Vehicle air conditioning device

Abstract

A vehicle air conditioning device is provided that can prevent the waste of electric power by avoiding the execution of an unnecessary defrosting operation and maximize the performance of the outside air heat absorption heating. A vehicle air conditioning device 100 includes an air conditioning circuit E having a refrigerant circuit R with a compressor 1, an internal heat exchanger section 4, and an external heat exchanger section 7, and a control device 200 that controls the refrigerant circuit R. The control device 200 can selectively execute an outside air heat absorption heating operation in which heat is absorbed at the external heat exchanger section 7 and a defrosting operation in which the external heat exchanger section 7 is defrosted. The control device 200 calculates a travel time to the destination and an operation time of the outside air heat absorption heating operation.after which, due to frost formation on the external heat exchanger section 7, no more heat can be absorbed from the outside air, and in the event that the travel time is longer than the operating time, carries out the defrosting operation in such a way that at least the operating time is at or above the travel time.

Description

TECHNICAL FIELD

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

[0002] As an air conditioner suitable for vehicles such as hybrid vehicles, electric vehicles, or the like, an air conditioner has been developed that includes a refrigerant cycle to which a compressor, a heat dissipator, a heat sink, and an external heat exchanger section are connected, wherein a passenger compartment is heated by absorbing heat from refrigerant that has lost heat at the heat dissipator in the external heat exchanger section, and the passenger compartment is cooled by releasing heat from refrigerant discharged from the compressor at the external heat exchanger section and absorbing heat at the heat sink.

[0003] When the passenger compartment is heated, the refrigerant in the external heat exchanger absorbs heat, causing the temperature to drop, and the water content of the outside air to adhere to the external heat exchanger as frost. As frost builds up on the external heat exchanger, heat exchange with the outside air is hindered, resulting in a decrease in heating efficiency. Therefore, attempts have been made to defrost the external heat exchanger by allowing high-temperature refrigerant discharged from the compressor to flow to the external heat exchanger to release heat (see, for example, Patent Document 1).

[0004] There is also known a technique in which, in a refrigeration cycle device that absorbs heat from the outside air, for the purpose of highly efficient defrosting, estimation of the frost formation state and execution of a defrosting operation are judged based on the temperature of cooling water to control defrosting (see, for example, Patent Document 2). LIST OF REFERENCE DOCUMENTSPATENT DOCUMENTS Patent Document 1: JP 2011-237052 A Patent Document 2: JP 2022-51623 A SUMMARY OF THE INVENTIONOBJECTS OF THE INVENTION

[0005] However, in the case of defrost control that estimates the frost formation state and performs a defrosting operation based on the cooling water temperature, as in Patent Document 2, there are cases where the defrosting operation wastes electrical energy. Specifically, there are cases where the frost formation does not progress sufficiently by the time the vehicle reaches the destination, making outside air heat absorption heating impossible, such as when the frost formation is weak or the distance to the destination is short. Even in such cases, if defrosting is performed based on the cooling water temperature, there is a possibility that the defrosting operation will be performed more than necessary.Also, when the defrosting operation is performed in a state where frost formation has not progressed far, the vehicle may end its travel while there is still a reserve for the outside air heat absorption heating. In this case, electric power associated with the defrosting operation is wasted and the outside air heat absorption heating power cannot be fully utilized, which does not provide energy saving for the vehicle air conditioning device as a whole and may lead to the problem of a reduced driving range of the vehicle.

[0006] It is therefore an object of the present invention to provide a vehicle air conditioning device which can suppress the waste of electric power by avoiding the execution of an unnecessary defrosting operation and by utilizing the performance of outside air heat absorption heaters as much as possible. SOLUTION OF THE TASKS

[0007] The present invention relates to a vehicle air conditioning device comprising an air conditioning circuit having a refrigerant circuit with a compressor, an internal heat exchanger section, and an external heat exchanger section, and a control device that controls the refrigerant circuit, wherein the control device can selectively execute an outside air heat absorption heating operation in which heat is absorbed at the external heat exchanger section, and a defrosting operation in which the external heat exchanger section is defrosted, characterized in that the control device calculates a travel time to the destination and an operation time of the outside air heat absorption heating operation after which heat can no longer be absorbed from the outside air due to frost formation on the external heat exchanger section, and in the event that the travel time is longer than the operation time, executes the defrosting operation in such a way thatthat at least the operating time is equal to or greater than the travel time. EFFECTS OF THE INVENTION

[0008] According to the present invention, there can be provided a vehicle air conditioning apparatus capable of suppressing the waste of electric power by avoiding the execution of an unnecessary defrosting operation and utilizing the performance of outside air heat absorption heaters as much as possible. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a schematic view of a vehicle air conditioning apparatus according to a first embodiment of the present invention. Fig. 2 is a schematic view of the vehicle air conditioning device according to the first embodiment. Fig. 3 is a schematic view of the vehicle air conditioning apparatus according to the first embodiment. Fig. 4 is a schematic view of the vehicle air conditioning apparatus according to the first embodiment. Fig. 5(A) is a block diagram showing a hardware configuration of a control device of the vehicle air conditioning device of the first embodiment, and (B) is a block diagram showing the functional configuration of the control device. Fig. 6 is an overview showing an air conditioning operation pattern in the vehicle air conditioning apparatus of the first embodiment. Fig. 7 is an overview showing an air conditioning operation pattern in the vehicle air conditioning apparatus of the first embodiment. Fig. 8 is an overview showing an air conditioning operation pattern in the vehicle air conditioning apparatus of the first embodiment. Fig. 9 is an overview showing an air conditioning operation pattern in the vehicle air conditioning apparatus of the first embodiment. Fig. 10 is an overview showing an air conditioning operation pattern in the vehicle air conditioning apparatus of the first embodiment. Fig. 11 is a flowchart showing the flow of air conditioning operation processing in the vehicle air conditioning apparatus of the first embodiment. Fig. 12 is a flowchart showing the flow of air conditioning operation processing in the vehicle air conditioning apparatus of the first embodiment. Fig. 13 is a schematic view of a vehicle air conditioning apparatus according to a second embodiment of the present invention. Fig. 14 is a schematic view of the vehicle air conditioning apparatus of the second embodiment of the present invention. Fig. 15 is a schematic view of the vehicle air conditioning apparatus of the second embodiment of the present invention. Fig. 16 is a schematic view of the vehicle air conditioning apparatus of the second embodiment of the present invention. Fig. 17 is a schematic view of a vehicle air conditioning apparatus according to a third embodiment of the present invention. Fig. 18 is a schematic view of the vehicle air conditioning apparatus of the third embodiment of the present invention. Fig. 19 is an overview showing an air conditioning operation pattern in the vehicle air conditioning apparatus of the third embodiment. DESCRIPTION OF THE EMBODIMENTS

[0009] An embodiment of the present invention will be described in detail below with reference to the figures. In the following description, like reference numerals refer to parts with like functions, and a repeated description of the same for the individual figures is omitted for the sake of simplicity.

[0010] Fig. 1 is a schematic view showing an example of the essential configuration elements in a vehicle air conditioning device 100 according to a first embodiment of the present invention, including a refrigerant cycle R. The vehicle air conditioning device 100 of the present embodiment can be installed in a vehicle whose driving power is derived solely from an internal combustion engine, but is advantageously applied to a vehicle such as an HEV (hybrid electric vehicle) in which it is difficult to ensure sufficient heating heat from the waste heat of the internal combustion engine alone compared to a vehicle whose driving power is derived solely from an internal combustion engine, or an EV (electric vehicle) in which heating using waste heat from an internal combustion engine is not possible.The vehicle, such as an HEV or an EV, is driven by installing a battery (e.g., a lithium battery) therein and supplying electric power, which has been charged from an external power source, to a motor unit including a motor used for driving. The vehicle air conditioning device 100 is also driven by electric power supplied from the battery. Overall configuration

[0011] As in Fig. 1, the vehicle air conditioning device 100 of the present embodiment is formed with an air conditioning circuit E and a control device 200. The Fig. The air-conditioning cycle E shown in FIG. 1 is an example and includes a refrigerant cycle R, an internal heat exchanger section 4, and an external heat exchanger section 7. The vehicle air conditioner 100 of the present embodiment performs air conditioning (heating, cooling, dehumidification, and defrosting) of a passenger compartment by performing heat pump operation using the refrigerant cycle R. In the following description, a circulating medium of the refrigerant cycle R that undergoes a state change at the heat pump (compression / condensation / expansion / evaporation) is referred to as a refrigerant, and a medium that absorbs or releases heat without such a state change is referred to as a heat medium. Refrigerant circuit

[0012] The refrigerant circuit R is configured by connecting, among other things, a compressor 1, a first heat exchanger 2, an expansion mechanism 16, and a second heat exchange machine 3 via refrigerant lines 13. The compressor 1 draws in refrigerant from an upstream side of the refrigerant circuit R, compresses the refrigerant into a high-temperature and high-pressure gas, and discharges it to the downstream side. There is no particular limitation on the structure of the compressor 1, and, for example, an electrically driven piston-type or scroll-type compressor may be used. Although not shown, an accumulator for liquid separation from the refrigerant is provided on the upstream side of the compressor 1 in the refrigerant circuit R.The refrigerant circuit R allows the refrigerant, which has been converted into a high-temperature, high-pressure gas by the compressor 1, to flow through the first heat exchanger 2, causing the refrigerant to release heat and thereby cool the refrigerant. The refrigerant passing through the first heat exchanger 2 undergoes a pressure reduction in the expansion mechanism 16, passes through the second heat exchanger 3, and absorbs heat there. The refrigerant, whose pressure has decreased, is then recompressed at the compressor 1. This circulation is repeated. First heat exchanger

[0013] The first heat exchanger 2 is a refrigerant-to-heat-transfer medium heat exchanger having a refrigerant flow path 2A and a heat-transfer medium flow path 2B, wherein the refrigerant flow path 2A is connected to the refrigerant circuit R, and the heat-transfer medium flow path 2B is connected to a first heat-transfer medium circuit 5 described below. The refrigerant flow path 2A of the first heat exchanger 2 forms part of the refrigerant circuit R and serves as a heat sink of the refrigerant circuit R. The heat-transfer medium flow path 2B of the first heat exchanger 2 forms part of the first heat-transfer medium circuit 5 and serves as a heat sink of the first heat-transfer medium circuit 5. Expansion mechanism

[0014] The expansion mechanism 16 is formed by an expansion valve, a capillary tube or the like, and reduces the pressure of the high-pressure refrigerant passed through the first heat exchanger 2, expands it, and thus makes it into low-pressure refrigerant. Second heat exchanger

[0015] The second heat exchanger 3 is a refrigerant-to-heat-transfer medium heat exchanger having a refrigerant flow path 3A and a heat-transfer medium flow path 3B, wherein the refrigerant flow path 3A is connected to the refrigerant circuit R, and the heat-transfer medium flow path 3B is connected to a second heat-transfer medium circuit 6 described below. The refrigerant flow path 3A of the second heat exchanger 3 forms part of the refrigerant circuit R and serves as a heat sink of the refrigerant circuit R. The heat-transfer medium flow path 3B of the second heat exchanger 3 forms part of the second heat-transfer medium circuit 6 and serves as a heat dissipator of the second heat-transfer medium circuit 6. First heat transfer circuit

[0016] The first heat transfer circuit 5 is a circuit in which a heat transfer medium circulates, which can undergo heat exchange with the refrigerant of the refrigerant circuit R. It is formed, for example, by a circulation pump 51, the first heat exchanger 2, a heater core 4 of an HVAC unit 10, lines 50 (50A, 50B, 50C, 50D, 50E, 50F), and three-way valves 52 (52A, 52B), among others. The outlet of the circulation pump 51 is connected to the heat transfer flow path 2B of the first heat exchanger 2 via line 50A. The heat transfer flow path 2B is connected to the three-way valve 52B via line 50B.

[0017] The inlet of the three-way valve 52B is connected to the line 50B, and one of its outlets is connected to the inlet of the heater core 4 via the line 50C, while the other outlet is connected to one inlet of the three-way valve 52A via the line 50F. The outlet of the heater core 4 is connected to the other inlet of the three-way valve 52A via the line 50D. The outlet of the three-way valve 52A is connected to the inlet of the circulation pump 51 via the line 50E.

[0018] The heater core 4 is arranged in a device called HVAC (heating ventilation and air-conditioning) unit 10, which is provided in the vehicle. HVAC unit

[0019] The HVAC unit 10 is formed by an air flow duct 29, into which outside air or inside air is introduced from one end and which supplies air from the other end to a passenger compartment. An internal fan 27, a heat sink 9, an air mix damper 28, and the heater core 4 are provided inside the HVAC unit 10. In the air flow duct 29, upstream of the heat sink 9, intake ports are formed as outside air intake ports and inside air intake ports (in Fig. 1 (shown representatively as an intake port 25). An intake switching door 26 is provided at the intake port 25. The air switching door 26 appropriately switches whether inside air, i.e., air within the passenger compartment (inside air circulation), or outside air, i.e., air from outside the passenger compartment (outside air circulation), is supplied from the intake port 25 into the air flow duct 29. An internal fan 27 is provided downstream of the intake switching door 26, which supplies the supplied inside air or outside air into the air flow duct 29.

[0020] The internal fan 27 is provided on one end of the HVAC unit 10, and when driven, it draws in outside air or inside air and discharges it to the other end. The heat sink 9 is provided downstream of the internal fan 27. All the air discharged by the internal fan 27 passes through the heat sink 9. Downstream of the heat sink 9, the air flow channel 29 can be divided into two flow paths 29A, 29B. The flow path 29A and the flow path 29B merge on the downstream side, and the heater core 4 is arranged on the flow path 29A.

[0021] The air mix damper 28 is rotatable between a position in which the flow path 29A downstream of the heat sink 9 is open and the flow path 29B is closed, and a position in which the flow path 29A is closed and the flow path 29B is open. When the air mix damper 28 is in the position in which the flow path 29A is open and the flow path 29B is closed, all the air that has passed through the heat sink 9 passes through the flow path 29A. When the air mix damper 28 is in the position in which the flow path 29A is closed and the flow path 29B is open, all the air that has passed through the heat sink 9 bypasses the flow path 29A.When the air mix damper 28 is in a position in which both the flow path 29A and the flow path 29B are open, a portion of the air passing through the heat sink 9 passes through the flow path 29A, while the remaining air bypasses the flow path 29A, whereupon the air passing through the flow path 29A and the air bypassing the flow path 29A converge downstream of the HVAC unit 10. Second heat transfer circuit

[0022] The second heat transfer circuit 6 is a circuit in which a heat transfer medium circulates, which can undergo heat exchange with a heat supply device 65 and with the refrigerant of the refrigerant circuit R. It is formed, for example, by a circulation pump 63, the second heat exchanger 3, a radiator forming an external heat exchanger section 7 (outside the passenger compartment), the heat supply device 65, the heat sink 9 of the HVAC unit 10, pipes 60 (60A-60K), and three-way valves 62 (62A, 62B, 62C, 63D). The heat supply device 65 is a device forming a heat source that supplies heat to the air conditioning circuit E and, as an example, is an electric coolant heater (ECH) that heats the heat transfer medium.

[0023] The external heat exchanger section 7 has a shutter grille 71, and an external fan 15 is provided near it. When the shutter grille 71 is in the open state and outside air is forcibly blown to the external heat exchanger section 7 by the external fan 15, heat exchange occurs between the outside air and the refrigerant, so that outside air is blown to the external heat exchanger section 7 even when the vehicle is stopped.

