Vehicle air conditioning device

Abstract

comprising a vehicle air conditioning device (1): a compressor (2) to compress a refrigerant; a radiator (4) to allow the refrigerant to radiate heat, thereby heating air supplied to a vehicle interior; an external heat exchanger located outside the vehicle interior; a waste heat recovery heat exchanger (64) to recover waste heat from a heat generation device attached to a vehicle using the refrigerant; and a control unit (32), wherein the heat generation device comprises at least one battery (55) and one motor (65), wherein the control unit (32) is at least configured to allow the refrigerant released by the compressor (2) to radiate heat into the radiator (4), to decompress the refrigerant from which the heat was radiated, and then to allow the refrigerant to absorb heat in the external heat exchanger in order to heat the vehicle interior, wherein the control unit (32) is configured to perform pre-conditioning to heat the vehicle interior before entering the vehicle, and wherein, when the temperature of the heat generating device is higher than or equal to a predetermined set value at which pre-conditioning is performed, the control unit (32) is configured to actuate the compressor (2) to allow the refrigerant discharged by the compressor (2) to radiate heat in the radiator (4), to decompress the refrigerant from which the heat was radiated, and then to allow the refrigerant to absorb heat in the waste heat recovery heat exchanger (64) without using the outside heat exchanger, thereby heating the vehicle interior.

Description

Technical field

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

[0002] Due to the topicality of environmental problems in recent years, vehicles such as hybrid cars and electric vehicles have become widespread, each powering a motor with electricity from a battery mounted on the vehicle.Furthermore, a vehicle air conditioning device in the form of a heat pump was developed as an air conditioning system usable in such a vehicle. This device comprises a refrigerant circuit to which a compressor, driven by energy supplied by a battery, a radiator, a heat absorber, and an external heat exchanger are connected. The refrigerant released by the compressor radiates 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 released by the compressor radiates heat in the external heat exchanger, and the refrigerant in the heat absorber absorbs heat to cool the vehicle interior.

[0003] Air conditioning systems for vehicles are known, among others, from DE 11 2012 000 522 T5, WO 2019 / 021 710 A1 and DE 11 2019 004 725 T5.

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

[0005] Furthermore, a system was developed in which a heat-generating device, such as a battery mounted on a vehicle, is cooled and waste heat from the heat-generating device is recovered to heat a vehicle interior (see, for example, JP 2019-038 352 A). This also reduces frost formation on an external heat exchanger.

[0006] Furthermore, a pre-conditioning device was also developed, which makes it possible to pre-condition the interior of a vehicle before boarding. In this case, an air conditioning system powered by an external energy source was also developed (see, for example, JP 2001-063 347 A). Summary of the invention Problems to be solved with the invention

[0007] Thus, a device was developed that recovers waste heat from the heating system to heat the vehicle interior, and a device was also developed that allows pre-conditioning of the vehicle interior before entry. However, a concrete solution that readily recovers the waste heat from the heating systems during pre-conditioning and effectively eliminates or suppresses frost formation on the external heat exchanger by utilizing this waste heat was not developed, and a solution for this was desired.

[0008] The present invention was made to solve such conventional technical problems and aims to provide a vehicle air conditioning device that is capable of achieving smooth pre-conditioning for prior heating of a vehicle interior without using an external heat exchanger or using it as often as possible. Means of solving the tasks

[0009] A vehicle air conditioning device of the present invention comprises a compressor for compressing a refrigerant, a radiator for allowing the refrigerant to radiate heat, thereby heating air supplied to a vehicle interior, an external heat exchanger arranged outside the vehicle interior, a waste heat recovery heat exchanger for recovering waste heat from a heat generation device attached to a vehicle using the refrigerant, and a control unit, wherein the heat generation device comprises at least a battery and a motor, and is characterized in that the control unit is configured at least to allow the refrigerant discharged by the compressor to radiate heat in the radiator, to decompress the refrigerant from which the heat was radiated, and then to allow the refrigerant to absorb heat in the external heat exchanger to heat the vehicle interior.and the control unit is capable of performing pre-conditioning to pre-heat the vehicle interior before entry, and by the fact that, if a temperature of the heat-generating device is higher than or equal to a predetermined set value in the case in which pre-conditioning is performed, the control unit is configured to operate the compressor to allow the refrigerant released by the compressor to radiate heat into the radiator, to decompress the refrigerant from which the heat was radiated, and then to allow the refrigerant to absorb heat in the waste heat recovery heat exchanger without using the outside heat exchanger, thereby heating the vehicle interior.

[0010] The vehicle air conditioning device of the invention according to claim 2 comprises an auxiliary heater to heat the air supplied to the vehicle interior in the above invention, and is characterized in that, if the heating power of the radiator is insufficient in the case where the control unit performs pre-conditioning in a state where the vehicle is connected to an external power source, the control unit is configured to cause the auxiliary heater to generate heat without actuating the compressor, thereby heating the vehicle interior.

[0011] The vehicle air conditioning device of the invention according to claim 3 comprises the auxiliary heater to heat the air supplied to the vehicle interior in the corresponding inventions above, and is characterized in that, if the temperature of the heat generating device is lower than the specified value in the case where the control unit performs pre-conditioning in the state where the vehicle is connected to an external power source, the control unit is configured to cause the auxiliary heater to generate heat without actuating the compressor, thereby heating the vehicle interior.

[0012] The vehicle air conditioning device of the invention according to claim 4 comprises the auxiliary heater for heating the air supplied to the vehicle interior in the corresponding inventions mentioned above and is characterized in that, if the heating power of the radiator is insufficient in the case where the control unit performs pre-conditioning in the state where the vehicle is not connected to the external power source, the control unit is configured to decompress the refrigerant from which the heat was radiated in the radiator and then to allow the refrigerant to absorb heat in the waste heat recovery heat exchanger and to cause the auxiliary heater to generate heat, thereby heating the vehicle interior.

[0013] The vehicle air conditioning device of the invention according to claim 5 is characterized in that, in the inventions according to claims 1 to 3, when the heating power of the radiator is reduced in the case where the control unit performs pre-conditioning in the state where the vehicle is not connected to the external power source, the control unit is configured to decompress the refrigerant from which the heat was radiated in the radiator and then to allow the refrigerant to absorb heat in the outside heat exchanger and the waste heat recovery heat exchanger, thereby heating the vehicle interior.

[0014] The vehicle air conditioning device of the invention according to claim 6 is characterized in that, in the corresponding invention above, if the temperature of the heat generating device is lower than the specified value in the case where the control unit performs pre-conditioning in the state where the vehicle is not connected to the external power source, the control unit is configured to decompress the refrigerant from which the heat was radiated in the radiator and then allow the refrigerant to absorb heat in the external heat exchanger, thereby heating the vehicle interior.

[0015] The vehicle air conditioning device can further be characterized in that, according to claim 5 or 6 of the invention, the control unit performs the heating of the vehicle interior in an area where the external heat exchanger is not frozen.

[0016] The vehicle air conditioning device of the invention according to claim 7 is characterized in that the at least one battery of the heat generating device in the corresponding inventions above can be charged by the external power source, and wherein the heat generating device is operated by supplying power from the battery.

[0017] The vehicle air conditioning device of the invention according to claim 8 comprises an air inlet switching flap to switch the air supplied to the vehicle interior between interior air circulation and outside air supply in the corresponding inventions above, and is characterized in that, when pre-conditioning is performed, the control unit is configured to switch the air inlet switching flap to interior air circulation. Advantageous effect of the invention

[0018] According to the present invention, a vehicle air conditioning device comprises a compressor for compressing a refrigerant, a radiator for allowing the refrigerant to radiate heat, thereby heating the air supplied to a vehicle interior, an external heat exchanger provided outside the vehicle interior, a waste heat recovery heat exchanger for recovering waste heat from a heat generation device attached to a vehicle using the refrigerant, and a control unit, in which the control unit causes at least the refrigerant discharged by the compressor to radiate heat into the radiator, decompresses the refrigerant from which the heat was radiated, and then allows the refrigerant to absorb heat in the external heat exchanger to heat the vehicle interior, and the control unit is capable of performing pre-conditioning to pre-heat the vehicle interior before entering the vehicle.When the temperature of the heating system is higher than or equal to a predetermined set value, the control unit activates the compressor. This causes the refrigerant released from the compressor to radiate heat into the radiator, decompressing the refrigerant. The refrigerant then absorbs this heat in the waste heat recovery heat exchanger, without using the outdoor heat exchanger, thus heating the vehicle interior. Therefore, it becomes possible to heat the vehicle interior before entry by effectively utilizing the waste heat from the heating system, which generates heat until the temperature reaches or exceeds the set value. This effectively pre-conditions the vehicle interior without frost forming on the outdoor heat exchanger.

[0019] Consequently, it becomes possible to reduce the load by reducing the heating operation after boarding, where the external heat exchanger absorbs heat from outside air during driving or the like, thus suppressing frost formation on the external heat exchanger, especially in environments with low outside air temperatures, and extending the period in which heating can be carried out with high efficiency.

[0020] In particular, as in the invention according to claim 7, in the case of the vehicle air conditioning device in which the heat generating device comprises a battery which can be charged by an external power source and is operated by being supplied with power from the battery, it also becomes possible in advance to prevent the inconvenience of the temperature of the battery dropping too much, so that the battery deteriorates and its charging / discharging efficiency is reduced.

