluid derived from the circulation pump 62 flows into the heat transfer fluid line 68 in the sequence of the heat transfer fluid flow channel 64A of the refrigerant-heat transfer fluid heat exchanger 64, the heat transfer fluid heater 66 and the battery 55, in order to be drawn into the circulation pump 62 (this is indicated by dashed line arrows in Fig. 6 indicated).

[0090] The heat transfer fluid, which is made endothermic and cooled by the refrigerant in the heat transfer fluid flow channel 64A of the refrigerant-heat transfer fluid heat exchanger 64, is circulated through the heat transfer fluid heater 66 to the battery 55. There, it performs a heat exchange with the battery 55 to recover waste heat and cool the battery 55. The waste heat recovered from the battery 55 is pumped upwards by the refrigerant in the refrigerant-heat transfer fluid heat exchanger 64, where it is used to heat the vehicle interior via the radiator 4. Thus, the vehicle interior is heated without using the external heat exchanger 7. (9) Control of compressor 2 in heating mode by the control unit 32

[0091] The control of compressor 2 in the aforementioned heating mode is described below using the following: Fig. 7 described in detail. Fig. Figure 7 is a control block diagram of the controller 32, which determines a setpoint speed (a compressor setpoint speed) TGNCh of the compressor 2 for heating operation. An F / F (Feed Forward) control amount calculation section 81 of the controller 32 calculates an F / F control amount TGNChff of the compressor setpoint speed based on the outside air temperature Tam obtained from the outside air temperature sensor 33, a blower voltage BLV of the inside blower 27, an air volume ratio SW of the air mixing flap 28, a setpoint subcooling degree TGSC, which is a setpoint of a subcooling degree SC at the outlet of the cooler 4, the setpoint heating temperature TCO, and the setpoint cooler pressure PCO, which is a setpoint of the pressure of the cooler 4.

[0092] The target cooler pressure PCO is calculated by a setpoint calculation section 82 based on the target subcooling level TGSC and the target heating temperature TCO described above. Furthermore, an F / B (Feedback) control amount calculation section 83 calculates an F / B control amount TGNChfb of the compressor target speed, based on the target cooler pressure PCO and the cooler pressure PCI, which is the refrigerant pressure of the cooler 4. Then, the F / F control amount TGNChff calculated by the F / F control amount calculation section 81 and the F / B control amount TGNChfb calculated by the F / B control amount calculation section 83 are added by an adder 84 and fitted with upper control limit values ​​ECNpdLimHi and lower control limit values ​​ECNpdLimLo in a limit setting section 85, and then determined as the compressor target speed TGNCh. In heating mode, the control unit 32 controls the speed NC of compressor 2 based on the compressor setpoint speed TGNCh. (10) Control of the auxiliary heater 23 by the control unit 32

[0093] Furthermore, Fig. Figure 8 shows a control block diagram of the controller 32, which determines the required auxiliary heater output TGQPTC of the auxiliary heater 23 in auxiliary heater simple operation. The target heating temperature TCO and the auxiliary heater temperature Tptc are input to a subtractor 86 of the controller 32 to calculate a deviation (TCO-Tptc) between the target heating temperature TCO and the auxiliary heater temperature Tptc. The deviation (TCO-Tptc) is input to an F / B control section 87, and the F / B control section 87 eliminates the deviation (TCO-Tptc) and calculates an F / B control amount for the required auxiliary heater capability, so that the auxiliary heater temperature Tptc becomes the target heating temperature TCO.

