Vehicle equipment heating device

Abstract

To appropriately distribute a heat medium to a heater core side and an on-vehicle equipment side according to heating comfort.SOLUTION: A temperature-raising device for on-vehicle equipment comprises: a high-temperature heat medium circuit 20 in which a high-temperature heat medium circulates; a heater core 22 disposed in the high-temperature heat medium circuit 20, for heating air sent into a cabin with the high-temperature heat medium; a temperature raising section 23, 32, 33, 39 disposed parallel to the heater core 22 in the high-temperature heat medium circuit 20, for raising the temperature of on-vehicle equipment 34 with the high-temperature heat medium; an adjustment section 24 for adjusting the flow proportions of the high-temperature heat medium flowing to the heater core 22 and the high-temperature heat medium flowing to the temperature raising section 23, 32, 33, 39 in the high-temperature heat medium circuit 20; and a control section 60 which, on the basis of a temperature in the cabin, determines whether the heating comfort of an occupant is ensured, and which, when determining that the heating comfort is ensured, controls the adjustment section 24 so that the flow proportion of the high-temperature heat medium flowing to the temperature raising sections 23, 32, 33, 39 is greater than when determining that the heating comfort is not ensured.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The present invention relates to an in-vehicle device heating device for heating an in-vehicle device. [Background technology]

[0002] BACKGROUND ART Patent Document 1 describes a conventional vehicle air conditioner that distributes a common heat medium to a heater core side and a battery side to perform heating and increase the temperature of the battery.

[0003] In this conventional technology, the distribution ratio of the heat medium between the heater core side and the battery side is adjusted according to the temperature of the air blown out from the heater core. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent Publication No. 2021-154814 Summary of the Invention [Problem to be solved by the invention]

[0005] If the ratio of heat medium distribution between the heater core side and the battery side is adjusted according to the temperature of the air blown out from the heater core, as in the conventional technology described above, the battery temperature may not be raised sufficiently even though the passengers' heating comfort is ensured, and the battery's charging and discharging capabilities may not be fully utilized. As a result, for example, the battery charging time may be extended.

[0006] In view of the above, an object of the present invention is to make it possible to appropriately distribute a heat medium between a heater core side and an in-vehicle device side according to the heating comfort of an occupant. [Means for solving the problem]

[0007] In order to achieve the above object, the in-vehicle equipment heating device according to claim 1 comprises: a high-temperature heat transfer medium circuit (20) through which a high-temperature heat transfer medium circulates; a heater core (22) disposed in a high-temperature heat medium circuit for heating air to be blown into the vehicle cabin with the high-temperature heat medium; a temperature raising section (23, 32, 33, 39) arranged in parallel with the heater core in the high-temperature heat transfer medium circuit, for raising the temperature of the vehicle-mounted equipment (34) with the high-temperature heat transfer medium; an adjusting section (24) that adjusts a flow rate ratio of the high-temperature heat medium flowing to the heater core and the high-temperature heat medium flowing to the temperature raising section in the high-temperature heat medium circuit; The vehicle is equipped with a control unit (60) that determines whether heating comfort for the occupants is ensured based on the temperature inside the vehicle cabin, and when it is determined that heating comfort is ensured, controls the adjustment unit so that the flow rate of the high-temperature heat medium flowing to the temperature raising unit is increased compared to when it is determined that heating comfort is not ensured.

[0008] According to this, when the heating comfort of the occupants is ensured, the temperature raising capacity of the in-vehicle equipment can be increased compared to when the heating comfort is not ensured, and therefore the heat medium can be appropriately distributed between the heater core side and the in-vehicle equipment side according to the heating comfort of the occupants.

[0009] The symbols in parentheses for each means described in this section and in the claims indicate the correspondence with the specific means described in the embodiments described later. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is an overall configuration diagram showing a vehicle air conditioner according to a first embodiment. [Figure 2] 1 is a configuration diagram showing an air conditioning unit of a vehicle air conditioner according to a first embodiment. [Figure 3] 2 is a block diagram showing an electric control unit of the vehicle air conditioner of the first embodiment. FIG. [Figure 4] 4 is a flowchart showing a subroutine executed by the control device of the vehicle air conditioner of the first embodiment. [Figure 5]4 is a flowchart showing a subroutine executed by the control device of the vehicle air conditioner of the first embodiment. [Figure 6] FIG. 6 is a control characteristic diagram used in the flowchart of FIG. 5. [Figure 7] 4 is a flowchart showing a subroutine executed by the control device of the vehicle air conditioner of the first embodiment. [Figure 8] 4 is a flowchart showing a subroutine executed by the control device of the vehicle air conditioner of the first embodiment. [Figure 9] 4 is a flowchart showing a subroutine executed by the control device of the vehicle air conditioner of the first embodiment. [Figure 10] FIG. 4 is an overall configuration diagram showing a vehicle air conditioner according to a second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0011] (First embodiment) Hereinafter, an embodiment will be described with reference to the drawings. The vehicle air conditioner 1 shown in Figures 1 and 2 is an air conditioner that adjusts the temperature of the interior space of a vehicle (in other words, the space to be air-conditioned) to an appropriate temperature. The vehicle air conditioner 1 is also an in-vehicle equipment heating device that heats up in-vehicle equipment (for example, a battery).

[0012] The vehicle air conditioner 1 has a refrigeration cycle device 10. In this embodiment, the refrigeration cycle device 10 is mounted on a hybrid vehicle that obtains driving force for running the vehicle from an engine (in other words, an internal combustion engine) and a running electric motor.

[0013] The hybrid vehicle of this embodiment is configured as a plug-in hybrid vehicle that can charge a battery (in other words, an on-board battery) mounted on the vehicle with power supplied from an external power source (in other words, a commercial power source) when the vehicle is stopped. The battery can be, for example, a lithium-ion battery.

[0014] The driving force output from the engine is used not only to drive the vehicle but also to operate the generator. The electric power generated by the generator and the electric power supplied from an external power source can be stored in the battery, and the electric power stored in the battery is supplied not only to the electric motor for driving the vehicle but also to various on-board devices such as the electrically powered components that make up the refrigeration cycle device 10.

[0015] Batteries generate heat during operation (i.e., during charging and discharging). Batteries are prone to a decrease in output when the temperature is low, and prone to deterioration when the temperature is high. For this reason, the temperature of the battery must be maintained within an appropriate temperature range (in this embodiment, 15°C or higher and 55°C or lower). Therefore, in the hybrid vehicle of this embodiment, the temperature of the battery is regulated using a vehicle air conditioner 1. Of course, the on-board equipment whose temperature is to be regulated by the vehicle air conditioner 1 is not limited to the battery.

[0016] The refrigeration cycle device 10 is a vapor compression refrigerator including a compressor 11, a condenser 12, a receiver 40, a first expansion valve 13, an air-cooling evaporator 14, a constant pressure valve 15, a second expansion valve 16, and a coolant-cooling evaporator 17. The refrigeration cycle device 10 of this embodiment uses a fluorocarbon refrigerant as the refrigerant, and forms a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant.

[0017] The refrigeration cycle device 10 includes a series refrigerant flow path 10a, a first parallel refrigerant flow path 10b, and a second parallel refrigerant flow path 10c. The series refrigerant flow path 10a, the first parallel refrigerant flow path 10b, and the second parallel refrigerant flow path 10c are flow paths through which a refrigerant flows.

[0018] The series refrigerant flow path 10a, the first parallel refrigerant flow path 10b, and the second parallel refrigerant flow path 10c form a refrigerant circulation circuit in which the refrigerant circulates. The first parallel refrigerant flow path 10b and the second parallel refrigerant flow path 10c are connected to the series refrigerant flow path 10a so that the refrigerant flows in parallel with each other.

[0019] In the serial refrigerant flow path 10a, a compressor 11, a condenser 12, and a receiver 40 are arranged in series with one another in this order in the flow of the refrigerant.

[0020] In the first parallel refrigerant flow path 10b, a first expansion valve 13, an air-cooling evaporator 14, and a constant pressure valve 15 are arranged in series with one another in this order in the flow of the refrigerant.

[0021] In the second parallel refrigerant flow path 10c, a second expansion valve 16 and a coolant cooling evaporator 17 are arranged in series with each other in this order in the flow of the refrigerant.

[0022] The serial refrigerant flow path 10a and the first parallel refrigerant flow path 10b form a refrigerant circulation circuit in which the refrigerant circulates through the compressor 11, condenser 12, first expansion valve 13, air cooling evaporator 14, constant pressure valve 15, and compressor 11 in that order.

[0023] The series refrigerant flow path 10a and the second parallel refrigerant flow path 10c form a refrigerant circulation circuit in which the refrigerant circulates through the compressor 11, the condenser 12, the second expansion valve 16, and the coolant cooling evaporator 17 in this order.

[0024] The compressor 11 is an electric compressor driven by power supplied from a battery, and draws in, compresses, and discharges the refrigerant of the refrigeration cycle device 10. The compressor 11 may be a variable displacement compressor driven by a belt.

[0025] The condenser 12 is a high-pressure side refrigerant heat medium heat exchanger that condenses the high-pressure side refrigerant by exchanging heat between the high-pressure side refrigerant discharged from the compressor 11 and the coolant in the high-temperature coolant circuit 20 .

[0026] The coolant in the high-temperature coolant circuit 20 is a fluid that serves as a heat medium. The coolant in the high-temperature coolant circuit 20 is a high-temperature heat medium. In this embodiment, a liquid containing at least ethylene glycol, dimethylpolysiloxane, or a nanofluid, or an antifreeze liquid is used as the coolant in the high-temperature coolant circuit 20. The high-temperature coolant circuit 20 is a high-temperature side heat medium circuit in which a high-temperature heat medium circulates.