[0021] Here, in the vehicle air conditioning device, which includes an auxiliary heater for warming the air supplied to the vehicle interior, the control unit causes the auxiliary heater to generate heat without operating the compressor, thereby heating the vehicle interior when the heating output of the radiator is insufficient in the case where the control unit performs pre-conditioning in a state where the vehicle is connected to the external power source, as in the invention according to claim 2. Consequently, if the heating output in the vehicle interior cannot be achieved by recovering waste heat from the heat-generating device, the auxiliary heater is caused to generate heat to enable the vehicle interior to be heated.Since in this case the external power source is connected to the vehicle and there is no risk of the battery being drained by the auxiliary heater's power consumption, effective vehicle interior heating can be achieved through pre-conditioning.

[0022] Furthermore, the control unit similarly causes the auxiliary heater to generate heat in the vehicle air conditioning system, which includes an auxiliary heater for heating the air supplied to the vehicle interior without operating the compressor, thereby heating the vehicle interior when the temperature of the heat-generating device is lower than the set value in the case where the control unit performs pre-conditioning in the state in which the vehicle is connected to an external power source, as in the invention according to claim 3. Consequently, if the recovery of waste heat from the heat-generating device cannot be ensured, the compressor is stopped, and the vehicle interior can be heated by the auxiliary heater.In this case too, it is possible to achieve effective vehicle interior heating through similar pre-conditioning, since the external power source is connected to the vehicle and there is no need to worry about the battery being drained by the auxiliary heater's power consumption.

[0023] Meanwhile, the control unit decompresses the refrigerant from which the heat was radiated in the radiator and then allows the refrigerant to absorb heat in the waste heat recovery heat exchanger, causing the auxiliary heater to generate heat, thereby heating the vehicle interior. The vehicle air conditioning device comprises an auxiliary heater for heating the air supplied to the vehicle interior when the heating output from the radiator is insufficient, as in the case where the vehicle is not connected to an external power supply, as in the invention according to claim 4. Consequently, if the heating output in the vehicle interior is insufficient using only the waste heat from the heat-generating device, the auxiliary heater is caused to generate heat to compensate for the deficiency.This makes it possible to avoid frost formation on the external heat exchanger and to achieve effective vehicle interior heating through pre-conditioning, while minimizing the power consumption of the auxiliary heater.

[0024] On the other hand, as in the invention according to claim 5, if the heating capacity of the radiator is insufficient when the control unit performs pre-conditioning while the vehicle is not connected to an external power source, the control unit decompresses the refrigerant from which the heat was radiated in the radiator and then allows the refrigerant to absorb heat in the outdoor heat exchanger and the waste heat recovery heat exchanger, thereby heating the vehicle interior. Consequently, effective heating of the vehicle interior can be achieved through pre-conditioning, while utilizing the waste heat from the heat-generating device and preventing icing of the outdoor heat exchanger as much as possible. This can also be applied to a vehicle air conditioning system without an auxiliary heater and is very practical.

[0025] Incidentally, if the temperature of the heat-generating device is lower than the specified value in the case where pre-conditioning is performed in the state where the vehicle is not connected to the external power source, as in the invention according to claim 6, the control unit decompresses the refrigerant from which the heat was radiated in the radiator and then allows the refrigerant in the external heat exchanger to absorb heat, thereby heating the vehicle interior. However, the control unit conducts the heating of the vehicle interior in an area where the external heat exchanger is not iced up. As a result, although the heating output in the vehicle interior is reduced by the pre-conditioning according to claim 5 or 6, it becomes possible to avoid or minimize frost formation on the external heat exchanger.This makes it possible to extend the duration during which heating can be carried out with high efficiency while driving or after getting in.

[0026] Furthermore, as in claim 8 of the invention, an air inlet switching flap is provided for changing the air supplied to the vehicle interior between interior air circulation and outside air supply, and the control unit changes the air inlet switching flap to interior air circulation when pre-conditioning is performed. As a result, it becomes possible to efficiently heat the vehicle interior without introducing low-temperature outside air into the vehicle interior during pre-conditioning. Brief description of the drawings Fig. Figure 1 is a state diagram of a vehicle air conditioning device of an embodiment to which the present invention is applied (outdoor heat exchanger frost suppression heating mode of a heating operation in heating mode, pre-conditioning); Fig. Figure 2 is a block diagram of a control unit for the vehicle air conditioning system according to Fig. 1; Fig. 3 is a diagram showing dehumidification and heating operation by the control unit according to Fig. 2 describes; Fig. 4 is a diagram showing a dehumidification and cooling operation and a cooling operation by the control unit according to Fig. 2 describes; Fig. 5 is a control block diagram for compressor control in heating mode of the control unit according to Fig. 2; Fig. 6 is a control block diagram for controlling an auxiliary heater by the control unit according to Fig. 2; Fig. 7 is a flowchart showing the control of pre-conditioning by the control unit according to Fig. 2 describes; Fig. 8 is another flowchart that shows the control of pre-conditioning by the control unit according to Fig. 2 describes; Fig. 9 is another flowchart showing the control of pre-conditioning by the control unit according to Fig. 2 describes; Fig. 10 is a diagram showing a battery-drive motor waste heat recovery heating mode for heating operation in a pre-conditioning mode by the control unit according to Fig. 2 describes; Fig. Figure 11 is a diagram showing a battery waste heat recovery heating mode for heating operation in pre-conditioning by the control unit according to Fig. 2 describes; Fig. 12 is a diagram showing an auxiliary heater heating mode for heating operation in pre-conditioning by the control unit according to Fig. 2 describes; Fig. Figure 13 is a diagram showing a waste heat recovery cooperative heating mode for heating operation in pre-conditioning by the control unit according to Fig. 2 describes; Fig. Figure 14 is a diagram showing a waste heat recovery auxiliary heater heating mode for heating operation in pre-conditioning by the control unit according to Fig. 2 describes. Mode for executing the invention

[0027] The embodiments of the present invention are described in detail below with reference to the drawings. Fig. Figure 1 shows a schematic representation of a vehicle air conditioning device 1 of 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 (an internal combustion engine) is installed and which is equipped with a battery 55 (e.g., a lithium battery) and runs with a motor 65 for driving, which is supplied with energy charged in the battery 55 by an external power source (a fast charger or similar). In addition, a compressor 2 and other devices in the vehicle air conditioning device 1, which will be described later, are supplied with power from the battery 55.

[0028] This means that in the electric vehicle, which is unable to heat using waste heat from the engine, the vehicle air conditioning device 1 performs a heating operation using a heat pump, employing a refrigerant circuit R. Furthermore, the vehicle air conditioning device 1 can select appropriate air conditioning operations: a dehumidification and heating operation, a dehumidification and cooling operation, and a cooling operation, in order to climate control the vehicle interior.

[0029] Furthermore, the vehicle is not limited to such an electric vehicle. It goes without saying that the present invention is also effective for a vehicle that is a so-called hybrid vehicle, in which an internal combustion engine is used together with an electric motor for driving and in which a battery can be charged from an external power source.

[0030] The vehicle air conditioning device 1 of the embodiment performs air conditioning (heating, cooling, dehumidifying, and ventilating) of the vehicle interior of the electric vehicle. The device comprises an electric compressor 2 for compressing a refrigerant, a radiator 4 located in an airflow duct 3 of an HVAC unit 10 in which the air in the vehicle interior is ventilated and circulated to allow the high-temperature, high-pressure refrigerant discharged from the compressor 2 to flow into it via a refrigerant line 13G and to allow the refrigerant to radiate heat to heat 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 to cause the refrigerant to exchange heat with the outside air in order to act as a radiator (condenser).To allow the refrigerant to radiate heat during cooling, and to act as an evaporator to allow the refrigerant to absorb heat during heating, an internal expansion valve 8, consisting of an electric valve, to decompress and expand the refrigerant, a heat absorber 9, arranged in the airflow duct 3 to allow the refrigerant to absorb heat from the interior and exterior of the vehicle during cooling (during dehumidification) in order to cool the air supplied to the vehicle interior, an accumulator 12 and others are connected sequentially via a refrigerant line, thus forming the refrigerant circuit. Furthermore, the external expansion valve 6 and the internal expansion valve 8 decompress and expand the refrigerant and can also be fully opened and closed.

[0031] Furthermore, the external heat exchanger is equipped with an external fan 15. The external fan 15 forces the outside air through the external heat exchanger to effect a heat exchange between the outside air and the refrigerant, whereby the outside air is also directed through the external heat exchanger when the vehicle is stationary (i.e., its speed is 0 km / h).

[0032] Furthermore, a refrigerant line 13A, which is connected to the refrigerant outlet side of the external heat exchanger, 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.

[0033] Furthermore, the refrigerant line 13A leading from the external heat exchanger branches, and this branching refrigerant line 13D communicates and connects 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 to the accumulator 12 on a downstream side of the check valve 20. 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.

[0034] Furthermore, a refrigerant line 13E branches off on an outlet side of the radiator 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 of the branching refrigerant lines 13J is connected to a refrigerant inlet side of the external heat exchanger via the external expansion valve 6. Additionally, the other branched refrigerant line 13F communicates and connects via a solenoid valve 22, which must be opened during dehumidification, to 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.

[0035] Consequently, the refrigerant line 13F is connected in parallel to a series circuit consisting of the external expansion valve 6, the external heat exchanger, and the check valve 18. The refrigerant line 13F forms a circuit that bypasses the external expansion valve 6, the external heat exchanger, and the check valve 18.

[0036] 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 (shown by an intake opening 25), and an air inlet switching flap 26 is provided in the intake opening 25 to switch the air to be introduced into the airflow duct 3 between interior air, i.e., air from the vehicle interior (interior air recirculation), and exterior air, i.e., air from outside the vehicle interior (exterior air intake). Furthermore, an interior blower 27 is provided on a downstream side of the air inlet switching flap 26 to supply the introduced interior or exterior air to the airflow duct 3.