[0024] The outlet of the circulation pump 63 is connected to the heat transfer medium flow path 3B of the second heat exchanger 3 via line 60A. The heat transfer medium flow path 3B is connected to one end of the external heat exchanger section 7 via line 60B, the three-way valve 62A, line 60C, the three-way valve 62B, line 60D, the three-way valve 62C, and line 60E. The other end of the external heat exchanger section 7 is connected to the inlet of the heat supply device 65 via line 60F, the three-way valve 62D, and line 60G. The outlet of the heat supply device 65 is connected to the inlet of the circulation pump 63 via line 60H.

[0025] The inlet of the three-way valve 62A is connected to the heat medium flow path 3B of the second heat exchanger 3 via line 60B, while one outlet is connected to line 60C, and the other outlet is connected to the inlet of the heat sink 9 of the HVAC unit 10 via line 60K. One inlet of the three-way valve 62B is connected to line 60C, the other inlet is connected to the outlet of the heat sink 9 of the HVAC unit 10 via line 60I, and the outlet is connected to line 60D. One inlet of the three-way valve 62C is connected to line 60D, one outlet is connected to line 60J, and the other outlet is connected to one end of the external heat exchanger section 7 via line 60E.The three-way valve 62D has one inlet connected to the other end of the external heat exchanger section 7 via line 60F, the other inlet connected to line 60J, and the outlet connected to the inlet of the heat supply device 65 via line 60G. Line 60J is a bypass channel that bypasses the external heat exchanger section 7. By switching the three-way valves 62C, 62D, the flow path of the heat transfer medium between the two three-way valves 62C, 62D can be switched between a flow path via line 60E, the external heat exchanger section 7 and line 60F, and a flow path via line 60J. Air conditioning operation

[0026] The following is a description of the types of air conditioning operations in the vehicle air conditioning device 100. The vehicle air conditioning device 100 can selectively perform, among others, an outside air heat absorption heating operation, an equipment heat recovery heating operation, a defrosting operation, a dehumidifying heating operation, and a cooling operation. Air conditioning mode / outside air heat absorption heating mode

[0027] Next, with reference to Fig. 1 describes the outdoor air heat absorption heating mode. Devices (configuration elements) that are used in the circuits from Fig. 1 to 4 are filled configuration elements whose function has been stopped. The movement of the heat transfer medium and refrigerant is indicated by arrows.

[0028] In the outdoor air heat absorption heating mode, the three-way valves 52A, 52B are switched so that the flow path of the line 50F is closed in the first heat medium circuit 5. As a result, in the first heat medium circuit 5, the heat medium circulates sequentially through the circulation pump 51, the line 50A, the first heat exchanger 2 (heat medium flow path 2B), the line 50B, the three-way valve 52B, the line 50C, the heater core 4, the line 50D, the three-way valve 52A, and the line 50E.

[0029] In the second heat transfer medium circuit 6, the three-way valve 62A is switched to close the flow path of the line 60K, the three-way valve 62B is switched to close the flow path of the line 60I, and the three-way valves 62C, 62D are switched to close the flow path of the line 60J. The shutter grille 71 of the external heat exchanger section 7 is opened, and the external fan 15 is operated. The operation (heat generation) of the heat supply device (ECH) 65 is stopped, but the heat transfer medium can circulate within its interior (line).

[0030] In the second heat transfer medium circuit 6, the heat transfer medium circulates in sequence through the circulation pump 63, the line 60A, the second heat exchanger 3 (heat transfer medium flow path 3B), the line 60B, the three-way valve 62A, the line 60C, the three-way valve 62B, the line 60D, the three-way valve 62C, the line 60E, the external heat transfer medium section 7, the line 60F, the three-way valve 62D, the line 60G, the ECH 65 and the line 60H.

[0031] When air flows into the external heat exchanger section 7 during travel or by opening the closure grille 71 and operating the external fan 15, the heat carrier flowing through the second heat carrier circuit 6 absorbs heat from the outside air at the external heat exchanger section 7 and flows into the heat carrier flow path 3B of the second heat exchanger 3.

[0032] In the second heat exchanger 3, the heat transfer medium undergoes heat exchange with refrigerant flowing through the refrigerant flow path 3A of the refrigerant circuit R. The heat transfer medium of the second heat transfer medium circuit 6 passing through the second heat exchanger 3 cools down due to the heat exchange, flows into the external heat exchanger section 7, and absorbs heat from the outside air.

[0033] The refrigerant flowing in the refrigerant circuit R absorbs heat from the heat carrier of the second heat carrier circuit 6 at the second heat exchanger 3 and flows into the compressor 1. The refrigerant, which has become a gas of high temperature and high pressure by the compressor 1, passes through the refrigerant flow path 2A of the first heat exchanger 2 and undergoes heat exchange with the heat carrier flowing in the heat carrier flow path 2B of the first heat exchanger 2, whereby heat is extracted from the heat carrier, it cools, condenses and liquefies.

[0034] The heat carrier circulating in the first heat carrier circuit 5 undergoes heat exchange with the refrigerant as it flows through the heat carrier flow path 2B of the first heat exchanger 2, absorbs heat, and flows into the heater core 4. The heater core 4 performs heat exchange between air flowing around heat dissipation fins and the heat carrier flowing in the tube. When the heat carrier heated by the heat absorption is supplied to the heater core 4, it heats the air in the vicinity of the heat dissipation fins (the heat carrier releases heat). Due to this heat exchange, the temperature of the heat carrier drops. The heat carrier that has released heat at the heater core 4 flows into the heat carrier flow path 2B of the first heat exchanger 2, undergoes heat exchange with the refrigerant, and absorbs heat.

[0035] In the HVAC unit 10, the flow path of the heat transfer medium flowing from the second heat transfer medium circuit 6 into the heat sink 9 (lines 60K, 60I) is closed, but a flow path of the air through the heat sink 9 remains. The air mixing damper 28 is in the position in which the flow path 29A is open and the flow path 29B is closed, so that all the air that has passed through the heat sink 9 passes through the flow path 29A.

[0036] Air introduced into the air flow channel 29 through the intake port 25 by the internal fan 27 therefore flows via the heat sink 9 into the heater core 4 provided on the flow path 29A. By exchanging heat with the high-temperature heat carrier flowing through the heater core 4, the air is heated and supplied to the passenger compartment.

[0037] Therefore, in the present embodiment, under conditions where heat absorption from the outside air is possible, the outside air heat absorption heating operation is carried out in which the passenger compartment is heated by the heat pump operation in which heat is absorbed from the outside air at the external heat exchanger section (radiator) 7 serving as a heat absorption source of the refrigerant cycle R. The “condition under which heat absorption from the outside air is possible” is that the frost formation on the external heat exchanger section (radiator) 7 (the amount of frost formed) has not yet reached a level at which heat can no longer be absorbed from the outside air at the external heat exchanger section 7.In the following, “the degree of frost formation (the amount of frost formed) at which no more heat can be absorbed from the outside air at the external heat exchanger section 7” is referred to in short as “degree (of frost formation) without the possibility of heat absorption from the outside air”. Air conditioning operation / unit heat recovery heating operation

[0038] Next, with reference to Fig. 2, the device heat recovery heating operation is described. The device heat recovery heating operation refers to an operation in which heating is carried out by absorbing heat from the heat carrier using the heat supply device 65 on the refrigerant circuit R. The heat supply device 65 is an ECH, but is not limited to this, and if (in addition to the ECH) a heat supply device such as a traction motor or a battery is present, its waste heat can serve as a heat absorption source and absorb heat for heating on the refrigerant circuit R. In the example for the air conditioning circuit E of Fig. 2 In the present embodiment, the device heat recovery heating mode is sometimes also referred to as “ECH heating mode”.

[0039] In the unit heat recovery heating mode, the configuration and operation of the first heat carrier circuit 5 and the refrigerant circuit R are the same as in the outdoor air heat absorption heating mode, so their description is omitted.

[0040] In the second heat transfer medium circuit 6, the flow path of pipe 60K and the flow path of pipe 60I are closed, just as in the outside air heat absorption heating mode. However, the three-way valves 62C, 62D are switched so that the flow path of pipe 60E, which is the inlet of the external heat exchanger section 7, and the flow path of pipe 60F, which is the outlet of the external heat exchanger section 7, are closed, and the flow path of pipe 60J is opened. Thus, the flow of the heat transfer medium passing through the external heat exchanger section 7 bypasses pipe 60J. The shutter grille 71 of the external heat exchanger section 7 is closed, and the external fan 15 is stopped, while the heat supply device (ECH) 65 is operating (generating heat).

[0041] In the second heat transfer medium circuit 6, the heat transfer medium therefore circulates in sequence through the circulation pump 63, the line 60A, the second heat exchanger 3 (heat transfer medium flow path 3B), the line 60B, the three-way valve 62A, the line 60C, the three-way valve 62B, the line 60D, the three-way valve 62C, the line 60J, the three-way valve 62D, the line 60G, the ECH 65 and the line 60H.

[0042] The ECH heating operation is a heating operation that is performed when frost formation on the external heat exchanger section 7 reaches the level where heat absorption from the outside air is no longer possible, and outside air heat absorption heating operation is no longer possible. The heat carrier flowing in the second heat carrier circuit 6 is heated by the ECH 65 and serves as a heat absorption source of the refrigerant circuit R. The heat carrier passing through the ECH 65 therefore undergoes heat exchange at the second heat exchanger 3 with the refrigerant of the refrigerant circuit R, which flows through the refrigerant flow path 3A. The heat carrier of the second heat carrier circuit 6 passing through the second heat exchanger 3 cools due to the heat exchange, passes through the pipe 60J bypassing the external heat exchanger section 7, and is heated at the ECH 65 (absorbs heat from the ECH 65).

[0043] The refrigerant flowing in the refrigerant circuit R absorbs heat from the heat carrier of the second heat carrier circuit 6 at the second heat exchanger 3 and flows into the compressor 1. The refrigerant, which has become a gas of high temperature and high pressure by the compressor 1, passes through the refrigerant flow path 2A of the first heat exchanger 2 and undergoes heat exchange with the heat carrier flowing in the heat carrier flow path 2B of the first heat exchanger 2, whereby it condenses and liquefies.

[0044] The heat transfer fluid circulating in the first heat transfer circuit 5 undergoes heat exchange with the refrigerant as it flows through the first heat exchanger 2 and flows into the heater core 4. When the heat transfer fluid heated by the heat absorption is supplied to the heater core 4, it heats the air surrounding the heat dissipation fins (the heat transfer fluid releases heat). This heat exchange lowers the temperature of the heat transfer fluid. The heat transfer fluid, which has released heat at the heater core 4, flows into the heat transfer flow path 2B of the first heat exchanger 2, undergoes heat exchange with the refrigerant, and absorbs heat.

[0045] The air introduced into the air flow channel 29 through the intake opening 25 by means of the internal fan 27 flows into the heater core 4, is heated at the HVAC unit 10 by heat exchange with the high-temperature heat carrier flowing through the heater core 4, and is supplied to the passenger compartment.

[0046] Thus, when frost formation has reached the level where heat absorption from the outside air is impossible, the heat carrier that has bypassed the external heat exchanger section (radiator) 7 is heated at the ECH 65. Heating is thus performed by the ECH 65 serving as the heat absorption source of the refrigerant cycle R. Although not shown, if a heat supply device (heat generation device) such as a traction motor or a battery is provided in the second heat carrier circuit 6, its waste heat can be utilized in addition to the ECH 65, thereby limiting the heat generation amount of the ECH 65 and thus preventing an increase in energy consumption (power consumption) due to the ECH heating operation. Air conditioning / defrosting mode (defrosting heating mode)

[0047] Next, with reference to Fig. 3, the defrosting operation for defrosting the external heat exchanger section 7 is described. Various methods exist for defrosting the external heat exchanger section 7, such as bypassing it and allowing high-temperature refrigerant of the refrigerant circuit R to flow through the external heat exchanger section 7. In the present embodiment, a configuration using the heat supply device (ECH) 65 of the second heat transfer circuit 6 as a heat source is adopted as an example.

[0048] During defrosting, the outside air heat absorption heating operation cannot be performed, so the heating operation is performed by the ECH 65. Therefore, the "defrosting operation" of the present embodiment can be referred to as the defrosting operation using the ECH 65 as the heat source and the defrosting heating operation simultaneously serving as the ECH heating operation.

[0049] In defrost heating mode, the configuration and operation of the first heat carrier circuit 5 and the refrigerant circuit R are the same as in the outside air heat absorption heating mode, so their description is omitted.

[0050] Apart from the fact that the three-way valves 62C, 62D are switched so that in the second heat transfer medium circuit 6 the flow path of the line 60J, which bypasses the external heat exchanger section 7, is closed and the heat transfer medium flows to the external heat exchanger section 7, the configuration is the same as in Fig. 2 shown device heat recovery heating mode (ECH heating mode).

[0051] In the second heat transfer medium circuit 6, the heat transfer medium circulates in sequence through the circulation pump 63, the line 60A, the second heat exchanger 3 (heat transfer medium flow path 3B), the line 60B, the three-way valve 62A, the line 60C, the three-way valve 62B, the line 60D, the three-way valve 62C, the line 60E, the external heat exchanger section 7, the line 60F, the three-way valve 62D, the line 60G, the ECH 65 and the line 60H.

[0052] Defrosting operation is a heating operation performed when frost formation on the external heat exchanger section 7 reaches the level where heat absorption from the outside air is no longer possible, and outside air heat absorption heating operation is no longer possible. The heat carrier flowing in the second heat carrier circuit 6 is heated by the ECH 65 and serves as a heat absorption source of the refrigerant circuit R. The heat carrier passing through the ECH 65 therefore undergoes heat exchange at the second heat exchanger 3 with refrigerant of the refrigerant circuit R flowing through the refrigerant flow path 3A. The heat carrier of the second heat carrier circuit 6 passing through the second heat exchanger 3 is cooled by the heat exchange but is at a higher temperature than the outside air. By allowing this heat carrier to flow into the external heat exchanger section 7, the frost formed on the external heat exchanger section 7 is removed.

[0053] The refrigerant flowing in the refrigerant circuit R absorbs heat from the heat carrier of the second heat carrier circuit 6 at the second heat exchanger 3 and flows into the compressor 1. The refrigerant, which has become a gas of high temperature and high pressure by the compressor 1, passes through the refrigerant flow path 2A of the first heat exchanger 2 and undergoes heat exchange with the heat carrier flowing in the heat carrier flow path 2B of the first heat exchanger 2, whereby it condenses and liquefies.

[0054] The heat transfer fluid circulating in the first heat transfer circuit 5 undergoes heat exchange with the refrigerant as it flows through the first heat exchanger 2 and flows into the heater core 4. When the heat transfer fluid heated by the heat absorption is supplied to the heater core 4, it heats the air surrounding the heat dissipation fins (the heat transfer fluid releases heat). This heat exchange lowers the temperature of the heat transfer fluid. The heat transfer fluid, which has released heat at the heater core 4, flows into the heat transfer flow path 2B of the first heat exchanger 2, undergoes heat exchange with the refrigerant, and absorbs heat.

[0055] The air introduced into the air flow channel 29 through the intake opening 25 by means of the internal fan 27 flows into the heater core 4, is heated at the HVAC unit 10 by heat exchange with the high-temperature heat carrier flowing through the heater core 4, and is supplied to the passenger compartment.

[0056] When frost formation reaches the level where it is not possible to absorb heat from the outside air, a balance can be created between defrosting and heating by using the ECH 65 as a heat source for defrosting and heating. The difference between the Fig. The difference between the unit heat recovery heating operation shown in Figure 2 and the defrosting operation is that the former is a non-defrosting operation in which only heating is performed, while the latter is a defrosting and heating operation. In this sense, the defrosting operation of the present embodiment can also be referred to as a defrosting-heating operation.