[0027] The receiver 40 is a gas-liquid separation unit that separates the high-pressure refrigerant flowing out from the condenser 12 into gas and liquid phases, discharges the separated liquid-phase refrigerant downstream, and stores excess refrigerant in the cycle. The receiver 40 may be formed integrally with the condenser 12.

[0028] A first on-off valve 18 is disposed in the first parallel refrigerant flow path 10b. The first on-off valve 18 is a solenoid valve that opens and closes the first parallel refrigerant flow path 10b. The operation of the first on-off valve 18 is controlled by a control signal output from the control device 60. The first on-off valve 18 is a mode switching unit that switches between a heating mode and a cooling mode.

[0029] The first expansion valve 13 is a first pressure reducing section that reduces the pressure and expands the liquid phase refrigerant that has flowed out from the receiver 40. The first expansion valve 13 is a mechanical thermostatic expansion valve. A mechanical expansion valve is a thermostatic expansion valve that has a temperature sensing section and drives a valve element by a mechanical mechanism such as a diaphragm.

[0030] The air-cooling evaporator 14 is a refrigerant-air heat exchanger that cools the air being blown into the vehicle cabin by exchanging heat between the refrigerant flowing out from the first expansion valve 13 and the air being blown into the vehicle cabin. In the air-cooling evaporator 14, the refrigerant absorbs heat from the air being blown into the vehicle cabin.

[0031] The constant pressure valve 15 is a pressure adjusting section (in other words, a pressure adjusting decompression section) that maintains the pressure of the refrigerant on the outlet side of the air cooling evaporator 14 at a predetermined value.

[0032] The constant pressure valve 15 is configured as a mechanical variable throttle mechanism. Specifically, the constant pressure valve 15 reduces the passage area of ​​the refrigerant passage (i.e., the throttle opening) when the refrigerant pressure on the outlet side of the air-cooling evaporator 14 falls below a predetermined value, and increases the passage area of ​​the refrigerant passage (i.e., the throttle opening) when the refrigerant pressure on the outlet side of the air-cooling evaporator 14 exceeds the predetermined value.

[0033] In cases where there is little fluctuation in the flow rate of the refrigerant circulating through the cycle, the constant pressure valve 15 may be replaced by a fixed throttle made up of an orifice, a capillary tube, or the like.

[0034] A second on-off valve 19 is disposed in the second parallel refrigerant flow path 10c. The second on-off valve 19 is a solenoid valve that opens and closes the second parallel refrigerant flow path 10c. The operation of the second on-off valve 19 is controlled by a control signal output from the control device 60.

[0035] The second expansion valve 16 is a second pressure reducing section that reduces the pressure and expands the liquid phase refrigerant that has flowed out from the condenser 12. The second expansion valve 16 is a mechanical temperature type expansion valve, similar to the first expansion valve 13.

[0036] The coolant cooling evaporator 17 is a low-pressure-side refrigerant heat medium heat exchanger that evaporates the low-pressure refrigerant by exchanging heat between the low-pressure refrigerant that has flowed out of the second expansion valve 16 and the coolant in the low-temperature coolant circuit 30. The gas-phase refrigerant evaporated in the coolant cooling evaporator 17 is sucked into the compressor 11 and compressed.

[0037] The coolant in the low-temperature coolant circuit 30 is a fluid that serves as a heat medium. The coolant in the low-temperature coolant circuit 30 is a low-temperature heat medium. In this embodiment, a liquid containing at least ethylene glycol, dimethylpolysiloxane, or a nanofluid, or an antifreeze liquid is used as the coolant in the low-temperature coolant circuit 30. The low-temperature coolant circuit 30 is a low-temperature side heat medium circuit in which a low-temperature heat medium circulates.

[0038] The high-temperature coolant circuit 20 includes a high-temperature side pump 21, a condenser 12, a heater core 22, a high-temperature side radiator 23, a high-temperature side three-way valve 24, a water heater 25, and a reserve tank 26.

[0039] The high-temperature side pump 21 is a heat medium pump that draws in and discharges coolant. The high-temperature side pump 21 is an electric pump. The high-temperature side pump 21 is a high-temperature side flow rate adjustment unit that adjusts the flow rate of coolant circulating through the high-temperature coolant circuit 20.

[0040] The heater core 22 is an air heating heat exchanger that exchanges heat between the coolant in the high-temperature coolant circuit 20 and the air blown into the vehicle cabin to heat the air blown into the vehicle cabin. The high-temperature side radiator 23 is a high-temperature side exterior heat exchanger that exchanges heat between the coolant in the high-temperature coolant circuit 20 and the outside air.

[0041] Water heater 25 is an electric heater (specifically, a PTC heater having a PTC element) that generates heat when supplied with power. The amount of heat generated by water heater 25 is controlled by a control voltage output from control device 60. Water heater 25 is supplied with power from battery 34. In the plugged-in state, water heater 25 is supplied with power from rapid charger 73. The plugged-in state refers to a state in which the charging plug of rapid charger 73 is inserted into the charging port of the vehicle while parked, and battery 34 is charged with power supplied from rapid charger 73. Reserve tank 26 is a storage unit that stores excess high-temperature side coolant.

[0042] The high-temperature side pump 21, the condenser 12, the water heater 25, the heater core 22, and the reserve tank 26 are arranged in this order in the high-temperature side circulation flow path 20a. The high-temperature side circulation flow path 20a is a flow path through which the high-temperature side cooling water circulates.

[0043] The high-temperature side radiator 23 is disposed in the high-temperature side radiator flow path 20b. The high-temperature side radiator flow path 20b is a flow path through which the high-temperature side coolant flows in parallel with the water heater 25 and the heater core 22. A branch point 20c of the high-temperature side radiator flow path 20b to the high-temperature side circulation flow path 20a is disposed in a position of the high-temperature side circulation flow path 20a downstream of the condenser 12 and upstream of the water heater 25. A junction point 20d of the high-temperature side radiator flow path 20b to the high-temperature side circulation flow path 20a is disposed in a position of the high-temperature side circulation flow path 20a downstream of the heater core 22 and upstream of the reserve tank 26.

[0044] High-temperature side three-way valve 24 is disposed at branch point 20c between high-temperature side circulation flow path 20a and high-temperature side radiator flow path 20b. High-temperature side three-way valve 24 is a three-way flow control valve (in other words, a flow rate ratio adjustment unit) that can continuously adjust the flow rate ratio between the high-temperature coolant flowing through water heater 25 and heater core 22 and the coolant flowing through high-temperature side radiator 23. Operation of high-temperature side three-way valve 24 is controlled by control device 60.

[0045] The low-temperature coolant circuit 30 is arranged with a low-temperature side pump 31, a coolant cooling evaporator 17, a low-temperature side radiator 32, and a battery cooler 33. The low-temperature side pump 31 is a heat medium pump that draws in and discharges coolant. The low-temperature side pump 31 is an electric pump. The low-temperature side radiator 32 is a low-temperature side outdoor heat exchanger that exchanges heat between the coolant in the low-temperature coolant circuit 30 and outside air. The low-temperature side radiator 32 is a heat medium air heat exchanger.

[0046] The high-temperature side radiator 23 and the low-temperature side radiator 32 are arranged in series in this order in the direction of the flow of outside air. Outside air is blown to the high-temperature side radiator 23 and the low-temperature side radiator 32 by an exterior blower 41.

[0047] Exterior blower 41 is an exterior air blower that blows outside air toward high-temperature side radiator 23 and low-temperature side radiator 32. Exterior blower 41 is an electric blower that drives a fan with an electric motor. High-temperature side radiator 23, low-temperature side radiator 32, and exterior blower 41 are disposed at the front of the vehicle. Therefore, when the vehicle is traveling, traveling air can be directed toward high-temperature side radiator 23 and low-temperature side radiator 32.

[0048] A grille shutter 42 is disposed upstream of the high-temperature side radiator 23 in the flow of outside air. The grille shutter 42 is disposed at the opening of the vehicle hood. The grille shutter 42 changes the opening area of ​​the opening of the vehicle hood based on a control signal from the control device 60 to adjust the flow rate of air flowing into the vehicle hood. The grille shutter 42 is an outside air passage opening / closing unit that opens and closes the passage of outside air flowing to the high-temperature side radiator 23 and the low-temperature side radiator 32.

[0049] The battery cooler 33 has a coolant flow path through which the coolant cooled in the coolant cooling evaporator 17 flows, and cools the battery 34 with the coolant cooled in the coolant cooling evaporator 17. The coolant flow path of the battery cooler 33 is formed inside the case that houses the battery 34.

[0050] The battery 34 is an on-board device mounted on the vehicle, and is a heat-generating device that generates heat as it operates. The battery cooler 33 is an on-board device cooling unit that cools the battery 34 using the coolant in the low-temperature coolant circuit 30. The battery 34 dissipates waste heat generated as it operates into the coolant in the low-temperature coolant circuit 30. In other words, the battery 34 supplies heat to the coolant in the low-temperature coolant circuit 30.

[0051] In addition to the battery cooler 33, a cooler for cooling heat-generating devices such as an inverter and a motor generator may be arranged in the low-temperature coolant circuit 30.

[0052] The inverter is a power conversion unit that converts DC power supplied from the battery 34 into AC power and outputs it to the motor generator. The motor generator uses the power output from the inverter to generate driving force for traveling, and also generates regenerative power during deceleration and downhill driving.

[0053] The low-temperature side pump 31, the coolant cooling evaporator 17, and the battery cooler 33 are arranged in the low-temperature side circulation flow path 30a. The low-temperature side circulation flow path 30a is a flow path through which the low-temperature side coolant circulates.

[0054] The low-temperature side radiator 32 is disposed in the low-temperature side radiator flow path 30b. The low-temperature side radiator flow path 30b is a flow path through which the low-temperature side coolant flows.

