JP7213698B2 - VEHICLE BATTERY TEMPERATURE ADJUSTMENT DEVICE AND VEHICLE AIR CONDITIONER WITH SAME - Google Patents

Description

TECHNICAL FIELD The present invention relates to a battery temperature adjustment device that adjusts the temperature of a battery mounted on a vehicle, and a heat pump type vehicle air conditioner that includes the same and air-conditions the interior of the vehicle.

BACKGROUND ART Vehicles such as electric vehicles and plug-in hybrid vehicles, in which a driving motor is driven by electric power supplied from a battery mounted in the vehicle, have come into wide use due to the emergence of environmental problems in recent years. An air conditioner that can be applied to such a vehicle includes a refrigerant circuit in which an electric compressor driven by power supply from a battery, a radiator, a heat absorber, and an outdoor heat exchanger are connected. In addition, the refrigerant discharged from the compressor is radiated by a radiator, the refrigerant radiated by this radiator is heated by absorbing heat in an outdoor heat exchanger, and the refrigerant discharged from the compressor is radiated by an outdoor heat exchanger. A vehicle interior is air-conditioned by allowing the air to evaporate in a heat absorber (evaporator) and absorbing the heat to cool the vehicle (see, for example, Patent Document 1).

Also, the temperature of the battery rises due to, for example, the ambient temperature environment and self-heating. Since deterioration progresses when charging and discharging are performed in such a high temperature state, a heat exchanger for the battery is separately provided in the refrigerant circuit, and the refrigerant circulating in the refrigerant circuit and the battery refrigerant (heat medium) are separated from this. Vehicle air conditioners have also been developed in which heat is exchanged by a battery heat exchanger and the heat medium that has exchanged heat is circulated through the battery to cool (temperature control) the battery (for example, , Patent Documents 2 and 3).

JP 2014-213765 A Japanese Patent No. 5860360 Japanese Patent No. 5860361

When the temperature of the battery is controlled by the vehicle air conditioner as described above, the electric power consumed by the compressor and the like affects the cruising distance of the vehicle. That is, when the state of charge (SOC) of the battery is decreasing, the cruising distance of the vehicle is decreased by adjusting the temperature of the battery.

The present invention has been made to solve such conventional technical problems, and is a vehicle battery temperature adjustment device capable of controlling the temperature of a battery while suppressing a decrease in the cruising distance of the vehicle. And it aims at providing the air conditioner for vehicles provided with the same.

A battery temperature adjustment device for a vehicle according to the present invention operates by being powered by a battery mounted on a vehicle and adjusts the temperature of the battery. For the battery charging rate SOC, a normal range is set in which deterioration of the battery is not taken into consideration, and the control device controls the battery charging rate SOC to fall within the normal range of the battery charging rate SOC based on the information on the predetermined scheduled charging location. and the distance to the scheduled charging site is equal to or greater than a predetermined threshold value D, the temperature control of the battery is not executed.

In the vehicle battery temperature adjustment device of the second aspect of the invention, a normal range is set for the battery temperature Tcell, which is an index indicating the deterioration of the battery in the above invention, and the deterioration of the battery is not taken into consideration . When the battery charging rate SOC is in the normal range of the battery charging rate SOC and the battery temperature Tcell is in the normal range of the battery temperature Tcell, the temperature control of the battery is not executed.

In the vehicle battery temperature adjustment device of the invention of claim 3 , a warning region is set as a predetermined margin region outside the normal region with respect to the battery charging rate SOC and the battery temperature Tcell in the above invention. indicates that the battery temperature control is not executed when the battery charging rate SOC is in the normal range or the warning range of the battery charging rate SOC and the battery temperature Tcell is in the normal range or the warning range of the battery temperature Tcell. Characterized by

In the vehicle battery temperature adjustment device of the invention of claim 4 , a predetermined critical area is set as a deterioration area of the battery with respect to the battery temperature Tcell in the above invention . When the state of charge SOC is in the normal range or the warning range and the battery temperature Tcell is in the critical range, the temperature control of the battery is performed.

According to the fifth aspect of the present invention, there is provided a vehicle battery temperature adjusting device according to the third or fourth aspect of the present invention , in which predetermined critical regions are set as battery deterioration regions for the battery charging rate SOC and the battery temperature Tcell. When the battery charging rate SOC enters the critical range of the battery charging rate and the battery temperature Tcell enters the critical range of the battery temperature Tcell, the control device executes temperature control of the battery. do.

According to the sixth aspect of the present invention, there is provided a vehicle battery temperature adjusting device, which is a predetermined battery deterioration range when the battery charging rate SOC, which is an indicator of battery deterioration in each of the above inventions, decreases. is set, and the control device suppresses temperature control of the battery when the battery charging rate SOC drops and enters the dangerous range.

According to a seventh aspect of the present invention, there is provided a vehicle battery temperature adjustment device according to each of the above inventions, wherein the control device performs temperature adjustment of the battery when the battery deterioration state SOH is equal to or lower than a predetermined threshold value SOH1 or lower than a predetermined threshold value SOH1. characterized by

According to an eighth aspect of the present invention, there is provided a vehicle battery temperature adjusting device according to each of the above inventions, wherein the cooling device is provided, and the battery can be cooled by using the cooling device.

According to a ninth aspect of the present invention, there is provided a battery temperature adjusting device for a vehicle in each of the above inventions, wherein the heating device is provided, and the heating device is used to heat the battery.

A vehicle air conditioner according to a tenth aspect of the present invention includes the vehicle battery temperature adjusting device according to each of the above inventions, a compressor for compressing a refrigerant, and an indoor heat exchanger for exchanging heat between the air supplied to the vehicle interior and the refrigerant. and an outdoor heat exchanger provided outside the vehicle to air-condition the interior of the vehicle, and the battery temperature control device is capable of cooling the battery using a refrigerant.

According to the present invention, a battery temperature adjusting device for a vehicle, which operates by being powered by a battery mounted on a vehicle and adjusts the temperature of the battery, includes a control device, and is an indicator of deterioration of the battery. For the battery charging rate SOC, a normal range is set in which deterioration of the battery is not taken into account, and the control device detects that the battery charging rate SOC is within the normal range of the battery charging rate SOC based on information on a predetermined scheduled charging location. Further, when the distance to the scheduled charging site is greater than or equal to the predetermined threshold value D, the temperature control of the battery is not executed. It is possible to avoid the inconvenience of not being able to reach a planned charging site by not permitting the temperature control of the battery in an unnecessary state and reducing the power consumption due to the temperature control of the battery.

According to the invention of claim 2, the battery temperature Tcell, which is an index indicating the deterioration of the battery, is set to a normal range in which deterioration of the battery is not taken into account, and the controller controls the battery charging rate SOC to When the state of charge SOC is in the normal region and the battery temperature Tcell is in the normal region of the battery temperature Tcell, the battery temperature control is not executed. It is possible to reduce the power consumption due to the temperature control of the battery without permitting the temperature control, thereby suppressing the decrease in the cruising range of the vehicle.

In this case, as in the invention of claim 3 , for the battery charging rate SOC and the battery temperature Tcell, a warning range is set as a predetermined marginal range outside the normal range, and the control device determines that the battery charging rate SOC is When the state of charge SOC is in the normal range or the warning range and the battery temperature Tcell is in the normal range or the warning range of the battery temperature Tcell, the vehicle can continue to run longer by not executing the temperature control of the battery. It is possible to realize battery temperature control with priority given to distance.

However, as in the invention of claim 4 , a predetermined critical range is set as a deterioration range of the battery with respect to the battery temperature Tcell, and the controller controls the battery charging rate SOC to fall within the normal range or warning range of the battery charging rate SOC. If there is and the battery temperature Tcell has entered the critical range, the temperature control of the battery is executed. As a result, even if the battery charging rate SOC is in a permissible state, the temperature control of the battery is permitted when the battery temperature Tcell is in a dangerous state, and deterioration of the battery due to an abnormal temperature can be avoided in advance. become able to.

Further, as in the invention of claim 5 , a predetermined critical range is set as a deterioration range of the battery with respect to the battery charging rate SOC and the battery temperature Tcell. When the battery temperature Tcell enters the danger zone of the battery temperature Tcell, temperature control of the battery is executed. As a result, when the battery charging rate SOC and battery temperature Tcell are in a dangerous state, the temperature control of the battery is permitted even if the distance to the planned charging site is long, and the battery deteriorates due to the abnormal charging rate and temperature. can be avoided.

According to the invention of claim 6 , in addition to the above-described inventions, a predetermined deterioration range of the battery when the battery charging rate SOC, which is an index indicating deterioration of the battery, decreases A dangerous area is set, and when the battery charging rate SOC drops and the control device enters the dangerous area, the temperature control of the battery is suppressed. temperature control of the battery, and a further decrease in the charging rate due to the temperature control of the battery can be suppressed.

According to the invention of claim 7 , in addition to the above-described inventions, the control device executes temperature control of the battery when the battery deterioration state SOH is equal to or lower than a predetermined threshold value SOH1 or lower than a predetermined threshold value SOH1. Thus, when the battery deterioration state SOH, which indicates the deterioration state of the battery, is lowered, the temperature of the battery is controlled to prevent further deterioration.

According to the eighth aspect of the invention, a cooling device is provided in addition to each of the above inventions, and the cooling device can be used to cool the battery. Therefore, the deterioration of the battery due to abnormally high temperatures can be effectively eliminated or suppressed. be able to

According to the ninth aspect of the invention, a heating device is provided in addition to each of the above inventions, and the heating device can be used to heat the battery. Therefore, the deterioration of the battery due to abnormally low temperatures can be effectively eliminated or suppressed. be able to

According to the vehicle air conditioner of the invention of claim 10 , the vehicle battery temperature adjustment device of each of the above inventions, the compressor for compressing the refrigerant, and the air supplied to the vehicle interior and the refrigerant are heat exchanged. and an outdoor heat exchanger provided outside the passenger compartment, and the battery temperature control device is capable of cooling the battery using a refrigerant, so that the air conditioning inside the passenger compartment is maintained smoothly. Then, the battery is cooled, and deterioration of the battery can be eliminated or suppressed.

1 is a configuration diagram of a vehicle air conditioner (including a battery temperature control device) according to an embodiment to which the present invention is applied; FIG. FIG. 2 is a block diagram of an electric circuit of the control device of the vehicle air conditioner of FIG. 1; It is a figure explaining the operation mode which the control apparatus of FIG. 2 performs. FIG. 3 is a configuration diagram of a vehicle air conditioner for explaining a heating mode by a heat pump controller of the control device of FIG. 2; FIG. 3 is a configuration diagram of the vehicle air conditioner for explaining a dehumidifying heating mode by the heat pump controller of the control device in FIG. 2 ; FIG. 3 is a configuration diagram of the vehicle air conditioner for explaining a dehumidifying cooling mode by the heat pump controller of the control device of FIG. 2; FIG. 3 is a configuration diagram of a vehicle air conditioner for explaining a cooling mode by a heat pump controller of the control device of FIG. 2; 3 is a configuration diagram of a vehicle air conditioner for explaining an air conditioning (priority)+battery cooling mode and a battery cooling (priority)+air conditioning mode by a heat pump controller of the control device of FIG. 2; FIG. FIG. 3 is a configuration diagram of the vehicle air conditioner for explaining a battery cooling (single) mode by the heat pump controller of the control device in FIG. 2 ; FIG. 3 is a configuration diagram of the vehicle air conditioner for explaining a defrosting mode by the heat pump controller of the control device of FIG. 2; FIG. 3 is a control block diagram relating to compressor control of a heat pump controller of the control device of FIG. 2 ; 3 is another control block diagram relating to compressor control of the heat pump controller of the control device of FIG. 2. FIG. 3 is a block diagram illustrating control of a solenoid valve 69 in air conditioning (priority)+battery cooling mode of the heat pump controller of the control device of FIG. 2; FIG. 3 is yet another control block diagram relating to compressor control of the heat pump controller of the control device of FIG. 2. FIG. 3 is a block diagram illustrating control of the electromagnetic valve 35 in the battery cooling (priority) + air conditioning mode of the heat pump controller of the control device of FIG. 2. FIG. FIG. 3 is a control block diagram relating to heat medium heater control of a heat pump controller of the control device of FIG. 2 ; FIG. 4 is a diagram showing the relationship between a battery charging rate SOC and thresholds; FIG. 4 is a diagram showing the relationship between battery temperature Tcell and thresholds; FIG. 4 is a diagram showing a relationship between a battery deterioration state SOH and a threshold SOH1;

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail based on the drawings. FIG. 1 shows a configuration diagram of a vehicle air conditioner 1 of one embodiment to which a vehicle battery temperature control device of the present invention is applied. A vehicle of an embodiment to which the present invention is applied is an electric vehicle (EV) in which an engine (internal combustion engine) is not mounted, and electric power charged in a battery 55 mounted in the vehicle is supplied to a driving motor (electric motor). (not shown), and the electric compressor 2 of the refrigerant circuit R and the battery temperature adjustment device 61 of the vehicle air conditioner 1 of the present invention, which will be described later, are also It is assumed to be driven by electric power supplied from the battery 55 .