[0037] Furthermore, in Fig. Figure 1 shows a heating core 23, a first circulation pump 89, and an auxiliary heater 66, the auxiliary heater 66 consisting of a PTC heater (electric heater) for heating the air supplied to the vehicle interior. These are connected sequentially by a heat transfer line 90 to form a ring main. The heating core 23 is arranged in the airflow duct 3, which, with respect to the airflow in the airflow duct 3, acts as the downstream side of the radiator 4. When the first circulation pump 89 is operating and the auxiliary heater 66 is switched on to generate heat, a heat transfer medium (e.g., water) heated by the auxiliary heater 66 is circulated through the heating core 23 to heat the air in the airflow duct 3 that is supplied to the vehicle interior via the radiator.

[0038] Additionally, an air mixing flap 28 is provided in the airflow duct 3 on an upstream side of the radiator 4 to adjust the ratio in which the air in the airflow duct 3 (the indoor or outdoor air), which flows into the airflow duct 3 and is guided through the heat absorber 9, is directed through the radiator 4 and the heating core 23. Furthermore, an air outlet (in) is provided in the airflow duct 3 on the downstream side of the radiator 4. Fig. 1 (represented by an air outlet 29) is designed for FOOT, VENT, or DEF (defroster). An air outlet switching flap 31 is provided in the air outlet 29 to control the air discharge from each of the aforementioned air outlets.

[0039] In addition, the vehicle air conditioning device 1 is equipped with a waste heat recovery system 61, which circulates a heat transfer medium through the battery 55 and the motor 65 for driving, each of which is used as a heat generation device mounted on the vehicle, in order to recover waste heat from the battery 55 and the motor 65 for driving in order to adjust their temperatures.

[0040] Furthermore, the heat generation device attached to the vehicle in the present invention is not limited to the battery 55 and the motor 65 for driving, and also includes an electrical device, such as an inverter circuit for driving the motor 65. In this embodiment, the heat generation device is described by taking the battery 55 and the motor 65 as an example.

[0041] The waste heat recovery system 61 of the embodiment comprises a second circulation pump 62 as a circulation device for circulating the heat transfer medium through the battery 55 and the motor 65 for driving, a waste heat recovery heat exchanger 64, a first three-way valve 91 and a second three-way valve 92. These, the battery 55 and the motor 65 for driving are connected to each other via a heat transfer line 68.

[0042] In this embodiment, the outlet side of the second circulation pump 62 is connected via a heat transfer line 68A to an inlet of a heat transfer flow channel 64A of the waste heat recovery heat exchanger 64. An outlet of the heat transfer flow channel 64A is connected via a heat transfer line 68B to an inlet of the battery 55, and an outlet of the battery 55 is connected via a heat transfer line 68C to an inlet of the first three-way valve 91.

[0043] An outlet of the first three-way valve 91 is connected via a heat transfer line 68D to an inlet of the motor 65 for driving. An outlet of the motor 65 for driving is connected via a heat transfer line 68E to an inlet of the second three-way valve 92. Then, an outlet of the second three-way valve 92 is connected via a heat transfer line 68F to the intake side of the second circulation pump 62.

[0044] The other outlet of the first three-way valve 91 is connected to the other inlet of the second three-way valve 92 via a heat transfer line 68G. The heat transfer line 68G bypasses the motor 65 for driving purposes.

[0045] 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 refrigerant, or a gas such as air. In this embodiment, water is used as the heat transfer medium. Furthermore, it is assumed that a jacket structure, capable of circulating a heat transfer medium in a heat exchange relationship with the battery 55 and the motor 65 for propulsion, is provided around the battery 55 and the motor 65.

[0046] Then, when the second circulation pump 62 is operated in a state where the inlet and one outlet are connected via the first three-way valve 91, and the first inlet and the outlet are connected via the second three-way valve 92, the heat transfer medium discharged by the second circulation pump 62 flows through the heat transfer line 68A into the heat transfer flow channel 64A of the waste heat recovery heat exchanger 64. The heat transfer medium flowing out of the heat transfer flow channel 64A of the waste heat recovery heat exchanger 64 reaches the battery 55 through the heat transfer line 68B.

[0047] Thus, the heat transfer medium exchanges heat with the battery 55 and then flows successively through the heat transfer line 68, the first three-way valve 91, and the heat transfer line 68D, reaching the motor 65 for propulsion. The heat transfer medium then exchanges heat with the motor 65 for propulsion and subsequently flows successively through the heat transfer line 68E, the second three-way valve 92, and the heat transfer line 68F, and is drawn into the second circulation pump 62 to circulate in the heat transfer line 68.

[0048] When, on the one hand, the first three-way valve 91 is set to a state in which the inlet and the other outlet are connected, and the second three-way valve 92 is set to a state in which the second inlet and the outlet are connected, the heat transfer medium circulated through the battery 55 flows successively through the heat transfer line 68C, the first three-way valve 91, the heat transfer line 68G, the second three-way valve 92, and the heat transfer line 68F, and is drawn into the second circulation pump. That is, in this state, the heat transfer medium is not circulated through the motor 65 for propulsion and is instead circulated between the battery 55 and the heat transfer medium flow channel 64A of the waste heat recovery heat exchanger 64.

[0049] On the other hand, one end of a branch line 72 is connected as a branch circuit to the outlet of the refrigerant line 13F of the refrigerant circuit R, i.e., to the refrigerant line 13B on the refrigerant flow-down side of a connecting section of the refrigerant line 13F and the refrigerant line 13B in a position on the refrigerant flow-down side (forward side) of the check valve 18, which is located in the refrigerant line 13A and on the refrigerant flow-up side of the internal expansion valve 8. This branch line 72 is equipped with an auxiliary expansion valve 73, which consists of an electric valve. This auxiliary expansion valve 73 decompresses and expands the refrigerant flowing into the refrigerant flow channel 64B of the waste heat recovery 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 waste heat recovery heat exchanger 64. One end of refrigerant line 74 is connected to the outlet of refrigerant flow channel 64B. The other end of refrigerant line 74 is connected to refrigerant line 13C, which is located on the refrigerant flow-down side of the check valve 20 and upstream of the accumulator 12 (refrigerant flow-up side). The auxiliary expansion valve 73 and similar components also form part of the refrigerant circuit R and simultaneously form part of the waste heat recovery system 61.

[0051] When the auxiliary expansion valve 73 is open, the refrigerant (part or all) released from the refrigerant line 13F and the external heat exchanger is decompressed through the auxiliary expansion valve 73 and then flows into the refrigerant flow channel 64B of the waste heat recovery heat exchanger 64 to evaporate. During the process of flowing through the refrigerant flow channel 64B, the refrigerant absorbs heat from the heat transfer medium 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 an embodiment of a control unit that controls the vehicle air conditioning device 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 air 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; and an inside air CO2 concentration sensor 39, which detects the carbon dioxide concentration in the vehicle interior.an outlet temperature sensor 41, which detects the temperature of the air to be blown out of the air outlet 29 into the vehicle interior, an outlet pressure sensor 42, which detects a pressure Pd of the refrigerant discharged from the compressor 2, an outlet temperature sensor 43, which detects a temperature of the refrigerant discharged from the compressor 2, an intake temperature sensor 44, which detects a temperature Ts of the refrigerant drawn into the compressor 2, an intake pressure sensor 45, which detects a pressure Ps of the refrigerant drawn into the compressor 2, a radiator temperature sensor 46, which detects a temperature of the radiator 4 (the temperature of the air passed through the radiator 4 or the temperature of the radiator 4 itself: a radiator temperature TCI), a radiator pressure sensor 47,which detects a refrigerant pressure of the radiator 4 (the pressure of the refrigerant in the radiator 4 or immediately after the refrigerant flows out of the radiator 4: a radiator pressure PCI), a heat absorber temperature sensor 48 which detects a temperature of the heat absorber 9 (the temperature of the air passed through the heat absorber 9 or the temperature of the heat absorber 9 itself: heat absorber temperature Te), a heat absorber pressure sensor 49 which detects a refrigerant pressure of the heat absorber 9 (the pressure of the refrigerant in the heat absorber 9 or immediately after the refrigerant flows out of the heat absorber 9), a solar radiation sensor 51, e.g. a photosensor system, to detect a solar radiation amount in 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 a change to a predefined temperature or an air conditioning operation, an outdoor heat exchanger temperature sensor 54, which detects a temperature of the outdoor heat exchanger (the temperature of the refrigerant immediately after the refrigerant flows out of the outdoor heat exchanger or the temperature of the outdoor heat exchanger itself: an outdoor heat exchanger temperature TXO. If the outdoor heat exchanger acts as an evaporator, the outdoor heat exchanger temperature TXO becomes an evaporation temperature of the refrigerant in the outdoor heat exchanger) and an outdoor heat exchanger pressure sensor 56, which detects a refrigerant pressure of the outdoor heat exchanger (the pressure of the refrigerant in the outdoor heat exchanger or immediately after the refrigerant flows out of the outdoor heat exchanger).

[0053] The figure shows a switch 53A, which is provided in the air conditioning control unit 53. Furthermore, information required for pre-conditioning (reserved) is provided by a remote control 53B, which is, for example, contained in a vehicle key, and is configured to be wirelessly transmitted to the air conditioning control unit 53.

[0054] The input of the control unit 32 is also connected to the respective outputs of a battery temperature sensor 76, which detects a temperature of the battery 55 (a battery temperature Tb), an engine operating temperature sensor 77, which detects a temperature of the engine 65 for driving (a motor operating temperature Tm), and a heater core temperature sensor 78, which detects a temperature of the heater core 23 (a heater core temperature Thc).