[0094] The auxiliary heater control requirement Qafb calculated in the F / B control section 87 is added in a limit value setting section 88 with an upper control limit QptcLimHi and a lower control limit QptcLimLo and then set as the required auxiliary heater output TGQPTC. In single auxiliary heater operation, the controller 32 controls the activation of the auxiliary heater 23 based on the required auxiliary heater output TGQPTC in order to control the heat generation (heating) of the auxiliary heater 23 so that the auxiliary heater temperature Tptc becomes the target heating temperature TCO. (11) Pre-conditioning of the air by the control unit 32

[0095] Next, the pre-conditioning of the vehicle interior air by control unit 32 is performed with reference to the Fig. 9 and Fig. As described in Figure 10, the control unit 32 has the function of pre-conditioning the air in the vehicle interior before boarding. Pre-conditioning can be scheduled by activating the remote control 53B, which is, for example, integrated into the vehicle key. In this embodiment, it is assumed that an boarding time has been scheduled and set. Accordingly, the set boarding time becomes the end time for pre-conditioning the air.

[0096] Fig. Figure 9 is a control block diagram relating to the pre-conditioning of the air by control unit 32. A section on obtaining forecast information is shown in Figure 89. Fig. 9. Predictive information regarding an outside air temperature Tam and an outside air humidity Ham at the end of the air preconditioning is captured by the vehicle control unit 80 via the external network.

[0097] The outside air temperature Tam at the end of the air preconditioning, which was obtained by section 89 for obtaining forecast information, is entered into section 91 for calculating target temperature reference values. Section 91 calculates reference values ​​for the target outlet temperature TAO and the target vehicle interior air temperature Tset, which is used for air preconditioning, based on the outside air temperature Tam (forecast information) at the end of the air preconditioning, which was entered from section 89 for obtaining forecast information.

[0098] A method for calculating the reference value of the target outlet temperature TAO, used in air preconditioning, is essentially similar to equation (I) above, but in the case of air preconditioning, the forecast information at the end of the preconditioning process is used as the outside air temperature Tam. Furthermore, in the present invention, the target temperature for control during air preconditioning is either the target outlet temperature TAO or the target vehicle interior air temperature Tset, wherein, as can be seen from equation (I), if the target vehicle interior air temperature Tset increases, the target outlet temperature TAO also increases, while if the target vehicle interior air temperature Tset decreases, the target outlet temperature TAO also decreases.Therefore, in the following description, the target outlet temperature TAO is referred to as the target temperature for the control (including heating control) during the pre-conditioning of the air.

[0099] The outside air temperature Tam and the outside air humidity Ham at the end of the air preconditioning, which were acquired by the forecast information acquisition section 89, are further input into a TAO rise amplitude calculation section 93 and a start time calculation section 94. The TAO rise amplitude calculation section 93 calculates a rise amplitude TAOup of the target outlet temperature TAO (target temperature) during air preconditioning based on the outside air temperature Tam and the outside air humidity Ham at the end of the air preconditioning. The start time calculation section 94 calculates a start time for the air preconditioning Prst based on the outside air temperature Tam and the outside air humidity Ham at the end of the air preconditioning.

[0100] The start time for air preconditioning (Prst) is located before section 94 for calculating the start time, so it ranges from a pre-scheduled boarding time (end time of air preconditioning) to a time (standard start time of air preconditioning) before a predetermined time (a few minutes to several tens of minutes beforehand). However, in heating mode, section 94 for calculating the start time changes the start time for air preconditioning (Prst), as described later.

[0101] The rise width TAOup output from section 93 for calculating the TAO rise width and the reference value TAO0 of the target outlet temperature TAO calculated in section 91 for calculating reference values ​​are added in an adder 96 and then entered as the target outlet temperature TAO into section 92 for controlling the air preconditioning. Furthermore, the start time Prst for air preconditioning output from section 94 for calculating the start time is also entered into section 92 for controlling the air preconditioning. Section 92 for controlling the air preconditioning starts the air preconditioning at the entered start time Prst and controls the operation of the air preconditioning depending on the target outlet temperature TAO (TAO0+TAOup).