That is, the vehicle air conditioning apparatus 1 of the embodiment provides a heating mode, a dehumidifying heating mode, a dehumidifying cooling mode, a cooling mode, and a defrosting mode by the heat pump operation using the refrigerant circuit R in an electric vehicle in which heating cannot be performed by engine waste heat. , air conditioning (priority) + battery cooling mode, battery cooling (priority) + air conditioning mode, and battery cooling (single) mode are switched and executed to control the air conditioning in the passenger compartment and the temperature of the battery 55. It is.

The vehicle is not limited to an electric vehicle, and the present invention is also effective for a so-called plug-in hybrid vehicle that shares an engine and a driving motor. In addition, the vehicle to which the vehicle air conditioner 1 of the embodiment is applied can charge the battery 55 from an external charger (rapid charger or normal charger). Furthermore, the battery 55 of the embodiment employs a lithium ion battery.

A vehicle air conditioner 1 of the embodiment performs air conditioning (heating, cooling, dehumidification, and ventilation) in a vehicle interior of an electric vehicle, and includes an electric compressor 2 that compresses a refrigerant and The high-temperature and high-pressure refrigerant discharged from the compressor 2 is provided in the air flow passage 3 of the HVAC unit 10 through which air is circulated. A radiator 4 as an indoor heat exchanger (which releases the heat of the refrigerant), an outdoor expansion valve 6 consisting of an electric valve (electronic expansion valve) that decompresses and expands the refrigerant during heating, and a radiator that radiates the refrigerant during cooling. An outdoor heat exchanger 7 that exchanges heat between the refrigerant and the outside air to function as an evaporator that absorbs heat from the refrigerant (heat is absorbed by the refrigerant) during heating, and a mechanical expansion valve that decompresses and expands the refrigerant. and a heat absorber as an indoor heat exchanger that is provided in the air flow passage 3 and that evaporates the refrigerant during cooling and dehumidification, and causes the refrigerant to absorb heat from outside and outside the vehicle interior (heat is absorbed by the refrigerant). 9, an accumulator 12 and the like are sequentially connected by a refrigerant pipe 13 to form a refrigerant circuit R.

The outdoor expansion valve 6 decompresses and expands the refrigerant coming out of the radiator 4 and flowing into the outdoor heat exchanger 7, and can also be fully closed. Further, the indoor expansion valve 8 , which uses a mechanical expansion valve in the embodiment, decompresses and expands the refrigerant flowing into the heat absorber 9 and adjusts the degree of superheat of the refrigerant in the heat absorber 9 .

The outdoor heat exchanger 7 is provided with an outdoor blower 15 . The outdoor blower 15 forcibly blows outside air through the outdoor heat exchanger 7 to exchange heat between the outside air and the refrigerant. The heat exchanger 7 is configured to be ventilated with outside air.

In addition, the outdoor heat exchanger 7 has a receiver dryer section 14 and a supercooling section 16 in sequence on the downstream side of the refrigerant. It is connected to the receiver-dryer section 14 via an electromagnetic valve 17 (for cooling) as an open/close valve, and the refrigerant pipe 13B on the outlet side of the supercooling section 16 is connected to a check valve 18, an indoor expansion valve 8, and an electromagnetic It is connected to the refrigerant inlet side of the heat absorber 9 through the valve 35 (for cabin). Note that the receiver-dryer section 14 and the supercooling section 16 structurally constitute a part of the outdoor heat exchanger 7 . The direction of the indoor expansion valve 8 is the forward direction of the check valve 18 .

In addition, the refrigerant pipe 13A coming out of the outdoor heat exchanger 7 is branched into a refrigerant pipe 13D, and the branched refrigerant pipe 13D is passed through an electromagnetic valve 21 (for heating) as an on-off valve that is opened during heating. It is communicated with the refrigerant pipe 13C on the refrigerant outlet side of the heat absorber 9 . The refrigerant pipe 13C is connected to the inlet side of the accumulator 12, and the outlet side of the accumulator 12 is connected to the refrigerant pipe 13K on the refrigerant suction side of the compressor 2. As shown in FIG.

Furthermore, a strainer 19 is connected to the refrigerant pipe 13E on the refrigerant outlet side of the radiator 4, and the refrigerant pipe 13E is connected to the refrigerant pipe 13J and the refrigerant pipe 13F before the outdoor expansion valve 6 (refrigerant upstream side). One branched refrigerant pipe 13J is connected to the refrigerant inlet side of the outdoor heat exchanger 7 via the outdoor expansion valve 6 . The other branched refrigerant pipe 13F is downstream of the check valve 18 and upstream of the indoor expansion valve 8 via an electromagnetic valve 22 (for dehumidification) serving as an on-off valve that is opened during dehumidification. It is communicatively connected to the located refrigerant pipe 13B.

As a result, the refrigerant pipe 13F is connected in parallel to the series circuit of the outdoor expansion valve 6, the outdoor heat exchanger 7 and the check valve 18, and the outdoor expansion valve 6, the outdoor heat exchanger 7 and the check valve 18 is a bypass circuit. An electromagnetic valve 20 is connected in parallel to the outdoor expansion valve 6 as an open/close valve for bypass.

Further, the air flow passage 3 on the air upstream side of the heat absorber 9 is formed with an outside air suction port and an inside air suction port (represented by a suction port 25 in FIG. 1). 25 is provided with an intake switching damper 26 for switching the air introduced into the air flow passage 3 between inside air (inside air circulation), which is the air inside the vehicle compartment, and outside air (outside air introduction), which is the air outside the vehicle compartment. Furthermore, an indoor air blower (blower fan) 27 for supplying the introduced inside air and outside air to the air flow passage 3 is provided on the air downstream side of the suction switching damper 26 .

The intake switching damper 26 of the embodiment opens and closes the external air intake port and the internal air intake port of the intake port 25 at an arbitrary ratio, so that the air (external air and internal air) flowing into the heat absorber 9 of the air flow passage 3 is switched. It is configured so that the ratio of inside air can be adjusted between 0% and 100% (the ratio of outside air can also be adjusted between 100% and 0%).

Further, in the air flow passage 3 on the leeward side (air downstream side) of the radiator 4, an auxiliary heater 23 is provided as an auxiliary heating device comprising a PTC heater (electric heater) in the embodiment. It is possible to heat the air supplied to the vehicle interior. Furthermore, in the air flow passage 3 on the air upstream side of the radiator 4, the air (inside air or outside air) in the air flow passage 3 after flowing into the air flow passage 3 and passing through the heat absorber 9 is radiated. An air mix damper 28 is provided for adjusting the ratio of ventilation to the vessel 4 and the auxiliary heater 23 .

Furthermore, the air flow passage 3 on the air downstream side of the radiator 4 has outlets for FOOT, VENT, and DEF (representatively indicated by outlet 29 in FIG. 1). The air outlet 29 is provided with an air outlet switching damper 31 for switching and controlling air blowing from each of the air outlets.

Further, the vehicle air conditioner 1 includes a battery temperature adjustment device 61 of the present invention that adjusts the temperature of the battery 55 by circulating a heat medium through the battery 55 . The battery temperature adjustment device 61 of the embodiment includes a circulation pump 62 as a circulation device for circulating a heat medium to the battery 55, a refrigerant-heat medium heat exchanger 64, and a heat medium heater 63 as a heating device. , and the battery 55 are annularly connected by a heat medium pipe 66 .

In the embodiment, the inlet of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 is connected to the discharge side of the circulation pump 62, and the outlet of the heat medium flow path 64A is connected to the inlet of the heat medium heater 63. It is The outlet of the heat medium heater 63 is connected to the inlet of the battery 55 , and the outlet of the battery 55 is connected to the suction side of the circulation pump 62 .

As the heat medium used in the battery temperature adjustment device 61, for example, water, refrigerant such as HFO-1234yf, liquid such as coolant, and gas such as air can be employed. In addition, water is used as a heat medium in the embodiment. The heat medium heater 63 is composed of an electric heater such as a PTC heater. Further, the battery 55 is surrounded by a jacket structure that allows a heat medium to flow in a heat exchange relationship with the battery 55 .

When the circulation pump 62 is operated, the heat medium discharged from the circulation pump 62 flows into the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64. As shown in FIG. The heat medium exiting the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heater 63. If the heat medium heater 63 is generating heat, the heat medium is heated there, and then the battery 55 , where the heat medium exchanges heat with the battery 55 . The heat medium that has exchanged heat with the battery 55 is sucked into the circulation pump 62 and circulated in the heat medium pipe 66 .

On the other hand, a branch pipe 67 as a branch circuit is installed in the refrigerant pipe 13B located upstream of the indoor expansion valve 8 and downstream of the connecting portion between the refrigerant pipes 13F and 13B of the refrigerant circuit R. one end is connected. In this branch pipe 67, an auxiliary expansion valve 68, which is a mechanical expansion valve in this embodiment, and an electromagnetic valve (for a chiller) 69 are provided in sequence. The auxiliary expansion valve 68 decompresses and expands the refrigerant flowing into a later-described refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64, and adjusts the degree of superheat of the refrigerant in the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64. do.

The other end of the branch pipe 67 is connected to the refrigerant channel 64B of the refrigerant-heat medium heat exchanger 64, and one end of the refrigerant pipe 71 is connected to the outlet of the refrigerant channel 64B. The other end is connected to the refrigerant pipe 13C on the refrigerant upstream side (refrigerant upstream side of the accumulator 12) from the junction with the refrigerant pipe 13D. The auxiliary expansion valve 68, the electromagnetic valve 69, the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, the compressor 2, the radiator 5, the outdoor heat exchanger 7, etc. also constitute a part of the refrigerant circuit R. At the same time, it also constitutes a cooling device in the present invention, which is a part of the battery temperature control device 61 .

When the solenoid valve 69 is open, the refrigerant (part or all of the refrigerant) coming out of the outdoor heat exchanger 7 flows into the branch pipe 67, is decompressed by the auxiliary expansion valve 68, and passes through the solenoid valve 69 to the refrigerant. - flows into the refrigerant flow path 64B of the heat medium heat exchanger 64 and evaporates there; After absorbing heat from the heat medium flowing through the heat medium flow path 64A in the course of flowing through the refrigerant flow path 64B, the refrigerant passes through the refrigerant pipe 71, the refrigerant pipe 13C, the accumulator 12, and is sucked into the compressor 2 from the refrigerant pipe 13K.