[0057] Although not shown, in the case where a heat supply device (heat generation device) such as a traction motor or a battery is present in the second heat carrier circuit 6, its waste heat can be used in addition to the ECH 65, whereby the amount of heat generated by the ECH 65 can be limited and thus an increase in energy consumption (power consumption) due to the ECH heating operation can be prevented. Air conditioning / parallel heating operation

[0058] Next, with reference to Fig. 4 describes a heating operation in which the outside air heat absorption heating operation and the device heat recovery heating operation are used in parallel.

[0059] In parallel heating mode, compared to Fig. 1, the outside air heat absorption heating operation reduces heating by absorbing heat from the outside air and supplements the insufficient temperature by heating with the ECH 65 as a heat source. The reason for performing such operation is described below, but in the parallel heating operation, the external heat exchanger section 7 and the heat supply unit (ECH) 65 serve as heat absorption sources of the refrigerant cycle R.

[0060] In parallel heating mode, the shutter grille 71 of the external heat exchanger section 7 is opened, the external fan 15 is operated, and outside air can flow in. The other configurations are the same as in the defrosting mode of Fig. 3, which is why its description is omitted.

[0061] When air flows into the external heat exchanger section 7 during travel or by opening the closing grille 71 and operating the external fan 15, the heat transfer medium flowing through the second heat transfer medium circuit 6 absorbs heat from the outside air at the external heat exchanger section 7 and flows into the second heat exchanger 3. The heat transfer medium undergoes heat exchange with the refrigerant of the refrigerant circuit R at the second heat exchanger 3 and cools down, flows into the external heat exchanger section 7 and absorbs heat from the outside air.

[0062] The refrigerant flowing in the refrigerant circuit R absorbs heat from the heat transfer medium of the second heat transfer circuit 6 at the second heat exchanger 3 and flows into the compressor 1. The refrigerant, which has become a gas of high temperature and high pressure by the compressor 1, passes through the first heat exchanger 2, undergoes heat exchange with the heat transfer medium circulating in the first heat transfer circuit 5, condenses and liquefies.

[0063] The heat transfer fluid circulating in the first heat transfer circuit 5 undergoes heat exchange with the refrigerant as it flows through the first heat exchanger 2 and flows into the heater core 4. The heat transfer fluid flowing through the heater core 4 heats the air flowing around the heat dissipation fins (the heat transfer fluid releases heat). The heat transfer fluid, which has released heat at the heater core 4, flows into the heat transfer flow path 2B of the first heat exchanger 2, undergoes heat exchange with the refrigerant, and absorbs heat.

[0064] The air introduced into the air flow channel 29 through the intake opening 25 by means of the internal fan 27 flows into the heater core 4, is heated at the HVAC unit 10 by heat exchange with the high-temperature heat carrier flowing through the heater core 4, and is supplied to the passenger compartment.

[0065] In this way, in parallel heating operation, the external heat exchanger section 7 and the ECH 65 are the heat absorption sources of the refrigerant circuit R.

[0066] Although not shown, in the case where a heat supply device (heat generation device) such as a traction motor or a battery is present in the second heat carrier circuit 6, its waste heat can be used in addition to the ECH 65, whereby the amount of heat generated by the ECH 65 can be limited and thus an increase in energy consumption (power consumption) due to the ECH heating operation can be prevented.

[0067] In the vehicle air conditioning device 100 of the present embodiment, by a Fig. 1 to 4, the circulation course of the refrigerant in the refrigerant circuit R is switched, a cooling operation and a dehumidification heating operation can also be carried out by the first heat exchanger 2 serving as a heat sink and the second heat exchanger 3 serving as a heat dissipator, but their illustration and detailed description are omitted. Control device

[0068] Next, with reference to Fig. 5 the control device 200 is described. Fig. 5(A) is a block diagram showing an example of the hardware configuration of the control device 200, and (B) is a block diagram showing an example of the functional configuration of the control device 200, and they are schematic block diagrams showing an example of the functional configuration elements that can perform the air conditioning control in the vehicle air conditioning device 100 of the present embodiment.

[0069] As in Fig. 5(A), the control device 200 is implemented as an ECU (electronic control unit) that performs at least control of the refrigerant cycle R. The control device (ECU) 200 includes a CPU (central processing unit) 202, a memory 204 such as ROM (read only memory) and RAM (random access memory), etc., a non-volatile storage unit 206 such as an HDD (hard disk drive) or an SSD (solid state drive), etc., and a communication control unit 208. The CPU 202, the memory 204, the storage unit 206, and the communication control unit 208 are communicatively connected to each other via an internal bus 210.

[0070] The communication control unit 208 is connected via communication lines to, for example, the ECU 300 for the vehicle, which controls the higher-level vehicle control including the drive control of the traction motor and the charge / discharge control of the battery, various sensors 400 including, for example, an outside temperature sensor, a humidity sensor, and a vehicle speed sensor, and the individual configuration elements 500 of the air conditioning circuit E (or their control drivers), and the like, so that control signals and other information (for example, outside temperature, humidity, vehicle speed, and the like) can be exchanged between the vehicle ECU 300, the various sensors 400, and the configuration elements of the air conditioning circuit E.

[0071] The communication control unit 208 can communicate with an external device (e.g., a server device) 600 and exchange various information with the external device 600 (e.g., external information about the surroundings on the route, destination information, and the like). Specifically, the communication control unit 208 is capable of, for example, V2X (vehicle-to-everything) communication and can exchange information between vehicles (vehicle-to-vehicle, V2V), between vehicles and pedestrians (vehicle-to-pedestrian, V2P), between vehicles and roads (vehicle-to-infrastructure, V2I), and between the cloud and vehicles (vehicle-to-network, V2N).

[0072] As an example, the configuration in which the communication control unit 208 of the air conditioning ECU (control device 200) communicates with an external device 600 is shown. However, this is not limited to this, and the configuration may also be such that a communication control unit (not shown) of the vehicle's ECU 300 communicates with the external device 600 and sends various acquired information (external information, target information, and the like) to the air conditioning ECU (control unit 200), and the air conditioning ECU (control unit 200) receives it.

[0073] A control program for executing climate control is stored in the storage unit 206. The ECU 200 includes configurations known as an climate control ECU, which are not described here.

[0074] In the ECU 200, the control program is read out from the storage unit 206 and stored in the memory 204, and the drive suppression control program stored in the memory 204 is executed by the CPU 202, and by cooperation with the configuration elements (hardware) of the vehicle air conditioning device 100, at least the various functions of the air conditioning control including the control of the refrigerant cycle R are implemented and the air conditioning control processing is executed.

[0075] Fig. 5(B) is a schematic view showing an example of the functional configuration of the control device 200. The control device 200 includes, for example, a simulation unit 220, an information acquisition unit 221, a frost formation amount prediction unit 222, a power calculation unit 223, a defrosting time determination unit 224, and a heat absorption amount restriction control unit 225, among others. These units may be implemented by physical means (hardware such as electronic components (circuits and elements) provided on a control board), by software (programs) in the control device 200, or by the cooperation of both. Simulation unit

[0076] The simulation unit 220 performs simulations for various air conditioning operation patterns related to a future air conditioning operation between a location (current location) and a destination. Specifically, the vehicle air conditioning device 100 can selectively execute the above-described outside air heat absorption heating operation, the equipment heat recovery heating operation, the defrosting operation (defrosting heating operation), and the parallel heating operation. When traveling from a location (current location) to a destination, an air conditioning operation pattern is set in which one or more of the above-mentioned operation modes are combined over time, and the state of frost formation on the external heat exchanger section 7 and the power consumption are simulated based on the air conditioning operation pattern.A plurality of such air conditioning operation patterns are prepared, and then the optimal air conditioning operation pattern is selected through simulation. The control device 200 can execute the actual air conditioning operation based on the selected air conditioning operation pattern from among several. The plurality of air conditioning operation patterns are described below. Information acquisition unit

[0077] The information acquisition unit 221 acquires external information about the environment on the travel route through the communication control unit 208 by communicating with the external device 600 and the like. The "external information" includes, for example, traffic information transmitted to a vehicle navigation system from a traffic information communication system (e.g., VICS (registered trademark)), environmental information (e.g., outside temperature and humidity) at the destination, outside temperature, humidity, topographic maps, and map information along the travel route to the destination. Also included in the external information is information about the vehicle speed of the host vehicle, which can be acquired through the communication control unit 208. The information acquisition unit 221 also acquires destination information.The “destination information” is information about the distance and time to the destination (predicted destination), for example, information acquired from the vehicle navigation system or other global positioning system (GPS), or information acquired from the external device 600 or the like as external information.

[0078] For example, the information acquisition unit 221 acquires the distance and time from the current location to the destination based on information about a destination input into the vehicle navigation system. For example, when the vehicle is traveling without any destination information being input into the vehicle navigation system, the information acquisition unit 221 predicts the destination from past travel data (similar route, day of the week, time of day, etc.), thus obtaining the distance and time to the estimated destination. Frost formation quantity forecast unit

[0079] The frost formation amount prediction unit 222 predicts the future frost formation state (frost formation amount) at the external heat exchanger section 7 (for example, until the destination) based on the destination information acquired by the information acquisition unit 221 or, if necessary, by referring to external information. When the frost formation state (frost formation amount) at the external heat exchanger section 7 reaches a predetermined value, the outside air heat absorption heating operation is no longer possible. Therefore, the frost formation amount prediction unit 222 judges whether the outside air heat absorption heating operation will become impossible or not (the outside air heat absorption heating operation can be continued until the destination) based on the predicted future frost formation state.The amount of frost formation (its degree) at which the outdoor air heat absorption heating operation becomes impossible is hereinafter referred to as “degree without the possibility of heat absorption from the outdoor air”.

[0080] Specifically, the frost formation amount prediction unit 222 predicts, based at least on the target location information (and, if necessary, the external information, hereinafter also), a change in the frost formation state at the external heat exchanger section 7 up to the target location, or more specifically, the change (increase) in the amount of frost adhering to the external heat exchanger section from location A to location B (hereinafter, "frost formation change amount"). The control device 200 judges whether the defrosting operation is necessary based on the thus predicted frost formation change amount.

[0081] Also, based on the predicted frost formation change amount, when the vehicle continues traveling to the destination in the outside air heat absorption heating operation, the frost formation amount prediction unit 222 calculates the operation time of the outside air heat absorption heating operation after which heat absorption from the outside air is no longer possible due to frost formation on the external heat exchanger section 7 (the outside air heat absorption heating operation becomes impossible, that is, the frost formation amount reaches the level without the possibility of heat absorption from the outside air).

[0082] The control device 200 judges, based on the calculated operating time of the outside air heat absorption heating operation and the travel time to the destination, whether the outside air heat absorption heating operation becomes impossible before reaching the destination. If the travel time to the destination is longer than the calculated operating time of the outside air heat absorption heating operation, it executes the defrosting operation such that the operating time of the outside air heat absorption heating operation is at least equal to or longer than the travel time (details will be described below).

[0083] When the travel time to the destination exceeds the operating time of the outside air heat absorption heating operation, the control device 200 executes heat absorption amount restriction control, which controls the air conditioning cycle to reduce the difference between the operating time of the outside air heat absorption heating operation and the travel time to the destination. The heat absorption amount restriction control will also be described later.

[0084] The frost formation amount prediction unit 222 repeatedly (intermittently) predicts the frost formation amount based on the frost formation change amount at a specific time from the start of the vehicle's travel (including calculating the time for which the outside air heat absorption heating operation is possible, hereinafter referred to as "frost formation amount prediction"). This specific time may be any time, for example, a time every specified time (e.g., 5 minutes) or a specified distance (e.g., 5 km), or when the vehicle is stopped.

[0085] The simulation unit 220 performs a simulation at least once for at least one air conditioning operation pattern from the plurality of air conditioning operation patterns at a specific time during the trip. The specific time during the trip is a time at which the amount of frost formation is detected (predicted) by the intermittent frost formation amount prediction of the frost formation amount prediction unit 222 before reaching the destination that the amount of frost formation reaches the level without the possibility of heat absorption from the outside air. Thus, the frost formation amount prediction unit 222 intermittently performs the frost formation amount prediction from the start of the vehicle's trip and executes at least one of the air conditioning operation patterns at the time at which the amount of frost formation is detected (predicted) before reaching the destination that the amount of frost formation reaches the level without the possibility of heat absorption from the outside air.

[0086] A known method can be used as a prediction method for the amount of frost formation. One example is a method in which a correlation between the difference between the actually measured value of the coolant (heat transfer medium) outlet water temperature at the external heat exchanger (radiator) 7 and the theoretical value of the coolant outlet water temperature without frost formation, the ambient air temperature, and the ambient air humidity is obtained from previous experimental results, with the amount of frost formation change. This prediction method is briefly described below.

[0087] In this case, the calculation of the coolant water outlet temperature Tth without frost formation according to Equation 1 uses count values ​​k5 to k8 obtained from experiments or the like to determine the theoretical value of the water outlet temperature of the external heat exchanger 7 when no frost formation occurs on the external heat exchanger 7 under the same conditions. Then, the calculation result of the coolant water outlet temperature Tth without frost formation and the actual measured value of the coolant water outlet temperature are compared, and the actual frost formation amount is estimated based on their difference. The larger the difference, the greater the frost formation amount.

[0088] Therefore, by obtaining the correlation of the temperature difference magnitude between the coolant water outlet temperature Tth without frost formation according to previous experiments and the like, the measured value of the coolant water outlet temperature and the outside temperature and humidity to the frost formation change magnitude, the future frost formation amount corresponding to the current frost formation amount, that is, the frost formation amount after a predetermined time has elapsed from the current time, can be estimated. Power calculation unit

[0089] The power calculation unit 223 predicts and calculates the power consumption associated with air conditioning operation from a specific location (simulation start time, current location) to a future location. The power calculation unit 223 is not limited to a single air conditioning operation mode, but can also predict and calculate the total power consumption when multiple air conditioning operation modes are mixed. Specifically, the power calculation unit 223 can calculate the predicted total power consumption for multiple air conditioning operation patterns in which one or more of the outside air heat absorption heating operation, the unit heat recovery heating operation, the defrosting operation (defrosting heating operation), and the parallel heating operation are combined.Specifically, it can calculate, among other things, the amount of electric power when only the outside air heat absorption heating operation is performed from the start time of the simulation to the destination, the amount of electric power when the unit recovery heating operation is performed without defrosting operation, or the amount of electric power when the defrosting operation and the unit heat recovery heating operation are performed, or the amount of electric power when the heat absorption heating operation is performed after defrosting.

[0090] The power calculation unit 223 calculates the predicted power consumption associated with air conditioning up to the destination based on the outdoor temperature at the current location, the frost formation change amount calculated by the frost formation amount prediction unit 222, and the destination information. In this case, the predicted power consumption is calculated as needed by referring to the acquired external information.

[0091] The power calculation unit 223 calculates the predicted power consumption for each simulation of the simulation unit 220. Therefore, if a simulation is carried out several times at several locations on the route to the destination, the predicted power consumption is calculated several times accordingly. Defrosting time determination unit

[0092] The defrosting time determination unit 224 determines the start time for the defrosting operation when it is performed. When defrosting is performed, it is easily influenced by the external environment, such as the outside temperature and humidity, the vehicle speed, and the like. Thus, it is more efficient to perform defrosting in a location with a relatively high outside temperature than in a location with a relatively low outside temperature. The defrosting time determination unit 224 determines suitable times for performing the defrosting operation at multiple locations along the route based on the external information acquired by the information acquisition unit 221.

[0093] The following describes the example that the external information is the outside temperature on the route according to a weather forecast and the like.