[0055] A low-temperature side three-way valve 38 is disposed at the connection between the low-temperature side circulation flow path 30a and the low-temperature side radiator 32. The low-temperature side three-way valve 38 is an electromagnetic valve that switches between a state in which the coolant flowing out from the coolant cooling evaporator 17 flows through the battery cooler 33 and a state in which it does not flow, and that switches between a state in which the coolant flowing out from the coolant cooling evaporator 17 flows through the low-temperature side radiator flow path 30b and a state in which it does not flow. The operation of the low-temperature side three-way valve 38 is controlled by a control device 60.

[0056] The low-temperature side three-way valve 38 is a low-temperature switching unit that switches the flow of coolant in the low-temperature coolant circuit 30. The low-temperature side three-way valve 38 is a low-temperature side circulation switching unit that switches between a state in which coolant circulates between the battery cooler 33 and the low-temperature side radiator 32 and a state in which coolant does not circulate between the battery cooler 33 and the low-temperature side radiator 32.

[0057] The high-temperature side radiator 23 and the low-temperature side radiator 32 are joined to each other by a common fin 39. The common fin 39 is a member made of metal (for example, aluminum).

[0058] The common fins 39 thermally conductively couple the high-temperature side radiator 23 and the low-temperature side radiator 32, thereby transferring heat from the high-temperature side radiator 23 to the low-temperature side radiator 32. The high-temperature side radiator 23, the low-temperature side radiator 32, and the fins 39 are a heat transfer unit that transfers heat from the coolant in the high-temperature coolant circuit 20 to the coolant in the low-temperature coolant circuit 30. The high-temperature side radiator 23, the low-temperature side radiator 32, the battery cooler 33, and the fins 39 are a heating unit that uses the heat of the coolant in the high-temperature coolant circuit 20 to raise the temperature of the battery 34.

[0059] The air-cooling evaporator 14 and the heater core 22 are housed in an air conditioning casing 51 shown in Figure 2. The air conditioning casing 51 is a casing for an interior air conditioning unit 50. The interior air conditioning unit 50 is disposed inside an instrument panel (not shown) at the front of the vehicle interior. The air conditioning casing 51 is an air passage forming member that forms an air passage.

[0060] The heater core 22 is disposed downstream of the air cooling evaporator 14 in the air passage inside the air conditioning casing 51. An inside / outside air switching box 52 and an indoor fan 53 are disposed inside the air conditioning casing 51. The inside / outside air switching box 52 is an inside / outside air switching unit that switches between introducing inside air and outside air into the air passage inside the air conditioning casing 51. The indoor fan 53 draws in the inside air and outside air that have been introduced into the air passage inside the air conditioning casing 51 through the inside / outside air switching box 52 and blows it out.

[0061] An air mix door 54 is arranged between the air-cooling evaporator 14 and the heater core 22 in the air passage inside the air-conditioning casing 51. The air mix door 54 adjusts the ratio of the amount of cold air that flows into the heater core 22 and the amount of cold air that flows through the cold-air bypass passage 55, among the amount of cold air that has passed through the air-cooling evaporator 14.

[0062] The cold air bypass passage 55 is an air passage through which the cold air that has passed through the air-cooling evaporator 14 flows by bypassing the heater core 22 .

[0063] The air mix door 54 is a revolving door having a rotary shaft rotatably supported relative to the air conditioning casing 51 and a door base plate portion connected to the rotary shaft. By adjusting the opening position of the air mix door 54, the temperature of the conditioned air blown from the air conditioning casing 51 into the vehicle cabin can be adjusted to a desired temperature.

[0064] The rotation shaft of the air mix door 54 is driven by a servo motor, the operation of which is controlled by a control device 60.

[0065] The air mix door 54 may be a sliding door that slides in a direction substantially perpendicular to the air flow. The sliding door may be a plate-like door made of a rigid body, or may be a film door made of a flexible film material.

[0066] The conditioned air whose temperature has been adjusted by the air mix door 54 is blown into the vehicle cabin through an air outlet 56 formed in the air conditioning casing 51. In this example, a face air outlet, a foot air outlet, and a defroster air outlet are provided as the air outlets 56. The opening areas of the face air outlet, the foot air outlet, and the defroster air outlet are adjusted by a face door, a foot door, and a defroster door (none of which are shown). The operation of the face door, the foot door, and the defroster door is controlled by a control signal output from the control device 60.

[0067] The air outlet modes that can be switched by the face door, foot door, and defroster door include face mode, bi-level mode, foot mode, defroster mode, etc. In face mode, the face air outlet is fully opened and blows air from the face air outlet toward the upper bodies of passengers inside the vehicle.

[0068] Bi-level mode is an outlet mode in which both the face and foot outlets are open to blow air toward the upper bodies and feet of passengers inside the vehicle. Foot mode is an outlet mode in which the foot outlet is fully open and the defroster outlet is only slightly opened to blow air mainly from the foot outlet. Defroster mode is an outlet mode in which the defroster outlet is fully open to blow air onto the inside of the windshield from the defroster outlet to defog and prevent the windshield from fogging.

[0069] The interior air conditioning unit 50 is an anti-fogging unit that removes and prevents fogging from the front windshield.

[0070] The control device 60 shown in Fig. 3 is composed of a well-known microcomputer including a CPU, ROM, RAM, etc., and its peripheral circuits. The control device 60 performs various calculations and processes based on a control program stored in the ROM. Various control target devices are connected to the output side of the control device 60. The control device 60 is a control unit that controls the operation of the various control target devices.

[0071] The controlled devices controlled by the control device 60 include the compressor 11, the first expansion valve 13, the second expansion valve 16, the high-temperature side pump 21, the high-temperature side three-way valve 24, the water heater 25, the low-temperature side pump 31, the low-temperature side three-way valve 38, the outdoor blower 41, the grill shutter 42, the knee radiant heater 43, the steering heater 44, the seat blower 45, and the seat heater 46.

[0072] The knee radiant heater 43 is an auxiliary heating device that irradiates heat source light toward the knees of the occupant. The steering heater 44 is an auxiliary heating device that heats the steering wheel with an electric heater. The seat blower 45 is an auxiliary cooling device that blows air from inside the seat toward the occupant. The seat heater 46 is an auxiliary heating device that heats the surface of the seat with an electric heater.

[0073] The software and hardware of the control device 60 that controls the electric motor of the compressor 11 is a refrigerant discharge capacity control section. The software and hardware of the control device 60 that controls the first expansion valve 13 is a first throttle control section. The software and hardware of the control device 60 that controls the second expansion valve 16 is a second throttle control section.

[0074] The software and hardware of the control device 60 that controls the outdoor blower 41 is an outdoor air blowing capacity control unit. The software and hardware of the control device 60 that controls the high-temperature side pump 21 is a high-temperature heat medium flow rate control unit. The software and hardware of the control device 60 that controls the high-temperature side three-way valve 24 is a high-temperature heat medium flow control unit. The software and hardware of the control device 60 that controls the water heater 25 is a heating element control unit.

[0075] The software and hardware of the control device 60 that controls the low-temperature side pump 31 is a low-temperature heat medium flow rate control unit. The software and hardware of the control device 60 that controls the low-temperature side three-way valve 38 is a low-temperature heat medium flow control unit.

[0076] The software and hardware of the control device 60 that controls the grille shutter 42 is an outside air passage opening / closing control unit. The software and hardware of the control device 60 that controls the knee radiant heater 43, the steering heater 44, and the seat heater 46 is an auxiliary heating control unit. The software and hardware of the control device 60 that controls the seat blower 45 is an auxiliary cooling control unit.

[0077] A variety of control sensors are connected to the input side of the control device 60, including an inside air temperature sensor 61, an outside air temperature sensor 62, a solar radiation sensor 63, an evaporator temperature sensor 64, a heater core temperature sensor 65, a refrigerant pressure sensor 66, a high-temperature coolant temperature sensor 67, a low-temperature coolant temperature sensor 68, and a battery temperature sensor 69.

[0078] An inside air temperature sensor 61 detects the temperature Tr inside the vehicle cabin. An outside air temperature sensor 62 detects the outside air temperature Tam. A solar radiation sensor 63 detects the amount of solar radiation Ts inside the vehicle cabin.

[0079] The evaporator temperature sensor 64 is a temperature detection unit that detects the temperature of the coolant-cooling evaporator 17. The evaporator temperature sensor 64 is, for example, a fin thermistor that detects the temperature of the heat exchange fins of the coolant-cooling evaporator 17, or a refrigerant temperature sensor that detects the temperature of the refrigerant flowing through the coolant-cooling evaporator 17.

[0080] The heater core temperature sensor 65 is a temperature detection unit that detects the temperature of the heater core 22. The heater core temperature sensor 65 is, for example, a fin thermistor that detects the temperature of the heat exchange fins of the heater core 22, a refrigerant temperature sensor that detects the temperature of the coolant flowing through the heater core 22, or an air temperature sensor that detects the temperature of the air flowing out from the heater core 22.

[0081] The refrigerant pressure sensor 66 is a refrigerant pressure detection unit that detects the pressure of the refrigerant discharged from the compressor 11. Instead of the refrigerant pressure sensor 66, a refrigerant temperature sensor may be connected to the input side of the control device 60. The refrigerant temperature sensor is a refrigerant pressure detection unit that detects the temperature of the refrigerant discharged from the compressor 11. The control device 60 can estimate the pressure of the refrigerant based on the temperature of the refrigerant.

[0082] The high-temperature coolant temperature sensor 67 is a high-temperature heat medium temperature detection unit that detects the temperature of the coolant in the high-temperature coolant circuit 20. For example, the high-temperature coolant temperature sensor 67 detects the temperature of the coolant flowing out from the water heater 25.

[0083] The low-temperature coolant temperature sensor 68 is a low-temperature heat medium temperature detection unit that detects the temperature of the coolant in the low-temperature coolant circuit 30. For example, the low-temperature coolant temperature sensor 68 detects the temperature of the coolant in the coolant cooling evaporator 17.