[0102] The following describes the pre-conditioning of the air by control unit 32 with reference to a flowchart by Fig. 10 described in more detail. If the pre-conditioning of the air is scheduled in the controller 32, the section for obtaining forecast information 89 records at the end of the pre-conditioning of the air in step S1 of Fig. 10. An outside air temperature Tam and an outside air humidity Ham. Subsequently, the section for calculating reference values ​​of the target temperature 91 in step S2 calculates reference values ​​(in the exemplary embodiment the reference value TAO0 of the target outlet temperature TAO) of a target outlet temperature TAO and a target vehicle interior air temperature Tset in the preconditioning of the air from the outside air temperature Tam at the end of the air preconditioning.

[0103] Next, the controller 32 determines whether the air conditioning operation performed in step S3 is heating operation or not, and determines whether the vehicle's battery 55 is connected to the external power source (fast charger, etc.). If so, when the air preconditioning starts, the controller 32 selects the air conditioning operation from one of the air conditioning operations described above, based on the outside air temperature Tam (forecast information) and the reference value TAO0 of the target outlet temperature TAO at the end of the air preconditioning. Then, if the heating operation is not initiated and the battery 55 is not connected to the external power source even during heating operation, the controller 32 proceeds to step S6, where the air preconditioning control section 92 starts the air preconditioning.

[0104] If the air conditioning mode selected in step S3 is not the heating mode, and the external power source is not connected to battery 55 even in heating mode, the section for calculating the TAO rise width 93 sets TAOup to 0 (zero). Therefore, the section for controlling the air preconditioning 92 uses the target outlet temperature TAO as the target outlet temperature TAO, based on the reference value TAO0 output by the section for calculating reference values ​​of the setpoint temperature 91. Since the section for calculating the start time 94 also outputs the default start time for air preconditioning Prst if heating mode is not initiated, the section for controlling the air preconditioning 92 starts the air conditioning mode selected before the predetermined time from the scheduled start time (end time of air preconditioning) and controls the operation of compressor 2 or similar to achieve the target outlet temperature TAO.Then, when the end time of the air preconditioning (boarding time) arrives, the control unit 32 ends the air preconditioning in step S7 and starts the normal air conditioning operation in step S8.

[0105] If, on the other hand, the air conditioning mode selected in step S3 is heating mode and the external power source is connected to battery 55, the controller 32 proceeds to step S4. In step S4, the section for calculating the TAO rise width 93 and the section for calculating the start time 94 each calculate a difference between the outside air temperature Tam (forecast information) and the reference value TAO0 of the target outlet temperature TAO. In step S5, the section for calculating the TAO rise width 93 then determines a rise width TAOup, and the section for calculating the start time 94 determines a start time for the pre-conditioning of the air Prst. (11-1) Determination of the rise width TAOup by the section on calculating the TAO rise width 93

[0106] If the difference between the outside air temperature Tam (forecast information) and the reference value TAO0 of the target outlet temperature TAO is a predetermined value or less, the TAO rise rate calculation section 93 sets the rise rate TAOup to a standard value TAOupd (a few degrees). Thus, since the target outlet temperature TAO is changed at the input of the air preconditioning control section 92 from the reference value TAO0 towards its increase by TAOupd, the target heating temperature TCO increases accordingly, and the compressor setpoint speed TGNCh and the required auxiliary heater output TGQPTC described above also increase, thereby increasing the heating output in the vehicle interior. (11-2) Change in the ascent width TAOup by the section on calculating the TAO ascent width 93 (Part 1)

[0107] If the difference between the outside air temperature Tam (forecast information) and the reference value TAO0 of the target outlet temperature TAO is greater than the value specified above, section 93, which calculates the TAO rise width, changes the rise width TAOup towards an increase as the difference from the specified value grows. This change can be either linear, according to the difference, or incremental, in increments of 1 degree or more. That is, if the outside air temperature Tam (forecast information) decreases and the difference from the reference value TAO0 of the target outlet temperature TAO increases, the rise width TAOup is increased, and the compressor setpoint speed TGNCh and the required auxiliary heater output TGQPTC are raised more significantly, further enhancing the heating capacity of the vehicle interior. (11-3) Determination of the start time for the pre-conditioning of the air Prst by the section on calculating the start time 94