[0094] When the frost formation amount reaches the outside air heat-absorption threshold before reaching the target location, the defrosting time determination unit 224 determines, as the execution time of the defrosting operation, an earlier time (earlier execution time) and a later time than the reference (reaching time) (later execution time) as the candidate execution time of the defrosting operation, using, for example, the time at which the outside air heat-absorption threshold is reached (immediately) as a reference. When selecting the earlier execution time and the later execution time, in the case where there is a location with a relatively high outside temperature with respect to the location at which the outside air heat-absorption threshold α is reached, the time corresponding to that location is selected.

[0095] The power calculation unit 223 calculates the predicted power consumption for the case where the defrosting operation is performed at these candidate execution times. When the control device 200 (defrosting time determination unit 224) selects one of the candidate execution times and executes the defrosting operation, it determines that the defrosting operation is started at the execution time when the predicted power consumption is lowest.

[0096] The execution times of the defrosting operation are not limited to earlier or later execution with respect to reaching the level α without the possibility of heat absorption from the outside air as candidates. For example, a time corresponding to any number of locations along the route from the current time to the destination (locations where the predicted power consumption may be low) can be selected as the start time (candidate) for the defrosting operation, and the defrosting operation can be executed at the location where the predicted power consumption is lowest among these locations. The selection of multiple locations can be based on various information, such as outside temperature, humidity, traffic information, topography, city or suburb, etc.

[0097] From the result of the simulation that the simulation unit 220 performs based on the selected candidate execution time for the defrosting operation, the defrosting time determination unit 224 determines the defrosting time actually executed by the control device 200. Heat absorption quantity restriction control unit

[0098] The heat absorption amount restriction control unit 225 performs control to maximize the performance of the outside air heat absorption heating operation, that is, adjusts it so that the amount of frost formation near the target location exceeds a certain level and reaches or almost reaches the level without possibility of heat absorption from the outside air.

[0099] For example, the frost formation amount prediction unit 222 calculates the travel time to the destination and the time until heat absorption from the outside air at the external heat exchanger section 7 becomes impossible (operation time of the outside air heat absorption heating operation), and when it is judged that the travel time to the destination is longer than the operation time of the outside air heat absorption heating operation (the defrosting operation is necessary), the heat absorption amount restriction control unit 225 executes the heat absorption amount restriction control to control the air conditioning cycle so as to reduce the difference between the operation time of the outside air heat absorption heating operation and the travel time.

[0100] Generally, a power consumption that allows the destination to be reached using outside air heat absorption heating alone is advantageous. However, if the distance to the destination is long, the outside temperature is low, or similar conditions exist, defrosting may be necessary. In this case, if the amount of frost formation near the destination reaches or approaches the level without the possibility of heat absorption from the outside air, the power of outside air heat absorption heating can be better utilized, which is why this is desirable.

[0101] If it is predicted that the amount of frost formation will exceed the level without the possibility of absorbing heat from the outside air when reaching the destination, the heat absorption amount restriction control unit 225 may not execute the defrosting operation and restrict the operation time of the outside air heat absorption heating operation or the heating capacity (amount of heat absorbed from the outside air) so that the amount of frost formation upon reaching the destination reaches the level without the possibility of absorbing heat from the outside air, for example, up to 50% or more. By restricting the amount of heat absorbed from the outside air in the outside air heat absorption heating operation, the amount of frost formation at the external heat exchanger section 7 is effectively restricted.

[0102] By restricting the amount of heat absorbed from the outside air by the heat absorption amount restriction control unit 225, the temperature of the heater core 4 of the HVAC unit 10 decreases, therefore the heat absorption amount restriction control unit 225 reduces the blowing air amount of the internal fan 27 and restricts the blowing temperature to a minimum. By limiting the heating output of the

[0103] During the outside air heat absorption heating operation, the comfort in the vehicle is slightly impaired. Therefore, to compensate for the impaired heating performance of the outside air heat absorption heating operation, the heat absorption amount restriction control unit 225 may temporarily perform the ECH heating operation, thereby preventing the temperature in the passenger compartment from decreasing. Separate from the control of the

[0104] Furthermore, by using the heat absorption amount restriction control unit 225, the control device 200 can perform the air conditioning operation to maximize the heating capacity of the outside air heat absorption heating operation. Even if the defrosting operation is performed, for example, the defrosting operation (defrosting amount, defrosting operation duration) and the subsequent outside air heat absorption heating operation (operation time) can be controlled so that the amount of frost formation upon arrival at the destination reaches 50% or more of the level without the possibility of heat absorption from the outside air.

[0105] Thus, the control device 200 of the present embodiment includes the simulation unit 220 that performs prediction of the future frost formation amount and prediction of the amount of electric power (power consumption) related to air conditioning, thereby performing simulation of the frost formation amount and power consumption for the plurality of types of air conditioning operation patterns prepared in advance. As a result of a simulation for at least two

[0106] The control device 200 compares the calculated expected power consumption for the air conditioning operation pattern, selects the air conditioning operation pattern with the lowest expected power consumption, and performs the air conditioning operation until the destination. Thus, based on the destination information and the external information, appropriate air conditioning operation selection can be made, such as whether to select one of the unit heat recovery heating operation and the defrosting operation from the start of the simulation (current time) until the destination, or to perform the outside air heat absorption heating operation after the defrosting operation, or to start the defrosting operation immediately if defrosting operation is necessary (the amount of frost formation reaches the level without the possibility of heat absorption from the outside air) upon arrival at the destination. This energy-saving effect can prevent a reduction in driving range.

[0107] For the purpose of simplifying the description of the present embodiment, the functions of the control device 200 have been divided into Fig. 6(B), but this is only an example, and the configuration elements (means) of the control device 200 for implementing the respective functions are not limited to this example. Also, a configuration in which the means for implementing the individual functions are arranged as shown in Fig. 6(B) into blocks (units) and the functions are thus distributed, and instead, the control device 200 as a whole may be configured to implement an information acquisition function, a frost formation amount prediction function, a power calculation function, a defrosting time determination function, a heat absorption amount restriction control function, a simulation function, and the like. Air conditioning operating patterns

[0108] Next, with reference to Fig. 6 to 12 describe examples of the air conditioning operation patterns. In addition to the above-described controls (operations), the control device 200 can execute the following controls (operations) to implement the simulation of the air conditioning operation patterns.

[0109] In the curve diagrams from Fig. In Figures 6 to 10, the horizontal axis represents time, and the vertical axis represents the frost formation amount (measured, predicted) and power consumption (measured, predicted). The frost formation amount and power consumption are measured values ​​up to the current time T0, and predicted values ​​from the current time T0. The frost formation amount is shown with a bold line, and the power consumption is shown with a dashed line and filled. α on the vertical axis indicates the amount of frost formation without the possibility of heat absorption from the outside air.

[0110] First, Fig. 6(A) is a graph showing an example of the air conditioning operation state at a time during travel. At the current time T0, the frost formation amount is close to the level α without the possibility of heat absorption from the outside air, and at a time Tx before the scheduled time TE of arrival at the destination, the frost formation amount reaches the level α without the possibility of heat absorption from the outside air. That is, it is detected (predicted) by the intermittent prediction of the frost formation amount prediction unit 222 that, if the travel continues as it is, as shown by the dotted line, before arriving at the destination (at time Tx), the frost formation amount reaches the level α without the possibility of heat absorption from the outside air.The fact that “the amount of frost formation reaches the level α without the possibility of heat absorption from the outside air” means that, if the journey continues as before, defrosting will be necessary before arriving at the destination, whereby the detection that “the amount of frost formation reaches the level α without the possibility of heat absorption from the outside air” is also referred to below as the detection of a “defrosting requirement”.

[0111] The simulation unit 220 carries out the defrosting requirement recording of Fig. 6(A) shows a simulation of one or more of the following air conditioning operating patterns. Air conditioning operating pattern 1

[0112] Fig. 6(B) shows an air conditioning operation pattern 1. The air conditioning operation pattern 1 is a pattern in which, from the current time T0 until the time Tx of reaching the level α without the possibility of heat absorption from the outside air, the outside air heat absorption heating operation ( Fig. 1) is carried out and from the time Tx of reaching the level α without the possibility of heat absorption from the outside air, no defrosting operation is carried out, but until the destination of the Fig. The unit heat recovery heating (ECH heating) mode shown in Figure 2 is performed. When the value α is reached without the possibility of absorbing heat from the outside air, outside air heat absorption heating mode is no longer possible, so unit heat recovery heating mode is performed instead. This is a model that can be used to simulate the power consumption in this case.

[0113] In this case, the power calculation unit 223 calculates a predicted total power consumption PC1 from the current time T0 to the scheduled time TE of arrival at the destination by summing the predicted power consumption (a) in the outside air heat absorption heating mode from the current time T0 to the time Tx of reaching the level without possibility of heat absorption from the outside air and the predicted power consumption (b) in the ECH heating mode from the time Tx of reaching the level without possibility of heat absorption from the outside air to the scheduled time TE of arrival at the destination (PC1=(a)+(b)). Air conditioning operating pattern 2

[0114] Fig. 6(C) shows an air conditioning operation pattern 2. The air conditioning operation pattern 2 is identical in state at the current time T0 to Fig. 6(B). In Fig. 6(A) is a condition in which defrosting operation is required until the destination is reached, but outside air heat absorption heating operation is still possible at the current time T0. In air conditioning operation pattern 2, it is judged that immediate defrosting operation is not required at the current time T0, and outside air heat absorption heating operation is stopped. Instead, the system switches to unit heat recovery heating operation (ECH heating operation) without performing defrosting operation. Fig. 3). Then, near the destination, the outdoor air heat absorption heating mode ( Fig. 1) which still has a reserve (the amount of frost formation has not yet reached the level α without the possibility of heat absorption from the outside air).

[0115] For example, air conditioning operation pattern 2 is a pattern in which defrosting is required until the destination is reached. However, if it is judged that its immediate execution is not necessary, unit heat recovery heating is performed and only switches to outdoor air heat absorption heating when the destination is near. Like air conditioning operation pattern 1, this is a pattern that can be used to simulate the power consumption when unit heat recovery heating is performed instead of outdoor air heat absorption heating.

[0116] At this time, it is desirable that the degree of frost formation at the target location almost reaches the level α without the possibility of outside air heat absorption. Based on the frost formation change (with respect to time) predicted by the frost formation prediction unit 222, the control device 200 (for example, the simulation unit 220) calculates backward, assuming that the degree of frost formation at the target location almost reaches the level α without the possibility of outside air heat absorption, and determines a time T1 at which the outside air heat absorption heating operation is started near the target location.The term "the degree of frost formation amount at the destination almost reaches the degree α without the possibility of heat absorption from the outside air" means that the degree of frost formation amount at the destination reaches 50% or more of the degree α without the possibility of heat absorption from the outside air, and preferably means that the degree of frost formation amount at the destination reaches about 70% to 100% of the degree α without the possibility of heat absorption from the outside air, and more preferably means that the degree of frost formation amount at the destination reaches about 90% to 100% of the degree α without the possibility of heat absorption from the outside air.

[0117] Since this switches to heat absorption from the outside air near the target location, the power consumption can be reduced compared to continuing the ECH heating operation (for example, air conditioning operation pattern 1).

[0118] In this case, the power calculation unit 223 calculates a predicted total power consumption PC2 from the current time T0 to the scheduled time TE of arrival at the destination by summing the predicted power consumption (c) of the ECH heating operation from the current time T0 to time T1 and the predicted power consumption (d) of the outside air heat absorption heating operation from time T2 to the scheduled time TE of arrival at the destination (PC2=(c)+(d)). Air conditioning operating pattern 3

[0119] Fig. 7(A) shows an air conditioning operation pattern 3. The air conditioning operation pattern 3 is a pattern in which, from the current time T0 until the level α of no possibility of heat absorption from the outside air is reached (time Tx of reaching the level of no possibility of heat absorption from the outside air), the outside air heat absorption heating operation ( Fig. 1) is carried out, from the time Tx of reaching the level without the possibility of heat absorption from the outside air (immediately) of the Fig. 3 is carried out and from a time T1 at which the defrosting is completed (the frost formed has been substantially completely removed) to the destination, the outside air heat absorption heating operation ( Fig. 1) is executed.

[0120] As mentioned above, defrosting operation is an air conditioning operation in which defrosting operation using the ECH 65 as a heat source and ECH heating operation are used in parallel. When frost formation reaches level α without the possibility of heat absorption from the outside air, outside air heat absorption heating operation is no longer possible, so ECH heating operation is performed instead. By performing defrosting operation with the ECH 65 as a heat source, heating and defrosting operations can be combined. Air conditioning operation pattern 3 is a pattern that can be used to simulate the power consumption when, in the event of frost formation and outside air heat absorption heating operation not possible, defrosting is performed instead and then outside air heat absorption heating operation is resumed.

[0121] In this case, the power calculation unit 223 calculates a total predicted power consumption PC3 from the current time T0 to the scheduled time TE of arrival at the destination by summing the predicted power consumption (e) in the outside air heat absorption heating operation from the current time T0 to the time Tx of reaching the level of no possibility of heat absorption from the outside air, the predicted power consumption (f) of the defrosting operation from the time Tx of reaching the level of no possibility of heat absorption from the outside air until the completion of defrosting at time T1, and the predicted power consumption (g) of the outside air heat absorption heating operation from the time T2 to the scheduled time TE of arrival at the destination (PC3=(e)+(f)+(g). Air conditioning operating pattern 4

[0122] Fig. 7(B) shows an air conditioning operation pattern 4. The air conditioning operation pattern 4 is a pattern in which, from the current time T0 until the level α of no possibility of heat absorption from the outside air is reached (time Tx of reaching the level of no possibility of heat absorption from the outside air), the outside air heat absorption heating operation ( Fig. 1) is carried out, at the time Tx of reaching the level without the possibility of heat absorption from the outside air, the defrosting operation is not carried out immediately and the device heat recovery heating operation ( Fig. 2) until time T1. It is a pattern in which the defrosting operation ( Fig. 3) and from time T2, when defrosting is completed (the frost formed has been substantially completely removed), the outside air heat absorption heating operation is performed until the destination is reached. Air conditioning operation pattern 4 is similar to air conditioning operation pattern 3, except that it is a pattern that can simulate the power consumption when the start time of defrosting operation is changed.

[0123] The defrosting operation start time T1 is determined (selected) by the defrosting time determination unit 224 and is a time for later execution of the defrosting operation. Based on the external route information, the defrosting time determination unit 224 determines the time T1 as a time later than the time Tx at which the level of heat absorption from the outside air is reached (the time of later execution).

[0124] Based on this, in the simulation of the air conditioning operation pattern 4, the defrosting operation is not carried out immediately from the time Tx of reaching the level without the possibility of heat absorption from the outside air, but the defrosting operation is waited until the time T1 of the later execution.

[0125] Compared for example to Fig. 7(A), for example, there is the possibility that the predicted power consumption for defrosting operation can be reduced.

[0126] In this case, the power calculation unit 223 calculates a predicted total power consumption PC4 from the current time T0 to the scheduled time TE of arrival at the destination by summing the predicted power consumption (h) in the outside air heat absorption heating operation from the current time T0 to the time Tx when the level of no possibility of heat absorption from the outside air is reached, the predicted power consumption (i) of the unit heat recovery heating operation from the time Tx when the level of no possibility of heat absorption from the outside air is reached to the time T1 until which the defrosting operation is waited, the predicted power consumption (j) of the defrosting operation from the time T1 when the defrosting operation is started,until the completion of defrosting at time T2 and the predicted power consumption (k) of the outside air heat absorption heating operation from the time T2 of the completion of defrosting until the scheduled time TE of arrival at the destination (PC4=(h)+(i)+(j)+(k)., Air conditioning operating pattern 5

[0127] Fig. 7(C) shows an air conditioning operation pattern 5. The air conditioning operation pattern 5 performs the outside air heat absorption heating operation ( Fig. 1), but stops the outside air heat absorption heating operation before reaching the level α without the possibility of heat absorption from the outside air at a time T1 and switches to defrosting operation ( Fig. 3). It is a pattern in which the outside air heat absorption heating operation is performed from time T2, when defrosting is completed (the frost formed has been substantially completely removed), to the destination. Air conditioning operation pattern 5 is also similar to air conditioning operation pattern 3, but it is a pattern that can simulate the power consumption when the defrosting start time is changed from air conditioning operation patterns 3 and 4.