[0055] On the other hand, an output of the control unit 32 is connected to the compressor 2, the external blower 15, the internal blower 27, the air inlet switching flap 26, the air mixing flap 28, the air outlet switching flap 31, the external expansion valve 6, the internal expansion valve 8, the solenoid valve 22 (dehumidification), the solenoid valve 21 (heating), the auxiliary heater 66, the first circulation pump 89, the second circulation pump 62, the first three-way valve 91, the second three-way valve 92 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, such as driving, charging the battery 55, etc. Information regarding whether a charging plug for an external power source (fast charger or similar) is connected to the vehicle, whether the battery 55 is being charged, and various other information (environmental information, traffic information, etc.) collected via an external network such as the internet are then input from the vehicle-side control unit 80 into the control unit 32. Based on the outputs of the relevant sensors, the information from the vehicle-side control unit 80, the setting information entered into the climate control unit 53, etc., the control unit 32 then controls these functions.

[0057] The following describes the operation of the vehicle air conditioning device 1 of the embodiment with the above configuration. In this embodiment, the control unit 32 switches and executes the respective air conditioning operations of heating, dehumidification and cooling, and cooling, and recovers waste heat from the battery 55 (heat generation unit) and the engine 65 for driving purposes in order to regulate their temperatures. First, the respective air conditioning operation of the refrigerant circuit R in the vehicle air conditioning device 1 is described. Furthermore, the control unit 32 operates the first circulation pump 89 and the second circulation pump 62 during the operation of the vehicle air conditioning device 1. (1) Heating operation

[0058] Fig. Figure 1 shows the refrigerant flow (solid line arrows) of the refrigerant circuit R in heating mode, excluding the pre-conditioning, which will be described later. When, in winter or similar conditions, an air conditioning switch in switch 53A of the air conditioning unit 53 is set to ON, and heating mode is selected by the control unit 32 (an automatic mode) or by manual operation of the air conditioning unit 53 (a manual mode), the control unit 32 opens the solenoid valve 21 (for heating) and completely closes the internal expansion valve 8 and the auxiliary expansion valve 73. Consequently, the refrigerant flow into the waste heat recovery heat exchanger 64 is blocked. Furthermore, the control unit closes the solenoid valve 22 (for dehumidification).

[0059] The control unit then activates compressor 2 and the respective blowers (the external blower 15 and the internal blower 27), and the air mixing flap 28 maintains a set ratio in which the air blown from the internal blower 27 is directed through the radiator 4 and the heating element 23. Consequently, a high-temperature, high-pressure refrigerant gas discharged from compressor 2 flows into the radiator 4. Meanwhile, heat is drawn from the refrigerant in the radiator 4 by the surrounding air, causing it to cool and condense.

[0060] The refrigerant, liquefied in radiator 4, flows out of radiator 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 and then flows into the external heat exchanger. The refrigerant flowing into the external heat exchanger 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 then passes through refrigerant line 13A and refrigerant line 13D, as well as solenoid valve 21, into refrigerant line 13C. From there, it flows through check valve 20 in refrigerant line 13C into 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 air outlet 29, thereby heating the vehicle interior.

[0061] The control unit 32 calculates a target radiator pressure PCO (target value of the pressure PCI of radiator 4) from a target heating temperature TCO (target value of an air temperature on the lee side of radiator 4), which is calculated from a subsequently specified target outlet temperature TAO, and controls the speed of the compressor 2 based on the target radiator pressure PCO and the refrigerant pressure of radiator 4, which is detected by the radiator pressure sensor 47 (the radiator pressure PCI, which is a high pressure of the refrigerant circuit R). Furthermore, the control unit controls a valve position of the external expansion valve 6 based on the temperature (the radiator temperature TCI) of radiator 4, which is detected by the radiator temperature sensor 46, and the radiator pressure PCI, which is detected by the radiator pressure sensor 47, and controls a degree of subcooling of the refrigerant in an outlet of radiator 4.If, in addition, the heating power of the radiator 4 is insufficient, the auxiliary heater 66 is switched on to generate heat, and the heat transfer medium heated by the auxiliary heater 66 is circulated through the heating core 23, thereby increasing the heating power.

[0062] Furthermore, when heating is carried out in the pre-conditioning mode described later, the control unit 32 switches over and executes the corresponding battery-running engine waste heat recovery heating mode, the battery waste heat recovery heating mode, the auxiliary heater heating mode, the waste heat recovery cooperation heating mode, the waste heat recovery auxiliary heater heating mode and the outdoor heat exchanger frost suppression heating mode, but these will be described in detail later. (2) Dehumidification and heating operation

[0063] The following describes the dehumidification and heating operation with reference to Fig. 3 described. Fig. Figure 3 shows the flow (solid line arrows) of the refrigerant in the refrigerant circuit R during dehumidification and heating operation. During dehumidification and heating operation, the control unit 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 radiator 4 into the refrigerant line 13E is dispersed. This dispersed 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 dispersed 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 controls the position of the internal expansion valve 8 to maintain a predetermined superheat level (SH) of the refrigerant in an outlet of the heat absorber 9. However, water in the air blown from 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 remaining, distributed refrigerant flowing into the refrigerant line 13J is decompressed in the external expansion valve 6 and subsequently evaporates in the external heat exchanger.

[0065] The refrigerant evaporated in the heat absorber 9 flows out into the refrigerant line 13C to combine with the refrigerant (from the external heat exchanger) from the refrigerant line 13D, and 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 radiator pressure PCO, which is calculated from the target heating temperature TCO and the radiator pressure PCI (the high pressure of the refrigerant circuit R), which is detected by the radiator pressure sensor 47, and 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, which is 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. 4 described. Fig. Figure 4 shows the flow (solid arrows) of the refrigerant in the refrigerant circuit R during dehumidification and cooling operation. In dehumidification and cooling mode, the control unit 32 opens the internal expansion valve 8 to decompress and expand the refrigerant and closes solenoid valves 21 and 22. The control unit also fully closes the auxiliary expansion valve 73. The control unit then actuates the compressor 2 and the respective fans (external fan 15 and internal fan 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 heating element 23.

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

[0069] The refrigerant flowing out of radiator 4 passes through refrigerant line 13E to reach the external expansion valve 6 and flows through the external expansion valve 6, which is set to be slightly open, into the external heat exchanger. The refrigerant flowing into the external heat exchanger is cooled by passing through it or by the outside air, which is passed through the external fan 15, causing it to condense. The refrigerant flowing out of the external heat exchanger passes through refrigerant line 13A and the check valve 18 to enter refrigerant line 13B and reach 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 in order to adhere to the heat absorber 9 at this time through the heat absorption process, so that the air is cooled and dehumidified.

[0070] The refrigerant evaporated in the heat absorber 9 flows through the refrigerant line 13C and the check valve 20 to reach the accumulator 12, and from there flows 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: the radiant power is lower than during heating), thereby dehumidifying and cooling the vehicle interior.

[0071] The control unit 32 controls the speed of the compressor 2, based on the temperature (heat absorber temperature Te) of the heat absorber 9, which is detected by the heat absorber temperature sensor 48, and a setpoint heat absorber temperature TEO as its setpoint value, in order to adjust the heat absorber temperature Te to the setpoint heat absorber temperature TEO, and, based on the radiator pressure PCI (the high pressure of the refrigerant circuit R), which is detected by the radiator pressure sensor 47, and the setpoint radiator pressure PCO (the setpoint of the radiator pressure PCI), which is calculated from the setpoint heating temperature TCO, controls the valve position of the external expansion valve 6, in order to adjust the radiator pressure PCI to the setpoint radiator pressure PCO and thereby achieve the required reheating by the radiator 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. 4. In cooling mode, which is operated 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 whereby the air is directed through the radiator 4 and the heating core 23.

[0073] Consequently, the high-temperature, high-pressure refrigerant gas discharged from compressor 2 flows into radiator 4. The air in airflow duct 3 is also directed through radiator 4, but its proportion is small (because it is only reheated during cooling). Therefore, the refrigerant passes almost exclusively through the radiator, and the refrigerant exiting radiator 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. There, the refrigerant is cooled by running through the heat exchanger or by the outside air ventilated by the external fan 15, causing it to condense and become liquid.

[0074] The refrigerant flowing out of the external heat exchanger passes through refrigerant line 13A and check valve 18 to enter refrigerant line 13B and reach internal expansion valve 8. The refrigerant is decompressed in internal expansion valve 8 and then flows into 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 through 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 reach the accumulator 12, and from there is drawn into the compressor 2, thus repeating this cycle. The air, cooled and dehumidified in the heat absorber 9, is blown from the air outlet 29 into the vehicle interior, thereby cooling the vehicle interior. During this cooling operation, the control unit 32 regulates the speed of the compressor 2 based on the temperature (heat absorber temperature Te) of the heat absorber 9, which is detected by the heat absorber temperature sensor 48. (5) Switching the air conditioning operation

[0076] 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 the air 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. Furthermore, 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.

[0077] Furthermore, the control unit 32 calculates the above-mentioned target heating temperature TCO using the following equation (II) based on the target outlet temperature TAO: TCO=f(TAO)

[0078] Furthermore, in equation (II) above, f denotes a limit value for the control by the control unit, an offset, or something similar. However, since essentially TCO = TAO, 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.