[0084] The battery temperature sensor 69 is a battery temperature detection unit that detects the temperature of the battery 34. For example, the battery temperature sensor 69 detects the temperature of each cell of the battery 34.

[0085] Various operation switches (not shown) are connected to the input side of the control device 60. The various operation switches are provided on an operation panel 70 and are operated by the occupant. The operation panel 70 is disposed near the instrument panel at the front of the vehicle interior. Operation signals from the various operation switches are input to the control device 60.

[0086] The various operation switches include an air conditioning switch, a temperature setting switch, etc. The air conditioning switch sets whether or not to cool the air in the interior air conditioning unit 50. The temperature setting switch sets the set temperature in the vehicle interior.

[0087] A battery control device 71 is connected to the input of the control device 60. The battery control device 71 is a battery control unit that controls the input and output of the battery 34. Signals related to temperature adjustment of the battery 34 (for example, a battery cooling request signal and a battery heating request signal) are input from the battery control device 71 to the control device 60.

[0088] A charging control device 72 is connected to the input and output sides of the control device 60. The charging control device 72 is a charging control unit that controls a quick charger 73, which is an external power source. The control device 60 outputs a required charging power value to the charging control device 72. The charging control device 72 controls the quick charger 73 so that the charging power value from the quick charger 73 becomes the required charging power value output from the control device 60. A plug-in signal is input to the control device 60 from the charging control device 72. The plug-in signal is a signal that indicates that the charging plug of the quick charger 73 is set in the charging port of the vehicle.

[0089] Next, the operation of the above configuration will be described. When the air conditioner switch is turned on, the control device 60 switches the operation mode between the cooling mode and the heating mode based on the target air temperature TAO and other factors.

[0090] The target outlet temperature TAO is a target temperature of the air to be blown into the vehicle compartment. The control device 60 calculates the target outlet temperature TAO based on the following formula.

[0091] TAO=Kset×Tset-Kr×Tr-Kam×Tam-Ks×Ts+C In this formula, Tset is the vehicle interior temperature set by the temperature setting switch on the operation panel 70, Tr is the inside air temperature detected by the inside air temperature sensor 61, Tam is the outside air temperature detected by the outside air temperature sensor 62, and Ts is the amount of solar radiation detected by the solar radiation sensor 63. Kset, Kr, Kam, and Ks are control gains, and C is a correction constant.

[0092] (1) Cooling mode In the cooling mode, the control device 60 opens the first on-off valve 18. The control device 60 determines the operating states of various control devices connected to the control device 60 (control signals to be output to the various control devices) based on the target blow-out temperature TAO, detection signals from the sensors, etc.

[0093] The control signal output to the servo motor of the air mix door 54 is determined so that the air mix door 54 is positioned at the solid line position in Figure 2 to block the air passage of the heater core 22, and the total flow rate of the blown air that has passed through the air cooling evaporator 14 flows bypassing the air passage of the heater core 22.

[0094] In the cooling mode, the control device 60 operates the compressor 11 and the high-temperature side pump 21. In the cooling mode, the control device 60 controls the high-temperature side three-way valve 24 to open the high-temperature side radiator flow path 20b. As a result, as shown by the dashed arrow in Figure 1, the coolant in the high-temperature coolant circuit 20 circulates through the high-temperature side radiator 23, and heat is dissipated from the coolant in the radiator 23 to the outside air.

[0095] At this time, since the air mix door 54 closes the air passage of the heater core 22, the heater core 22 hardly dissipates heat from the coolant to the air.

[0096] In the refrigeration cycle device 10 in the cooling mode, the refrigerant flows as indicated by the dashed arrows in FIG. 1, and the state of the refrigerant circulating through the cycle changes as follows.

[0097] That is, the high-pressure refrigerant discharged from the compressor 11 flows into the condenser 12. The refrigerant that has flowed into the condenser 12 dissipates heat to the cooling water in the high-temperature cooling water circuit 20. As a result, the refrigerant is cooled and condensed in the condenser 12.

[0098] The refrigerant that flows out of the condenser 12 flows into the first expansion valve 13, where it is decompressed and expanded to become a low-pressure refrigerant. The low-pressure refrigerant decompressed by the first expansion valve 13 flows into the air-cooling evaporator 14, where it absorbs heat from the air blown into the vehicle cabin and evaporates. This cools the air blown into the vehicle cabin.

[0099] The refrigerant that flows out of the air-cooling evaporator 14 flows to the suction side of the compressor 11 and is compressed again by the compressor 11.

[0100] As described above, in the cooling mode, the low-pressure refrigerant is caused to absorb heat from the air in the air-cooling evaporator 14, and the cooled air is blown into the vehicle interior. This allows the vehicle interior to be cooled.

[0101] When it is necessary to cool the battery 34 in the air-conditioning mode, the control device 60 controls the low-temperature side three-way valve 38 so that the coolant in the low-temperature coolant circuit 30 flows through the battery cooler 33. As a result, as shown by the dashed-dotted arrow in Figure 1, the coolant in the low-temperature coolant circuit 30 circulates through the battery cooler 33, cooling the battery 34.

[0102] (2) Heating mode In the heating mode, the control device 60 closes the first on-off valve 18 and opens the second on-off valve 19. The control device 60 determines the operating states of the various control devices connected to the control device 60 (control signals to be output to the various control devices) based on the target blow-out temperature TAO, the detection signals of the sensors, etc.

[0103] The control signal output to the servo motor of the air mix door 54 is determined so that the air mix door 54 is positioned at the dashed line position in Figure 2, fully opening the air passage of the heater core 22, and the entire flow rate of the blown air that has passed through the air cooling evaporator 14 passes through the air passage of the heater core 22.

[0104] In the heating mode, the control device 60 operates the compressor 11, the high-temperature side pump 21, and the low-temperature side pump 31. In the heating mode, the control device 60 controls the high-temperature side three-way valve 24 to close the high-temperature side radiator flow path 20b. As a result, as shown by the solid arrows in Figure 1, the coolant in the high-temperature coolant circuit 20 circulates through the heater core 22, and heat is dissipated from the coolant in the heater core 22 to the air blown into the vehicle cabin.

[0105] In the heating mode, the operation of the low-temperature side three-way valve 38 is controlled to open the low-temperature side radiator flow path 30b, thereby circulating the coolant in the low-temperature coolant circuit 30 to the low-temperature side radiator 32, as shown by the solid arrows in FIG.

[0106] In the refrigeration cycle device 10 in the heating mode, the refrigerant flows as indicated by the solid arrows in FIG. 1, and the state of the refrigerant circulating through the cycle changes as follows.

[0107] That is, the high-pressure refrigerant discharged from the compressor 11 flows into the condenser 12 and dissipates heat through heat exchange with the coolant in the high-temperature coolant circuit 20. This heats the coolant in the high-temperature coolant circuit 20. The coolant in the high-temperature coolant circuit 20 can also be heated by a water heater 25.

[0108] The refrigerant flowing out of the condenser 12 flows into the second expansion valve 16 and is decompressed to a low-pressure refrigerant. The low-pressure refrigerant decompressed by the second expansion valve 16 then flows into the coolant cooling evaporator 17 and absorbs heat from the coolant in the low-temperature coolant circuit 30 to evaporate.

[0109] The refrigerant flowing out of the coolant cooling evaporator 17 flows to the suction side of the compressor 11 and is compressed again by the compressor 11.

[0110] As described above, in the heating mode, the heat of the high-pressure refrigerant discharged from the compressor 11 is dissipated to the coolant in the high-temperature coolant circuit 20 by the condenser 12, the heat of the coolant in the high-temperature coolant circuit 20 is dissipated to the air by the heater core 22, and the air heated by the heater core 22 can be blown into the vehicle interior. This allows the vehicle interior to be heated.

[0111] The coolant in the low-temperature coolant circuit 30 circulates through the low-temperature side radiator 32, so that the coolant in the low-temperature coolant circuit 30 absorbs heat from the outside air, and the low-pressure refrigerant absorbs heat from the coolant in the low-temperature coolant circuit 30 in the coolant cooling evaporator 17. Therefore, the heat of the outside air can be used to heat the vehicle interior.

[0112] In the heating mode, as shown by the dashed-dotted arrow in Figure 1, the coolant in the low-temperature coolant circuit 30 is also circulated through the battery cooler 33, so that the waste heat of the battery 34 is absorbed by the coolant in the low-temperature coolant circuit 30, and the heat can be absorbed from the coolant in the low-temperature coolant circuit 30 to the low-pressure refrigerant in the coolant cooling evaporator 17. Therefore, the waste heat of the battery 34 can be used to heat the vehicle interior.

[0113] The high-temperature side radiator 23 and the low-temperature side radiator 32 are connected to each other by common fins 39 so that heat can be transferred between them, allowing defrosting after the heating mode. In the heating mode, the coolant in the low-temperature coolant circuit 30 in the low-temperature side radiator 32 absorbs heat from the outside air, causing frost to form on the low-temperature side radiator 32. Therefore, when the vehicle is stopped after the heating mode is executed, the heat remaining in the coolant in the high-temperature coolant circuit 20 is used to defrost the low-temperature side radiator 32.

[0114] That is, the high-temperature side radiator 23 and the low-temperature side radiator 32 are connected to each other by the common fins 39 so that heat can be transferred between them, and therefore the heat of the coolant in the high-temperature coolant circuit 20 transfers from the high-temperature side radiator 23 to the low-temperature side radiator 32.

[0115] This causes the temperature of low-temperature side radiator 32 to rise, and the frost adhering to the surface of low-temperature side radiator 32 can be melted.

[0116] When the air conditioner switch is off, the control device 60 executes a battery cooling mode or a battery heating mode according to the temperature of the battery 34. Specifically, when a battery cooling request signal is input from the battery control device 71, the control device 60 switches to the battery cooling mode, and when a battery heating request signal is input from the battery control device 71, the control device 60 switches to the battery heating mode.