[0128] The defrosting operation start time T1 is determined (selected) by the defrosting time determination unit 224 and is a time of the previous execution of the defrosting operation. Based on the external information for the travel route, the defrosting time determination unit 224 determines the time T1 as the time at which defrosting can be performed with high efficiency (possibility exists), which is earlier than the time Tx at which the level of no possibility of heat absorption from the outside air is reached (previous execution time).

[0129] In this case, the power calculation unit 223 calculates a total predicted power consumption PC5 from the current time T0 to the scheduled time TE of arrival at the destination by summing the predicted power consumption (1) of the outside air heat absorption heating operation from the current time T0 to the time T1, the predicted power consumption (m) of the defrosting operation from the time T1 of starting the defrosting operation to the time T2 of completing the defrosting operation, and the predicted power consumption (n) of the outside air heat absorption heating operation from the time T2 of completing the defrosting operation to the scheduled time TE of arrival at the destination (PC5=(1)+(m)+(n)).

[0130] The air conditioning operation patterns 3 to 5 are patterns in which, in the case where it is judged that the defrosting operation is necessary until arriving at the destination, a transition to the outside air heat absorption heating operation occurs after the defrosting operation is performed. Air conditioning operating pattern 6

[0131] With reference to Fig. 8, an air conditioning operation pattern 6 is described. Fig. Figure 8(A) shows a state where, at the time of judging whether defrosting is required (the time of detecting "defrosting requirement" based on the frost formation amount prediction based on the frost formation change amount), the amount of frost formation is relatively small, meaning that frost formation has not progressed much. If defrosting is performed before arrival at the destination with such a small amount of frost formation, there is a risk that arrival at the destination occurs with a (large) remaining reserve of outside air heat absorption heating operation, and therefore the energy for defrosting operation is wasted.

[0132] Therefore, in the air conditioning operation pattern 6, the parameter of time is also applied to the detection of “defrosting demand.” Thus, the control device 200 (frost formation amount prediction unit 222) intermittently detects the frost formation amount and makes the decision indicated by the dotted line of Fig. 8(A). The control device 200 (frost formation amount prediction unit 222) also calculates a travel time R0 from the current location to the destination (time from the current time T0 to the scheduled time TE of arrival at the destination) and time Rh of the outside air heat absorption heating operation ( Fig. 1) (Time during which heating by heat absorption from outside is possible) from the current time T0 until the time when, due to frost formation, heat absorption from the outside air at the external heat exchanger section 7 becomes impossible (until the time Tx of reaching the level without the possibility of heat absorption from the outside air).

[0133] If the travel time R0 is longer than the time Rh during which heating can be carried out by absorbing heat from the outside, it is judged (recorded) that “(time with) defrosting requirement” exists.

[0134] If in this case, for example, as in Fig. 8(A), the distance to the destination is short (travel time R0>time Rh during which heating by heat absorption from outside is possible), defrosting is not carried out.

[0135] Conversely, if "(time with) defrosting demand" is detected, defrosting operation is performed during a period away from the destination (immediately after "(time with) defrosting demand"). Since this allows heating operation to be performed by absorbing heat from the outside after the defrosting operation until the destination, the possibility of wasting heating power due to heat absorption from the outside near the destination (at the end of the journey) is reduced.

[0136] Fig. Fig. 8(B) is a graph illustrating the air conditioning operation pattern 6, and shows a state in which “(time with) defrosting demand” was detected as a result of the frost formation amount prediction using this time parameter. In the case of the Fig. The frost formation amount (prediction amount) shown in Figure 8(B) with the dotted line is obtained by comparing the travel time R1 from the current location to the destination (time from the current time T0 to the scheduled time TE of arrival at the destination) and the time Rh during which heating by heat absorption from the outside is possible, R1>Rh, i.e. “(time with) defrosting requirement”.

[0137] In this case, during a phase away from the destination (preferably immediately after detecting "(time with) defrosting demand"), the defrosting operation is executed, followed by the outside air heat absorption heating operation, thus adjusting the time during which heating by outside heat absorption is executable (obtaining a new time Rh' during which heating by outside heat absorption is executable). Therefore, the execution time of the defrosting operation is a time (Rh'>R1) at which the new (post-defrosting) time Rh' during which heating by outside heat absorption is executable is equal to or greater than the travel time R1.

[0138] If the defrosting operation is first performed immediately after the detection of "(time with) defrosting demand", the heating operation by absorbing heat from the outside can be performed after the defrosting operation until the destination, and the possibility of the power of the heating operation being wasted by absorbing heat from the outside near the destination (at the end of the journey) is reduced.

[0139] By performing defrosting during a period of low frost formation, the power consumption associated with defrosting can be limited.

[0140] The frost formation amount (prediction value) of the present embodiment is a value based on the frost formation change amount calculated by the frost formation amount prediction unit 222 based on the destination information (and, as needed, the external information, hereinafter also). Therefore, by calculating the time Rh, Rh' during which heating by external heat absorption is executable based on the frost formation change amount, the accuracy of the time Rh, Rh' during which heating by external heat absorption is executable can be increased. Therefore, appropriate selection can be made regarding the necessity of the defrosting operation, and unnecessary power consumption due to the defrosting operation can be minimized (this also applies to the air conditioning operation patterns 7, 8).

[0141] Specifically, the air conditioning operation pattern 6 is a pattern in which the defrosting operation is immediately started at the current time T0 when the frost formation is still relatively small, and the outside air heat absorption heating operation is carried out from the time T1 when the defrosting is completed (the formed frost has been substantially completely removed) to the destination.

[0142] In this case, the power calculation unit 223 calculates a predicted total power consumption PC6 from the current time T0 to the scheduled time TE of arrival at the destination by summing the predicted power consumption (o) of the defrosting operation from the current time T0 to time T1 and the predicted power consumption (p) of the outside air heat absorption heating operation from time T1 to the scheduled time TE of arrival at the destination (PC6=(o)+(p)). Air conditioning operating pattern 7

[0143] Fig. 9(A) shows an air conditioning operation pattern 7. The air conditioning operation pattern 7 is also a pattern in which the defrosting operation is performed after the detection of “(time with) defrosting demand”, but is a pattern in which in the defrosting operation ( Fig. 3) of the air conditioning operation pattern 6, not all of the frost is removed, but only a portion of the frost formed. Also, the defrosting amount is controlled so that the amount of frost formed at the time TE of arrival at the destination reaches 50% or more of the level α without the possibility of heat absorption from the outside air (almost reaches the level α without the possibility of heat absorption from the outside air or reaches the level α without the possibility of heat absorption from the outside air), and the time of the defrosting operation (i.e., the start time of the outside air heat absorption heating operation after defrosting) is controlled. Even if not all of the frost formed on the radiator 7 (essentially completely) is removed, the outside air heat absorption heating operation ( Fig. 1) is possible. Since operation is possible in which the amount of frost formed at the time TE of arrival at the destination reaches 50% or more of the value α without the possibility of heat absorption from the outside air (almost reaches or reaches the value α without the possibility of heat absorption from the outside air), the journey can usually be completed while carrying out heating operation by absorbing heat from the outside.

[0144] In air conditioning operation pattern 7, the defrosting amount and the defrosting operation time are controlled so that the degree of frost formation at the destination reaches 50% or more of the degree α without the possibility of outside air heat absorption, and preferably so that the degree of frost formation at the destination reaches about 70% to 100% of the degree α without the possibility of outside air heat absorption, and more preferably so that the degree of frost formation at the destination reaches about 90% to 100% of the degree α without the possibility of outside air heat absorption. Since the time during which operation in the system-efficient outside air heat absorption heating mode is possible can be largely utilized until the end of the trip, an increase in energy consumption can be suppressed (this also applies to air conditioning operation pattern 8).

[0145] In this case, the power calculation unit 223 calculates a predicted total power consumption PC7 from the current time T0 to the scheduled time TE of arrival at the destination by summing the predicted power consumption (q) of the defrosting operation from the current time T0 to time T1 and the predicted power consumption (r) of the outside air heat absorption heating operation from time T1 to the scheduled time TE of arrival at the destination (PC7=(q)+(r)). Air conditioning operating pattern 8

[0146] Fig. 9(B) shows an air conditioning operation pattern 8. The air conditioning operation pattern 8 is a pattern in which in the air conditioning operation pattern 5 of Fig. 7(C) the defrosting time (and the defrosting amount) is controlled so that the frost formation amount at the time TE of arrival at the destination reaches 50% or more of the level α without possibility of heat absorption from the outside air (almost reaches or reaches the level α without possibility of heat absorption from the outside air) and the start time of the outside air heat absorption heating operation ( Fig. 1) is controlled after defrosting. This pattern can also be referred to as a pattern with early defrosting (air conditioning operation pattern 5), but differs in that the control is performed so that the amount of frost buildup at the time TE of arrival at the destination reaches 50% or more of the level without the possibility of heat absorption from the outside air.

[0147] In air conditioning operating pattern 8 from Fig. 9(B) shows the example that all the frost formed on the radiator 7 is removed (substantially completely), but as long as it is a pattern in which the outside air heat absorption heating operation is carried out such that the amount of frost formed at the time TE of arrival at the destination reaches 50% or more of the level without possibility of heat absorption from the outside air, the defrosting amount can also be as shown in Fig. 9(A), a partial defrosting may be shown.

[0148] In this case, the power calculation unit 223 calculates a total predicted power consumption PC8 from the current time T0 to the scheduled time TE of arrival at the destination by summing the predicted power consumption (s) of the outside air heat absorption heating operation from the current time T0 to time T1, the predicted power consumption (t) of the defrosting operation from time T1 when the defrosting operation is performed to time T2 when defrosting is completed, and the predicted power consumption (u) of the outside air heat absorption heating operation from time T2 to the scheduled time TE of arrival at the destination (PC8=(s)+(t)+(u)). Air conditioning operating pattern 9

[0149] Fig. 10(A) shows an air conditioning operation pattern 9. The necessity of the defrosting operation is also judged in the air conditioning operation pattern 9 as well as in the air conditioning operation pattern 6 by taking into account the time parameter, wherein in the case of Fig. 10(A) at the current time T0, "(time with) defrosting demand" is detected (predicted). The air conditioning operation pattern 9 is a pattern in which, even if "(time with) defrosting demand" is detected, the destination is reached only with the outside air heat absorption heating operation, without performing the defrosting operation.

[0150] The following is a description of the detection of "defrosting demand" in air conditioning operation patterns 9 and 10. In air conditioning operation patterns 9 and 10, the time parameter is also applied to the detection of "defrosting demand." Therefore, the control device 200 (frost formation amount prediction unit 222) intermittently detects the frost formation amount and makes the calculation indicated by the dotted line of Fig. 10(A). The control device 200 (frost formation amount prediction unit 222) again calculates the travel time R3 from the current location to the destination (time from the current time T0 to the scheduled time TE of arrival at the destination) and the time Rh during which heating by external heat absorption is possible. If the travel time R3 is longer than the time Rh during which heating by external heat absorption is possible, "(time with) Defrosting requirement” was assessed (recorded).

[0151] In the case of Fig. 10(A) with the dotted line, R3>Rh, and thus "(time with) defrosting demand." When "(time with) defrosting demand" is detected in the air conditioning operation pattern 9, heat absorption amount restriction control is performed, and the outside air heat absorption heating operation control (operation state) is changed to adjust the time during which heating by external heat absorption is executable (obtaining a new time Rh' during which heating by external heat absorption is executable). More specifically, in the heat absorption amount restriction control, the heat absorption amount restriction control is performed so that the difference between the travel time R3 to the destination and the time Rh' during which heating by external heat absorption is executable is reduced (preferably, the travel time R3 and the time Rh' during which heating by external heat absorption is executable are approximately equal).The frost formation amount (prediction value) from the current time T0 is each a value based on the frost formation change amount calculated by the frost formation amount prediction unit 222 based on the target location information, and by calculating the time Rh, Rh' during which heating by external heat absorption is executable based on the frost formation change amount, the accuracy of the time Rh, Rh' during which heating by external heat absorption is executable can be increased (the same applies to the air conditioning operation pattern 10).

[0152] In air conditioning operation pattern 9, outside air heat absorption heating operation is no longer possible or hardly possible upon arrival at the destination (since the amount of heat absorption and the amount of frost formation are controlled in this way), so the journey can generally be ended in system-efficient outside air heat absorption heating operation. In this way, an increase in energy consumption for the vehicle air conditioning device 100 can be prevented.

[0153] Since "(time with) defrosting demand" is detected in the air conditioning operation pattern 9, the heat absorption amount restriction control is performed such that the difference between the travel time R3 and the time Rh' during which heating by external heat absorption is possible is reduced. The small difference between the travel time R3 and the time Rh' during which heating by external heat absorption is possible means that the amount of frost formation at the time TE of arrival at the destination is close to the level α without the possibility of heat absorption from the outside air. When the travel time R3 and the time Rh' during which heating by external heat absorption is possible are equal, the amount of frost formation at the time TE of arrival at the destination is substantially the same as the level α without the possibility of heat absorption from the outside air ( Fig. 10(A)). In the air conditioning operation pattern 9, the heat absorption amount restriction control is performed to reduce the difference between the travel time R3 and the time Rh' during which heating by external heat absorption is feasible, which means that, from the current time T0, the heating capacity of the outside air heat absorption heating operation is restricted and the outside air heat absorption heating operation is performed so that, at the time TE of arrival at the destination, the frost formation amount reaches 50% or more of the degree α without possibility of heat absorption from the outside air.

[0154] In air conditioning operation pattern 9, heat absorption amount restriction control is performed so that, at the time TE of arrival at the destination, the frost formation amount reaches 50% or more of the level α without the possibility of heat absorption from the outside air, preferably the level of frost formation amount reaches approximately 70% to 100% of the level α without the possibility of heat absorption from the outside air, or more preferably the level of frost formation amount reaches approximately 90% to 100% of the level α without the possibility of heat absorption from the outside air. Since the time during which operation in the system-efficient outside air heat absorption heating mode is possible can be largely utilized until the end of the trip, an increase in energy consumption can be prevented (this also applies to air conditioning operation pattern 10).

[0155] The heat absorption amount restriction control is a control for restricting the heating capacity in the heating mode by absorbing heat from the outside. Specifically, it restricts the operating time or the heating capacity of the outside air heat absorption heating mode (the amount of heat absorbed from the outside air) by lowering the temperature of the heater core 4 of the HVAC unit 10 or by weakening or stopping the blowing air of the external fan 15 to reduce the inflow of outside air. To reduce the heat absorption amount, the heat absorption amount restriction control unit 225 reduces the blowing air amount of the internal fan 27 and restricts the discharge temperature to a minimum.

[0156] In this case, the power calculation unit 223 calculates, as the predicted total power consumption PC9 from the current time T0 to the scheduled time TE of arrival at the destination, the predicted power consumption (v) of the restricted outside air heat absorption heating operation from the current time T0 to the scheduled time TE of arrival at the destination. Air conditioning operating pattern 10

[0157] Fig. 10(B) shows an air conditioning operation pattern 10. In this air conditioning operation pattern 9, the comfort in the vehicle is slightly impaired due to the restriction of the heating capacity of the outside air heat absorption heating operation. Therefore, in the air conditioning operation pattern 10, to compensate for the impaired heating capacity of the outside air heat absorption heating operation, the equipment heat recovery heating (ECH heating operation) is temporarily performed to prevent a decrease in the temperature in the passenger compartment. In this case, the parallel heating operation of Fig. 4. While limiting the amount of heat absorbed from the outside air, the outside air heat absorption heating operation is controlled so that the amount of frost formed at the time TE of arrival at the destination reaches 50% or more of the level α without the possibility of heat absorption from the outside air (almost reaches or reaches the level α without the possibility of heat absorption from the outside air).