[0108] If the difference between the outside air temperature Tam (forecast information) and the reference value TAO0 of the target outlet temperature TAO is a specified value or less, section 94 for calculating the start time sets the start time for air preconditioning Prst to the standard start time for air preconditioning described above. (11-4) Change in the start time for the pre-conditioning of the air Prst by section on calculating the start time 94 (Part 1)

[0109] On the other hand, in this embodiment, if the difference between the outside air temperature Tam (forecast information) and the reference value TAO0 of the target outlet temperature TAO is greater than the predetermined value, section 94, which calculates the start time, will modify the start time for air preconditioning Prst in such a way that it is brought forward as the difference to the predetermined value increases. This modification method can be one in which the start time for air preconditioning is changed linearly according to the difference, or one in which it is changed incrementally in units of 1 to several tens of minutes. That is, if the outside air temperature Tam (forecast information) becomes low and the difference to the reference value TAO0 of the target outlet temperature TAO increases, the air preconditioning will start earlier and the heating of the vehicle interior will continue for a longer period. (11-5) Heating the vehicle interior when the air is pre-conditioned

[0110] The controller then proceeds to step S6, and the air preconditioning control section 92 starts the air preconditioning. However, during air preconditioning, if the external power source is connected to battery 55, the controller 32 executes either the auxiliary heater single operation described above (5) or the waste heat recovery heating mode of the heating operation described above (8). That is, the vehicle interior is heated without the refrigerant flowing through the external heat exchanger 7. In this case, the operation to be performed can be predetermined. For example, if the temperature of battery 55 is equal to or higher than the preset value, the waste heat recovery heating mode of (8) can be performed, and if the temperature is lower than the preset value, the auxiliary heater single operation of (5) can be performed.Consequently, the vehicle's interior can be heated while the battery temperature (55) can be freely controlled (preventing overcooling). Otherwise, steps S7 and the subsequent steps are the same as described above.

[0111] As described above, the controller 32, according to the present invention, is capable of pre-conditioning the air to preheat the vehicle interior before entry. When the air pre-conditioning is performed while the battery 55 is connected to the external power source, the vehicle interior is heated without using the external heat exchanger 7. Therefore, the vehicle interior can be pre-heated before entry without the external heat exchanger 7 icing up.

[0112] In the present invention, the controller 32 furthermore changes the setpoint temperature for the heating control during air preconditioning, and the setpoint outlet temperature TAO in the embodiment towards an increase from the reference value TAO0. This makes it possible to increase the heating output and store heat in the air in the vehicle interior and in parts of the vehicle, such as the seats, during air preconditioning. This means it is possible to reduce the load when the heating operation (normal heating mode) is carried out, in which the external heat exchanger 7 absorbs heat from the outside air while driving, or similarly, after the battery 55 and the external power source have been disconnected. This makes it possible to reduce frost formation on the external heat exchanger 7 and to extend the period in which the heating operation can be carried out with high efficiency, especially at low outside air temperatures.

[0113] In particular, in this embodiment, section 94 of the control unit 32, which calculates the start time, modifies the start time for pre-conditioning the air Prst by increasing it in time when the difference between the outside air temperature Tam and the reference value TAO0 increases. This makes it possible to store heat in the vehicle interior even in an environment with a low outside air temperature Tam, without causing problems with pre-conditioning the air.

[0114] Furthermore, in this embodiment, the section for calculating the TAO rise width 93 of the control unit 32 changes the rise width TAOup (target temperature rise width) of the target outlet temperature TAO towards an increase with an increasing difference between the outside air temperature Tam and the reference value TAO0. It is therefore readily possible to store heat in the vehicle interior by pre-conditioning the air at low outside air temperatures Tam.