Next, FIG. 2 shows a block diagram of the control device 11 of the vehicle air conditioner 1 of the embodiment. The control device 11 also constitutes the battery temperature control device 61 of the present invention. The control device 11 includes an air-conditioning controller 45 and a heat pump controller 32, each of which is a microcomputer that is an example of a computer having a processor. is connected to a vehicle communication bus 65 that constitutes the In addition, the compressor 2 and the auxiliary heater 23, the circulation pump 62 and the heat medium heater 63 are also connected to the vehicle communication bus 65, and the air conditioning controller 45, the heat pump controller 32, the compressor 2, the auxiliary heater 23, the circulation pump 62 and the heat exchanger are connected to the vehicle communication bus 65. The medium heater 63 is configured to transmit and receive data via the vehicle communication bus 65 .

Further, the vehicle communication bus 65 includes a vehicle controller 72 (ECU) that controls the overall vehicle including running, a battery controller (BMS: Battery Management System) 73 that controls charging and discharging of the battery 55, and a GPS navigation device 74. is connected. The vehicle controller 72, the battery controller 73, and the GPS navigation device 74 are also composed of a microcomputer, which is an example of a computer having a processor. Information (data) is transmitted/received to/from these vehicle controller 72, battery controller 73, and GPS navigation device 74 via.

The air-conditioning controller 45 is a high-order controller that controls air-conditioning in the vehicle interior. A sensor 34, an HVAC intake temperature sensor 36 that detects the temperature of the air that is sucked into the air flow passage 3 from the intake port 25 and flows into the heat absorber 9, and an inside air temperature sensor 37 that detects the air (inside air) temperature in the passenger compartment. , an inside air humidity sensor 38 that detects the humidity of the air in the passenger compartment, an indoor CO ₂ concentration sensor 39 that detects the carbon dioxide concentration in the passenger compartment, and a blowout temperature sensor 41 that detects the temperature of the air blown out into the passenger compartment. For example, a photo sensor type solar radiation sensor 51 for detecting the amount of solar radiation in the vehicle interior, each output of a vehicle speed sensor 52 for detecting the moving speed (vehicle speed) of the vehicle, the set temperature in the vehicle interior and the driving An air-conditioning operation unit 53 is connected for performing air-conditioning setting operations such as mode switching and for displaying information. Incidentally, reference numeral 53A in the figure denotes a display as an output device provided in the air conditioning operation section 53.

The output of the air conditioning controller 45 is connected to the outdoor fan 15, the indoor fan (blower fan) 27, the suction switching damper 26, the air mix damper 28, and the outlet switching damper 31. controlled by

The heat pump controller 32 is a controller that mainly controls the refrigerant circuit R, and the input of the heat pump controller 32 is a heat dissipation controller that detects the refrigerant inlet temperature Tcxin of the radiator 4 (also the discharge refrigerant temperature of the compressor 2). a radiator outlet temperature sensor 44 for detecting a refrigerant outlet temperature Tci of the radiator 4; a suction temperature sensor 46 for detecting a refrigerant suction temperature Ts of the compressor 2; A radiator pressure sensor 47 that detects the refrigerant pressure (pressure of the radiator 4: radiator pressure Pci), and the temperature of the heat absorber 9 (the temperature of the heat absorber 9 itself, or the air immediately after being cooled by the heat absorber 9 Temperature of (cooling object): hereinafter referred to as heat absorber temperature Te), heat absorber temperature sensor 48 for detecting, and refrigerant temperature at the outlet of outdoor heat exchanger 7 (refrigerant evaporation temperature of outdoor heat exchanger 7: outdoor heat exchanger temperature TXO), and auxiliary heater temperature sensors 50A (driver's seat side) and 50B (passenger's seat side) for detecting the temperature of the auxiliary heater 23 are connected.

The output of the heat pump controller 32 includes the outdoor expansion valve 6, the solenoid valve 22 (for dehumidification), the solenoid valve 17 (for cooling), the solenoid valve 21 (for heating), the solenoid valve 20 (for bypass), the solenoid valve 35 (for cabin) and solenoid valve 69 (for chiller) are connected and controlled by the heat pump controller 32 . The compressor 2, the auxiliary heater 23, the circulation pump 62, and the heat medium heater 63 each incorporate a controller. transmits and receives data to and from the heat pump controller 32 via the vehicle communication bus 65 and is controlled by the heat pump controller 32 .

Note that the circulation pump 62 and the heat medium heater 63 that constitute the battery temperature adjustment device 61 may be controlled by the battery controller 73 . Further, the battery controller 73 stores the temperature of the heat medium on the outlet side of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 of the battery temperature adjustment device 61 (heat medium temperature Tw: an index indicating the temperature of the battery 55). and the output of a battery temperature sensor 77 for detecting the temperature of the battery 55 (hereinafter referred to as battery temperature Tcell: this is also an index indicating the temperature of the battery 55) are connected.

In the embodiment, in addition to the charging rate of the battery 55 (hereinafter referred to as battery charging rate SOC), the heat medium temperature Tw, the battery temperature Tcell, the deterioration state of the battery 55 (hereinafter referred to as battery deterioration state SOH), information on the battery 55 ( Information on depth of discharge DoD, cycle deterioration, storage deterioration, charging, charging completion time, remaining charging time, etc.) is transmitted from the battery controller 73 to the air conditioning controller 45 and the vehicle controller 72 via the vehicle communication bus 65. be.

Here, the battery controller (BMS) 73 has a measurement function of measuring the voltage, current, temperature, etc., of each battery cell of the battery 55, which in this embodiment is composed of a plurality of lithium-ion battery cells, and a battery temperature sensor 77. ), a display function that displays the measured data, a balance function that adjusts the current flowing through each battery cell during charging and discharging to keep the voltage of each battery cell constant, and a preset voltage, current, It has an error function that issues an error signal or stops charging/discharging when an upper limit value or lower limit value such as temperature is exceeded.

Also, the aforementioned battery charging rate SOC (State of Charge) is the state of charge of the battery 55, that is, the charging rate, and is defined by SOC=(remaining capacity/fully charged capacity)×100. As the battery charging rate SOC changes, the internal resistance of the battery cells also changes.

The aforementioned battery deterioration state SOH (States of Health) indicates the deterioration state of the battery 55 . The deterioration state of the battery 55 generally includes a decrease in capacity and an increase in resistance. capacity/initial capacity)×100, and/or deterioration state of resistance (resistance increase rate)=(resistance value at a certain point in time of use/initial resistance value)×100.

The aforementioned depth of discharge DoD (Depth of Discharge) is the ratio of the amount of discharge to the discharge capacity of the battery 55, and the state in which the battery 55 is completely used up is 100% depth of discharge. The aforementioned cycle deterioration means that deterioration progresses due to chemical reaction or the like while the battery 55 is repeatedly discharged/charged. In general, the capacity is halved by repeating discharging/charging about 300 to 500 times. The storage deterioration described above means that the capacity of the battery 55 decreases due to internal chemical reactions when the battery 55 is left unused, and deterioration is likely to be accelerated in a charged state or a high temperature state.

Therefore, the battery charging rate SOC, battery temperature Tcell, battery deterioration state SOH, discharge seismic intensity DoD, cycle deterioration, and storage deterioration can be said to be indicators of deterioration of the battery 55 .

The heat pump controller 32 and the air conditioning controller 45 exchange data with each other via the vehicle communication bus 65, and control each device based on the output of each sensor and the setting input by the air conditioning operation unit 53. , in this embodiment, the outside air temperature sensor 33, the outside air humidity sensor 34, the HVAC intake temperature sensor 36, the inside air temperature sensor 37, the inside air humidity sensor 38, the indoor CO ₂ concentration sensor 39, the outlet temperature sensor 41, the solar radiation sensor 51, the vehicle speed Sensor 52, air volume Ga of air flowing into the air circulation passage 3 and circulating in the air circulation passage 3 (calculated by the air conditioning controller 45), air volume ratio SW by the air mix damper 28 (calculated by the air conditioning controller 45), indoor blower 27 voltage (BLV), various information from the battery controller 73 (battery charging rate SOC, battery temperature Tcell, battery deterioration state SOH and other information), information from the GPS navigation device 74, and input to the air conditioning operation unit 53. The information received is transmitted from the air conditioning controller 45 to the heat pump controller 32 via the vehicle communication bus 65 and is used for control by the heat pump controller 32 .

The heat pump controller 32 also transmits data (information) regarding control of the refrigerant circuit R and the battery temperature adjustment device 61 and information to be output to the air conditioning operation unit 53 to the air conditioning controller 45 via the vehicle communication bus 65 . The air volume ratio SW by the air mix damper 28 described above is calculated by the air conditioning controller 45 within the range of 0≦SW≦1. When SW=1, the air mix damper 28 causes all of the air that has passed through the heat absorber 9 to flow through the radiator 4 and the auxiliary heater 23 .

Next, the operation of the vehicle air conditioner 1 of the embodiment having the above configuration will be described. In this embodiment, the control device 11 (the air conditioning controller 45 and the heat pump controller 32) operates in a heating mode, a dehumidifying heating mode, a dehumidifying cooling mode, a cooling mode, an air conditioning (priority) + battery cooling mode, and a battery cooling mode. (Priority) + air conditioning mode, each battery cooling operation of battery cooling (single) mode, and defrost mode are switched and executed. These are shown in FIG.

Of these, the heating mode, the dehumidifying heating mode, the dehumidifying cooling mode, the cooling mode, and the air conditioning (priority) + battery cooling mode each air conditioning operation does not charge the battery 55 in the embodiment, and the ignition of the vehicle (IGN) is turned on and the air conditioning switch of the air conditioning operation unit 53 is turned on. However, during remote operation (pre-air conditioning, etc.), it is executed even when the ignition is off. Further, even when the battery 55 is being charged, it is executed when there is no battery cooling request and the air conditioning switch is turned on. On the other hand, each battery cooling operation of the battery cooling (priority) + air conditioning mode and the battery cooling (single) mode is executed when the battery 55 is being charged by connecting a quick charger (external power supply) plug, for example. It is a thing. However, the battery cooling (single) mode is executed when the air conditioning switch is off and there is a battery cooling request (during running at a high outside temperature, etc.) other than when the battery 55 is being charged.

Further, in the embodiment, the heat pump controller 32 operates the circulation pump 62 of the battery temperature adjustment device 61 when the ignition is turned on or when the battery 55 is being charged even when the ignition is turned off. 4 to 10, the heat medium is circulated in the heat medium pipe 66 as indicated by the dashed lines. Furthermore, although not shown in FIG. 3, the heat pump controller 32 of the embodiment also executes a battery heating mode in which the battery 55 is heated by causing the heat medium heater 63 of the battery temperature adjustment device 61 to generate heat.

(1) Heating Mode First, the heating mode will be described with reference to FIG. The control of each device is executed by the cooperation of the heat pump controller 32 and the air conditioning controller 45, but in the following description, the heat pump controller 32 is the main control unit, and the description will be simplified. FIG. 4 shows how the refrigerant flows (solid line arrows) in the refrigerant circuit R in the heating mode. When the heating mode is selected by the heat pump controller 32 (auto mode) or by manual air conditioning setting operation (manual mode) to the air conditioning operation unit 53 of the air conditioning controller 45, the heat pump controller 32 opens the solenoid valve 21 and the solenoid valve 17 , the solenoid valve 20, the solenoid valve 22, the solenoid valve 35 and the solenoid valve 69 are closed. Then, the compressor 2 and the fans 15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor fan 27 to the radiator 4 and the auxiliary heater 23 .