[0158] In this case, the power calculation unit 223 calculates a predicted total power consumption PC10 from the current time T0 to the scheduled time TE of arrival at the destination by summing the predicted power consumption (w) of the restricted outside air heat absorption heating operation from the current time T0 to the scheduled time TE of arrival at the destination and the predicted power consumption (x) of the unit heat recovery heating operation (PC10=(w)+(x)).

[0159] Through these simulations, multiple air conditioning operation patterns can be determined for the case where outdoor air heat absorption heating operation is no longer possible due to frost formation. By comparing these, air conditioning operation can be carried out according to the target location or real-time environment with the optimal air conditioning operation pattern. Specifically, the determination and comparison of these air conditioning operation patterns can be carried out for the following case study. (1) Selection between unit heat recovery heating operation and defrosting operation (and subsequent outdoor air heat absorption heating operation) when outdoor air heat absorption heating operation is no longer possible

[0160] In this case, the predicted power consumption of air conditioning operation patterns 1 to 5 is compared. Therefore, if it is judged that the outdoor air heat absorption heating operation becomes impossible (“defrosting demand” is detected) until the arrival at the destination, a first predicted total power consumption in which defrosting operation is not performed until the destination and the unit regeneration heating operation is performed (one of air conditioning operation patterns 1 and 2) and a second predicted total power consumption in which defrosting operation is performed from the time the outdoor air heat absorption heating operation becomes impossible until the destination and the outdoor air heat absorption heating operation is performed after defrosting (one of air conditioning operation patterns 3 to 5) are calculated. If the first predicted total power consumption is greater than the second predicted total power consumption, the defrosting operation is performed.

[0161] The control device 200 therefore selects the air conditioning operation pattern with the lowest predicted power consumption from the air conditioning operation patterns 1 to 5. The actual control is carried out using the air conditioning operation pattern selected by the control device 200.

[0162] In this way, the controller 200 can select between the unit heat recovery heating operation and the defrosting operation based on real-time destination information.

[0163] In this way, the electrical power used for defrosting and the energy saving achieved through defrosting are compared, allowing the decision to perform defrosting and the avoidance of unnecessary defrosting. When deciding whether to perform defrosting, energy savings can be optimized and thus a reduction in driving range can be limited. (2) Determination of the start time of the defrosting operation when performing the defrosting operation

[0164] In this case, the predicted power consumption of the air conditioning operation patterns 3 to 5 is compared. Then, the control device 200 (defrosting time determination unit 224) determines the actual execution time of the defrosting operation based on the predicted total power consumption.

[0165] The predicted power consumption of air conditioning operation patterns 3 to 5 is compared, and execution is performed by selecting the optimal air conditioning operation pattern, thereby determining the optimal start time of the defrosting operation and allowing the defrosting operation to be executed. Specifically, the control device 200 selects the one with the lowest predicted total power consumption among the execution of the defrosting operation when the frost formation amount reaches the level α without the possibility of heat absorption from the outside air (air conditioning operation pattern 3), the later execution of the defrosting operation (air conditioning operation pattern 4), and the earlier execution of the defrosting operation (air conditioning operation pattern 5), and determines the actual execution time of the defrosting operation based on this.

[0166] Alternatively, in the simulation of the air conditioning operation patterns 3 to 5, the defrosting time determination unit 224 selects candidate defrosting times at any multiple locations on the travel route based on external information, so that the defrosting operation can be started at the time when defrosting is feasible (possible) with high efficiency, without being limited to the later / earlier execution, based on the time point at which the degree α without possibility of heat absorption from the outside air is reached.

[0167] Because defrosting operation can be judged based on this external real-time information, the defrosting operation can be optimized. This allows for optimized energy savings and thus limiting a reduction in driving range. (3) Necessity of defrosting operation and control of defrosting operation

[0168] In this case, for example, a simulation of at least one of the air conditioning operation patterns 6 to 8 is performed. If the defrosting operation is first performed immediately after the detection of "(time with) defrosting demand," the heating operation can be performed by external heat absorption after the defrosting operation until the destination, and the possibility of wasting the heating operation power due to external heat absorption near the destination (at the end of the journey) is reduced. By performing the defrosting operation during a period with little frost formation, the power consumption associated with the defrosting operation can be restricted.

[0169] In this case, the control device 200 does not necessarily need to perform the simulation of all air conditioning operation patterns 6 to 8, but selects and executes one. For example, a configuration is possible in which it performs and executes the simulation for air conditioning operation pattern 7 only.

[0170] For example, for at least two of the air conditioning operation patterns 6 to 8, the amount of frost formation of the patterns up to the target location can be compared, and the one that is closer to the level α without the possibility of heat absorption from the outside air can be selected and executed. In this way, the possibility of wasting the heating operation power due to heat absorption from the outside can be reduced.

[0171] In this way, it is also not mandatory to compare the predicted power consumption for air conditioning operation patterns 6 to 8, so no calculation of the predicted power consumption needs to be performed in this case. Of course, the predicted power consumption can also be compared for at least two of the air conditioning operation patterns 6 to 8, and the pattern with the lowest power consumption can be implemented in practice. (4) Efficient control of outdoor air heat absorption heating operation

[0172] In this case, for example, a simulation of at least one of the air conditioning operation patterns 9 and 10 is carried out.

[0173] Both patterns control the heat absorption amount so that upon arrival at the destination, the frost formation level is such that heat absorption from the outside air is no longer possible at the external heat exchanger section 7. This allows for system-efficient outside air heat absorption heating operation from start to finish from the current location to the destination, and the journey can be completed in outside air heat absorption heating mode. This allows energy consumption to be limited.

[0174] In this case, the control device 200 does not necessarily need to perform the simulation of both air conditioning operation patterns 9 and 10, but selects and executes one of them. For example, a configuration is possible in which it performs and executes the simulation for air conditioning operation pattern 9 alone.

[0175] Also, for air conditioning operating patterns 9 and 10, it is not mandatory to compare their predicted power consumption, so no calculation of the predicted power consumption needs to be performed in this case.

[0176] Under the same conditions, between air conditioning operation pattern 9, in which heating comfort in the vehicle is slightly impaired, and air conditioning operation pattern 10 with improved heating comfort, if limited only to power consumption, the latter is likely to be higher, so the two may be compared based on another condition and selected and executed by the control device 200. Specifically, for air conditioning operation patterns 9 and 10, the amount of frost formation of the patterns up to the destination may be compared, and the one closer to the level α without the possibility of heat absorption from the outside air may be selected and executed. In this way, the possibility of the heating operation power being wasted due to heat absorption from the outside can be reduced.Of course, the predicted power consumption can also be compared for the air conditioning operation patterns 9 and 10 and the pattern with the lower power consumption can be implemented in practice.

[0177] There is no limitation to the above case example, and beyond the above case example, at least two of the air conditioning operation patterns 1 to 10 may be selected and simulated, or for all the air conditioning operation patterns 1 to 10, the expected power consumption may be compared and the pattern with the lowest power consumption may be selected and executed.

[0178] For example, the control device 200 may perform simulation for at least some of the air conditioning operation patterns 1 to 10, and when the optimal air conditioning operation pattern is determined, automatically execute the determined air conditioning operation pattern. However, this is not limited to this, and after determining the optimal air conditioning operation pattern, the determined air conditioning operation pattern may also be executed based on a specific reason (command).

[0179] For example, the optimal air conditioning operation pattern may be notified to the driver (displayed on the navigation system display or sounded), etc., and then the air conditioning operation pattern may be executed in response to the driver's designated operation. All simulated air conditioning operation patterns may also be notified, allowing the driver to select one. If a pattern other than the optimal air conditioning operation pattern is selected, it may be executed with priority given to the driver's designated operation, or the optimal air conditioning operation pattern may be executed with priority.

[0180] Instead of simulating the air conditioning operation patterns 1 to 10 under predetermined conditions, the latest (real-time) target location information or external information is always obtained for the simulation, so that the energy saving effect can be increased with high accuracy.

[0181] As a result, by selectively executing the optimal operation control until arriving at the destination, a vehicle air conditioning device can be provided that enables increasing the energy saving effect.

[0182] Also, by determining the execution time of the optimal defrosting operation until arriving at the destination, a vehicle air conditioning device can be provided that enables an increase in the energy saving effect.

[0183] In addition, a vehicle air conditioning device can be provided which can suppress the waste of electric power by avoiding the execution of unnecessary defrosting operation and making the most of the performance of outside air heat absorption heating. Method for controlling air conditioning operation

[0184] With reference to Fig. 11 and Fig. 12 describes a method for controlling air conditioning operation. Fig. 11 and Fig. 12 are flowcharts showing an example of the method for controlling the air conditioning operation.

[0185] First of all, Fig. 11 is a flowchart showing the processing in the case where the predicted power consumption is simulated for the air conditioning operation patterns 1 to 10 (or selected ones thereof), and the pattern whose predicted power consumption is the lowest is selected and executed.

[0186] First, in step S01, the frost formation amount prediction unit 222 intermittently predicts the amount of frost formation up to the destination. In step S03, it is judged whether "defrosting demand" has been detected, that is, whether the amount of frost formation before arriving at the destination (prediction value) reaches the level α without the possibility of heat absorption from the outside air. For air conditioning operation patterns 6 to 10, the prediction is performed by taking the time parameter into account. If "defrosting demand" has been detected, the process proceeds to step S05, and if it has not been reached, the process returns to step S01.

[0187] In step S05, it is judged whether the time to the destination can be obtained, and if it can be obtained, it proceeds to step S11, while if it cannot be obtained, it proceeds to step S07. In step S11, the time to the destination is obtained, and it proceeds to step S13. In step S07, it is judged whether there is past travel history data (similar route, day of the week, time of day, and the like) from which the destination can be estimated, and if there is travel history data, it proceeds to step S09, while if there is no travel history data, the processing ends. In step S09, the destination and the time to the destination are estimated, and then it proceeds to step S13.

[0188] In step S13, a simulation is performed for air conditioning operating patterns 1 to 10, and the respective predicted total power consumption is calculated. In step S15, the air conditioning operating pattern with the lowest predicted total power consumption is selected and executed.

[0189] Fig. Figure 12 shows the processing sequence when the defrosting requirement is detected, particularly taking into account the time parameter for the air conditioning operation patterns 6 to 10.

[0190] In step S11, it is first judged whether the travel time to the destination can be obtained, and if it can be obtained, it proceeds to step S13, while if it cannot be obtained, it proceeds to step S17. In step S13, the travel time to the destination is obtained, and it proceeds to step S15. In step S17, it is judged whether there is past travel history data (similar route, day of the week, time of day, and the like) from which the destination can be estimated, and if there is travel history data, it proceeds to step S19, while if there is no travel history data, the processing ends. In step S19, the destination and the travel time to the destination are estimated, and then it proceeds to step S15.

[0191] In step 15, the time during which heating by external heat absorption can be performed is calculated. The time during which heating by external heat absorption can be performed is a value based on the frost formation change amount that the frost formation amount prediction unit 222 calculates based on the target location information. By calculating the time during which heating by external heat absorption can be performed based on the frost formation change amount, the accuracy can be increased.

[0192] In step S21, it is judged whether the travel time to the destination is longer than the time during which heating by heat absorption from the outside can be carried out, and if it is longer, it is judged that the defrosting operation is required and proceeds to step S23, and if not, the processing ends.

[0193] In step S23, each of the defrosting operation of the air conditioning operation patterns 6 to 10 (the desired pattern) is executed, and then the outside air heat absorption heating operation is executed such that the travel time is equal to or greater than the time during which the heating by outside heat absorption is executable, after which the processing ends.

[0194] In this way, the calculation (comparison) of the predicted power consumption does not need to be performed for the plurality of air conditioning operation patterns 6 to 10. This processing can be performed by the control device 200 executing the simulation or can be performed as processing during the actual driving. Second embodiment

[0195] With reference to the Fig. 13 to 16, a second embodiment of the present invention will be described. Fig. 13 to 16 are schematic views showing an example of the essential configuration elements in a vehicle air conditioning apparatus 100 according to a second embodiment of the present invention including a refrigerant cycle R.

[0196] The vehicle air conditioning device 100 of the second embodiment is of a type in which the air is heated at the condenser of the refrigerant circuit R. The air conditioning circuit E includes the refrigerant circuit R, the internal heat exchanger section 4, and the external heat exchanger section 7. In this example, the air conditioning circuit E is configured such that the internal heat exchanger section 4 and the external heat exchanger section 7 are arranged in the refrigerant circuit R including the compressor 1.

[0197] Referring to Fig. 13, the vehicle air conditioning device 100 comprises the refrigerant circuit R, in which the electrically driven compressor for compressing refrigerant (electrically driven compressor) 1, the internal heat exchanger section (heat sink) 4, which is provided in the air flow channel 29 of the HVAC unit 10 for ventilating the passenger compartment and circulating air therein, and into which high-temperature and high-pressure refrigerant discharged from the compressor 1 flows via a refrigerant line 13G, and at which the refrigerant releases heat to heat the air supplied to the passenger compartment, and an external expansion valve 14, which is formed by an electrically driven valve that causes pressure reduction and expansion of the refrigerant during heating, the external heat exchanger section 7, which performs heat exchange between the refrigerant and the outside air and thus serves as a heat sink during cooling,that the refrigerant releases heat, and acts as an evaporator during heating and causes the refrigerant to absorb heat; an internal expansion valve 8, formed by an electrically driven valve, which causes the refrigerant to reduce pressure and expand; the heat sink 9, provided in the air flow channel 29, which, during cooling and dehumidification, causes the refrigerant to absorb heat from inside and outside the passenger compartment to cool the air supplied to the passenger compartment; the accumulator 12, and the like, are sequentially connected by refrigerant lines 13. The external expansion valve 14 and the internal expansion valve 8 can not only reduce pressure and expand the refrigerant, but can also be fully opened and fully closed.

[0198] The external fan 15 is provided at the external heat exchanger section 7. By forcibly ventilating the external heat exchanger section 7 with outside air, the external fan 15 causes heat exchange between the outside air and the refrigerant, thereby achieving a configuration in which the external heat exchanger section 7 is forcibly ventilated when the vehicle is stopped (i.e., a driving speed of 0 km / h).

[0199] A refrigerant line 13A connected to the refrigerant outlet side of the external heat exchanger section 7 is connected to a refrigerant line 13B via a check valve 18. The refrigerant line 13B side of the check valve 18 is considered its regular sequence direction, and the refrigerant line 13B is connected to the internal expansion valve 8.

[0200] The refrigerant line 13A exiting the external heat exchanger section 7 branches, and a branched refrigerant line 13D communicates with a refrigerant line 13C located on the outlet side of the heat sink 9 via an electromagnetic valve 21 that opens during heating. At a location downstream of the connection point of the refrigerant line 13D, a check valve 20 is connected to the refrigerant line 13C, and at a location downstream of the check valve 20, the refrigerant line 13C is connected to the accumulator 12, and the accumulator 12 is connected to the refrigerant suction side of the compressor 1. The accumulator 12 side is considered the regular sequence direction of the check valve 20.