[0115] Since in this case the outside air temperature Tam (forecast information) is adopted as the outside air temperature Tam at the end of the air preconditioning in the embodiment, it is possible to implement the air preconditioning according to the outside air temperature Tam at the time of boarding.

[0116] Furthermore, in this embodiment, the section for calculating reference values ​​of the setpoint temperature 91 of the controller 32 calculates the reference value TAO0 of the setpoint outlet temperature TAO, based on the outside air temperature Tam at the end of the air preconditioning. This makes it possible to achieve adequate preconditioning of the air according to the outside air temperature Tam at the time of boarding.

[0117] In this embodiment, since the controller 32 receives the information about the outside air temperature Tam at the end of the air preconditioning via the external network, the air preconditioning according to the outside air temperature Tam can be implemented without hindrance. (11-6) Change in the ascent width TAOup by the section on calculating the TAO ascent width 93 (Part 2)

[0118] The modification of the rise width TAOup described above (Part 1) by the section for calculating the TAO rise width 93 of (11-2) can also be based on the outdoor humidity Ham instead of, or in addition to, the difference between the outdoor temperature Tam and the reference value TAO0 described above. In this case, the section for calculating the TAO rise width 93 sets the rise width TAOup to the standard value TAOupd mentioned above (several degrees) if the outdoor humidity Ham (forecast information) is equal to or less than a specified value.

[0119] On the other hand, if the outside humidity Ham exceeds the predetermined value and the difference to the predetermined value increases, the rise width TAOup is adjusted upwards. This adjustment method can be linear, corresponding to the difference, or incremental, in increments of 1 to several degrees. In this case, as the outside humidity Ham (forecast information) increases, the rise width TAOup increases, and the compressor setpoint speed TGNCh and the required auxiliary heater output TGQPTC are further increased to further enhance the heating performance in the vehicle interior.

[0120] If (11-6) is executed instead of (11-2), the rise width TAOup is set to the default value TAOupd (several degrees), where the outside air humidity Ham (forecast information) is the predetermined value or less, without taking into account the difference between the outside air temperature Tam (forecast information) and the reference value TAO0 of the target outlet temperature TAO when determining the rise width TAOup by section 93 of (11-1) as described above. (11-7) Change in the start time for the pre-conditioning of the air Prst by section on calculating the start time 94 (Part 2)

[0121] Even with the modification (Part 1) of the air preconditioning start time Prst described above by section 94 of the Start Time Calculation (11-4), the modification can be based on the outdoor humidity Ham instead of, or in addition to, the difference between the outdoor temperature Tam and the reference value TAO0 described above. In this case, if the outdoor humidity Ham (forecast information) is equal to or less than a predetermined value, section 94 of the Start Time Calculation sets the air preconditioning start time Prst to the standard air preconditioning start time described above.

[0122] On the other hand, section 94, which calculates the start time, modifies the start time for air preconditioning (Prst) by advancing it when the outside humidity (Ham, the forecast information) exceeds the preset value and the difference to the preset value increases. This modification method can be linear, adjusting the air preconditioning start time according to the difference, or incremental, in increments of one to several minutes. In this case, the higher the outside humidity (Ham, the forecast information), the earlier the air preconditioning starts and the longer the vehicle interior is heated.

[0123] If (11-7) is executed instead of (11-4), the air preconditioning start time Prst is set to the standard air preconditioning start time where the outside air humidity Ham (forecast information) is the predetermined value or less, without taking into account the difference between the outside air temperature Tam (forecast information) and the reference value TAO0 of the target outlet temperature TAO when determining the air preconditioning start time Prst by the section described above for calculating the start time 94 of (11-3).

[0124] Therefore, if the control unit 32 changes the start time for the pre-conditioning of the air Prst towards an earlier start time as the outside air humidity Ham increases, it is possible to store heat in the vehicle interior unhindered by pre-conditioning the air and to effectively reduce frost formation on the outside heat exchanger 7 during the subsequent drive, in an environment where the outside air humidity Ham is high and the outside heat exchanger 7 would likely ice up.