As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 . Since the air in the air circulation passage 3 is ventilated to the radiator 4, the air in the air circulation passage 3 exchanges heat with the high-temperature refrigerant in the radiator 4 and is heated. On the other hand, the refrigerant in the radiator 4 is cooled by the heat taken by the air, and is condensed and liquefied.

After leaving the radiator 4, the refrigerant liquefied in the radiator 4 reaches the outdoor expansion valve 6 through the refrigerant pipes 13E and 13J. The refrigerant that has flowed into the outdoor expansion valve 6 is decompressed there and then flows into the outdoor heat exchanger 7 . The refrigerant that has flowed into the outdoor heat exchanger 7 evaporates, and draws up heat from the outside air blown by the outdoor blower 15 while the vehicle is running (heat absorption). That is, the refrigerant circuit R becomes a heat pump. The low-temperature refrigerant leaving the outdoor heat exchanger 7 passes through the refrigerant pipes 13A, 13D, and the electromagnetic valve 21, reaches the refrigerant pipe 13C, further passes through the refrigerant pipe 13C, enters the accumulator 12, and is separated into gas and liquid there. After that, the gas refrigerant is sucked into the compressor 2 from the refrigerant pipe 13K, and the circulation is repeated. Since the air heated by the radiator 4 is blown out from the outlet 29, the vehicle interior is heated.

The heat pump controller 32 sets a target heater temperature TCO (of the radiator 4) calculated from a target outlet temperature TAO, which is a target temperature of the air to be blown into the passenger compartment (a target value of the temperature of the air to be blown into the passenger compartment). The target radiator pressure PCO is calculated from the target temperature), and the rotation speed of the compressor 2 is determined based on this target radiator pressure PCO and the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47. while controlling the valve opening degree of the outdoor expansion valve 6 based on the refrigerant outlet temperature Tci of the radiator 4 detected by the radiator outlet temperature sensor 44 and the radiator pressure Pci detected by the radiator pressure sensor 47, Controls the degree of subcooling of the refrigerant at the outlet of the radiator 4 .

Moreover, when the heating capacity (heating capacity) of the radiator 4 is insufficient for the required heating capacity, the heat pump controller 32 compensates for this deficiency with the heat generated by the auxiliary heater 23 . As a result, the vehicle interior can be heated without any problem even when the outside air temperature is low.

(2) Dehumidifying Heating Mode Next, the dehumidifying heating mode will be described with reference to FIG. FIG. 5 shows how the refrigerant flows (solid line arrows) in the refrigerant circuit R in the dehumidifying and heating mode. In the dehumidifying heating mode, the heat pump controller 32 opens the solenoid valves 21, 22 and 35, and closes the solenoid valves 17, 20 and 69. Then, the compressor 2 and the fans 15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor fan 27 to the radiator 4 and the auxiliary heater 23 .

As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 . Since the air in the air circulation passage 3 is ventilated to the radiator 4, the air in the air circulation passage 3 exchanges heat with the high-temperature refrigerant in the radiator 4 and is heated. On the other hand, the refrigerant in the radiator 4 is cooled by the heat taken by the air, and is condensed and liquefied.

After the refrigerant liquefied in the radiator 4 exits the radiator 4 , a part of it enters the refrigerant pipe 13 J through the refrigerant pipe 13 E and reaches the outdoor expansion valve 6 . The refrigerant that has flowed into the outdoor expansion valve 6 is decompressed there and then flows into the outdoor heat exchanger 7 . The refrigerant that has flowed into the outdoor heat exchanger 7 evaporates, and draws up heat from the outside air blown by the outdoor blower 15 while the vehicle is running (heat absorption). Then, the low-temperature refrigerant leaving the outdoor heat exchanger 7 reaches the refrigerant pipe 13C through the refrigerant pipe 13A, the refrigerant pipe 13D, and the electromagnetic valve 21, enters the accumulator 12 through the refrigerant pipe 13C, and is separated into gas and liquid there. After that, the gas refrigerant is repeatedly sucked into the compressor 2 through the refrigerant pipe 13K.

On the other hand, the remainder of the condensed refrigerant flowing through the refrigerant pipe 13E through the radiator 4 is branched, and the branched refrigerant flows through the solenoid valve 22 into the refrigerant pipe 13F and reaches the refrigerant pipe 13B. Next, the refrigerant reaches the indoor expansion valve 8, is decompressed by the indoor expansion valve 8, flows through the electromagnetic valve 35 into the heat absorber 9, and evaporates. At this time, moisture in the air blown out from the indoor fan 27 condenses and adheres to the heat absorber 9 due to the heat absorbing action of the refrigerant generated in the heat absorber 9, so that the air is cooled and dehumidified.

The refrigerant evaporated in the heat absorber 9 exits the refrigerant pipe 13C, joins the refrigerant from the refrigerant pipe 13D (refrigerant from the outdoor heat exchanger 7), passes through the accumulator 12, and is sucked into the compressor 2 from the refrigerant pipe 13K. repeat the cycle. The air dehumidified by the heat absorber 9 is reheated in the course of passing through the radiator 4 and the auxiliary heater 23 (if it is generating heat), so dehumidifying and heating the vehicle interior is performed.

In the embodiment, the heat pump controller 32 controls the rotation of the compressor 2 based on the target radiator pressure PCO calculated from the target heater temperature TCO and the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47. Alternatively, the rotation speed of the compressor 2 is controlled based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO, which is its target value. . At this time, the heat pump controller 32 controls the compressor 2 by selecting the lower compressor target rotational speed obtained from either the radiator pressure Pci or the heat absorber temperature Te. Further, the valve opening degree of the outdoor expansion valve 6 is controlled based on the heat absorber temperature Te.

Also in this dehumidification heating mode, if the heating capacity (heating capacity) of the radiator 4 is insufficient for the required heating capacity, the heat pump controller 32 compensates for this deficiency with the heat generated by the auxiliary heater 23. . As a result, even when the outside air temperature is low, the interior of the vehicle can be dehumidified and heated without any trouble.

(3) Dehumidifying Cooling Mode Next, the dehumidifying cooling mode will be described with reference to FIG. FIG. 6 shows how the refrigerant flows (solid line arrows) in the refrigerant circuit R in the dehumidifying cooling mode. In the dehumidifying cooling mode, the heat pump controller 32 opens the solenoid valves 17 and 35 and closes the solenoid valves 20 , 21 , 22 and 69 . Then, the compressor 2 and the fans 15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor fan 27 to the radiator 4 and the auxiliary heater 23 .

As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 . Since the air in the air circulation passage 3 is ventilated to the radiator 4, the air in the air circulation passage 3 exchanges heat with the high-temperature refrigerant in the radiator 4 and is heated. On the other hand, the refrigerant in the radiator 4 loses heat to the air, is cooled, and is condensed and liquefied.

The refrigerant exiting the radiator 4 passes through the refrigerant pipes 13E and 13J, reaches the outdoor expansion valve 6, and passes through the outdoor expansion valve 6, which is controlled to be slightly more open than in the heating mode or the dehumidifying heating mode (area with a large valve opening). It flows into the outdoor heat exchanger 7 . The refrigerant that has flowed into the outdoor heat exchanger 7 is air-cooled there by traveling or by outside air blown by the outdoor blower 15, and condenses. The refrigerant exiting the outdoor heat exchanger 7 passes through the refrigerant pipe 13A, the electromagnetic valve 17, the receiver-drier section 14, and the supercooling section 16, enters the refrigerant pipe 13B, and reaches the indoor expansion valve 8 via the check valve 18. After being decompressed by the indoor expansion valve 8, the refrigerant flows through the electromagnetic valve 35 into the heat absorber 9 and evaporates. Moisture in the air blown out from the indoor fan 27 condenses and adheres to the heat absorber 9 due to the heat absorbing action at this time, and the air is cooled and dehumidified.

The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 through the refrigerant pipe 13C, and is sucked into the compressor 2 through the refrigerant pipe 13K. The air cooled by the heat absorber 9 and dehumidified is reheated (heating capacity is lower than during dehumidifying heating) in the process of passing through the radiator 4 and the auxiliary heater 23 (if it is generating heat). Thus, dehumidification and cooling of the passenger compartment is performed.

The heat pump controller 32 absorbs heat based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO, which is the target temperature of the heat absorber 9 (target value of the heat absorber temperature Te). The rotation speed of the compressor 2 is controlled so that the device temperature Te becomes the target heat absorber temperature TEO, and the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47 and the target radiator pressure PCO Based on (the target value of the radiator pressure Pci), the amount of reheat required by the radiator 4 (reheating amount).

Also in this dehumidification cooling mode, if the heating capacity (reheating capacity) of the radiator 4 is insufficient for the required heating capacity, the heat pump controller 32 compensates for this deficiency with the heat generated by the auxiliary heater 23. do. As a result, dehumidification and cooling is performed without excessively lowering the temperature in the passenger compartment.

(4) Cooling Mode Next, the cooling mode will be described with reference to FIG. FIG. 7 shows how the refrigerant flows (solid line arrows) in the refrigerant circuit R in the cooling mode. In the cooling mode, the heat pump controller 32 opens the solenoid valves 17 , 20 and 35 and closes the solenoid valves 21 , 22 and 69 . Then, the compressor 2 and the fans 15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor fan 27 to the radiator 4 and the auxiliary heater 23 . Incidentally, the auxiliary heater 23 is not energized.

As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 . Although the air in the air flow passage 3 is ventilated to the radiator 4, the ratio is small (because it is only reheated (reheated) during cooling). The discharged refrigerant reaches the refrigerant pipe 13J through the refrigerant pipe 13E. At this time, since the solenoid valve 20 is open, the refrigerant passes through the solenoid valve 20 and flows into the outdoor heat exchanger 7 as it is, where it is air-cooled by running or by the outside air blown by the outdoor blower 15, and condensed and liquefied. do.

The refrigerant exiting the outdoor heat exchanger 7 passes through the refrigerant pipe 13A, the electromagnetic valve 17, the receiver-drier section 14, and the supercooling section 16, enters the refrigerant pipe 13B, and reaches the indoor expansion valve 8 via the check valve 18. After being decompressed by the indoor expansion valve 8, the refrigerant flows through the electromagnetic valve 35 into the heat absorber 9 and evaporates. Due to the endothermic action at this time, the air blown out from the indoor fan 27 and exchanging heat with the heat absorber 9 is cooled.

The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 through the refrigerant pipe 13C, and is sucked into the compressor 2 through the refrigerant pipe 13K. The air cooled by the heat absorber 9 is blown into the passenger compartment through the outlet 29, thereby cooling the passenger compartment. In this cooling mode, the heat pump controller 32 controls the rotation speed of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 .

(5) Air Conditioning (Priority) + Battery Cooling Mode Next, the air conditioning (priority) + battery cooling mode will be described with reference to FIG. FIG. 8 shows how the refrigerant flows (solid line arrows) in the refrigerant circuit R in the air conditioning (priority) + battery cooling mode. In the air conditioning (priority) + battery cooling mode, the heat pump controller 32 opens the solenoid valves 17 , 20 , 35 and 69 and closes the solenoid valves 21 and 22 .

Then, the compressor 2 and the fans 15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor fan 27 to the radiator 4 and the auxiliary heater 23 . Note that the auxiliary heater 23 is not energized in this operation mode. Also, the heating medium heater 63 is not energized.

As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 . Although the air in the air flow passage 3 is ventilated to the radiator 4, the ratio is small (because it is only reheated (reheated) during cooling). The discharged refrigerant reaches the refrigerant pipe 13J through the refrigerant pipe 13E. At this time, since the solenoid valve 20 is open, the refrigerant passes through the solenoid valve 20 and flows into the outdoor heat exchanger 7 as it is, where it is air-cooled by running or by the outside air blown by the outdoor blower 15, and condensed and liquefied. do.