[0117] (3) Battery cooling mode In the battery cooling mode, the control device 60 closes the first on-off valve 18. The control device 60 determines the operating states of various control devices connected to the control device 60 (control signals to be output to the various control devices) based on detection signals from the sensors, etc.

[0118] In the battery cooling mode, the control device 60 operates the compressor 11 and the high-temperature side pump 21. In the battery cooling mode, the control device 60 controls the high-temperature side three-way valve 24 to open the high-temperature side radiator flow path 20b. As a result, as shown by the dashed arrow in Figure 1, the coolant in the high-temperature coolant circuit 20 circulates through the high-temperature side radiator 23, and heat is dissipated from the coolant in the high-temperature side radiator 23 to the outside air.

[0119] In the refrigeration cycle device 10 in the battery cooling mode, the refrigerant flows as indicated by the solid arrows in FIG. 1, and the state of the refrigerant circulating through the cycle changes as follows.

[0120] That is, the high-pressure refrigerant discharged from the compressor 11 flows into the condenser 12. The refrigerant that has flowed into the condenser 12 dissipates heat to the cooling water in the high-temperature cooling water circuit 20. As a result, the refrigerant is cooled and condensed in the condenser 12.

[0121] The refrigerant flowing out of the condenser 12 flows into the second expansion valve 16 and is decompressed to a low-pressure refrigerant. The low-pressure refrigerant decompressed by the second expansion valve 16 then flows into the coolant cooling evaporator 17 and absorbs heat from the coolant in the low-temperature coolant circuit 30 to evaporate.

[0122] The refrigerant flowing out of the coolant cooling evaporator 17 flows to the suction side of the compressor 11 and is compressed again by the compressor 11.

[0123] In the battery cooling mode, the control device 60 controls the low-temperature side three-way valve 38 so that the coolant in the low-temperature coolant circuit 30 flows through the battery cooler 33. As a result, as shown by the dashed-dotted arrow in Figure 1, the coolant in the low-temperature coolant circuit 30 circulates through the battery cooler 33 to cool the battery 34.

[0124] As described above, in the battery cooling mode, the low-pressure refrigerant in the air-cooling evaporator 14 absorbs heat from the coolant, and the cooled coolant is circulated to the battery cooler 33. This allows the battery 34 to be cooled.

[0125] (4) Battery temperature rise mode In the battery temperature rise mode, the control device 60 controls the high-temperature-side three-way valve 24 to open the high-temperature-side radiator flow path 20b. As a result, the coolant in the high-temperature coolant circuit 20 circulates through the high-temperature-side radiator 23, and the heat of the coolant in the high-temperature-side radiator 23 is transferred to the coolant in the low-temperature-side radiator 32 via the shared fins 39, as shown by the dashed arrows in Figure 1.

[0126] In the battery heating mode, the control device 60 controls the low-temperature side three-way valve 38 so that the coolant in the low-temperature coolant circuit 30 flows through the low-temperature side radiator 32 and the battery cooler 33. As a result, the coolant in the low-temperature coolant circuit 30 circulates to the low-temperature side radiator 32 and is heated, as shown by the solid arrow in Figure 1, and the coolant heated in the low-temperature side radiator 32 circulates to the battery cooler 33, as shown by the dashed-dotted arrow in Figure 1, and the battery 34 is heated.

[0127] As described above, in the battery temperature increase mode, the heat of the coolant in the high-temperature coolant circuit 20 can be transferred to the coolant in the low-temperature coolant circuit 30. This allows the temperature of the battery 34 to increase.

[0128] When power is supplied from the battery 34, an external power source, or the like to various on-board devices including electrically-powered components that make up the vehicle air conditioner 1, the control device 60 executes the control flow shown in Figures 4 to 9. Each control step in Figures 4 to 9 constitutes means for realizing various functions possessed by the control device 60.

[0129] In the control flow shown in Fig. 4, a target power Epho of water heater 25 and a charger required power Epd are determined. The target power Epho of water heater 25 is a target value of the power supplied to water heater 25. The charger required power Epd is a target value of the power supplied from quick charger 73.

[0130] In the control flow shown in Figure 4, first in step S100, it is determined whether the battery 34 is in a plugged-in state and whether a temperature increase of the battery 34 is required. If a plugged-in signal is input from the charging control device 72 to the control device 60, it is determined that the battery 34 is in a plugged-in state. In the plugged-in state, the compressor 11 is stopped. If a battery temperature increase request signal is input from the battery control device 71 to the control device 60, it is determined that a temperature increase of the battery 34 is required.

[0131] If it is determined in step S100 that the battery 34 is in the plugged-in state and that the temperature of the battery 34 needs to be increased, the process proceeds to step S110, where the target temperature Twho of the coolant in the high-temperature coolant circuit 20 (hereinafter referred to as the target water temperature) is set to the maximum value (75°C in this example), and the process proceeds to step S130. That is, in order to quickly increase the temperature of the battery 34, the target water temperature Twho is set to the maximum value. In order to prevent the coolant from boiling in the water heater 25, the maximum value of the target temperature Twho is set to the maximum temperature within the range in which the coolant does not boil in the water heater 25.

[0132] If it is determined in step S100 that the battery 34 is not plugged in or that it is not necessary to heat the battery 34, the process proceeds to step S120, where the target water temperature Twho is determined, the target power Epho of the water heating heater 25 is determined, and the target power Epho is output to the water heating heater 25.

[0133] Specifically, in step S120, the target water temperature Twho is first determined to be a value within a range from a minimum value to a maximum value (75°C in this example) based on the target outlet temperature TAO, etc. Next, a tentative target power Ephoc of the water heating heater 25 is calculated using a fuzzy logic based on the deviation between the target water temperature Twho and the actual water temperature Twh. The target power Epho of the water heating heater 25 is then output to the water heating heater 25.

[0134] In step S130, it is determined whether the difference between the target water temperature Twho and the actual temperature Twh (hereinafter referred to as the actual water temperature) of the coolant in the high-temperature coolant circuit 20 is greater than or equal to a predetermined value (5°C in this example).

[0135] If it is determined in step S130 that the difference between the target water temperature Twho and the actual water temperature Twh is greater than or equal to a predetermined value (5°C in this example), the process proceeds to step S140, where the temporary target power Ephoc of the water heating heater 25 is set to the maximum power value (e.g., 7000 W), and the process proceeds to step S160.

[0136] The maximum power value is the power value when electricity is continuously supplied without being turned on and off. In other words, in step S140, the tentative target availability of water heater 25 is determined to be the maximum availability. The maximum availability is the availability when electricity is continuously supplied without being turned on and off. In other words, because compressor 11 is stopped in the plugged-in state, the tentative target power Ephoc of water heater 25 is determined to be the maximum power value in order to quickly heat up battery 34.

[0137] If it is determined in step S130 that the difference between the target water temperature and the actual water temperature is not greater than a predetermined value (5°C in this example), the process proceeds to step S150, where a fuzzy calculation is performed to determine the tentative target power Ephoc of the water heater 25 based on the deviation between the target water temperature Twho and the actual water temperature Twh, and the process proceeds to step S160.

[0138] In step S160, it is determined whether the target power Ephob of water heater 25 7 seconds ago is equal to or less than the provisional target power Ephoc. If it is determined in step S160 that the target power Ephob of water heater 25 7 seconds ago is equal to or less than the provisional target power Ephoc, the process proceeds to step S170, where the current target power Epho of water heater 25 is determined to be the provisional target power Ephoc, and the process proceeds to step S190.

[0139] If it is determined in step S160 that the target power Ephob of water heater 25 7 seconds ago is not equal to or less than the tentative target power Ephoc, the process proceeds to step S180, where it is determined whether the standby flag is ON. If it is determined in step S180 that the standby flag is not ON, the process proceeds to step S181, where the target power Epho of water heater 25 is set to the target power Ephob 7 seconds ago, and the process proceeds to step S182. In step S182, the standby flag is set to ON, and the process proceeds to step S190.

[0140] If it is determined in step S180 that the standby flag is ON, the process proceeds to step S183, where the target power Epho of water heater 25 is set to the temporary target power Ephocb from 7 seconds ago, and the process proceeds to step S190. This delays the timing for lowering the target power Epho of water heater 25, and prevents the power charged to battery 34 from temporarily becoming too high when the power supplied from rapid charger 73 increases, thereby preventing deterioration of battery 34.

[0141] In step S190, the target power Epho of water heater 25 determined in steps S170 to S183 is output to water heater 25, and the process proceeds to step S200.

[0142] In step S200, the battery power required Epr is determined using the control map shown in Fig. 4 based on the temperature of the battery 34. Specifically, the higher the temperature of the battery 34, the larger the battery power required Epr is set within a range from a minimum value Eprl (e.g., 5000 W) to a maximum value Eprh (e.g., 50,000 W). In other words, the battery power required Epr is determined to be the upper limit power value at which the battery 34 can be charged without degrading. This is because the maximum power that can be charged without degrading the battery changes depending on the battery temperature, and the higher the battery temperature, the larger the maximum power that can be charged without degrading the battery.

[0143] In step S210, it is determined whether there is a malfunction in the water heater 25 or the high-temperature side pump 21. If it is determined in step S210 that there is no malfunction in the water heater 25 or the high-temperature side pump 21, the process proceeds to step S220, where the charger required power Epd is determined to be the sum of the target power Epho of the water heater 25 and the battery required power Epr, and the process proceeds to step S240.

[0144] If it is determined in step S210 that the water heater 25 or the high-temperature side pump 21 has failed, the process proceeds to step S230, where the charger required power Epd is set to the value of the battery required power Epr, and the process proceeds to step S240. This prevents the power charged to the battery 34 from becoming too high and causing deterioration of the battery 34 when the water heater 25 or the high-temperature side pump 21 has failed.