[0201] A refrigerant line 13E on the outlet side of the heat sink 4 branches into a refrigerant line 13J and a refrigerant line 13F before the external expansion valve 14 (upstream of the refrigerant flow). One branched refrigerant line 13J is connected to the refrigerant inlet side of the external heat exchanger section 7 via the external expansion valve 14. The other branched refrigerant line 13F is connected to the refrigerant line 13B, which is arranged downstream of the check valve 18 and upstream of the internal expansion valve 8, via an electromagnetic valve 22, which is opened during dehumidification.

[0202] As a result, the refrigerant line 13F is parallel to the series connection of the external expansion valve 14, the external heat exchanger section 7 and the check valve 18 and forms a circuit for bypassing the external expansion valve 14, the external heat exchanger section 7 and the check valve 18.

[0203] In the air flow channel 29 upstream of the heat sink 9, intake openings are formed as outside air intake opening and inside air intake opening (in Fig. 14, an intake port 25 is representatively shown. An intake switching door 26 is provided in the intake port 25, which switches the air introduced into the air flow duct 29 between inside air from within the passenger compartment (inside air circulation) and outside air from outside the passenger compartment (outside air introduction). Also provided downstream of the intake switching door 26 is an internal fan 27, which directs introduced inside air or outside air into the air flow duct 29.

[0204] Upstream of the heat sink 4, an air mixing damper 28 is provided in the air flow duct 29, which adjusts the proportion with which air (inside air or outside air) in the air flow duct 29, which has flowed through the heat sink 9, ventilates the heat sink 4. In addition, downstream of the heat sink 4, exhaust openings FOOT, VENT, and DEF are formed in the air flow duct 29 (in Fig. 13 representatively shown as blow-out opening 29O), and at the blow-out openings 29O, a blow-out switching damper 31 is provided which performs switching control of blowing out the air from the blow-out openings.

[0205] The vehicle air conditioning device 100 also includes a temperature regulation target device (heat medium circuit) 6, which circulates the heat medium to the battery 55 and the traction motor 69, thus regulating the temperature of the battery 55 and the traction motor 69. Thus, in the exemplary embodiment, the battery 55 and the traction motor 69 are the temperature regulation target objects. The traction motor 69 as the temperature regulation target object according to the invention is not limited to the electric motor per se, but is a term that also includes electrical devices for driving the electric motor, such as an inverter circuit and the like.

[0206] The temperature regulation target temperature regulation device (heat medium circuit) 6 of the embodiment includes a circulation pump 63, the heat exchanger 3 (refrigerant-heat medium heat exchanger), and the ECH 65 as a circulation device for circulating the heat medium to the battery 55 and the travel motor 69, and the battery 55 and the travel motor 69 are connected thereto via the heat medium pipe 68, respectively. The ECH 65, the battery 55, and the travel motor 69 correspond to the heat supply device of the first embodiment.

[0207] In this embodiment, the inlet of a heat-transfer fluid flow path 3B of the refrigerant-to-heat-transfer fluid heat exchanger 3 is connected to the discharge side of the circulation pump 63, and the outlet of the heat-transfer fluid flow path 3B is connected to the ECH 65 and branches beyond it into a heat-transfer fluid line 68A and a heat-transfer fluid line 68B. A series circuit of a first electromagnetic valve 81 and the battery 55 is connected to the heat-transfer fluid line 68A as a flow-path control device, and a series circuit of a second electromagnetic valve 82 and the travel motor 69 is connected to the heat-transfer fluid line 68B as a flow-path control device. The heat-transfer fluid line 68A on the outlet side of the battery 55 and the heat-transfer fluid line 68B on the outlet side of the travel motor 69 join and are then connected to the suction side of the circulation pump 63.The electromagnetic valves 81, 82 can also be designed as electrically driven valves with adjustable flow.

[0208] When the circulation pump 63 is operated with the electromagnetic valves 81, 82 open, the heat transfer fluid discharged from the circulation pump 63 flows into the heat transfer fluid flow path 3B of the refrigerant-to-heat transfer fluid heat exchanger 3. The heat transfer fluid discharged from the heat transfer fluid flow path 3B of the refrigerant-to-heat transfer fluid heat exchanger 3 branches, with a branched portion of the heat transfer fluid flowing via the first electromagnetic valve 81 to the battery 55, where the heat transfer fluid undergoes heat exchange with the battery 55. The other branched portion of the heat transfer fluid reaches the travel motor 69 via the second electromagnetic valve 82, where the heat transfer fluid undergoes heat exchange with the travel motor 69. After combining the heat transfer media following their heat exchange with the battery 55 and the drive motor 69, it is circulated in the heat transfer media line 68 by suction through the circulation pump 63.When the first electromagnetic valve 81 is closed, the heat carrier no longer flows to the battery 55, and when the second electromagnetic valve 82 is closed, the heat carrier no longer flows to the driving motor 69.

[0209] At the outlet of the refrigerant line 13F of the refrigerant circuit R, at a location on the refrigerant line 13B upstream of the internal expansion valve 8, one end of a branch line 72 serving as a branch circuit is connected. An auxiliary expansion valve 73 configured as an electrically driven valve is provided on the branch line 72. The auxiliary expansion valve 73 reduces the pressure and expands the refrigerant flowing in the refrigerant flow path 3A of the refrigerant-heat-transfer medium heat exchanger 3 and can be completely closed.

[0210] The other end of the branch line 72 is connected to the refrigerant flow path 3A of the refrigerant-heat-transfer medium heat exchanger 3, and one end of a refrigerant line 74 is connected to the outlet of the refrigerant flow path 3A, while the other end of the refrigerant line 74 is connected to the refrigerant line 13C downstream of the check valve 20 before the accumulator 12 (upstream of the refrigerant). The auxiliary expansion valve 73 and the like also constitute part of the refrigerant circuit R and, at the same time, constitute part of the temperature control target temperature control device 6.

[0211] When the auxiliary expansion valve 73 is opened, refrigerant (part of the refrigerant or all of the refrigerant) flows from the refrigerant line 13F and the external heat exchanger section 7 into the branch line 72, and after being depressurized by the auxiliary expansion valve 73, it flows into the refrigerant flow path 3A of the refrigerant-heat-medium heat exchanger 3 and evaporates. While flowing in the refrigerant flow path 3A, the refrigerant absorbs heat from the heat-medium flowing in the heat-medium flow path 3B and is then drawn into the compressor 1 via the accumulator 12.

[0212] Under conditions where frost formation occurs at the external heat exchanger section 7 and no heat can be absorbed from the outside, the ECH 65 serves as a heat absorption source of the refrigerant cycle R by exchanging heat between the refrigerant that has bypassed the external heat exchanger section 7 and the heat carrier heated at the ECH 65. Since the waste heat from the heat supply devices such as the battery 55 and the traction motor 69 and the like of the heat carrier cycle 6 is also utilized, the amount of heat generated by the ECH 65 is restricted, thus preventing an increase in energy consumption.

[0213] In this temperature regulation target temperature regulation device 6, for heat exchange between the battery 55 and the travel motor 69 and the heat medium, an auxiliary heater is provided upstream of the battery 55 and the travel motor 69, which heats the heat medium flowing in the heat medium line 68A and the heat medium line 68B. In the present embodiment, the ECH 65 is arranged upstream of the branch portion of the heat medium lines 68A, 68B, therefore, no heating heater needs to be arranged for the heat medium lines 68A, 68B, so the number of heaters can be reduced. Air conditioning mode / outside air heat absorption heating mode

[0214] First, with reference to Fig. 13 describes the outdoor air heat absorption heating mode. In Fig. Figure 13 shows the flow of refrigerant in the refrigerant circuit R during heating mode (arrows). In outdoor air heat absorption heating mode, the solenoid valve 21 is open and the internal expansion valve 8 is fully closed. The solenoid valve 22 is also closed.

[0215] Then, the compressor 1 and the fans 15, 27 are operated, and the air mixing damper 28 regulates the proportion of air blown from the internal fan 27 to the heat sink 4. As a result, high-pressure, high-temperature gaseous refrigerant discharged from the compressor 1 flows into the heat sink 4. As the air in the air duct 29 is blown to the heat sink 4, the air in the air duct 29 is heated by the hot refrigerant in the heat sink 4, while the refrigerant in the heat sink 4 loses heat and cools, condenses, and liquefies.

[0216] The refrigerant that has liquefied in the heat sink 4 exits the heat sink 4 and reaches the external expansion valve 14 (in Fig. 13 (shown by the broken arrows). The refrigerant flowing into the external expansion valve 14 undergoes a pressure reduction there and flows into the external heat exchanger 7. The refrigerant flowing into the external heat exchanger 7 evaporates and absorbs heat from driving or from outside air blown by the external fan 15 (heat absorption). This means that the refrigerant circuit R forms a heat pump. The cooled refrigerant flows from the external heat exchanger 7 via the refrigerant line 13A, the refrigerant line 13D and the electromagnetic valve 21 from the refrigerant line 13C into the accumulator 12, where gas-liquid separation takes place, after which the gaseous refrigerant is sucked into the compressor 1 (solid arrow in Fig. 13) and this circulation is repeated. The air heated at the heat sink 4 is blown out through the outlet opening 29, thereby heating the passenger compartment. Air conditioning operation / unit heat recovery heating operation

[0217] Next, with reference to Fig. 14 describes the unit heat recovery heating operation. In the unit heat recovery heating operation, the electromagnetic valve 22 is opened and the external expansion valve 14 is closed. In addition, the auxiliary expansion valve 73 is opened, establishing a state in which its valve opening degree is controllable. Furthermore, the circulation pump 63 of the temperature regulation target temperature regulation device (heat transfer circuit) 6 is operated. As a result, the refrigerant discharged from the heat sink 4 is supplied via the refrigerant line 13F to the upstream side of the internal expansion valve 8 (shown with the broken arrows in Fig. 14). Next, the refrigerant undergoes a pressure reduction at the auxiliary expansion valve 73, whereupon it flows through the branch line 72 into the refrigerant flow path 3A of the heat exchanger (refrigerant-heat-transfer medium heat exchanger) 3 and evaporates. A heat absorption effect is achieved. The refrigerant evaporated in the refrigerant flow path 3A repeats the circulation, flowing sequentially through the refrigerant line 74 and the accumulator 12 and being sucked by the compressor 1 (in Fig. 14 shown by the solid arrows).

[0218] The heat transfer fluid discharged by the circulation pump 63, in turn, reaches the heat transfer fluid flow path 3B of the heat exchanger (refrigerant-to-heat transfer fluid heat exchanger) 3 through the heat transfer fluid line 68, where the refrigerant evaporated in the refrigerant flow path 3A absorbs heat therefrom, thereby cooling the heat transfer fluid. The heat transfer fluid discharged from the heat transfer fluid flow path 3B of the heat exchange machine 3 is branched when the first and second electromagnetic valves 81, 82 are open, with a branched portion of the heat transfer fluid flowing to the battery 55 via the first electromagnetic valve 81 and exchanging heat with the battery 55. The other branched portion of the heat transfer fluid reaches the traction motor 69 via the second electromagnetic valve 82, where it exchanges heat with the traction motor 69.After combining the heat transfer media following their heat exchange with the battery 55 and the engine 69 used for driving, it is sucked in by the circulation pump 63; this circulation is repeated (in . Fig. 14 shown by the broken arrows). Air conditioning / defrosting mode (defrosting heating mode)

[0219] Next, with reference to Fig. 15 describes the defrosting operation for defrosting the external heat exchanger section 7. In defrosting operation, the compressor 1 is driven and the external fan 15 is stopped. The internal expansion valve 8 is fully closed, the auxiliary expansion valve 73 is opened, and the refrigerant is placed in a reduced-pressure state. In addition, the external expansion valve 14 is fully opened. The electromagnetic valve 21 is also closed. The circulation pump 63 is operated, causing heat exchange between the refrigerant and the heat transfer medium at the refrigerant-to-heat transfer medium heat exchanger 3.

[0220] As a result, high-temperature gaseous refrigerant discharged from the compressor 1 reaches the external expansion valve 14 from the refrigerant line 13E via the heat sink 4. Since the external expansion valve 14 is fully open, the refrigerant passes through the refrigerant line 13J and flows unchanged into the external heat exchanger section 7. The high-temperature gaseous refrigerant flowing into the external heat exchanger section 7 defrosts the external heat exchanger section 7. The refrigerant releases heat, condenses and becomes liquid, and then exits from the external heat exchanger section 7.

[0221] The refrigerant discharged from the external heat exchanger section 7 enters the refrigerant line 13B through the refrigerant line 13A. However, since the internal expansion valve 8 is now completely closed, all of the refrigerant discharged from the external heat exchanger section 7 undergoes a pressure reduction at the auxiliary expansion valve 73, then flows into the refrigerant flow path 3A of the refrigerant-heat-transfer medium heat exchanger 3, and evaporates. This achieves a heat absorption effect. The refrigerant evaporated in the refrigerant flow path 3A repeats the circulation, flowing sequentially through the refrigerant line 74, the refrigerant line 13C, and the accumulator 12, and is sucked into the compressor 1.

[0222] However, when the electromagnetic valves 81, 82 are open, the heat transfer fluid discharged from the circulation pump 63 flows into the heat transfer fluid flow path 3B of the refrigerant-to-heat transfer fluid heat exchanger 3. The heat transfer fluid discharged from the heat transfer fluid flow path 3B of the refrigerant-to-heat transfer fluid heat exchanger 3 is heated at the ECH 65 and then branches off. One branched portion of the heat transfer fluid reaches the battery 55 via the electromagnetic valve 81, where the heat transfer fluid undergoes heat exchange with the battery 55. The other branched portion of the heat transfer fluid reaches the traction motor 69 via the second electromagnetic valve 82, where the heat transfer fluid undergoes heat exchange with the traction motor 69. After combining the heat transfer media following their heat exchange with the battery 55 and the drive motor 69, it is circulated in the heat transfer media line 68 by suction through the circulation pump 63.

[0223] In defrosting mode under conditions where frost is present on the external heat exchanger section 7 and no external heat can be absorbed, heating and defrosting modes are combined by using the ECH 65 as a heat source for defrosting and heating. Since the waste heat from heat supply devices such as the battery 55 and the traction motor 69, etc., of the heat transfer circuit 6 is also utilized, the amount of heat generated by the ECH 65 is limited, thus preventing an increase in energy consumption. Air conditioning / parallel heating operation

[0224] Next, with reference to Fig. 16 parallel heating operation is described. In the state of the Fig. During the device heat recovery heating operation shown in Fig. 15, the external expansion valve 14 is opened, a fan grille (not shown) of the external heat exchanger section 7 is opened, and the external fan 15 is operated. In addition, the circulation pump 63 of the temperature regulation target temperature regulation device 6 is operated. Therefore, part of the refrigerant from the heat sink 4 is branched off to the refrigerant upstream of the external expansion valve 14 and reaches the refrigerant upstream side of the internal expansion valve 8 via the refrigerant line 13F bypassing the external heat exchanger section 7. Next, the refrigerant enters the branch line 72 and undergoes pressure reduction at the auxiliary expansion valve 73, after which it flows through the branch line 72 into the refrigerant flow path 3A of the refrigerant-heat-medium heat exchanger 3 and evaporates, thereby achieving a heat absorption effect.The refrigerant evaporated in the refrigerant flow path 3A repeats the circulation in which it flows sequentially through the refrigerant line 74, the refrigerant line 13C and the accumulator 12 and is sucked by the compressor 1.

[0225] A portion of the refrigerant discharged from the heat sink 4 reaches the external expansion valve 14, undergoes a pressure reduction there, and flows into the external heat exchanger section 7. The refrigerant flowing into the external heat exchanger section 7 evaporates and absorbs heat from driving or from outside air blown by the external fan 15 (heat absorption). This means that the refrigerant circuit R forms a heat pump. The cooled refrigerant flows from the external heat exchanger section 7 via the refrigerant line 13A, the refrigerant line 13D, and the electromagnetic valve 21 via the check valve 20 into the accumulator 12, where gas-liquid separation occurs. After that, the gaseous refrigerant is sucked into the compressor 1, and the circulation repeats. The air heated at the heat sink 4 is blown out through the exhaust port 29O, thereby heating the passenger compartment.