[0125] Furthermore, even if the control 32 changes the rise width TAOup of the target outlet temperature TAO towards an increase in the rise width TAOup of it when the outside air humidity Ham becomes higher, it is possible to store heat in the vehicle interior unhindered by the preconditioning of the air and to effectively reduce frost formation on the outside heat exchanger 7 during the subsequent drive in an environment where frost formation on the outside heat exchanger 7 is likely.

[0126] Since the outside air humidity Ham (forecast information) is also used as the outside air humidity Ham at the end of the air preconditioning in this case, it is possible to implement the air preconditioning according to the outside air humidity Ham when boarding.

[0127] Since the controller 32 receives the information about the outside air humidity Ham at the end of the air preconditioning via the external network, it is also possible to implement the air preconditioning according to the outside air humidity Ham without hindrance when boarding.

[0128] Furthermore, in this embodiment, the reference value TAO0 (the reference value of the setpoint temperature for the heating control) of the setpoint outlet temperature TAO is calculated from the outside air temperature Tam (forecast information) at the end of the air preconditioning, but is not limited to this. It can be calculated from the outside air humidity Ham (forecast information) at the end of the air preconditioning, or it can be calculated taking the outside air humidity Ham into account.

[0129] Furthermore, instead of calculating the reference value, the preset reference value or the target outlet temperature TAO calculated from the target vehicle interior air temperature Tset set by the user immediately beforehand can be treated as the reference value TAO0.

[0130] Furthermore, in this embodiment, the entry time (end time of air preconditioning) is set for scheduling the air preconditioning, but the inventions other than claims 4 and 7 are not limited to this, and the start time of air preconditioning can be scheduled. In this case, since the end time of air preconditioning is unknown, the forecast information of the outside air temperature and humidity at the scheduled start time of air preconditioning, or the outside air temperature and humidity after a predetermined time (a few minutes to a few tens of minutes), is acquired, and any of the above-described control functions can be executed. Furthermore, in this case, the control 32 automatically changes the start time of air preconditioning.

[0131] Furthermore, heating in the pre-conditioning of the air is also described in the embodiment in the auxiliary heater simple operation or in the waste heat recovery heating mode, however, the inventions are not limited to this except for claims 9 and 10, and various modifications are possible if a heating system that does not use the external heat exchanger 7 is adopted.

[0132] Furthermore, the embodiment describes the case in which the battery 55 is cooled via the heat transfer medium, but a heat exchanger for waste heat recovery can also be provided, which directly exchanges heat with the battery 55, so that the heat is directly absorbed by the battery 55 through the refrigerant.

[0133] Furthermore, in this embodiment, in addition to heating operation, the vehicle air conditioning system, which performs dehumidification and heating operation, dehumidification and cooling operation, cooling operation, defrosting operation, etc., has been included and described, but the present invention is not limited thereto. The present invention is also effective for a vehicle air conditioning system that performs only heating operation, or either the aforementioned air conditioning and defrosting operation in addition to heating operation, or a combination thereof.

[0134] Furthermore, the configuration of the control unit 32 and the configurations of the refrigerant circuit R and the waste heat recovery system 61 of the vehicle air conditioning system 1 described in the embodiment are not limited thereto and can of course be changed within the scope of application without deviating from the idea of ​​the present invention. List of reference symbols 1 vehicle air conditioning 2 compressor 4 coolers 6 External expansion valve 7 external heat exchangers 8 Internal expansion valve 9 heat absorbers 13 Refrigerant line 32 Control unit (control unit) 53B Remote Control 55 Battery (heat generation unit) 61 Waste heat recovery system 62 Circulation pump 64 Refrigerant-heat transfer fluid heat exchangers (waste heat recovery heat exchangers) 68 Heat transfer fluid line 72 Branch line 73 Auxiliary expansion valve 74 Refrigerant line Section 89 on obtaining forecast information Section 91 on the calculation of reference values ​​for the target temperature Section 92 on the control of air preconditioning Section 93 on calculating the TAO rise width Section 94 on calculating the start time R Refrigerant circuit.