[0145] In step S240, the charger required power Epd determined in steps S220 to S230 is output to the charge control device.

[0146] 5 controls the opening degree of high-temperature side three-way valve 24. The opening degree of high-temperature side three-way valve 24 is 0% when the high-temperature side radiator 23 side is fully open and the heater core 22 side is fully closed, 50% when the high-temperature side radiator 23 side and the heater core 22 side are open to the same extent, and 100% when the high-temperature side radiator 23 side is fully closed and the heater core 22 side is fully open.

[0147] The larger the opening of high-temperature side three-way valve 24, the larger the proportion of coolant distributed to heater core 22, resulting in higher heating capacity, but the smaller the proportion of coolant distributed to high-temperature side radiator 23, resulting in lower temperature rise capacity of battery 34. The smaller the opening of high-temperature side three-way valve 24, the larger the proportion of coolant distributed to high-temperature side radiator 23, resulting in higher temperature rise capacity of battery 34, but the smaller the proportion of coolant distributed to heater core 22, resulting in lower heating capacity.

[0148] In the control flow shown in FIG. 5, first, in step S300, it is determined whether the battery 34 is in a plugged-in state and whether the temperature of the battery 34 needs to be increased.

[0149] If it is determined in step S300 that the battery 34 is not plugged in or that it is not necessary to increase the temperature of the battery 34, the process proceeds to step S310, where the opening of the high-temperature side three-way valve 24 is controlled to the normal opening. Specifically, in the cooling mode, the opening of the high-temperature side three-way valve 24 is controlled to 10%, and in the heating mode, the opening of the high-temperature side three-way valve 24 is controlled to 100%.

[0150] If it is determined in step S300 that the battery is plugged in and that the temperature of the battery 34 needs to be increased, the process proceeds to step S320, where the temporary opening Kvc of the high-temperature side three-way valve 24 is determined based on the comfort index α using the control map shown in Figure 5, and the process proceeds to step S330. The comfort index α is an index that represents the heating comfort of the occupants, and it can be determined that the greater the value of the comfort index α, the higher the heating comfort of the occupants.

[0151] The comfort index α is calculated using the following formula: α=Tr-(Tset-25)+Tam / 5 In this formula, Tr is the inside temperature detected by the inside temperature sensor 61, Tset is the interior temperature set by the temperature setting switch on the operation panel 70, and Tam is the outside temperature detected by the outside temperature sensor 62.

[0152] In other words, the lower the inside air temperature Tr, the lower the heating comfort of the occupants can be determined; the higher the set temperature in the vehicle interior, the higher the occupants' request for a higher inside air temperature, and the lower the outside air temperature Tam, the lower the heating comfort of the occupants can be determined.

[0153] Specifically, if the comfort index α is less than 5°C, it is determined that heating comfort is not ensured, and the temporary opening Kvc of the high-temperature side three-way valve 24 is set to the minimum value. If the comfort index α is 15°C or higher, it is determined that heating comfort is ensured, and the temporary opening Kvc of the high-temperature side three-way valve 24 is set to the minimum value. If the comfort index α is 5°C or higher and lower than 15°C, the temporary opening Kvc of the high-temperature side three-way valve 24 is reduced within the range from the maximum value to the minimum value as the comfort index α increases. In other words, the higher the heating comfort, the temporary opening Kvc is determined so that a larger proportion of coolant is distributed to the high-temperature side radiator 23 (in other words, the temperature rise capacity of the battery 34 becomes higher).

[0154] When the low-temperature side radiator 32 is in a frosted state, the minimum and maximum values ​​in the control map shown in Fig. 5 are made smaller than when the low-temperature side radiator 32 is not in a frosted state. In this example, it is determined whether the low-temperature side radiator 32 is in a frosted state, and when the low-temperature side radiator 32 is in a frosted state but not in a frosted state, the minimum value is set to 50% and the maximum value is set to 90%, whereas when the low-temperature side radiator 32 is in a frosted state, the minimum value is set to 40% and the maximum value is set to 80%.

[0155] As a result, when the low-temperature side radiator 32 is in a frosted state, the flow rate of the cooling water to the high-temperature side radiator 23 can be increased compared to when the low-temperature side radiator 32 is not in a frosted state, thereby increasing the amount of heat transferred from the high-temperature side radiator 23 to the low-temperature side radiator 32, thereby facilitating defrosting of the low-temperature side radiator 32.

[0156] Whether the low-temperature side radiator 32 is in a frosted state is determined based on the temperature of the coolant in the low-temperature coolant circuit 30, using the control map shown in Fig. 6. That is, when the temperature of the coolant in the low-temperature coolant circuit 30 is lower than a threshold value, it is determined that the low-temperature side radiator 32 is in a frosted state.

[0157] In step S330, the radiant heater correction amount C1 is determined. Specifically, if the knee radiant heater 43 is operating, the radiant heater correction amount C1 is determined to be a negative value (−5 in this example), and if the knee radiant heater 43 is not operating, the radiant heater correction amount C1 is determined to be 0. In other words, since it is considered that heating comfort is more likely to be ensured when auxiliary heating is being performed by the knee radiant heater 43, the distribution rate of coolant to the heater core 22 side is reduced and the distribution rate of coolant to the high-temperature side radiator 23 side is increased, thereby promoting a temperature rise of the battery 34.

[0158] In the next step S340, the air conditioning startup correction amount C2 is determined using the control map shown in Figure 5 based on the time elapsed since the air conditioning was started, and the process proceeds to step S340. Specifically, it is considered that the longer the time elapsed since the air conditioning was started, the higher the heating comfort becomes after the transitional period immediately after the air conditioning is started. Therefore, the distribution rate of the coolant to the heater core 22 side is reduced and the distribution rate of the coolant to the high-temperature side radiator 23 side is increased to promote the temperature rise of the battery 34.

[0159] In the next step S350, the defogging correction amount C3 is determined. Specifically, if the air outlet mode of the interior air conditioning unit 50 is the defroster mode, the radiant heater correction amount C1 is determined to be a positive value (+5 in this example), and if the air outlet mode of the interior air conditioning unit 50 is not the defroster mode, the radiant heater correction amount C1 is determined to be 0. In other words, when the windshield is being defogging in the defroster mode, it is necessary to ensure the heating capacity of the heater core 22, so the distribution ratio of the coolant to the heater core 22 side is increased.

[0160] In the next step S360, a remaining charge correction amount C4 is determined. The remaining charge correction amount C4 is determined using the control map shown in Fig. 5 based on the remaining charge of the battery 34. Specifically, the lower the remaining charge of the battery 34, the more quickly the battery 34 needs to be heated to perform rapid charging. Therefore, the proportion of coolant distributed to the heater core 22 side is reduced and the proportion of coolant distributed to the high-temperature side radiator 23 side is increased, thereby promoting the temperature rise of the battery 34.

[0161] In the next step S370, a planned charging time correction amount C5 is determined. The planned charging time correction amount C5 is determined using the control map shown in Fig. 5 based on the planned charging time of the battery 34. Specifically, the shorter the planned charging time of the battery 34, the more quickly the battery 34 needs to be heated to perform rapid charging. Therefore, the proportion of coolant distributed to the heater core 22 side is reduced and the proportion of coolant distributed to the high-temperature side radiator 23 side is increased, thereby promoting the temperature rise of the battery 34.

[0162] In the following step S380, the opening degree Kv of the high-temperature side three-way valve 24 is determined and controlled using the following formula based on the temporary opening degree Kvc of the high-temperature side three-way valve 24, the radiant heater correction amount C1, the air conditioning startup correction amount C2, the defogging correction amount C3, the remaining charge correction amount C4, and the estimated charging time correction amount C5. Kv=MIN(MAX((Kvc+C1+C2+C3+C4+C5+C6),40),90) This allows the opening Kv of the high temperature side three-way valve 24 to be determined to a value between 40% and 90% depending on the heating comfort of the occupants, the need for anti-fogging, the state of the battery 34, and the like.

[0163] 7 controls the open / closed state of the grille shutter 42. When the grille shutter 42 is open, outside air flows to the high-temperature side radiator 23 and the low-temperature side radiator 32, and when the grille shutter 42 is closed, the flow of outside air to the high-temperature side radiator 23 and the low-temperature side radiator 32 is blocked.

[0164] In the control flow shown in Figure 7, first in step S400, it is determined whether the battery is plugged in and whether the battery 34 needs to be heated. If it is determined in step S400 that the battery is plugged in and the battery 34 needs to be heated, the process proceeds to step S410, where the grille shutter 42 is controlled to be closed. That is, the flow of outside air to the high-temperature side radiator 23 and the low-temperature side radiator 32 is blocked. This minimizes heat loss in the shared fins 39, promoting heat transfer from the high-temperature side radiator 23 to the low-temperature side radiator 32 and improving the battery 34's heating capability.

[0165] If it is determined in step S400 that the battery 34 is not plugged in or that it is not necessary to increase the temperature of the battery 34, the process proceeds to step S420, where the grille shutter 42 is controlled to be open. That is, outside air flows to the high-temperature side radiator 23 and the low-temperature side radiator 32.

[0166] The control flow shown in Fig. 8 controls the on / off state of the outdoor blower 41. In the control flow shown in Fig. 8, first, in step S500, it is determined whether the system is in a plugged-in state and whether the temperature of the battery 34 needs to be increased.

[0167] If it is determined in step S500 that the battery 34 is in a plugged-in state and that a temperature increase of the battery 34 is required, the process proceeds to step S520. If it is determined in step S500 that the battery 34 is not in a plugged-in state or that a temperature increase of the battery 34 is not required, the process proceeds to step S510, where it is determined whether the compressor 11 is operating. If it is determined in step S510 that the compressor 11 is not operating, the process proceeds to step S520.