The refrigerant exiting the outdoor heat exchanger 7 passes through the refrigerant pipe 13A, the solenoid valve 17, the receiver dryer section 14, and the supercooling section 16 and enters the refrigerant pipe 13B. The refrigerant that has flowed into the refrigerant pipe 13B is divided after passing through the check valve 18, and one part flows directly through the refrigerant pipe 13B and reaches the indoor expansion valve 8. As shown in FIG. After the refrigerant flowing into the indoor expansion valve 8 is decompressed there, it flows through the electromagnetic valve 35 into the heat absorber 9 and evaporates. Due to the endothermic action at this time, the air blown out from the indoor fan 27 and exchanging heat with the heat absorber 9 is cooled.

The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 through the refrigerant pipe 13C, and is sucked into the compressor 2 through the refrigerant pipe 13K. The air cooled by the heat absorber 9 is blown into the passenger compartment through the outlet 29, thereby cooling the passenger compartment.

On the other hand, the rest of the refrigerant that has passed through the check valve 18 is split and flows into the branch pipe 67 and reaches the auxiliary expansion valve 68 . After the refrigerant is decompressed here, it flows through the solenoid valve 69 into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, where it evaporates. At this time, it exerts an endothermic action. The refrigerant evaporated in the refrigerant flow path 64B repeats the circulation of being sucked into the compressor 2 from the refrigerant pipe 13K through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12 in sequence (indicated by solid arrows in FIG. 8).

On the other hand, since the circulation pump 62 is in operation, the heat medium discharged from the circulation pump 62 reaches the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 through the heat medium pipe 66, where the refrigerant flow path It exchanges heat with the refrigerant that evaporates in 64B, absorbs heat, and cools the heat medium. The heat medium exiting the heat medium flow path 64 A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heater 63 . However, since the heating medium heater 63 does not generate heat in this operation mode, the heating medium passes through as it is, reaches the battery 55 , and exchanges heat with the battery 55 . As a result, the battery 55 is cooled, and the heat medium after cooling the battery 55 repeats the circulation of being sucked into the circulation pump 62 (indicated by the dashed arrow in FIG. 8).

In this air conditioning (priority)+battery cooling mode, the heat pump controller 32 keeps the solenoid valve 35 open, and based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48, The rotational speed of the compressor 2 is controlled as shown in FIG. Further, in the embodiment, based on the temperature of the heat medium detected by the heat medium temperature sensor 76 (heat medium temperature Tw: transmitted from the battery controller 73), the solenoid valve 69 is controlled to open and close as follows.

FIG. 13 shows a block diagram of the opening/closing control of the solenoid valve 69 in the air conditioning (priority) + battery cooling mode. A heat medium temperature Tw detected by the heat medium temperature sensor 76 and a target heat medium temperature TWO as a target value of the heat medium temperature Tw are input to the battery solenoid valve control unit 90 of the heat pump controller 32 . Then, the battery solenoid valve control unit 90 sets a control upper limit value TwUL and a control lower limit value TwLL with a predetermined temperature difference above and below the target heat medium temperature TWO, and sets the battery from a state in which the solenoid valve 69 is closed. When the heat medium temperature Tw increases due to heat generation of 55 or the like and rises to the control upper limit value TwUL (when it exceeds the control upper limit value TwUL, or when it becomes equal to or higher than the control upper limit value TwUL; hereinafter the same), the solenoid valve 69 (instruction to open solenoid valve 69). As a result, the refrigerant flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, evaporates, and cools the heat medium flowing through the heat medium flow path 64A. be done.

After that, when the heat medium temperature Tw drops to the control lower limit value TwLL (when it falls below the control lower limit value TwLL, or when it becomes equal to or lower than the control lower limit value TwLL; hereinafter the same), the solenoid valve 69 is closed (the solenoid valve 69 close instruction). Thereafter, the opening and closing of the electromagnetic valve 69 are repeated to control the heat medium temperature Tw to the target heat medium temperature TWO while giving priority to cooling the vehicle interior, thereby cooling the battery 55 .

(6) Switching of Air-Conditioning Operation The heat pump controller 32 calculates the aforementioned target blowout temperature TAO from the following equation (I). This target blowout temperature TAO is a target value for the temperature of the air blown out from the blowout port 29 into the vehicle interior.
TAO=(Tset−Tin)×K+Tbal(f(Tset, SUN, Tam))
... (I)
Here, Tset is the set temperature in the vehicle interior set by the air conditioning operation unit 53, Tin is the temperature of the interior air detected by the inside air temperature sensor 37, K is a coefficient, and Tbal is the set temperature Tset and the solar radiation sensor 51 detects. SUN and the outside air temperature Tam detected by the outside air temperature sensor 33 . In general, the lower the outside air temperature Tam is, the higher the target blowing temperature TAO is, and the higher the outside air temperature Tam is, the lower the target blowing temperature TAO is.

Then, the heat pump controller 32 selects one of the above-described air conditioning operations based on the outside air temperature Tam detected by the outside air temperature sensor 33 and the target air temperature TAO at startup. After startup, each air conditioning operation is selected and switched according to changes in operating conditions such as the outside air temperature Tam, the target blowout temperature TAO, the heat medium temperature Tw, environmental conditions, and setting conditions. For example, the transition from the cooling mode to the air conditioning (priority)+battery cooling mode is executed based on the input of a battery cooling request from the battery controller 73 . In this case, the battery controller 73 outputs a battery cooling request and transmits it to the heat pump controller 32 and the air conditioning controller 45 when, for example, the heat medium temperature Tw or the battery temperature Tcell rises above a predetermined value.

(7) Battery Cooling (Priority) + Air Conditioning Mode Next, the operation during charging of the battery 55 will be described. For example, when the charging plug of a quick charger (external power supply) is connected and the battery 55 is being charged (these information is transmitted from the battery controller 73), the ignition (IGN) of the vehicle is turned on/off. Regardless, when there is a battery cooling request and the air conditioning switch of the air conditioning operation unit 53 is turned on, the heat pump controller 32 executes the battery cooling (priority) + air conditioning mode. The flow of refrigerant in the refrigerant circuit R in the battery cooling (priority) + air conditioning mode is the same as in the air conditioning (priority) + battery cooling mode shown in FIG.

However, in the case of this battery cooling (priority) + air conditioning mode, in the embodiment, the heat pump controller 32 keeps the electromagnetic valve 69 open, and the heat detected by the heat medium temperature sensor 76 (transmitted from the battery controller 73) Based on the medium temperature Tw, the rotational speed of the compressor 2 is controlled as shown in FIG. 14, which will be described later. Further, in the embodiment, based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48, the opening/closing of the electromagnetic valve 35 is controlled as follows.

FIG. 15 shows a block diagram of the opening/closing control of the solenoid valve 35 in this battery cooling (priority) + air conditioning mode. A heat absorber temperature Te detected by the heat absorber temperature sensor 48 and a predetermined target heat absorber temperature TEO as a target value of the heat absorber temperature Te are input to the heat absorber electromagnetic valve control unit 95 of the heat pump controller 32 . Then, the heat absorber solenoid valve control unit 95 sets a control upper limit value TeUL and a control lower limit value TeLL with a predetermined temperature difference above and below the target heat absorber temperature TEO, and heat absorption occurs from the state in which the solenoid valve 35 is closed. When the device temperature Te rises to the control upper limit value TeUL (when it exceeds the control upper limit value TeUL, or when it becomes equal to or higher than the control upper limit value TeUL; hereinafter the same), the solenoid valve 35 is opened (the electromagnetic valve 35 open instruction). As a result, the refrigerant flows into the heat absorber 9 and evaporates, cooling the air flowing through the air flow passage 3 .

After that, when the heat absorber temperature Te decreases to the control lower limit value TeLL (below the control lower limit value TeLL, or becomes equal to or lower than the control lower limit value TeLL; hereinafter the same), the solenoid valve 35 is closed (the solenoid valve 35 close instruction). Thereafter, the opening and closing of the electromagnetic valve 35 are repeated to control the heat absorber temperature Te to the target heat absorber temperature TEO while giving priority to cooling the battery 55, thereby cooling the passenger compartment.

(8) Battery cooling (single) mode Next, regardless of whether the ignition is ON or OFF, the charging plug of the quick charger is connected with the air conditioning switch of the air conditioning operation unit 53 turned off, and the battery 55 is cooled. When being charged, the heat pump controller 32 executes the battery cooling (alone) mode if there is a battery cooling request. However, it is executed when the air conditioning switch is OFF and there is a battery cooling request (during running at high outside temperature, etc.) other than when the battery 55 is being charged. FIG. 9 shows how the refrigerant flows (solid line arrows) in the refrigerant circuit R in this battery cooling (single) mode. In the battery cooling (alone) mode, the heat pump controller 32 opens solenoid valves 17, 20 and 69 and closes solenoid valves 21, 22 and 35.

Then, the compressor 2 and the outdoor fan 15 are operated. The indoor blower 27 is not operated, and the auxiliary heater 23 is not energized. In this operation mode, the heating medium heater 63 is also not energized.

As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 . Since the air in the air flow passage 3 is not ventilated to the radiator 4, it only passes through here, and the refrigerant exiting the radiator 4 reaches the refrigerant pipe 13J through the refrigerant pipe 13E. At this time, since the solenoid valve 20 is open, the refrigerant passes through the solenoid valve 20 and flows into the outdoor heat exchanger 7 as it is, where it is air-cooled by the outside air blown by the outdoor blower 15 and condensed and liquefied.

The refrigerant exiting the outdoor heat exchanger 7 passes through the refrigerant pipe 13A, the solenoid valve 17, the receiver dryer section 14, and the supercooling section 16 and enters the refrigerant pipe 13B. The refrigerant that has flowed into this refrigerant pipe 13 B passes through the check valve 18 , then all flows into the branch pipe 67 and reaches the auxiliary expansion valve 68 . After the refrigerant is decompressed here, it flows through the solenoid valve 69 into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, where it evaporates. At this time, it exerts an endothermic action. The refrigerant evaporated in the refrigerant flow path 64B repeats the circulation of being sucked into the compressor 2 through the refrigerant pipe 13K through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12 in sequence (indicated by solid arrows in FIG. 9).

On the other hand, since the circulation pump 62 is in operation, the heat medium discharged from the circulation pump 62 reaches the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 through the heat medium pipe 66, where the refrigerant flow path Heat is absorbed by the refrigerant that evaporates in 64B, and the heat medium becomes cooled. The heat medium exiting the heat medium flow path 64 A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heater 63 . However, since the heating medium heater 63 does not generate heat in this operation mode, the heating medium passes through as it is, reaches the battery 55 , and exchanges heat with the battery 55 . As a result, the battery 55 is cooled, and the heat medium after cooling the battery 55 repeats the circulation of being sucked into the circulation pump 62 (indicated by the dashed arrow in FIG. 9).

Also in this battery cooling (single) mode, the heat pump controller 32 cools the battery 55 by controlling the rotation speed of the compressor 2 based on the heat medium temperature Tw detected by the heat medium temperature sensor 76 as will be described later.

(9) Defrosting Mode Next, the defrosting mode of the outdoor heat exchanger 7 will be described with reference to FIG. FIG. 10 shows how the refrigerant flows (solid line arrows) in the refrigerant circuit R in the defrosting mode. As described above, in the heating mode, the refrigerant evaporates in the outdoor heat exchanger 7 and absorbs heat from the outside air to lower the temperature.

Therefore, the heat pump controller 32 detects the outdoor heat exchanger temperature TXO (refrigerant evaporation temperature in the outdoor heat exchanger 7) detected by the outdoor heat exchanger temperature sensor 49, and the refrigerant evaporation temperature TXObase when the outdoor heat exchanger 7 is not frosted. The difference ΔTXO (= TXObase - TXO) is calculated, and the outdoor heat exchanger temperature TXO is lower than the refrigerant evaporation temperature TXObase when no frost is formed, and the difference ΔTXO is expanded to a predetermined value or more. If it continues for a long time, it is determined that the outdoor heat exchanger 7 is frosted, and a predetermined frosting flag is set.