[0079] Then, based on the outside air temperature Tam, which was detected by outside air temperature sensor 33, and the setpoint outlet temperature TAO, the control unit 32 selects an air conditioning mode from the aforementioned air conditioning modes during commissioning. Furthermore, after commissioning, the control unit selects and activates the aforementioned air conditioning modes depending on changes in ambient and setting conditions, such as the outside air temperature Tam and the setpoint outlet temperature TAO. (6) Control of compressor 2 in heating mode by the control unit 32

[0080] The control of compressor 2 in the aforementioned heating mode is described below using the following: Fig. 5 described in detail. Fig. Figure 5 is a control block diagram of the control unit 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 control unit 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 interior blower 27, an air volume ratio SW through the air mixing flap 28, a setpoint subcooling degree TGSC, which is a setpoint of a subcooling degree SC at the outlet of the radiator 4, the setpoint heating temperature TCO, and the setpoint radiator pressure PCO, which is a setpoint of the pressure of the radiator 4.

[0081] The target radiator 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 radiator pressure PCO and the radiator pressure PCI, which is the refrigerant pressure of radiator 4. Then, the F / F control amount TGNChff calculated by the F / F control amount calculation section 81 and the TGNChfb calculated by the F / B control amount calculation section 83 are added by an adder 84 and fitted with upper control limit ECNpdLimHi and lower control limit 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 the compressor 2 based on the compressor setpoint speed TGNCh. (7) Control of the auxiliary heater 66 by the control unit 32

[0082] Furthermore, Fig. Figure 6 shows a control block diagram of the control unit 32, which determines an auxiliary heater demand power TGQPTC of the auxiliary heater 66 in the auxiliary heater heating mode to be described later. The target heating temperature TCO and the heater core temperature Thc are input to a subtractor 86 of the control unit 32 to calculate a deviation (TCO-Thc) between the target heating temperature TCO and the heater core temperature Thc. The deviation (TCO-Thc) is input to an F / B control section 87, and the F / B control section 87 eliminates the deviation (TCO-Thc) and calculates an auxiliary heater demand power F / B control amount Qafb, such that the heater core temperature Thc becomes the target heating temperature TCO.

[0083] The auxiliary heater demand power F / B control amount Qafb, calculated in the F / B control section 87, is added in a limit setting section 88 with an upper control limit QptcLimHi and a lower control limit QptcLimLo and then determined as the auxiliary heater demand power TGQPTC. In the auxiliary heater heating mode, the control unit 32 controls the activation of the auxiliary heater 66 based on the auxiliary heater demand power TGQPTC in order to control the heat generation (heating) of the auxiliary heater 66 so that the heating core temperature Thc becomes the target heating temperature TCO. (8) Pre-conditioning by the control unit 32

[0084] The following describes the pre-conditioning of the vehicle interior by control unit 32, more precisely the heating operation during pre-conditioning, with reference to the Fig. Sections 7 to 14 describe this in detail. The control unit 32 has the function of pre-conditioning, i.e., pre-conditioning the vehicle interior before entry. A request (reservation) for this pre-conditioning can be made, for example, by activating the remote control 53B located in the vehicle key. For example, it is assumed that the entry time is reserved and set. The control unit 32 starts the pre-conditioning from the time before a predetermined pre-conditioning time, i.e., the reserved entry time. Accordingly, the set entry time becomes the end time of the pre-conditioning. Furthermore, in this embodiment, when pre-conditioning is carried out, the control unit 32 switches the air intake diverter flap 26 to interior air recirculation to fix its state.

[0085] Fig. Figures 7 to 9 are flowcharts for controlling pre-conditioning by the control unit 32. The control unit 32 determines the presence or absence of the pre-conditioning request in step S1 of Fig. 7. If the required setting is present, the control unit proceeds to step S5 to complete the air conditioning. If a user makes the pre-conditioning request described above using remote control 53B, the control unit 32 proceeds from step S1 to step S2 to determine whether the selected air conditioning mode, as described above, is heating mode or a mode other than heating mode (dehumidifying and heating mode, dehumidifying and cooling mode, or cooling mode). If the selected air conditioning mode is not heating mode, the control unit proceeds to step S6 to execute the air conditioning mode other than heating mode.

[0086] If the climate control selected in step S2 is heating mode, control unit 32 proceeds to step S3 to determine whether a connection to an external power source is present or absent. The vehicle is now parked, and in this state, a charging plug from the external power source (fast charger or similar) is connected to a socket in the vehicle. Control unit 32 then proceeds to step S7. Fig. 8 over if the battery is being charged or is in a state of charge (if so). (8-1) Pre-conditioning in the state where the vehicle is connected to an external power source

[0087] This means that when the control unit 32 performs preconditioning while the vehicle is connected to the external power source, the control unit proceeds to step S7 to first determine whether the battery temperature Tb, as detected by the battery temperature sensor 76, is higher than or equal to a predetermined set value, or lower than the set value. The set value of the battery temperature Tb is taken as a predetermined temperature (in fact, for example, the lower limit in the corresponding temperature range of the battery 55) that allows the waste heat from the battery 55 to be recovered and prevents the battery 55 from becoming too cold.

[0088] If the battery temperature Tb is greater than or equal to the set value, the control unit 32 proceeds to step S8 and determines whether the engine operating temperature Tm, as measured by the engine operating temperature sensor 77, is greater than or equal to the predetermined set value or less than the set value. The set value of the engine operating temperature Tm is assumed to be a predetermined temperature at which waste heat from the engine 65 can be recovered for driving (in reality, for example, a temperature higher than the ambient air temperature Tam). (8-1-1) Battery-running engine waste heat recovery heating mode

[0089] If the engine operating temperature Tm is higher than or equal to the value set in step S8, the control unit 32 proceeds to step S9 to execute the battery-running engine waste heat recovery heating mode. In this battery-running engine waste heat recovery heating mode, the waste heat from the battery 55 and the engine 65 is recovered for driving and used to heat the vehicle interior in the radiator 4.

[0090] Fig. Figure 10 shows the flow (solid arrows) of the refrigerant and the flow (dashed arrows) of the heat transfer medium in the refrigerant circuit R during battery-running engine waste heat recovery heating mode. In battery-running engine waste heat recovery heating mode, the control unit 32 completely closes the external expansion valve 6 and the solenoid valve 21. Consequently, the flow of refrigerant into the external heat exchanger is prevented. On the other hand, the solenoid valve 22 is opened, and the auxiliary expansion valve 73 is also opened to bring its valve position into a regulated state. Furthermore, the internal expansion valve 8 is also completely closed, and the auxiliary heater 66 is not switched on.

[0091] Consequently, all the refrigerant discharged from radiator 4 does not flow into external expansion valve 6 and reaches refrigerant line 13B on the refrigerant-flow-upstream side of internal expansion valve 8 via refrigerant line 13F. The refrigerant then enters branch line 72, is decompressed by auxiliary expansion valve 73, and then flows through branch line 72 into refrigerant flow channel 64B of the waste heat recovery heat exchanger 64 to evaporate. At this point, it undergoes a heat absorption process. A circulation is repeated, in which the refrigerant evaporated in refrigerant flow channel 64B flows successively through refrigerant line 74, refrigerant line 13C, and accumulator 12, and is drawn into compressor 2 (this is indicated by solid line arrows in the diagram). Fig. 10 indicated).

[0092] On the other hand, the control unit 32 actuates the second circulation pump 62 in a state where the inlet and one outlet of the first three-way valve 91 are connected and one inlet and one outlet of the second three-way valve 92 are connected. Consequently, circulation takes place in which the heat transfer medium supplied by the second circulation pump 62 flows in the heat transfer line 68 in the sequence of the heat transfer flow channel 64A of the waste heat recovery heat exchanger 64, the battery 55 and the motor 65 for driving, and is drawn into the second circulation pump 62 (this is indicated by dashed line arrows in Fig. 10 indicated).

[0093] Thus, the heat-absorbing and cooled heat transfer medium, carried by the refrigerant in the heat transfer fluid flow channel 64A of the waste heat recovery heat exchanger 64, is circulated to the battery 55 and the motor 65 for driving purposes. This heat exchange with the battery 55 and the motor 65 recovers the waste heat and cools the battery 55 and the motor 65 for driving. The waste heat recovered from the battery 55 and the motor 65 is pumped up into the refrigerant by the waste heat recovery heat exchanger 64 and used to heat the vehicle interior in the radiator 4. Consequently, the vehicle interior is heated during pre-conditioning without using the external heat exchanger. (8-1-2) Battery waste heat recovery heating mode

[0094] Conversely, if the engine operating temperature Tm is below the value set in step S8, the control unit 32 proceeds to step S10 to execute the battery waste heat recovery heating mode. That is, if the battery temperature Tb is higher than or equal to the set value, but the engine operating temperature Tm is lower than the set value, the battery waste heat recovery heating mode is executed. In this mode, the waste heat from the battery 55 is recovered and used to heat the vehicle interior via the radiator 4.

[0095] Fig. Figure 11 shows the flow (solid arrows) of the refrigerant and the flow (dashed arrows) of the heat transfer medium in the refrigerant circuit R during this battery waste heat recovery heating mode. Even in this mode, the control unit 32 completely closes the external expansion valve 6 and the solenoid valve 21. Consequently, the flow of refrigerant into the external heat exchanger is blocked. On the other hand, the solenoid valve 22 opens, and the auxiliary expansion valve 73 also opens to return its valve position to a regulated state. Furthermore, the internal expansion valve 8 is also completely closed, and the auxiliary heater 66 is not activated.