[0168] In step S520, the outdoor blower 41 is controlled to be in the OFF state. This reduces heat loss in the shared fins 39, promoting heat transfer from the high-temperature side radiator 23 to the low-temperature side radiator 32 and improving the temperature rise capacity of the battery 34.

[0169] If it is determined in step S510 that the compressor 11 is operating, the process proceeds to step S530, where the outdoor blower 41 is controlled to be in the ON state.

[0170] The control flow shown in Fig. 9 controls the on / off state of the high-temperature side pump 21. In the control flow shown in Fig. 9, first, in step S600, it is determined whether or not the water heater 25 is operating.

[0171] If it is determined in step S600 that the water heater 25 is operating, the process proceeds to step S620. If it is determined in step S600 that the water heater 25 is not operating, the process proceeds to step S610, where it is determined whether the indoor blower 53 is stopped. That is, it is determined whether the air conditioning is off. If it is determined in step S610 that the indoor blower 53 is not stopped, the process proceeds to step S620, where the high-temperature side pump 21 is controlled to be on. This allows the coolant to circulate through the high-temperature coolant circuit 20, making it possible to heat the battery 34 and perform heating.

[0172] If it is determined in step S610 that the indoor blower 53 is stopped, the process proceeds to step S630, where the high temperature side pump 21 is controlled to be in the OFF state.

[0173] In this embodiment, the control device 60 determines whether heating comfort for the occupants is ensured based on the temperature inside the vehicle cabin, and if it determines that heating comfort is ensured, it controls the high-temperature side three-way valve 24 so that the flow rate of the cooling water flowing to the high-temperature side radiator 23 is increased compared to when it determines that heating comfort is not ensured.

[0174] As a result, when the heating comfort of the occupants is ensured, the temperature rise capacity of the battery 34 can be increased compared to when the heating comfort is not ensured. Therefore, the heat medium can be appropriately distributed between the heater core 22 side and the battery 34 side according to the heating comfort of the occupants. Whether the heating comfort of the occupants is ensured is determined based on the temperature in the vehicle cabin, so it can be appropriately determined whether the heating comfort of the occupants is ensured.

[0175] In this embodiment, the control device 60 calculates a comfort index α, which is an index representing heating comfort, based on the temperature Tr inside the vehicle cabin, the set temperature Tset inside the vehicle cabin, and the outside air temperature Tam, and determines whether heating comfort is ensured based on the comfort index α.

[0176] This allows the heat medium to be more appropriately distributed between the heater core 22 side and the battery 34 side according to the heating comfort of the occupants.

[0177] In this embodiment, the control device 60 determines whether the low-temperature side radiator 32 is frosted or not, and if it determines that the low-temperature side radiator 32 is frosted, it controls the high-temperature side three-way valve 24 so that the flow rate of the cooling water flowing to the high-temperature side radiator 23 is increased compared to when it determines that the low-temperature side radiator 32 is not frosted.

[0178] According to this, when frost forms on low-temperature side radiator 32, the heat of the high-temperature heat medium can be actively utilized to promote defrosting of low-temperature side radiator 32.

[0179] In this embodiment, the control device 60 controls the high-temperature side three-way valve 24 so that when the knee radiant heater 43 is operating, the flow rate of the cooling water flowing to the high-temperature side radiator 23 is increased compared to when the knee radiant heater 43 is not operating.

[0180] This allows the temperature rising capacity of the battery 34 to be increased when the knee radiant heater 43 is likely to ensure the passenger's heating comfort.

[0181] In this embodiment, the control device 60 controls the high-temperature side three-way valve 24 so that the longer the elapsed time since the start of heating, the greater the flow rate of the coolant flowing to the high-temperature side radiator 23. This allows the temperature rise capacity of the battery 34 to be increased as the heating comfort of the occupants increases.

[0182] In this embodiment, when the air outlet mode of the indoor air conditioning unit 50 is the defroster mode, the high-temperature side three-way valve 24 is controlled so that the flow rate of the coolant flowing to the high-temperature side radiator 23 is smaller than when the air outlet mode is other than the defroster mode. As a result, when the air outlet mode is the defroster mode, visibility can be quickly ensured by prioritizing the anti-fogging ability over the temperature increase ability of the battery 34.

[0183] In this embodiment, the control device 60 controls the high-temperature side three-way valve 24 so that the lower the outside air temperature Tam, the smaller the flow rate of the coolant flowing to the high-temperature side radiator 23. As a result, the lower the outside air temperature, the more likely the passengers are to experience a decrease in heating comfort. Therefore, by prioritizing the heating capacity over the temperature increase capacity of the battery 34, passengers' dissatisfaction with heating comfort can be reduced.

[0184] In this embodiment, the controller 60 adjusts the flow rate of the coolant flowing to the high temperature side radiator 23 as the remaining charge amount of the battery 34 decreases at the start of charging. Large The high-temperature side three-way valve 24 is controlled so that the higher the need for rapid charging, the higher the priority given to the ability to raise the temperature of the battery 34 over the heating ability, allowing the battery 34 to be charged more quickly.

[0185] In this embodiment, the control device 60 controls the high-temperature side three-way valve 24 so that the shorter the planned charging time of the battery 34, the greater the flow rate of the coolant flowing to the high-temperature side radiator 23. As a result, the higher the need for rapid charging, the higher the priority given to the temperature increase capacity of the battery 34 over the heating capacity, allowing the battery 34 to be charged more quickly.

[0186] (Second embodiment) In the above embodiment, the coolant in the high-temperature coolant circuit 20 branches off to the high-temperature side radiator 23 side upstream of the heater core 22, but in this embodiment, the coolant in the high-temperature coolant circuit 20 branches off to the high-temperature side radiator 23 side downstream of the heater core 22.

[0187] 10, the high-temperature side pump 21 is disposed in the high-temperature side circulation flow path 20a downstream of the heater core 22. The high-temperature side pump 21 sucks in the cooling water that flows out from the heater core 22 and discharges it.

[0188] A branch point 20c of the high-temperature side radiator flow path 20b to the high-temperature side circulation flow path 20a is disposed on the discharge side of the high-temperature side pump 21. A junction point 20d of the high-temperature side radiator flow path 20b to the high-temperature side circulation flow path 20a is disposed upstream of the heater core 22.

[0189] When high-temperature-side three-way valve 24 opens high-temperature-side radiator flow path 20b, the cooling water discharged from high-temperature-side pump 21 branches off at branch point 20c toward high-temperature-side radiator 23, as shown by the dashed arrow in Fig. 10. The cooling water that branches off at branch point 20c toward high-temperature-side radiator 23 flows through high-temperature-side radiator 23, and then merges with the cooling water that has passed through condenser 12 at merge point 20c.

[0190] In this embodiment, the same operation as in the above embodiment can be realized, and the same effects as in the above embodiment can be achieved.

[0191] (Other embodiments) The above embodiment can be modified in various ways, for example, as follows.

[0192] (1) In the above embodiment, the vehicle air conditioning system 1 is applied to a plug-in hybrid vehicle that can charge a battery with power supplied from an external power source. However, the vehicle air conditioning system 1 may also be applied to a non-plug-in hybrid vehicle that cannot charge a battery with power supplied from an external power source.

[0193] In the above embodiment in which the vehicle air conditioner 1 is applied to a plug-in hybrid vehicle, it is determined in steps S100, S300, S400, and S500 whether the vehicle is in a plugged-in state and whether the temperature of the battery 34 needs to be increased.

[0194] On the other hand, when the vehicle air conditioner 1 is applied to a non-plug-in hybrid vehicle, it is determined in steps S100, S300, S400, and S500 whether or not the temperature of the battery 34 needs to be increased.

[0195] The vehicle air conditioner 1 may be applied to an electric vehicle that obtains driving force for running the vehicle from an electric motor for running the vehicle.

[0196] (2) In the above embodiment, in step S330, if the knee radiant heater 43 is activated, the radiant heater correction amount C1 is determined to be a negative value. However, if at least one of the steering heater 44 and the seat heater 46 is activated, the radiant heater correction amount C1 may also be determined to be a negative value.

[0197] In other words, since it is believed that heating comfort is more easily ensured when auxiliary heating is performed using the steering heater 44 or the seat heater 46, the temperature rise of the battery 34 may be promoted by reducing the proportion of coolant distributed to the heater core 22 side and increasing the proportion of coolant distributed to the high-temperature side radiator 23 side.

[0198] (3) In the above embodiment, cooling water is used as the heat transfer medium, but various media such as oil or nanofluids may also be used as the heat transfer medium. Nanofluids are fluids containing nanoparticles with particle diameters on the order of nanometers.

[0199] (4) In the refrigeration cycle device 10 of the above embodiment, a fluorocarbon-based refrigerant is used as the refrigerant. However, the type of refrigerant is not limited to this, and natural refrigerants such as carbon dioxide, hydrocarbon-based refrigerants, etc. may also be used.

[0200] Furthermore, the refrigeration cycle device 10 of the above embodiment constitutes a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant, but it may also constitute a supercritical refrigeration cycle in which the high-pressure side refrigerant pressure exceeds the critical pressure of the refrigerant.

[0201] (5) In the above embodiment, the high-temperature side radiator 23 and the low-temperature side radiator 32 are separate radiators, and the high-temperature side radiator 23 and the low-temperature side radiator 32 are joined to each other by a common fin 39, but the high-temperature side radiator 23 and the low-temperature side radiator 32 may also be configured as a single radiator.

[0202] For example, the tank of the high-temperature side radiator 23 and the tank of the low-temperature side radiator 32 may be integrated with each other, so that the high-temperature side radiator 23 and the low-temperature side radiator 32 are configured as a single radiator.