Claims

[1] A vehicle air conditioning system (1) with: a compressor (2) which is powered by a battery (55) to compress a refrigerant; a cooler (4) to allow the refrigerant to radiate heat, thereby warming the air supplied to the vehicle interior; an external heat exchanger (7) which is provided outside the vehicle interior; and a control unit (32), the battery (55) can be charged by an external power source, wherein the control unit (32) is configured to perform at least one heating operation in order to heat the vehicle interior by allowing the refrigerant delivered by the compressor (2) to radiate heat into the radiator (4), decompressing the refrigerant from which the heat is radiated and then allowing the refrigerant to absorb heat in the external heat exchanger (7), wherein the control unit (32) is able to perform pre-conditioning of the air in order to preheat the vehicle interior before entering the vehicle, and wherein the control unit (32) is configured, when the air preconditioning is performed in a state in which the battery (55) is connected to the external power source, to heat the vehicle interior without using the external heat exchanger (7) and to change a setpoint temperature for the heating control during air preconditioning in the direction of an increase by a rise width from a reference value of the setpoint temperature, and wherein the control unit (32) is configured to change the rise width of the setpoint temperature from the reference value in the direction that the rise width increases when the outside humidity increases. [2] The vehicle air conditioning system (1) according to claim 1, characterized by, that the control unit (32) is configured to change the time for the start of the preconditioning of the air towards a time advance when a difference between an outside air temperature and the reference value of the setpoint temperature becomes greater. [3] The vehicle air conditioning system (1) according to claim 1 or 2, wherein the control unit (32) is configured to change the rise width of the setpoint temperature from the reference value in the direction such that the rise width increases when the difference between an outside air temperature and the reference value of the setpoint temperature increases. [4] The vehicle air conditioning system (1) according to claim 2 or 3, wherein the outside air temperature is an outside air temperature at the end of the preconditioning of the air. [5] The vehicle air conditioning system (1) according to one of claims 1 to 4, wherein the control unit (32) is configured to change the time for starting the preconditioning of the air towards a time advance when the outside air humidity increases. [6] The vehicle air conditioning system (1) according to one of claims 1 or 5, wherein the outside air humidity is the outside air humidity at the end of the preconditioning of the air. [7] The vehicle air conditioning system (1) according to any one of claims 1 to 6, wherein the control unit (32) is configured to calculate the reference value of the setpoint temperature based on the outside air temperature and / or the outside air humidity at the end of the preconditioning of the air. [8] The vehicle air conditioning system (1) according to claim 4, 6 or 7, wherein the control unit (32) is configured to obtain information about the outside air temperature and / or outside air humidity at the end of the preconditioning of the air via an external network. [9] The vehicle air conditioning system (1) according to any one of claims 1 to 8, comprising: an electric heater (23) for heating the air supplied to the vehicle interior, wherein the control unit (32) is configured to stop the compressor (2) and heat the vehicle interior by means of the electric heater (23) when the air preconditioning is carried out in a state in which the battery (55) is connected to the external power source. [10] The vehicle air conditioning system (1) according to any one of claims 1 to 8, comprising: a waste heat recovery heat exchanger (64) for recovering waste heat from a vehicle-mounted heat generation unit using the refrigerant, wherein the control unit (32) is configured, when the air preconditioning is carried out in a state in which the battery (55) is connected to the external power source, to operate the compressor (2), to allow the refrigerant discharged from the compressor (2) to radiate heat, to decompress the refrigerant from which the heat is radiated, and then to allow the refrigerant to absorb heat in the waste heat recovery heat exchanger (64).

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