[0096] Thus, all the refrigerant exiting radiator 4 does not flow into external expansion valve 6, but instead flows through refrigerant line 13F to reach refrigerant line 13B on the refrigerant flow-upstream side of internal expansion valve 8. The refrigerant then enters branch line 72 and is decompressed by auxiliary expansion valve 73, before flowing through branch line 72 into refrigerant flow channel 64B of the waste heat recovery heat exchanger 64 to evaporate. At this point, it undergoes a heat absorption process. A circulation cycle is repeated, with the refrigerant evaporated in refrigerant flow channel 64B flowing successively through refrigerant line 74, refrigerant line 13C, and accumulator 12, and being drawn into compressor 2 (this is indicated by the solid line arrow in the diagram). Fig. 11 indicated).

[0097] On the other hand, the control unit 32 actuates the second circulation pump 62 in a state where the inlet and the other outlet of the first three-way valve 91 are connected, and the other inlet and outlet of the second three-way valve 92 are connected. Consequently, circulation takes place in which the heat transfer medium discharged from the second circulation pump 62 flows into the heat transfer line 68 in the sequence of the heat transfer flow channel 64A of the waste heat recovery heat exchanger 64, the battery 55, and the heat transfer line 68G, to be drawn into the second circulation pump 62 (this is indicated by dashed line arrows in Fig. 11 indicated).

[0098] Thus, the heat transfer medium, which is made endothermic and cooled by the refrigerant, circulates in the heat transfer fluid flow channel 64A of the waste heat recovery heat exchanger 64 to the battery 55 and performs a heat exchange with the battery 55 to recover the waste heat from the battery 55 and cool the battery 55. This means that the heat transfer medium is not circulated to the engine 65 for driving. The waste heat recovered from the battery 55 is pumped up through the waste heat recovery heat exchanger 64 into the refrigerant, which is then used to heat the vehicle interior in the radiator 4. Even in this case, the vehicle interior is heated without using the outside heat exchanger in the pre-conditioning system. (8-1-3) Auxiliary heater heating mode

[0099] Furthermore, if the battery temperature Tb falls below the specified value in step S7, the control unit proceeds to step S12 to execute the auxiliary heater heating mode. In this auxiliary heater heating mode, the auxiliary heater 66 is activated to generate heat, thereby heating the vehicle interior via the heating element 23.

[0100] Fig. Figure 12 shows the flow (dashed line arrows) of the heat transfer medium in the auxiliary heater heating mode. In the auxiliary heater heating mode, the control unit 32 stops the compressor 2 and the outside blower 15 in the refrigerant circuit R and switches on the auxiliary heater 66 to heat the vehicle interior only via the heater core 23. In this case, the control unit 32 controls the activation (heat generation) of the auxiliary heater 66 based on the heater core temperature Thc, which is detected by the heater core temperature sensor 78, and the target heating temperature TCO, as described above.

[0101] Furthermore, the control unit 32 actuates the interior blower 27, and the air mixing flap 28 maintains a ventilation state for the air blown by the interior blower 27 to the radiator 4 and the heating element 23 in order to achieve a set airflow rate. The heat transfer medium, heated by the auxiliary heater 66, is circulated to the heating element 23. Subsequently, the air heated by the heating element 23 is blown from the air outlet 29 into the vehicle interior, thus heating the vehicle interior. In this auxiliary heater heating mode, the compressor 2 is stopped, and the refrigerant does not flow into the external heat exchanger.

[0102] Therefore, if the battery temperature Tb is lower than the set value, the vehicle interior is heated without using the external heat exchanger and without recovering waste heat from battery 55. At this point, since the external power source is connected to the vehicle, there is no need to worry about the power consumption of battery 55 by the auxiliary heater 66.

[0103] Here, the control unit 32 starts the battery-running engine waste heat recovery heating mode in step S9 or starts the battery waste heat recovery heating mode in step S10 and then continues with step S11 to determine whether the radiator 4 has reached or fallen below the heating output in the vehicle interior.

[0104] In this case, the control unit 32 calculates a target heating power TGQhp in heating mode, which represents the heating power of the vehicle interior required for the radiator 4, and a heating power Qhp that can be generated by the radiator 4, e.g. by using the following equations (III) and (IV). TGQhp=(TCO−Te)×Cpa×ρ×Qair Qhp=f(Tam,NC,BLV,VSP,FANVout,Te) where Te is a temperature of the heat absorber 9, which is detected by the heat absorber temperature sensor 48, Cpa is a specific heat of air flowing into the radiator 4 [kj / kg·K], ρ is a density of the air flowing into the radiator 4 (specific volume) [kg / m3], Qair is a quantity of air flowing through the radiator 4 [m3 / h] (estimated from the blower voltage BLV of the internal blower 27 etc.), VSP is a velocity obtained from the velocity sensor 52 and FANVout is a voltage of the external blower 15.

[0105] If the waste heat recovered by the battery (55) and the motor (65) for driving is insufficient for heating the vehicle interior (Qhp) <TGQhp), verfährt das Steuergerät 32 von Schritt S11 zu Schritt S12, um den Batterie- laufender Motor- Abwärmerückgewinnungsheizungsmodus ( Fig. 10) and the battery waste heat recovery heating mode ( Fig. 11) to end, and to enter the aforementioned auxiliary heater heating mode ( Fig. 12) to change.

[0106] Consequently, if the heating output of radiator 4 is insufficient in the battery-running engine waste heat recovery heating mode or the battery waste heat recovery heating mode, the auxiliary heater 66 is instructed to generate heat without using the external heat exchanger and without recovering waste heat from the battery 55 and the engine 65 for driving, in order to heat the vehicle interior via the heating core 23. Since the external power source is also connected to the vehicle at this time, there is no need to worry about the power consumption of the battery 55 by the auxiliary heater 66.

[0107] If the temperature of the battery 55 or the motor 65 is higher than or equal to the set value at which the control unit 32 initiates heating operation by pre-conditioning, the control unit executes the battery-running engine waste heat recovery heating mode or the battery waste heat recovery heating mode to heat the vehicle interior. This makes it possible to heat the vehicle interior before entry by effectively utilizing the waste heat from the battery 55 or the motor 65, which generates heat until the temperature is higher than or equal to the set value, and to effectively pre-condition the vehicle interior without frost forming on the external heat exchanger.

[0108] Consequently, it becomes possible to reduce the load by reducing the heating operation after boarding, where the external heat exchanger absorbs heat from the outside air during driving or the like, thus suppressing frost formation on the external heat exchanger, especially in an environment with low outside air temperature, and extending the period in which heating can be carried out with high efficiency.

[0109] In particular, since the vehicle air conditioning device 1 is provided, which operates by being supplied with power from the battery 55, it will also be possible in advance to prevent the inconvenience of the battery temperature Tb dropping too much, so that the battery 55 deteriorates and thereby reduces the charging / discharging efficiency.

[0110] Furthermore, in this embodiment, when the control unit 32 performs pre-conditioning while the vehicle is connected to the external power source, the auxiliary heater heating mode is activated if the heating output of the radiator 4 is insufficient. Thus, if the heating output in the vehicle interior cannot be achieved by recovering waste heat from the battery 55 and the engine 65 for driving, the auxiliary heater 66 is prompted to generate heat to enable the heating of the vehicle interior by the heating element 23. Since the external power source is connected to the vehicle in this case, and there is no risk of the battery 55 being depleted by the power consumption of the auxiliary heater 66, effective heating of the vehicle interior can be achieved through pre-conditioning.

[0111] Furthermore, in this embodiment, when the control unit 32 performs pre-conditioning while the vehicle is connected to the external power source, the auxiliary heater heating mode is activated to heat the vehicle interior even if the battery 55 temperature is below the set value. Therefore, if heat recovery from the battery 55 is not expected, the compressor 2 is stopped and the auxiliary heater 66 is activated to generate heat, allowing the vehicle interior to be heated by the heating element 23. Since the external power source is also connected to the vehicle in this case, and there is no risk of the battery 55 being depleted by the auxiliary heater 66's power consumption, effective heating of the vehicle interior can be achieved through appropriate pre-conditioning.

[0112] Furthermore, in this embodiment, when the control unit 32 performs pre-conditioning, the air inlet switching flap 26 is switched to interior air recirculation, so that the heating of the vehicle interior can be carried out efficiently without introducing low-temperature outside air into the vehicle interior during pre-conditioning. (8-2) Pre-conditioning when the vehicle is not connected to the external power source

[0113] Next, the heating operation of the pre-conditioning system is described when the vehicle is parked but not connected to an external power source. If the vehicle is in step S3 of Fig. If control unit 32 is not connected to the external power source (no connection to the external power source), it goes to step S13 of step 7. Fig. 9 over.

[0114] This means that if the control unit 32 performs pre-conditioning while the vehicle is not connected to an external power source, the control unit proceeds to step S13 and determines whether the battery temperature Tb detected by battery temperature sensor 76 is higher than or equal to the aforementioned fixed value, or lower than the fixed value. If the battery temperature Tb is then greater than or equal to the fixed value, the control unit 32 proceeds to step S14 to determine whether the engine operating temperature Tm detected by engine operating temperature sensor 77 is greater than or equal to the aforementioned fixed value, or lower than the fixed value.

[0115] If the engine operating temperature Tm is greater than or equal to the value set in step 14, the control unit 32 proceeds to step S15 to activate the battery-running engine waste heat recovery heating mode described above ( Fig. 10) to execute (8-1-1).