[0203] (6) In the above embodiment, a subcooler may be provided on the refrigerant outlet side of the receiver 40. The subcooler is a subcooling heat exchanger that subcools the liquid-phase refrigerant by exchanging heat between the liquid-phase refrigerant flowing out of the receiver 40 and the coolant in the high-temperature coolant circuit 20.

[0204] The receiver 40 and the subcooler may be integrally formed with the condenser 12 .

[0205] (7) In the above embodiment, the first expansion valve 13 and the second expansion valve 16 are mechanical temperature-controlled expansion valves. However, the first expansion valve 13 and the second expansion valve 16 may be electric variable throttle mechanisms. The electric variable throttle mechanism has a valve body and an electric actuator. The valve body is configured to be able to change the passage opening of the refrigerant passage (in other words, the throttle opening). The electric actuator has a stepping motor that changes the throttle opening of the valve body.

[0206] When the first expansion valve 13 and the second expansion valve 16 are electric variable throttle mechanisms, the operation of the first expansion valve 13 and the second expansion valve 16 can be controlled by a control signal output from the control device 60.

[0207] More specifically, the first expansion valve 13 and the second expansion valve 16 may be configured as variable throttle mechanisms with a full-closing function that fully closes the refrigerant passage. When the first expansion valve 13 and the second expansion valve 16 are variable throttle mechanisms with a full-closing function, the flow of the refrigerant can be blocked by fully closing the refrigerant passage.

[0208] The features of the in-vehicle equipment heating device disclosed in this specification are as follows. (Item 1) a high-temperature heat transfer medium circuit (20) through which a high-temperature heat transfer medium circulates; a heater core (22) disposed in the high-temperature heat medium circuit and configured to heat air to be blown into the vehicle cabin with the high-temperature heat medium; a temperature raising section (23, 32, 33, 39) arranged in parallel with the heater core in the high-temperature heat transfer medium circuit, for raising the temperature of an in-vehicle device (34) with the high-temperature heat transfer medium; an adjusting unit (24) that adjusts a flow rate ratio of the high-temperature heat medium flowing to the heater core and the high-temperature heat medium flowing to the temperature raising unit in the high-temperature heat medium circuit; and a control unit (60) that determines whether heating comfort for occupants is ensured based on the temperature inside the vehicle cabin, and, when it is determined that the heating comfort is ensured, controls the adjustment unit so that the flow rate of the high-temperature heat medium flowing to the heating unit is increased compared to when it is determined that the heating comfort is not ensured. (Item 2) The control unit (60) calculates a comfort index (α) representing the heating comfort based on the temperature (Tr) inside the vehicle cabin and information (Tset, Tam) related to the air conditioning load, and determines whether the heating comfort is ensured based on the comfort index (α). (Item 3) a low-temperature heat transfer medium circuit (30) through which a low-temperature heat transfer medium circulates; a heat medium air heat exchanger (32) disposed in the low-temperature heat medium circuit and exchanging heat between the low-temperature heat medium and air; the temperature raising section has a heat transfer section (39) that transfers heat from the high-temperature heat medium to the low-temperature heat medium, The control unit (60) determines whether the heat medium air heat exchanger (32) is frosted or not, and when it is determined that the heat medium air heat exchanger (32) is frosted, the control unit (60) determines that the high-temperature air flowing to the temperature raising unit is frosted more than when it is determined that the heat medium air heat exchanger (32) is not frosted. 3. The vehicle-mounted equipment heating device according to item 1 or 2, wherein the adjusting unit is controlled so that the flow rate of the heating medium is increased. (Item 4) a warmth imparting section (43, 44, 46) that imparts a warmth to the occupant by thermal conduction or thermal radiation; 4. The in-vehicle equipment heating device according to any one of items 1 to 3, wherein the control unit (60) controls the adjustment unit so that, when the warmth imparting unit (43, 44, 46) is operating, a flow rate of the high-temperature heat medium flowing to the heating unit is increased compared to when the warmth imparting unit (43, 44, 46) is not operating. (Item 5) 5. The vehicle-mounted equipment heating device according to any one of items 1 to 4, wherein the control unit (60) controls the adjustment unit so that the flow rate of the high-temperature heat medium flowing to the heating unit increases as the elapsed time from the start of heating by the heater core increases. (Item 6) a defrosting unit (50) that uses the heat of the high-temperature heat medium to remove fog from the vehicle windows; 6. The in-vehicle equipment heating device according to any one of items 1 to 5, wherein the control unit (60) controls the adjustment unit so that, when the defogging unit (50) is operating, a flow rate of the high-temperature heat medium flowing to the heating unit is smaller than when the defogging unit (50) is not operating. (Item 7) 7. The vehicle-mounted equipment heating device according to any one of items 1 to 6, wherein the control unit (60) controls the adjustment unit so that the flow rate of the high-temperature heat medium flowing to the heating unit decreases as the outside air temperature (Tam) decreases. (Item 8) the in-vehicle device is a secondary battery, The control unit (60) adjusts the flow rate of the high-temperature heat medium flowing to the temperature increasing unit so that the flow rate of the high-temperature heat medium flowing to the temperature increasing unit increases as the remaining charge amount at the start of charging of the in-vehicle device (34) decreases. Large 8. The in-vehicle device temperature raising device according to any one of items 1 to 7, wherein the adjusting unit is controlled so that the temperature rises. (Item 9) the in-vehicle device is a secondary battery, 9. The vehicle-mounted equipment heating device according to any one of items 1 to 8, wherein the control unit (60) controls the adjustment unit so that the flow rate of the high-temperature heat medium flowing to the heating unit increases as the planned charging time of the vehicle-mounted equipment (34) becomes shorter. [Explanation of symbols]

[0209] 20 High temperature cooling water circuit (high temperature heat medium circuit) 22 heater core 23 High temperature side radiator (heating section) 24 High temperature side three-way valve (adjustment part) 30 Low temperature cooling water circuit (low temperature heat medium circuit) 32 Low temperature side radiator (heating section) 33 Battery cooler (heating section) 34 Batteries (vehicle equipment) 39 Fin (heating section) 60 Control device (control unit)

Claims

1. a high-temperature heat medium circuit (20) in which a high-temperature heat medium circulates; a heater core (22) disposed in the high-temperature heat medium circuit and configured to heat air to be blown into the vehicle cabin with the high-temperature heat medium; a temperature raising section (23, 32, 33, 39) arranged in parallel with the heater core in the high-temperature heat transfer medium circuit, for raising the temperature of an on-vehicle device (34) with the high-temperature heat transfer medium; an adjusting unit (24) that adjusts a flow rate ratio of the high-temperature heat medium flowing to the heater core and the high-temperature heat medium flowing to the temperature raising unit in the high-temperature heat medium circuit; The vehicle-mounted equipment heating device includes a control unit (60) that determines whether heating comfort for occupants is ensured based on the temperature inside the vehicle cabin, and, if it is determined that the heating comfort is ensured, controls the adjustment unit so that the flow rate of the high-temperature heat medium flowing to the heating unit is increased compared to when it is determined that the heating comfort is not ensured.

2. 2. The vehicle-mounted equipment heating device according to claim 1, wherein the control unit (60) calculates a comfort index (α) representing the heating comfort based on the temperature (Tr) in the vehicle cabin and information (Tset, Tam) related to the air conditioning load, and determines whether the heating comfort is ensured based on the comfort index (α).

3. a low-temperature heat medium circuit (30) in which a low-temperature heat medium circulates; a heat medium air heat exchanger (32) disposed in the low-temperature heat medium circuit and exchanging heat between the low-temperature heat medium and air; The temperature raising section has a heat transfer section (39) that transfers heat from the high-temperature heat medium to the low-temperature heat medium, 2. The vehicle-mounted equipment heating device according to claim 1, wherein the control unit (60) determines whether the heat medium air heat exchanger (32) is frosted, and when it is determined that the heat medium air heat exchanger (32) is frosted, controls the adjustment unit (60) so that a flow rate of the high-temperature heat medium flowing to the heating unit is increased compared to when it is determined that the heat medium air heat exchanger (32) is not frosted.

4. a warmth imparting section (43, 44, 46) for imparting a warmth to the occupant by thermal conduction or thermal radiation; 2. The vehicle equipment heating device according to claim 1, wherein the control unit (60) controls the adjustment unit so that, when the warmth imparting unit (43, 44, 46) is operating, the flow rate of the high-temperature heat medium flowing to the heating unit is increased compared to when the warmth imparting unit (43, 44, 46) is not operating.

5. 2. The vehicle equipment heating device according to claim 1, wherein the control unit (60) controls the adjustment unit so that the flow rate of the high-temperature heat medium flowing to the heating unit increases as the elapsed time since heating by the heater core begins increases.

6. a defrosting unit (50) that uses the heat of the high-temperature heat medium to remove fog from the vehicle windows; 2. The vehicle-mounted equipment heating device according to claim 1, wherein the control unit (60) controls the adjustment unit so that, when the defogging unit (50) is operating, a flow rate of the high-temperature heat medium flowing to the heating unit is smaller than when the defogging unit (50) is not operating.

7. 2. The vehicle-mounted equipment heating device according to claim 1, wherein the control unit (60) controls the adjustment unit so that the flow rate of the high-temperature heat medium flowing to the heating unit decreases as the temperature (Tam) of the outside air decreases.

8. the in-vehicle device is a secondary battery, The vehicle-mounted equipment heating device according to claim 1, wherein the control unit (60) controls the adjustment unit so that the flow rate of the high-temperature heat medium flowing to the heating unit increases as the remaining charge of the vehicle-mounted equipment (34) decreases at the start of charging.

9. the in-vehicle device is a secondary battery, The vehicle-mounted equipment heating device according to any one of claims 1 to 8, wherein the control unit (60) controls the adjustment unit so that the flow rate of the high-temperature heat medium flowing to the heating unit increases as the planned charging time of the vehicle-mounted equipment (34) becomes shorter.

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