When the frost formation flag is set and the air conditioning switch of the air conditioning operation unit 53 is turned off, the charging plug of the quick charger is connected and the battery 55 is charged. 32 executes the defrosting mode of the outdoor heat exchanger 7 as follows.

In this defrosting mode, the heat pump controller 32 sets the refrigerant circuit R to the above-described heating mode state and fully opens the outdoor expansion valve 6 . Then, the compressor 2 is operated, and the high-temperature refrigerant discharged from the compressor 2 is made to flow into the outdoor heat exchanger 7 through the radiator 4 and the outdoor expansion valve 6 to prevent frost formation on the outdoor heat exchanger 7. Let it melt (Fig. 10). Then, when the outdoor heat exchanger temperature TXO detected by the outdoor heat exchanger temperature sensor 49 becomes higher than a predetermined defrosting end temperature (for example, +3° C.), the heat pump controller 32 defrosts the outdoor heat exchanger 7. is completed and the defrosting mode is terminated.

(10) Battery Heating Mode When the vehicle is running and the air-conditioning operation is being performed, or when the battery 55 is being charged, the heat pump controller 32 performs the battery heating mode. In this battery heating mode, the heat pump controller 32 operates the circulation pump 62 and energizes the heat medium heater 63 . Incidentally, the electromagnetic valve 69 is closed.

As a result, the heat medium discharged from the circulation pump 62 reaches the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 through the heat medium pipe 66 and reaches the heat medium heater 63 through the heat medium flow path 64A. At this time, since the heat medium heater 63 is generating heat, the heat medium is heated by the heat medium heater 63 to raise its temperature, and then reaches the battery 55 and exchanges heat with the battery 55 . As a result, the battery 55 is heated, and the heat medium after heating the battery 55 is sucked into the circulation pump 62 to repeat circulation.

In this battery heating mode, the heat pump controller 32 controls the heat generation of the heat medium heater 63 based on the heat medium temperature Tw detected by the heat medium temperature sensor 76 as will be described later. The heat medium temperature is adjusted to TWO, and the battery 55 is heated.

(11) Control of the compressor 2 by the heat pump controller 32 In addition, in the heating mode, the heat pump controller 32 controls the target rotation speed of the compressor 2 (compressor target rotation speed) according to the control block diagram of FIG. 11 based on the radiator pressure Pci. TGNCh is calculated, and in the dehumidification cooling mode, cooling mode, air conditioning (priority) + battery cooling mode, the target rotation speed of the compressor 2 (compressor target rotation speed) is calculated based on the heat absorber temperature Te according to the control block diagram of FIG. Calculate TGNCc. In the dehumidification heating mode, the lower direction of the compressor target rotation speed TGNCh and the compressor target rotation speed TGNCc is selected. In the battery cooling (priority) + air conditioning mode and the battery cooling (single) mode, the target rotation speed of the compressor 2 (compressor target rotation speed) TGNCw is calculated based on the heat medium temperature Tw according to the control block diagram of FIG. do.

(11-1) Calculation of Compressor Target Rotation Speed TGNCh Based on Radiator Pressure Pci First, control of the compressor 2 based on the radiator pressure Pci will be described in detail with reference to FIG. FIG. 11 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCh of the compressor 2 based on the radiator pressure Pci. The F/F (feedforward) manipulated variable calculator 78 of the heat pump controller 32 calculates the outside air temperature Tam obtained from the outside air temperature sensor 33, the blower voltage BLV of the indoor blower 27, and SW=(TAO−Te)/(Thp−Te). ) obtained by the air mix damper 28, the target supercooling degree TGSC which is the target value of the supercooling degree SC of the refrigerant at the outlet of the radiator 4, and the target heater temperature Thp which is the target value of the heater temperature Thp Based on the temperature TCO and the target radiator pressure PCO, which is the target value of the pressure of the radiator 4, the F/F operation amount TGNChff of the compressor target rotation speed is calculated.

The heater temperature Thp is the air temperature (estimated value) on the leeward side of the radiator 4. The radiator pressure Pci detected by the radiator pressure sensor 47 and the refrigerant outlet of the radiator 4 detected by the radiator outlet temperature sensor 44 It is calculated (estimated) from the temperature Tci. Further, the degree of supercooling SC is calculated from the refrigerant inlet temperature Tcxin and the refrigerant outlet temperature Tci of the radiator 4 detected by the radiator inlet temperature sensor 43 and radiator outlet temperature sensor 44 .

The target radiator pressure PCO is calculated by the target value calculator 79 based on the target supercooling degree TGSC and the target heater temperature TCO. Further, the F/B (feedback) manipulated variable calculation section 81 calculates the F/B manipulated variable TGNChfb of the compressor target rotation speed by PID calculation or PI calculation based on the target radiator pressure PCO and the radiator pressure Pci. Then, the F/F manipulated variable TGNChff calculated by the F/F manipulated variable calculator 78 and the F/B manipulated variable TGNChfb calculated by the F/B manipulated variable calculator 81 are added by the adder 82 to obtain TGNCh00 as the limit setter. 83.

In the limit setting unit 83, the lower limit rotation speed ECNpdLimLo and the upper limit rotation speed ECNpdLimHi for control are limited to TGNCh0, and then through the compressor OFF control unit 84, it is determined as the compressor target rotation speed TGNCh. That is, the rotation speed of the compressor 2 is limited to the upper limit rotation speed ECNpdLimHi or less. In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 so that the radiator pressure Pci becomes the target radiator pressure PCO with the compressor target rotation speed TGNCh calculated based on the radiator pressure Pci.

In the compressor OFF control unit 84, the compressor target rotation speed TGNCh becomes the above-described lower limit rotation speed ECNpdLimLo, and the radiator pressure Pci is set to be above or below the target radiator pressure PCO. of the upper limit value PUL (state of exceeding the upper limit value PUL, or state of exceeding the upper limit value PUL; hereinafter the same) continues for a predetermined time th1, the compressor 2 is stopped and compression Enter the ON-OFF mode for ON-OFF control of the machine 2.

In the ON-OFF mode of the compressor 2, when the radiator pressure Pci drops to the lower limit PLL (below the lower limit PLL or below the lower limit PLL; hereinafter the same), the compressor 2 is started to operate with the compressor target rotation speed TGNCh set to the lower limit rotation speed ECNpdLimLo, and when the radiator pressure Pci rises to the upper limit value PUL in this state, the compressor 2 is stopped again. That is, the operation (ON) and stop (OFF) of the compressor 2 at the lower limit rotation speed ECNpdLimLo are repeated. Then, after the radiator pressure Pci has decreased to the lower limit value PUL and the compressor 2 has been started, when the state in which the radiator pressure Pci does not exceed the lower limit value PUL continues for a predetermined time th2, the ON-OFF mode of the compressor 2 and return to normal mode.

(11-2) Calculation of Compressor Target Rotational Speed TGNCc Based on Heat Absorber Temperature Te Next, control of the compressor 2 based on the heat absorber temperature Te will be described in detail with reference to FIG. FIG. 12 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCc of the compressor 2 based on the heat absorber temperature Te. The F/F operation amount calculation unit 86 of the heat pump controller 32 calculates the outside air temperature Tam, the air volume Ga (which may be the blower voltage BLV of the indoor blower 27) circulating in the air circulation passage 3, the target radiator pressure PCO, Based on the target heat absorber temperature TEO, which is the target value of the heat absorber temperature Te, the F/F operation amount TGNCcff of the compressor target rotation speed is calculated.

Further, the F/B operation amount calculation unit 87 calculates the F/B operation amount TGNCcfb of the compressor target rotation speed by PID calculation or PI calculation based on the target heat absorber temperature TEO and the heat absorber temperature Te. Then, the F/F manipulated variable TGNCcff calculated by the F/F manipulated variable calculator 86 and the F/B manipulated variable TGNCcfb calculated by the F/B manipulated variable calculator 87 are added by the adder 88 to form TGNCc00, which is calculated by the limit setting unit. 89.

In the limit setting unit 89, the lower limit rotation speed TGNCcLimLo and the upper limit rotation speed TGNCcLimHi are set to TGNCc0, which is then set as the compressor target rotation speed TGNCc through the compressor OFF control unit 91. Therefore, if the value TGNCc00 added by the adder 88 is within the upper limit revolution speed TGNCcLimHi and the lower limit revolution speed ). In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 so that the heat absorber temperature Te becomes the target heat absorber temperature TEO using the compressor target rotation speed TGNCc calculated based on the heat absorber temperature Te.

In the compressor OFF control unit 91, the compressor target rotation speed TGNCc becomes the above-described lower limit rotation speed TGNCcLimLo, and the heat absorber temperature Te is set to be above or below the target heat absorber temperature TEO. When the state where the pressure has decreased to the control lower limit value TeLL continues for a predetermined time tc1, the compressor 2 is stopped and an ON-OFF mode is entered in which the compressor 2 is ON-OFF controlled.

In the ON-OFF mode of the compressor 2 in this case, when the heat absorber temperature Te rises to the control upper limit TeUL, the compressor 2 is started and operated with the compressor target rotation speed TGNCc set to the lower limit rotation speed TGNCcLimLo. When the heat absorber temperature Te drops to the control lower limit value TeLL in this state, the compressor 2 is stopped again. That is, the operation (ON) and stop (OFF) of the compressor 2 at the lower limit rotational speed TGNCcLimLo are repeated. Then, after the heat absorber temperature Te rises to the control upper limit value TeUL and the compressor 2 is started, when the state in which the heat absorber temperature Te does not fall below the control upper limit value TeUL continues for a predetermined time tc2, the compressor 2 in this case This is to end the ON-OFF mode and return to the normal mode.

(11-3) Calculation of Compressor Target Rotational Speed TGNCw Based on Heat Medium Temperature Tw Next, control of the compressor 2 based on the heat medium temperature Tw will be described in detail with reference to FIG. FIG. 14 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCw of the compressor 2 based on the heat medium temperature Tw. The F/F operation amount calculation unit 92 of the heat pump controller 32 calculates the outside air temperature Tam, the flow rate Gw of the heat medium in the battery temperature adjustment device 61 (calculated from the output of the circulation pump 62), and the heat generation amount of the battery 55 (battery (transmitted from the controller 73), the battery temperature Tcell (transmitted from the battery controller 73), and the target heat medium temperature TWO, which is the target value of the heat medium temperature Tw. Calculate the quantity TGNCcwff.

Further, the F/B operation amount calculation unit 93 calculates the F/B operation amount TGNCwfb of the compressor target rotation speed by PID calculation or PI calculation based on the target heat medium temperature TWO and the heat medium temperature Tw (transmitted from the battery controller 73). Calculate Then, the F/F manipulated variable TGNCwff calculated by the F/F manipulated variable calculator 92 and the F/B manipulated variable TGNCwfb calculated by the F/B manipulated variable calculator 93 are added by the adder 94 to obtain TGNCw00 as the limit setter. 96.

In the limit setting unit 96, the lower limit rotation speed TGNCwLimLo and the upper limit rotation speed TGNCwLimHi are set to TGNCw0, which is then set as the compressor target rotation speed TGNCw through the compressor OFF control unit 97. Therefore, if the value TGNCw00 added by the adder 94 is within the upper limit revolution speed TGNCwLimHi and the lower limit revolution speed ). In the normal mode, the heat pump controller 32 adjusts the compressor target rotation speed TGNCw calculated based on the heat medium temperature Tw so that the heat medium temperature Tw reaches the target heat medium temperature TWO within the appropriate temperature range described above. It controls the operation of 2.