[0226] In the parallel heating operation in the case of the air conditioning operation pattern 10, that is, when the heating capacity of the outside air heat absorption heating operation is restricted, when the equipment heat recovery heating operation (ECH heating operation) is temporarily performed to compensate for this, the external heat exchanger section 7 and the ECH 65 serve as the heat absorption sources of the refrigerant cycle R. Since the waste heat of the heat supply devices, such as the battery 55 and the traction motor 69 and the like, of the heat carrier cycle 6 is also utilized, the heat generation amount of the EHC 65 is restricted, so that an increase in energy consumption can be suppressed.

[0227] Under conditions where frost formation occurs at the external heat exchanger section 7 and no heat can be absorbed from the outside, the ECH 65 serves as a heat absorption source of the refrigerant cycle R by exchanging heat between the refrigerant that has bypassed the external heat exchanger section 7 and the heat carrier heated at the ECH 65. Since the waste heat of the heat supply devices, such as the battery 55 and the traction motor 69, and the like, of the heat carrier cycle 6 is also utilized, the amount of heat generated by the ECH 65 is restricted, thus preventing an increase in energy consumption. Third embodiment

[0228] With reference to the Fig. 17 and Fig. 18, a third embodiment of the present invention will be described. Fig. 17 and Fig. 18 are schematic views showing an example of the essential configuration elements in a vehicle air conditioning device 100 according to a third embodiment of the present invention including the refrigerant cycle R. Devices (configuration elements) used in the cycles of Fig. 17 and Fig. 18 are filled configuration elements whose function has been stopped. The movement of the heat transfer medium and the refrigerant is indicated by arrows.

[0229] The third embodiment is a configuration in which, in the same manner as in the first embodiment, in the air-heating-through-heat-circuit type air conditioning cycle E, a heat storage device (heat storage unit 550) and a heat generation unit 551 are further provided in a second heat-circuit 6. The configuration of the refrigerant circuit R, the first heat-circuit 5, and the HVAC unit 10 is the same as in the first embodiment, so their description is omitted and only the second heat-circuit 6 is described.

[0230] The second heat transfer medium circuit 6 of the third embodiment is a circuit in which a heat transfer medium circulates, which can undergo heat exchange with the heat supply device 65 and with the refrigerant of the refrigerant circuit R, and is formed, for example, by, among others, the circulation pump 63, the second heat exchanger 3, the radiator forming the heat exchange section 7 (outside the passenger compartment), the heat supply device (ECH) 65, pipes 161 (161A to 161P), three-way valves 162 (162A to 162D), and four-way valves 163A, 163B.

[0231] The outlet of the circulation pump 63 is connected to the heat transfer medium flow path 3B of the second heat exchanger 3 via line 161A. The heat transfer medium flow path 3B is connected to one inlet of the four-way valve 163A via line 161B, the three-way valve 162A, and line 161C. Line 161C is connected to one inlet of the four-way valve 163A, and line 161N is connected to the other inlet, and line 161D is connected to one outlet, and line 161I is connected to the other outlet. Line 161D is connected to the heat generation unit 551 via the three-way valve 162B and line 161F, and the heat generation unit 551 is connected to the heat storage unit 550 via line 161E. The heat storage unit 550 is connected to the inlet of the three-way valve 162C via the line 161G.One outlet of the three-way valve 162C is connected to the line 161H, and the other outlet is connected to the four-way valve 163B via the line 1610. The line 161H is connected to the inlet of the circulation pump 160, and the outlet of the circulation pump 160 is connected to the three-way valve 162B via the line 161P.

[0232] The three-way valve 162D is connected at its inlet to line 161I, at one of its outlets to line 161J, and at its other outlet to line 161L. Line 161J is connected to the first inlet of the four-way valve 163B, and line 161O is connected to the second inlet of the four-way valve 163B, and line 161L is connected to the third inlet. The outlet of the four-way valve 163B is connected to one end of the ECH 65 via line 161K. The other end of the ECH 65 is connected to the inlet of the circulation pump 160 via line 161A. One outlet of the three-way valve 162D is connected to one end of the external heat exchanger section 7 via the line 161L, and the other end of the external heat exchanger section 7 is connected to the four-way valve 163B via the line 161L.

[0233] Fig. Figure 17 is a circuit diagram in which heat storage is performed in addition to the outside air heat absorption heating operation, with the circulation of the refrigerant and heat carrier indicated by arrows. When heat storage is performed in addition to the outside air heat absorption heating operation, the four-way valve 163A is opened so that the lines 161C and 161I communicate, while the line 161N and the line 161D are not communicated with each other. The three-way valve 162B communicates with the lines 161P and 161E, and the three-way valve 162C is opened so that the lines 161G and 161H communicate. The three-way valve 162D is opened so that the lines 161I and 161L communicate, and the four-way valve 163B is opened so that the lines 161L and 161K communicate.

[0234] The circulation of the refrigerant and heat carrier in the refrigerant circuit R, the first heat carrier circuit 5, and the second heat carrier circuit 6 thus occurs in the same manner as in the outside air heat absorption heating mode of the first embodiment. Furthermore, in the third embodiment, the heat generation unit 551, the conduit 161F, the heat storage unit 550, the conduit 161G, the conduit 161H, and the circulation pump 160 form a closed flow path, and the heat carrier circulates in this closed flow path due to the circulation pump 160. The heat carrier absorbs heat as it passes through the heat generation unit 551 and releases heat to the heat storage unit 550. This process is repeated, thereby achieving heat storage at the heat storage unit 550.

[0235] Under conditions where heat absorption from the outside air is possible, heat is absorbed from the outside air at the external heat exchanger section 7, which serves as a heat absorption source of the refrigerant circuit R. The heat storage unit 550 stores heat due to the circulation of the heat carrier. If heat supply devices such as the battery and the motor, etc., which are not shown, are connected to the second heat carrier circuit 6, for example, their waste heat is stored in the heat storage unit 550, and therefore can serve as heat absorption source heat generation supply sources in the event that heat absorption from the outside air is no longer possible. If the stored heat can be utilized, the rate of frost formation can be restricted by using the heat storage unit 550 as a heat absorption source.

[0236] Fig. 18 is a circuit configuration for performing defrosting and heating operations. The heating operation here is a heating operation using the heat storage unit 550, the heat storage unit 551, and the ECH 65 as the heat absorption source, and corresponds to the unit heat recovery heating operation discussed above. Fig. 18 is therefore identical to the defrosting (heating) operation of the first embodiment.

[0237] In this case, the four-way valve 163A is open, connecting lines 161C, 161D, and 161I, and the three-way valve 162B is open, connecting lines 161D and 161E. The three-way valve 162C is open, connecting lines 161G and 161O, the three-way valve 162D is open, connecting lines 161I and 161L, and the four-way valve 163B is open, connecting lines 161L, 161K, and 161O. For the heat transfer medium in the second heat transfer medium circuit 6, a flow path of the heat storage unit 551, the heat storage unit 550, the ECH 65, the circulation pump 160 and the second heat exchanger 3 and a flow path branched off from this flow path by the four-way valve 163A are formed, which flow path passes through the external heat exchanger section 7 and reaches the ECH 65.

[0238] Under conditions where frost is present on the external heat exchanger section 7 and heat cannot be absorbed from the outside air, the heat carrier that has bypassed the external heat exchanger section 7 via the pipes 161E, 161F, 161O, 161K is heated at the ECH 65, so that the ECH 65 can serve as a heat absorption source of the refrigerant cycle R. When the heat storage unit 550 exceeds a certain heat storage amount and can therefore be used as a heat absorption source, an increase in the power consumption of the ECH 65 can be suppressed by also using the heat storage unit 550 as a heat absorption source. In this way, according to the third embodiment, the heating operation can be performed by the heat storage unit 550 during the defrosting operation.

[0239] Fig. 19 shows an example of the case of air conditioning control using the cycle of the third embodiment and is a modification example of the air conditioning operation pattern 7. In this example, when the heat storage amount of the heat storage unit 550 (shown by the bold dotted line) has reached a certain level (heat storage amount β), with this pattern, even before reaching the level α, part of the defrosting operation can be carried out without possibility of heat absorption from the outside air.If it is detected at the current time T0 that the level α is reached before arriving at the destination without the possibility of absorbing heat from the outside air (defrosting requirement), the defrosting operation is not carried out immediately at this time T0, and instead the defrosting operation is started at a time T1 when the heat storage amount in the heat storage unit 550 reaches the heat storage level β (. Fig. 18). During defrosting operation, heating operation is possible using the heat storage unit 550. In this example, the defrosting operation is stopped before defrosting is complete, and then the outside air heat absorption heating operation ( Fig. 17).

[0240] In this example, when it is judged that the defrosting operation is not performed, regardless of whether the heat storage amount β has been reached, the outside air heat absorption heating operation is continued. Modification exampleMethod for calculating the frost formation change size

[0241] The calculation (estimation) of the frost formation change amount in the frost formation amount prediction unit 222 of the control device 200 can be performed in the following method. <1> Estimation of the current amount of frost formation

[0242] The current amount of frost formation is first estimated using one of the following methods (1) to (3). (1) Method using the blowing air difference on the blowing air upstream and downstream sides of the external heat exchanger (cooler) 7

[0243] When frost forms, the air passing through the radiator 7 decreases, so when the air passing through the radiator 7 decreases, it is judged that frost is forming. Through experiments, the magnitude of the blowing air difference on the upstream and downstream sides of the radiator 7 and the correlation relationship with the amount of frost formation are determined in advance. During vehicle travel, the actual amount of frost formation is estimated based on the correlation relationship with the measured value of the blowing air difference on the upstream and downstream sides of the radiator 7. [0] (2) Method using the difference between the outside air temperature and the water outlet temperature of the cooler 7

[0244] When the difference between the outside air temperature and the water outlet temperature of the radiator 7 is large, heat exchange cannot occur, so it is judged that frost formation has occurred. Through experiments, the magnitude of the temperature difference between the outside air temperature and the water outlet temperature of the radiator 7 and the correlation relationship with the amount of frost formation are determined in advance. During vehicle travel, the actual amount of frost formation is estimated based on the previously determined correlation relationship with the measured value of the temperature difference between the outside air temperature and the water outlet temperature of the radiator 7. [0] (3) Method using the water outlet and inlet temperature of the cooler 7

[0245] By calculating the difference between the water outlet and inlet temperatures of the radiator 7, the amount of heat exchange at the radiator 7 can be calculated. If there is no difference between the water outlet and inlet temperatures (water temperature difference), no heat exchange can occur, so it is judged that frost formation has occurred. Through experiments, the magnitude of the temperature difference between the water outlet and inlet temperatures of the radiator 7 and the correlation relationship with the amount of frost formation are determined in advance. During vehicle travel, the actual amount of frost formation is estimated based on the previously determined correlation relationship with the measured value of the temperature difference between the water outlet and inlet temperatures of the radiator 7. [0][0] <2> Estimation of future frost formation

[0246] The future frost formation amount is estimated using one of the following methods (1) and (2). (1) Prediction based on information from various sensors

[0247] Based on the current (present) frost formation amount estimated using one of the methods (1) to (3) above, the frost formation change rate (=(frost formation amount at location B - frost formation amount at location A) / travel time from location A to location B) up to the current time is calculated. Along with this, the operating conditions (set temperature for heating, outside air temperature and humidity, vehicle speed, traffic information, etc.) prevailing during this time are also stored.Based on the target location information, changes in operating conditions such as changes in outside air temperature and humidity are predicted up to the target location, and based on stored past operating conditions and the change in operating conditions, the frost formation change amount is predicted, and thus the frost formation amount at a future time is estimated. (2) Prediction by reference to information such as experimental results and the like

[0248] According to any one of the above methods (1) to (3), the correlation relationship between the heating target temperature and the outside air temperature and humidity and the frost formation change amount is stored in advance through experiments or the like. Based on the target location information, changes in outside air temperature and humidity up to the target location are predicted, and together with the heating target temperature, the future frost formation change amount is predicted, thus estimating the frost formation amount at a future time.

[0249] These are only examples, and the frost formation change rates and future frost formation amount can also be estimated by other known methods.

[0250] According to the embodiment described above, by comparing the power consumed for the defrosting operation and the energy saving effect obtained by the defrosting, it is judged whether the defrosting operation is necessary, therefore, useless defrosting operation can be avoided, energy saving by the defrosting operation can be optimized, and reduction of the driving range can be restricted.

[0251] By using external information and / or destination information to determine the frost formation amount forecast and favorable conditions for defrosting operation, the accuracy of the defrosting operation assessment is increased. This allows for optimized energy savings associated with defrosting operation and limited range reduction.

[0252] Defrosting operation can also be carried out at an optimal time, which can increase the energy saving effect.

[0253] The present invention is not limited to the embodiments described above, but can of course be modified in various ways without departing from the scope of the present invention. LIST OF REFERENCE SYMBOLS 1 compressor (electrically driven compressor) 2A Refrigerant flow path 2B Heat transfer medium flow path 3 heat exchangers 3A Refrigerant flow path 3B Heat transfer fluid flow path 4 internal heat exchanger section (heating core) 6 Heat transfer circuit 7 external heat exchanger section 8 internal expansion valve 10 HVAC unit 100 vehicle air conditioning device 200 Control unit (ECU) 220 simulation unit 221 Information Acquisition Unit 222 Frost formation quantity forecast unit 223 Power calculation unit 224 Defrosting time determination unit 225 Heat absorption quantity restriction control unit QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] JP 2011-237052 A

[0004] JP 2022-51623 A

[0004]

Claims

[1] Vehicle air conditioning device, comprising: an air conditioning circuit comprising a refrigerant circuit with a compressor, an internal heat exchanger section and an external heat exchanger section, and a control device that controls the refrigerant circuit, wherein the control device selectively performs an outside air heat absorption heating operation, in which heat is absorbed at the external heat exchanger section, and can perform a defrosting operation in which the external heat exchanger section is defrosted, characterized by that the control device calculates a travel time to the destination and an operating time of the outside air heat absorption heating mode, after which no more heat can be absorbed from the outside air due to frost formation on the external heat exchanger section, and in the event that the driving time is longer than the operating time, carries out the defrosting operation in such a way that at least the operating time is set to or is higher than the travel time. [2] Vehicle air conditioning device according to claim 1, characterized by that the control device estimates a frost formation change rate at the external heat exchanger section based on destination information. [3] Vehicle air conditioning device according to claim 2, characterized by that the operating time is calculated based on the frost formation change rate. [4] Vehicle air conditioning device according to claim 1, characterized by a heat transfer medium circuit in which heat transfer medium flows, wherein the control device carries out the defrosting of the external heat exchanger section by means of the heat transfer medium in the defrosting mode. [5] Vehicle air conditioning device according to claim 4, characterized bythat in defrosting mode, a device heat recovery heating operation can be carried out in which heat is absorbed from the heat transfer medium flowing in the heat transfer medium circuit. [6] Vehicle air conditioning device according to claim 1, characterized by a heat storage device, wherein in defrosting mode a heating operation can be carried out by the heat storage device. [7] Vehicle air conditioning device according to claim 1, characterized by that a frost formation amount of a degree at which absorption of heat from the outside air is no longer possible at the heat exchanger section is regarded as a degree without the possibility of absorbing heat from the outside air, wherein the defrosting operation is carried out in such a way that the frost formation amount, upon arrival at the destination, reaches 50% or more of the degree without the possibility of absorbing heat from the outside air.

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