[0116] On the other hand, if the engine operating temperature Tm is lower than the specified value in step 14, the control unit 32 proceeds to step S16 to activate the battery waste heat recovery heating mode described above ( Fig. 11) to execute (8-1-2). That is, if the battery temperature Tb is greater than or equal to the specified value, but the engine operating temperature Tm is less than the specified value, the battery waste heat recovery heating mode will be executed. (8-2-1) Outdoor heat exchanger frost suppression heating mode

[0117] Furthermore, if the battery temperature Tb is lower than the specified value in step S13, the control unit 32 proceeds to step S19 to execute the outdoor heat exchanger frost suppression heating mode. The refrigerant flow path in the outdoor heat exchanger frost suppression heating mode is the same as the refrigerant flow path in the refrigerant circuit R during heating operation, other than preconditioning. Fig. 1. However, the control unit 32 reduces the target heating temperature TCO described above by a predetermined value compared to the case of heating operation in a mode other than pre-conditioning operation, and / or reduces the air volumes of the outdoor fan 15 and the indoor fan 27 by a predetermined value.

[0118] The target heating temperature TCO and reduced air volumes, as described above, are values ​​within a range where frost does not form on the external heat exchanger. For example, a table of predetermined values ​​is created in advance based on the outside air temperature Tam and the outside air humidity Ham. Thus, although the heating output in the vehicle interior is reduced, the heating load of the refrigerant circuit R is reduced, making it possible to prevent or largely eliminate frost formation on the external heat exchanger. Furthermore, since the power consumption of compressor 2 and the respective blowers (external blower 15 and internal blower 27) is also reduced, the power consumption of battery 55 is also reduced.

[0119] Furthermore, control unit 32 also starts in Fig. 9 in step S15 selects the battery-running engine waste heat recovery heating mode or in step S16 selects the battery waste heat recovery heating mode and then proceeds to step S17 to determine, in the same way as above, whether or not the radiator 4 has reached or fallen below the heating power in the vehicle interior.

[0120] If the heating output in the vehicle interior is insufficient with the waste heat recovered from the battery 55 and the motor 65 for driving (Qhp <TGQhp), geht das Steuergerät 32 von Schritt S17 zu Schritt S18 über, um den später zu beschreibenden Abwärmerückgewinnungs-Kooperationsheizungsmodus oder den Abwärmerückgewinnungs-Zuheizerheizungsmodus auszuführen. Ob in diesen der Abwärmerückgewinnungs-Kooperationsheizungsmodus ausgeführt oder der Abwärmerückgewinnungs-Zuheizerheizungsmodus ausgeführt werden soll, wird im Voraus durch Einstellung festgelegt, oder es werden diejenigen genommen, wie z. B. die Ausführung des Abwärmerückgewinnungs-Zuheizerheizungsmodus wenn bekannt ist, dass der Außenwärmetauscher häufig vereist, die Ausführung des Abwärmerückgewinnungs-Kooperationsheizungsmodus im Falle einer Vorrichtung, die nicht mit dem Zuheizer 66 ausgestattet ist, usw. (8-2-2) Waste heat recovery cooperative heating mode

[0121] In the above waste heat recovery cooperative heating mode, the external heat exchanger absorbs heat from the outside air, and the waste heat from the battery 55 and the motor 65 for driving is recovered and used to heat the vehicle interior in the radiator 4. Fig. Figure 13 shows the flow (solid arrows) of the refrigerant and the flow (dashed arrows) of the heat transfer medium in the refrigerant circuit R in this waste heat recovery cooperative heating mode. In this waste heat recovery cooperative heating mode, the control unit 32 opens the external expansion valve 6 to bring its valve position into a regulated state and opens the solenoid valve 21. Furthermore, the control unit opens the solenoid valve 22 and also opens the auxiliary expansion valve 73 to bring its valve position into a regulated state. The internal expansion valve 8 is completely closed, and the auxiliary heater 66 is not switched on.

[0122] Thus, the refrigerant released from radiator 4 is distributed, and some of it flows to the external expansion valve 6, is decompressed, and then evaporates in the external heat exchanger. At this point, the refrigerant absorbs heat from the outside air. The refrigerant evaporated by the external heat exchanger flows successively through refrigerant line 13A, solenoid valve 21, refrigerant line 13D, refrigerant line 13C, check valve 20, and accumulator 12, and is drawn into compressor 2.

[0123] On the other hand, the other refrigerant that was distributed flows into the solenoid valve 22, passes through the refrigerant line 13F, and reaches the refrigerant line 13B on the refrigerant flow-upstream side of the internal expansion valve 8. The refrigerant then enters the branch line 72, is decompressed by the auxiliary expansion valve 73, and then flows through the branch line 72 into the refrigerant flow channel 64B of the waste heat recovery heat exchanger 64 to evaporate. At this point, it undergoes a heat absorption process. A circulation is repeated, in which the refrigerant evaporated in the refrigerant flow channel 64B flows successively through the refrigerant line 74, the refrigerant line 13C, and the accumulator 12, and is drawn into the compressor 2 (this is indicated by solid line arrows in Fig. 13 indicated).

[0124] If, on the other hand, for example, the engine operating temperature Tm is greater than or equal to the set value, the control unit 32 operates the second circulation pump 62 in a state where the inlet and one outlet of the first three-way valve 91 are connected, and one inlet and one outlet of the second three-way valve 92 are connected. Thus, circulation is carried out in which the heat transfer medium discharged from the second circulation pump 62 flows into the heat transfer line 68 in the sequence of the heat transfer fluid flow channel 64A of the waste heat recovery heat exchanger 64, the battery 55, and the engine 65 for driving, and is drawn into the second circulation pump 62 (this is indicated by dashed line arrows in Fig. 13 indicated).

[0125] Therefore, the heat-absorbing and cooled heat transfer medium, carried out by the refrigerant in the heat transfer fluid flow channel 64A of the waste heat recovery heat exchanger 64, is circulated to the battery 55 and the motor 65 for driving and performs a heat exchange with them to recover the waste heat from the battery 55 and the motor 65 for driving and to cool the battery 55 and the motor 65 for driving. The waste heat recovered from the battery 55 and the motor 65 for driving is pumped up into the refrigerant by the waste heat recovery heat exchanger 64 and used to heat the vehicle interior in the radiator 4. Consequently, in this waste heat recovery cooperative heating mode, the vehicle interior is heated by the heat pumped up from the outside air by the external heat exchanger and the waste heat recovered from the battery 55 and the motor 65 for driving.

[0126] In this case as well, the control unit 32 lowers the target heating temperature TCO by a predetermined value, compared to the case of heating operation in a mode other than pre-conditioning, as in the case of the aforementioned outdoor heat exchanger frost suppression heating mode, and / or reduces the air volumes of the outdoor fan 15 and the indoor fan 27 by a predetermined value. Consequently, the outdoor heat exchanger absorbs heat from the outside air without frost forming on the outdoor heat exchanger, or while reducing frost formation as much as possible.

[0127] Therefore, if the heating output of radiator 4 is insufficient when the control unit 32 performs pre-conditioning while the vehicle is not connected to an external power source, the control unit executes the waste heat recovery cooperative heating mode to heat the vehicle interior. Consequently, effective vehicle interior heating through pre-conditioning can be achieved by utilizing the waste heat from battery 55 and engine 65 for driving, without frost forming on the external heat exchanger or preventing icing of the external heat exchanger as far as possible. (8-2-3) Waste heat recovery auxiliary heater heating mode

[0128] Next, in the waste heat recovery auxiliary heater heating mode, the waste heat from the battery 55 and the engine 65 is recovered for driving and used to heat the vehicle interior in the radiator 4, and the auxiliary heater 66 is caused to generate heat to warm the air supplied to the vehicle interior via the heating core 23. Fig. Figure 14 shows the flow (solid line arrows) of the refrigerant and the flow (dashed line arrows) of the heat transfer medium in the refrigerant circuit R in this waste heat recovery auxiliary heater heating mode.

[0129] In the waste heat recovery auxiliary heater heating mode, the control unit 32 completely closes the external expansion valve 6 and the solenoid valve 21 to prevent the refrigerant from flowing into the external heat exchanger. Conversely, the solenoid valve 22 opens, and the auxiliary expansion valve 73 also opens to bring its valve position into a regulated state, and the auxiliary heater 66 is switched on to generate heat. The internal expansion valve 8 remains completely closed.

[0130] This allows all the refrigerant discharged from radiator 4 to flow to solenoid valve 22, pass through refrigerant line 13F, and reach refrigerant line 13B on the refrigerant flow-upstream side of internal expansion valve 8. The refrigerant then enters branch line 72, is decompressed by auxiliary expansion valve 73, and then flows through branch line 72 into refrigerant flow channel 64B of the waste heat recovery heat exchanger 64 to evaporate. At this point, it undergoes a heat absorption process. A circulation cycle is repeated, in which the refrigerant evaporated in refrigerant flow channel 64B flows successively through refrigerant line 74, refrigerant line 13C, and accumulator 12, and is drawn into compressor 2 (this is indicated by solid line arrows in the diagram). Fig. 14 indicated).

[0131] If, on the other hand, the engine operating temperature Tm is also greater than or equal to the set value, the control unit 32 operates the second circulation pump 62 in the state where the inlet and one outlet of the first three-way valve 91 are connected and one inlet and one outlet of the second three-way valve 92 are connected. Thus, circulation is carried out in which the heat transfer medium discharged from the second circulation pump 62 flows into the heat transfer line 68 in the sequence of the heat transfer flow channel 64A of the waste heat recovery heat exchanger 64, the battery 55, and the engine 65 for driving, and is drawn into the second circulation pump 62 (this is indicated by dashed line arrows in Fig. 14 indicated).