In the compressor OFF control unit 97, the compressor target rotation speed TGNCw becomes the above-described lower limit rotation speed TGNCwLimLo, and the heat medium temperature Tw is set above and below the target heat medium temperature TWO. When the state where the pressure has decreased to the control lower limit value TwLL continues for a predetermined time tw1, the compressor 2 is stopped and the ON-OFF mode for ON-OFF control of the compressor 2 is entered.

In the ON-OFF mode of the compressor 2 in this case, when the heat medium temperature Tw rises to the control upper limit value TwUL, the compressor 2 is started and operated with the compressor target rotation speed TGNCw set to the lower limit rotation speed TGNCwLimLo. When the heat medium temperature Tw drops to the control lower limit value TwLL in this state, the compressor 2 is stopped again. That is, the operation (ON) and stop (OFF) of the compressor 2 at the lower limit rotational speed TGNCwLimLo are repeated. Then, after the heat medium temperature Tw rises to the control upper limit value TwUL and the compressor 2 is started, when the state where the heat medium temperature Tw does not fall below the control upper limit value TwUL continues for a predetermined time tw2, the compressor 2 in this case This is to end the ON-OFF mode and return to the normal mode.

(12) Control of heat medium heater 63 by heat pump controller 32 Next, control of the heat medium heater 63 based on the heat medium temperature Tw in the battery heating mode described above will be described in detail with reference to FIG. FIG. 16 is a control block diagram of the heat pump controller 32 that calculates the target calorific value ECHtw of the heat medium heater 63 based on the heat medium temperature Tw. The F/F operation amount calculation unit 98 of the heat pump controller 32 calculates the outside air temperature Tam, the flow rate Gw of the heat medium in the battery temperature adjustment device 61 (calculated from the output of the circulation pump 62), and the heat generation amount of the battery 55 (battery (transmitted from the controller 73), the battery temperature Tcell (transmitted from the battery controller 73), and the target heat medium temperature TWO, which is the target value of the heat medium temperature Tw. Calculate

Further, the F/B operation amount calculation unit 99 calculates the F/B operation amount ECHtwfb of the target heat generation amount by PID calculation or PI calculation based on the target heat medium temperature TWO and the heat medium temperature Tw (transmitted from the battery controller 73). do. Then, the F/F operation amount ECHtwff calculated by the F/F operation amount calculation unit 98 and the F/B operation amount ECHtwfb calculated by the F/B operation amount calculation unit 99 are added by the adder 101 to obtain ECHtw00 as the limit setting unit 102.

In the limit setting unit 102, the control lower limit calorific value ECHtwLimLo (for example, power OFF) and the upper limit calorific value ECHtwLimHi are set to ECHtw0. It is determined. Therefore, if the value ECHtw00 added by the adder 101 is within the upper limit calorific value ECHtwLimHi and the lower limit calorific value ECHtwLimLo, and the ON-OFF mode, which will be described later, does not occur, this value ECHtw00 becomes the target calorific value ECHtw (heat medium heater 63 calorific value). In the normal mode, the heat pump controller 32 controls the heat generation of the heat medium heater 63 so that the heat medium temperature Tw reaches the target heat medium temperature TWO using the target heat generation amount ECHtw calculated based on the heat medium temperature Tw.

In the heat medium heater OFF control unit 103, the target heat generation amount ECHtw becomes the above-described lower limit heat generation amount ECHtwLimLo, and the heat medium temperature Tw is set above and below the target heat medium temperature TWO. When the state of increasing to the control upper limit value TwUL continues for a predetermined time tw1, power supply to the heat medium heater 63 is stopped and the heat medium heater 63 enters an ON-OFF mode for ON-OFF control.

In the ON-OFF mode of the heat medium heater 63 in this case, when the heat medium temperature Tw drops to the control lower limit value TwLL, the heat medium heater 63 is energized with a predetermined low calorific value. When the heat medium temperature Tw rises to the control upper limit value TwUL, the power supply to the heat medium heater 63 is stopped again. That is, the heat generation (ON) of the heat medium heater 63 with a predetermined low heat generation amount and the heat generation stop (OFF) are repeated. Then, after the heat medium temperature Tw drops to the control lower limit value TwLL and the heat medium heater 63 is energized, when the state where the heat medium temperature Tw does not rise above the control lower limit value TwLL continues for a predetermined time tw2, the heat in this case This terminates the ON-OFF mode of the medium heater 63 and returns to the normal mode.

(13) Battery Temperature Adjustment Limit Control by Heat Pump Controller 32 Next, the battery temperature adjustment limit control executed by the heat pump controller 32 will be described with reference to FIGS. 17 and 18. FIG. By controlling the temperature of the battery 55 in the air conditioning (priority) + battery cooling mode, the battery cooling (priority) + air conditioning mode, the battery cooling (single) mode, or the battery heating mode, as described above, deterioration due to high or low temperatures of the battery 55 can be prevented. However, on the other hand, when the battery charging rate SOC is low, the refrigerant circuit Since the power of the battery 55 is consumed by the R compressor 2, the heat medium heater 63, and the like, the cruising distance of the vehicle is reduced and the deterioration of the battery 55 is accelerated.

Therefore, in the embodiment, the above-described battery charging rate SOC and battery temperature Tcell are used as indexes indicating the deterioration of the battery 55, and the heat pump controller 32 controls the air conditioning (priority) + battery cooling mode and the Battery temperature control limit control is executed to limit temperature control of the battery 55 in a battery heating mode or the like.

(13-1) Setting Thresholds and Areas for Battery Charging Rate SOC and Battery Temperature Tcell As shown in FIGS. , normal area, warning area, and critical area are set respectively. First, in FIG. 17, predetermined lower threshold 1 and upper threshold 1 are set for the battery charging rate SOC between 0% and 100%. A region between the lower threshold value 1 and the upper threshold value 1 is defined as a normal region in which deterioration of the battery 55 is not considered. In addition, a predetermined lower threshold 2 is set between the lower threshold 1 lower than the lower threshold 1 and 0%, and between the upper threshold 1 higher than the upper threshold 1 and 100%, A predetermined upper threshold 2 is set. The area between the lower threshold value 1 and the lower threshold value 2 and the area between the upper threshold value 1 and the upper threshold value 2 are set as a warning area as a predetermined margin area outside the normal area. Further, the area between the lower threshold value 2 and 0% and the area between the upper threshold value 2 and 100% are defined as critical areas as deterioration areas of the battery 55 .

Lower threshold 1, lower threshold 2, upper threshold 1, and upper threshold 2 of the battery charging rate SOC are determined in advance according to the actual performance of the battery 55. FIG. The warning area and the danger area set by the above thresholds are ranges in which the power consumption of the vehicle air conditioner 1 including the battery temperature adjustment device 61 is suppressed during use of the vehicle.

In FIG. 18, the battery temperature Tcell is set with a predetermined low temperature side threshold value 1 and a high temperature side threshold value 1 between the lower limit temperature and the upper limit temperature. A region between the low temperature side threshold value 1 and the high temperature side threshold value 1 is defined as a normal region in which deterioration of the battery 55 is not taken into account, and this normal region is the optimum temperature range of the battery 55 . A predetermined low temperature threshold 2 is set between the low temperature threshold 1 lower than the low temperature threshold 1 and the lower limit temperature, and a predetermined low temperature threshold 2 is set between the high temperature threshold 1 higher than the high temperature threshold 1 and the upper limit temperature. , a predetermined high temperature side threshold value 2 is set. The region between the low temperature side threshold value 1 and the low temperature side threshold value 2 and the region between the high temperature side threshold value 1 and the high temperature side threshold value 2 are set as warning regions as predetermined marginal regions outside the normal region. Further, the area between the low temperature side threshold 2 and the lower limit temperature and the area between the high temperature side threshold 2 and the upper limit temperature are defined as critical areas as deterioration areas of the battery 55 .

The low temperature side threshold 1, the low temperature side threshold 2, the high temperature side threshold 1, and the high temperature side threshold 2 of the battery temperature Tcell are also determined in advance according to the actual performance of the battery 55. FIG. Also in this case, the warning region and the danger region set by the above thresholds are ranges in which the power consumption of the vehicle air conditioner 1 including the battery temperature adjustment device 61 is suppressed during use of the vehicle.

(13-2) Battery temperature regulation limit control (Part 1)
Next, an example of battery temperature adjustment limit control executed by the heat pump controller 32 will be described. The heat pump controller 32 determines that the battery charging rate SOC obtained from the battery controller 73 is in the above-described normal range or warning range of the battery charging rate SOC, and the battery temperature Tcell is in the above-described normal range or warning range of the battery temperature Tcell. , the temperature control of the battery 55 is not executed (temperature control of the battery 55 is not permitted). That is, for example, when the air conditioning (priority)+battery cooling mode is being executed, the operation mode is switched to the cooling mode. Also, when the battery heating mode is being executed, the battery heating mode is stopped.

However, when the battery charging rate SOC is in the normal range or the warning range of the battery charging rate SOC and the battery temperature Tcell enters the above-described critical range of the battery temperature Tcell, the heat pump controller 32 control (permit temperature control of the battery 55). That is, after switching to the cooling mode as described above, when the battery temperature Tcell enters the high temperature side danger zone (between the high temperature side threshold value 2 and the upper limit temperature), the operation mode is changed to air conditioning (priority) + battery cooling. mode. After stopping the battery heating mode as described above, the battery heating mode is restarted when the battery temperature Tcell enters the lower critical region (between the low temperature side threshold value 2 and the lower limit temperature).

In this way, if the heat pump controller 32 limits the temperature control of the battery 55 based on the indicators indicating the deterioration of the battery 55, that is, the battery charging rate SOC and the battery temperature Tcell, the battery charging rate SOC and the battery By judging the state of the battery 55 from the temperature Tcell and not permitting the temperature control of the battery 55 as in this embodiment, it is possible to suppress the decrease in the cruising range of the vehicle.

For example, as in this embodiment, for the battery charging rate SOC and the battery temperature Tcell, a normal range in which deterioration of the battery 55 is not taken into consideration and a warning range as a predetermined marginal range outside the normal range are respectively set, and the heat pump The controller 32 performs temperature control of the battery 55 when the battery charging rate SOC is in the normal range or the warning range of the battery charging rate SOC and the battery temperature Tcell is in the normal range or the warning range of the battery temperature Tcell. By doing so, it is possible to realize battery temperature control that gives priority to the cruising distance of the vehicle.

Further, as in the embodiment, a predetermined critical range is set as the deterioration range of the battery 55 with respect to the battery temperature Tcell, and the heat pump controller 32 determines whether the battery charging rate SOC is in the normal range or the warning range of the battery charging rate SOC. Moreover, if the temperature control of the battery 55 is executed when the battery temperature Tcell enters the dangerous range, the battery temperature Tcell becomes dangerous even if the battery charging rate SOC is in a permissible state. By permitting the temperature control of the battery 55, it is possible to prevent deterioration of the battery 55 due to abnormal temperature.

In the above embodiment, a normal range and a warning range are set for the battery charging rate SOC and the battery temperature Tcell, respectively. can handle. In that case, when the battery charging rate SOC is in the normal range of the battery charging rate SOC and the battery temperature Tcell is in the normal range of the battery temperature Tcell, the temperature control of the battery is not executed. Become.

However, by setting the warning range between the normal range and the critical range as in the above embodiment, for example, even if the battery charging rate SOC is in the normal range or the warning range, the battery temperature Tcell is in the warning range. , or even if the battery temperature Tcell is in the normal range or the warning range, the temperature control of the battery 55 is performed (permitted) when the battery charging rate SOC enters the warning range. ), and it becomes possible to realize finer temperature control limit control in accordance with the battery 55 .

Further, the battery temperature adjustment limit control of the above embodiment may be performed in the battery cooling (priority) + air conditioning mode or the battery cooling (single) mode. That is, when limiting the battery temperature control in the battery cooling (priority) + air conditioning mode, the operation mode is switched to the cooling mode, and in the battery cooling (single) mode, the battery cooling (single) mode is stopped. By executing the battery temperature regulation limit control in these modes that are executed while the battery 55 is being charged, it can be expected that the charging time of the battery 55 and the cost for charging can be reduced.

(13-3) Battery temperature regulation limit control (part 2)
Next, another embodiment of battery temperature adjustment limit control by the heat pump controller 32 will be described. It is assumed that the above-described normal range, warning range, and critical range of the battery charging rate SOC and the battery temperature Tcell are similarly set in this case as well. In this embodiment, the heat pump controller 32 is based on the information obtained from the GPS navigation device 74, based on the distance to the scheduled charging site (facility where a quick charger is installed) set in the GPS navigation device 74. to limit the temperature control of the battery 55 .

That is, in this embodiment, when the battery charging rate SOC is in the above-described normal range or warning range of the battery charging rate SOC and the distance to the scheduled charging site is greater than or equal to the predetermined threshold value D, The temperature control of the battery 55 is not executed (the temperature control of the battery 55 is not permitted). It is assumed that this threshold value D is a preset predetermined long distance. That is, for example, when the air conditioning (priority)+battery cooling mode is being executed, the operation mode is switched to the cooling mode. Also, when the battery heating mode is being executed, the battery heating mode is stopped.

However, when the battery charging rate SOC enters the above-described critical range of the battery charging rate SOC and the battery temperature Tcell enters the above-described critical range of the battery temperature Tcell, the heat pump controller 32 controls the temperature of the battery 55. (permit temperature control of the battery 55). That is, for example, after switching to the cooling mode as described above, when the battery charging rate SOC enters the danger zone and the battery temperature Tcell enters the danger zone on the high temperature side (between the high temperature side threshold value 2 and the upper limit temperature). Then, the operation mode is switched to the air conditioning (priority) + battery cooling mode. Further, after stopping the battery heating mode as described above, when the battery charging rate SOC enters the critical range and the battery temperature Tcell enters the lower critical range (between the low temperature side threshold value 2 and the lower limit temperature). to resume the battery heating mode.

In this manner, the heat pump controller 32 determines that the battery charging rate SOC is in the normal range or the warning range of the battery charging rate SOC based on the information about the predetermined scheduled charging site, and that the distance to the scheduled charging site is a predetermined distance. Since the temperature control of the battery 55 is not executed when the distance is equal to or greater than the threshold value D, the temperature control of the battery 55 is not performed when the distance to the planned charging site is long and the temperature control of the battery 55 is unnecessary. It is possible to reduce the power consumption due to the temperature control of the battery 55 without permitting, and to avoid the inconvenience of not being able to reach the scheduled charging site.

However, even in this case, when the battery charging rate SOC enters the critical range of the battery charging rate and the battery temperature Tcell enters the critical range of the battery temperature Tcell, the heat pump controller 32 performs temperature control of the battery 55. Therefore, when the battery charging rate SOC and the battery temperature Tcell become dangerous, the temperature control of the battery 55 is permitted even if the distance to the scheduled charging site is long, and the charging rate becomes abnormal. It becomes possible to avoid deterioration of the battery 55 due to temperature.

(13-4) Battery temperature regulation limit control (Part 3)
Not limited to the above embodiments, or in addition to them, when the battery charging rate SOC decreases and enters the lower danger zone (between the lower threshold value 2 and 0%), the temperature control of the battery 55 may be suppressed. That is, in this case, in the air conditioning (priority) + battery cooling mode, the battery cooling (priority) + air conditioning mode, and the battery cooling (single) mode, for example, the compressor target rotation speeds TGNCc and TGNCw described above of the compressor 2 are 12. Lower the value calculated in FIG. 14 by a predetermined value, and in the battery heating mode, lower the target heat generation amount ECHtw of the heat medium heater 63 by a predetermined value than the value calculated in FIG.

In this way, when the battery charging rate SOC drops and enters the lower danger zone, the heat pump controller 32 suppresses the temperature control of the battery 55, resulting in a state in which the charging rate of the battery 55 drops significantly. Then, the temperature control of the battery 55 is suppressed, and the further decrease in the charging rate due to the temperature control of the battery 55 can be suppressed.

(14) Temperature Control of Battery 55 Based on Battery Degradation State SOH Next, temperature control of the battery 55 based on the battery degradation state SOH will be described with reference to FIG. In this case, as shown in FIG. 19, the heat pump controller 32 of the embodiment is set with a predetermined threshold value SOH1 for the state of deterioration of the battery SOH. In FIG. 19, when SOH=100% is assumed to be the initial state before deterioration, the threshold value SOH1 is the value at which the SOH has decreased to X1% (for example, 80%). The area is the area after deterioration. A region above or above the post-deterioration region is a region in which deterioration of the battery 55 is not considered.

While the heat pump controller 32 is executing the temperature control limit control of each of the above embodiments, or alternatively, when the battery deterioration state SOH is equal to or lower than the threshold value SOH1 in FIG. , the temperature of the battery 55 is controlled. That is, when the cooling mode is being executed and the battery temperature Tcell is, for example, in the high temperature side warning region, the mode is switched to air conditioning (priority) + battery cooling mode, and battery cooling (single) during charging. mode, or battery cooling (priority) + air conditioning mode. Also, when the battery temperature Tcell is in the low-temperature warning region, for example, the battery heating mode is executed.

In this way, when the battery deterioration state SOH is equal to or less than the predetermined threshold value SOH1 or lower than the predetermined threshold value SOH1, the battery deterioration state indicating the deterioration state of the battery 55 is determined by executing the temperature control of the battery 55. When the SOH has decreased, the temperature of the battery 55 can be controlled to prevent further deterioration.

Further, by providing (a part of) the refrigerant circuit R as a cooling device as in each of the above-described embodiments to enable cooling of the battery 55, deterioration of the battery 55 due to abnormally high temperatures can be effectively eliminated or suppressed. become able to. Furthermore, by providing the heating medium heater 63 as a heating device as in the embodiment to heat the battery 55, deterioration of the battery 55 due to an abnormally low temperature can be effectively eliminated or suppressed.

Then, according to the vehicle air conditioner 1 of the present invention, the battery temperature adjustment device 61, the compressor 2 for compressing the refrigerant, the radiator 4 for exchanging heat between the refrigerant and the air supplied to the vehicle interior, and the heat absorption 9 and an outdoor heat exchanger 7 provided outside the passenger compartment, and the battery temperature adjusting device 61 is capable of cooling the battery 55 using a refrigerant. The cooling of the battery 55 is performed at the beginning of the cycle, and the deterioration of the battery 55 can be eliminated or suppressed.

In the embodiment, the battery temperature adjustment device 61 of the present invention is provided in the vehicle air conditioner 1 for air conditioning the vehicle interior. It is also effective for a battery temperature control device that only performs temperature control of 55. Also, the cooling device for cooling the battery 55 is not limited to the refrigerant circuit R of the embodiment, and the present invention is effective even when an electronic cooling device such as a Peltier element is used.

In the above-described embodiment, the battery state of charge SOC and the battery temperature Tcell are used as indices indicating the deterioration of the battery 55. However, the battery deterioration state SOH, the depth of discharge DoD, the cycle deterioration, and the storage deterioration are not limited to these. May be adopted. In that case, if the battery deterioration state SOH, the depth of discharge DoD, the cycle deterioration, and the storage deterioration are in a range in which the deterioration of the battery 55 is not taken into account, temperature control is not performed or is limited.

Furthermore, the configuration and numerical values of the refrigerant circuit R described in the embodiment are not limited to that, and needless to say, can be changed without departing from the gist of the present invention.

1 vehicle air conditioner 2 compressor 3 air flow passage 4 radiator (indoor heat exchanger)
6 outdoor expansion valve 7 outdoor heat exchanger 8 indoor expansion valve 9 heat absorber (indoor heat exchanger)
11 control device 32 heat pump controller (part of control device)
35 Solenoid valve 45 Air conditioning controller (part of control device)
48 heat absorber temperature sensor 55 battery 61 battery temperature adjustment device 64 refrigerant-heat medium heat exchanger 68 auxiliary expansion valve 69 solenoid valve 73 battery controller 74 GPS navigation device 76 heat medium temperature sensor 77 battery temperature sensor R refrigerant circuit

Claims (10)

A battery temperature adjustment device that operates by being powered by a battery mounted on a vehicle and adjusts the temperature of the battery,
with a control device,
a normal range that does not consider the deterioration of the battery is set for the battery charging rate SOC, which is an index indicating the deterioration of the battery,
The control device determines that the battery charging rate SOC is within the normal region of the battery charging rate SOC and that the distance to the scheduled charging site is equal to or greater than a predetermined threshold value D based on the information on the predetermined scheduled charging site. In some cases, a battery temperature control device for a vehicle, characterized in that temperature control of the battery is not executed . a normal range that does not consider the deterioration of the battery is set for the battery temperature Tcell, which is an index indicating the deterioration of the battery;
The control device does not perform temperature control of the battery when the battery charging rate SOC is in the normal range of the battery charging rate SOC and the battery temperature Tcell is in the normal range of the battery temperature Tcell. The vehicle battery temperature adjusting device according to claim 1, characterized in that: A warning region is set as a predetermined marginal region outside the normal region for each of the battery charging rate SOC and the battery temperature Tcell,
When the battery charging rate SOC is in the normal range or the warning range of the battery charging rate SOC and the battery temperature Tcell is in the normal range or the warning range of the battery temperature Tcell, the control device controls the battery 3. The vehicle battery temperature adjustment device according to claim 2, wherein the temperature adjustment is not executed. A predetermined critical area is set as a deterioration area of the battery with respect to the battery temperature Tcell,
The control device performs temperature control of the battery when the battery charging rate SOC is in the normal range or the warning range of the battery charging rate SOC and the battery temperature Tcell enters the dangerous range. The vehicle battery temperature adjustment device according to claim 3, characterized in that: Predetermined critical regions are set as deterioration regions of the battery with respect to the battery charging rate SOC and the battery temperature Tcell,
The control device executes temperature control of the battery when the battery charging rate SOC enters the critical range of the battery charging rate and the battery temperature Tcell enters the critical range of the battery temperature Tcell. 5. The vehicle battery temperature adjusting device according to claim 3 or 4, characterized in that: A predetermined critical area is set as a deterioration area of the battery when the battery charging rate SOC decreases with respect to the battery charging rate SOC,
6. The control device according to any one of claims 1 to 5, wherein the control device suppresses temperature control of the battery when the battery charging rate SOC decreases and enters the dangerous range. Vehicle battery temperature regulator. 7. The controller controls the temperature of the battery when the state of deterioration SOH of the battery is equal to or lower than a predetermined threshold value SOH1 or lower than the predetermined threshold value SOH1. A vehicle battery temperature adjustment device according to any one of the above. 8. The vehicle battery temperature adjusting device according to claim 1, further comprising a cooling device, wherein said battery can be cooled using said cooling device. 9. The battery temperature adjusting device for a vehicle according to claim 1, further comprising a heating device that can heat the battery using the heating device. a compressor that compresses a refrigerant;
an indoor heat exchanger for exchanging heat between the air supplied to the vehicle interior and the refrigerant;
Air-conditioning the interior of the vehicle with an outdoor heat exchanger provided outside the vehicle,
10. The vehicle battery temperature adjusting device according to any one of claims 1 to 9, wherein the battery temperature adjusting device is capable of cooling the battery using the refrigerant. Vehicle air conditioner.

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