[0132] Therefore, the heat-absorbing and cooled heat transfer medium, which is cooled by the refrigerant in the heat transfer fluid flow channel 64A of the waste heat recovery heat exchanger 64, is circulated to the battery 55 and the motor 65 for driving and performs a heat exchange with the battery 55 and the motor 65 to recover the waste heat from the battery 55 and the motor 65 for driving and to cool the battery 55 and the motor 65 for driving. The waste heat recovered from the battery 55 and the motor 65 for driving is pumped up into the refrigerant by the waste heat recovery heat exchanger 64 and used to heat the vehicle interior in the radiator 4.

[0133] On the other hand, the heat medium heated by the auxiliary heater 66 is circulated to the heating core 23, so that the air in the airflow channel 3, which flows through the radiator 4, is heated by the heating core 23 and then supplied to the vehicle interior. Consequently, in this waste heat recovery auxiliary heater heating mode, the vehicle interior is heated by the waste heat recovered from the battery 55 and the motor 65 for driving and the heat generated by the heating core 23 (auxiliary heater 66).

[0134] Therefore, if the radiator's heating output is insufficient when pre-conditioning is performed while the vehicle is not connected to an external power source, the control unit 32 executes the waste heat recovery auxiliary heater heating mode to heat the vehicle interior. Consequently, if the heating output in the vehicle interior is insufficient for driving using only the waste heat from the battery 55 and the engine 65, the auxiliary heater 66 is activated to generate heat. This allows the air in the airflow duct 3 to be warmed by the heating core 23, thus compensating for the deficiency. This prevents frost formation on the external heat exchanger and achieves effective vehicle interior heating through pre-conditioning, while minimizing the power consumption of the auxiliary heater 66.

[0135] The control unit 32 determines in step S4 of Fig. 7. Whether the time set for pre-conditioning has expired or not. If pre-conditioning is then carried out as described above and the time set for pre-conditioning expires in step S4, the control unit 32 proceeds to step S5 to end the air conditioning process.

[0136] The battery-running engine waste heat recovery heating mode ( Fig. 10), the battery waste heat recovery heating mode ( Fig. 11), the waste heat recovery cooperative heating mode ( Fig. 13) and the waste heat recovery auxiliary heater heating mode ( Fig. 14), which in Fig. The functions described in section 9 can be executed not only during heating operation in pre-conditioning mode, but also during normal heating operation (during operation, etc.) outside of pre-conditioning mode. In this case, each mode can be used in the same way as when controlling... Fig. 9 can be changed, and the normal heating operation of (1) can only be carried out if, for example, the battery temperature Tb is below the specified value.

[0137] In this embodiment, the heat transfer medium heated by the auxiliary heater 66 is also circulated to the heating core 23, but the present invention is not limited to this, and the auxiliary heater 66 can be arranged in the airflow duct 3 on the downstream side of the radiator 4. In this case, the heating core temperature sensor 78 detects the temperature of the auxiliary heater 66 and is used to control the auxiliary heater 66.

[0138] Furthermore, in this embodiment, the radiator 4 is arranged in the airflow duct 3, but the present invention is not limited thereto. A type may exist in which an air-to-heat transfer medium heat exchanger is arranged in the airflow duct 3 and the heat transfer medium heated by the radiator 4 circulates in the air-to-heat transfer medium heat exchanger to heat the vehicle interior.

[0139] Furthermore, when the vehicle is connected to the external power source, the power supply to the vehicle air conditioning device 1 can be provided via the battery 55 or take the form of a direct power supply to the vehicle air conditioning device 1 by the external power source.

[0140] Furthermore, in this embodiment, when the vehicle is connected to the external power source in pre-conditioning heating mode, the battery temperature Tb is first determined, and if the battery temperature Tb is below the specified value, the auxiliary heater heating mode is executed ( Fig. 8) If the vehicle is not connected, the external heat exchanger frost suppression heating mode is executed ( Fig. 9), but the present invention is not limited thereto. If both the battery temperature Tb and the engine operating temperature Tm are lower than their specified values, the auxiliary heater heating mode can be executed ( Fig. 8) or the outdoor heat exchanger frost suppression heating mode ( Fig. 9) can be executed.

[0141] Furthermore, the embodiment described the setup for recovering waste heat from the battery 55 (heat generation device) via the heat transfer medium, but the waste heat recovery heat exchanger, which directly exchanges heat with the battery 55, can be provided to recover the waste heat from the battery 55 by direct heat conduction through the refrigerant.

[0142] In addition, the embodiment described a vehicle air conditioning device that performs dehumidification and heating, dehumidification and cooling, and cooling in addition to heating, but the present invention is not limited thereto. The present invention also applies to a vehicle air conditioning device that performs only heating, or one of the aforementioned air conditioning operations in addition to heating, or a combination thereof.

[0143] Furthermore, the design of the control unit 32 and the design of the refrigerant circuit R and the waste heat recovery system 61 of the vehicle air conditioning device 1 described in the embodiment are not limited to this and can of course be modified within the scope of application without deviating from the idea of ​​the present invention. Reference symbol list 1 vehicle air conditioning unit 2 compressor 4 radiators 6 External expansion valve 8 Internal expansion valve 9 heat absorbers 13 Refrigerant line 21, 22 Solenoid valve 23 heating core 32 Control unit 53B Remote Control 55 Battery (heat generation unit) 61 Waste heat recovery system 62 second circulation pump 64 waste heat recovery heat exchangers 65 Motor for driving (heat generating unit) 66 additional heaters 68 Heat transfer fluid line 72 Branch line 73 Auxiliary expansion valve 74 Refrigerant line 89 first circulation pump 91 first three-way valve 92 second three-way valve R Refrigerant circuit

Claims

[1] Having a vehicle air conditioning device (1): a compressor (2) to compress a refrigerant; a radiator (4) to allow the refrigerant to radiate heat, thereby heating air supplied to a vehicle interior; an external heat exchanger located outside the vehicle interior; a waste heat recovery heat exchanger (64) to recover waste heat from a heat generation device attached to a vehicle using the refrigerant; and a control unit (32), wherein the heat generation device comprises at least one battery (55) and one motor (65), wherein the control unit (32) is at least configured to allow the refrigerant released by the compressor (2) to radiate heat into the radiator (4), to decompress the refrigerant from which the heat was radiated, and then to allow the refrigerant to absorb heat in the external heat exchanger in order to heat the vehicle interior, wherein the control unit (32) is configured to perform pre-conditioning to heat the vehicle interior before entering the vehicle, and wherein, when the temperature of the heat generating device is higher than or equal to a predetermined set value at which pre-conditioning is performed, the control unit (32) is configured to actuate the compressor (2) to allow the refrigerant discharged by the compressor (2) to radiate heat in the radiator (4), to decompress the refrigerant from which the heat was radiated, and then to allow the refrigerant to absorb heat in the waste heat recovery heat exchanger (64) without using the outside heat exchanger, thereby heating the vehicle interior. [2] The vehicle air conditioning device (1) according to claim 1, comprising an auxiliary heater (66) to heat the air supplied to the vehicle interior, wherein, if the heating power of the radiator (4) is insufficient when the control unit (32) performs pre-conditioning in a state in which the vehicle is connected to an external power source, the control unit (32) is configured to cause the auxiliary heater (66) to generate heat without actuating the compressor (2), thereby heating the vehicle interior. [3] The vehicle air conditioning device (1) according to claim 1 or 2, comprising an auxiliary heater (66) to heat the air supplied to the vehicle interior, wherein, when the temperature of the heat-generating device is lower than the specified value at which the control unit (32) performs pre-conditioning in the state in which the vehicle is connected to an external power source, the control unit (32) is configured to cause the auxiliary heater (66) to generate heat without actuating the compressor (2), thereby heating the vehicle interior. [4] The vehicle air conditioning device (1) according to any one of claims 1 to 3, comprising an auxiliary heater (66) for heating the air supplied to the vehicle interior, wherein, if the heating capacity of the radiator (4) is insufficient when the control unit (32) performs pre-conditioning in the state in which the vehicle is not connected to an external power source, the control unit (32) is configured to decompress the refrigerant from which the heat was radiated in the radiator (4) and then to allow the refrigerant to absorb heat in the waste heat recovery heat exchanger (64) and to cause the auxiliary heater (66) to generate heat, thereby heating the vehicle interior. [5] The vehicle air conditioning device (1) according to any one of claims 1 to 3, wherein, when the heating power of the radiator (4) is insufficient, when the control unit (32) performs pre-conditioning in the state in which the vehicle is not connected to an external power source, the control unit (32) is configured to decompress the refrigerant from which the heat was radiated in the radiator (4) and then to allow the refrigerant to absorb heat in the outside heat exchanger and the waste heat recovery heat exchanger (64), thereby heating the vehicle interior. [6] The vehicle air conditioning device (1) according to any one of claims 1 to 5, wherein, when the temperature of the heat generating device is lower than the specified value, when the control unit (32) performs pre-conditioning in the state in which the vehicle is not connected to an external power source, the control unit (32) is configured to decompress the refrigerant from which the heat was radiated in the radiator (4) and then to allow the refrigerant to absorb heat in the external heat exchanger, thereby heating the vehicle interior. [7] The vehicle air conditioning device (1) according to any one of claims 1 to 6, wherein the at least one battery (55) of the heat generating device can be charged by an external power source, and wherein the heat generating device is operated by supplying power from the battery (55). [8] The vehicle air conditioning device (1) according to any one of claims 1 to 7, comprising an air inlet switching flap (26) to switch the air supplied to the vehicle interior between an interior air circulation and an outside air supply, wherein, when pre-conditioning is performed, the control unit (32) is configured to switch the air inlet switching flap (26) to the interior air circulation.

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