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CN113165477A - Air conditioner for vehicle - Google Patents

Air conditioner for vehicle Download PDF

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Publication number
CN113165477A
CN113165477A CN201980083918.8A CN201980083918A CN113165477A CN 113165477 A CN113165477 A CN 113165477A CN 201980083918 A CN201980083918 A CN 201980083918A CN 113165477 A CN113165477 A CN 113165477A
Authority
CN
China
Prior art keywords
temperature
compressor
refrigerant
heat
heat exchanger
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN201980083918.8A
Other languages
Chinese (zh)
Other versions
CN113165477B (en
Inventor
山下耕平
宫腰龙
青木孝史
山崎雄满
张洪铭
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Sanden Corp
Original Assignee
Sanden Automotive Climate Systems Corp
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Filing date
Publication date
Application filed by Sanden Automotive Climate Systems Corp filed Critical Sanden Automotive Climate Systems Corp
Publication of CN113165477A publication Critical patent/CN113165477A/en
Application granted granted Critical
Publication of CN113165477B publication Critical patent/CN113165477B/en
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Anticipated expiration legal-status Critical

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00899—Controlling the flow of liquid in a heat pump system
    • B60H1/00921—Controlling the flow of liquid in a heat pump system where the flow direction of the refrigerant does not change and there is an extra subcondenser, e.g. in an air duct
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3228—Cooling devices using compression characterised by refrigerant circuit configurations
    • B60H1/32281—Cooling devices using compression characterised by refrigerant circuit configurations comprising a single secondary circuit, e.g. at evaporator or condenser side
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/323—Cooling devices using compression characterised by comprising auxiliary or multiple systems, e.g. plurality of evaporators, or by involving auxiliary cooling devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B25/00—Machines, plants or systems, using a combination of modes of operation covered by two or more of the groups F25B1/00 - F25B23/00
    • F25B25/005—Machines, plants or systems, using a combination of modes of operation covered by two or more of the groups F25B1/00 - F25B23/00 using primary and secondary systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B41/00—Fluid-circulation arrangements
    • F25B41/20—Disposition of valves, e.g. of on-off valves or flow control valves
    • F25B41/24—Arrangement of shut-off valves for disconnecting a part of the refrigerant cycle, e.g. an outdoor part
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B49/00—Arrangement or mounting of control or safety devices
    • F25B49/02—Arrangement or mounting of control or safety devices for compression type machines, plants or systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B5/00—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity
    • F25B5/02—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity arranged in parallel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B6/00—Compression machines, plants or systems, with several condenser circuits
    • F25B6/04—Compression machines, plants or systems, with several condenser circuits arranged in series
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H2001/00307—Component temperature regulation using a liquid flow
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H2001/3236—Cooling devices information from a variable is obtained
    • B60H2001/3255—Cooling devices information from a variable is obtained related to temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H2001/3236—Cooling devices information from a variable is obtained
    • B60H2001/3266—Cooling devices information from a variable is obtained related to the operation of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H2001/3269—Cooling devices output of a control signal
    • B60H2001/327—Cooling devices output of a control signal related to a compressing unit
    • B60H2001/3272—Cooling devices output of a control signal related to a compressing unit to control the revolving speed of a compressor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/34—Cabin temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/66—Ambient conditions
    • B60L2240/662—Temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2700/00—Sensing or detecting of parameters; Sensors therefor
    • F25B2700/19—Pressures
    • F25B2700/195—Pressures of the condenser
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2700/00—Sensing or detecting of parameters; Sensors therefor
    • F25B2700/21—Temperatures
    • F25B2700/2115—Temperatures of a compressor or the drive means therefor
    • F25B2700/21151—Temperatures of a compressor or the drive means therefor at the suction side of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2700/00—Sensing or detecting of parameters; Sensors therefor
    • F25B2700/21—Temperatures
    • F25B2700/2115—Temperatures of a compressor or the drive means therefor
    • F25B2700/21152—Temperatures of a compressor or the drive means therefor at the discharge side of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2700/00—Sensing or detecting of parameters; Sensors therefor
    • F25B2700/21—Temperatures
    • F25B2700/2116—Temperatures of a condenser
    • F25B2700/21161—Temperatures of a condenser of the fluid heated by the condenser
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2700/00—Sensing or detecting of parameters; Sensors therefor
    • F25B2700/21—Temperatures
    • F25B2700/2116—Temperatures of a condenser
    • F25B2700/21163—Temperatures of a condenser of the refrigerant at the outlet of the condenser
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2700/00—Sensing or detecting of parameters; Sensors therefor
    • F25B2700/21—Temperatures
    • F25B2700/2117—Temperatures of an evaporator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B40/00—Subcoolers, desuperheaters or superheaters
    • F25B40/02—Subcoolers
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Provided is an air conditioning device for a vehicle, which can prevent the occurrence of condensation on a temperature-controlled object when cooling the temperature-controlled object mounted on the vehicle. The control device has a battery cooling (priority) + air conditioning mode and a battery cooling (individual) mode, which are modes in which the rotational speed of the compressor (2) is controlled based on the heat carrier temperature (Tw) and the target heat carrier Temperature (TWO); in these operation modes, when the heating medium temperature (Tw) is lower than or equal to a predetermined forced stop value (TwSL) that is lower than the target heating medium Temperature (TWO), the compressor (2) is stopped at that point in time.

Description

Air conditioner for vehicle
Technical Field
The present invention relates to a heat pump type vehicle air conditioner for conditioning air in a vehicle interior.
Background
In recent years, due to the development of environmental problems, vehicles such as electric vehicles and hybrid vehicles, in which a traveling motor is driven by electric power supplied from a battery mounted on the vehicle, have become popular. As an air conditioning apparatus applicable to such a vehicle, the following apparatus has been developed: the air conditioner includes a refrigerant circuit to which an electric compressor, a radiator, a heat absorber (indoor heat exchanger), and an outdoor heat exchanger are connected; heating by radiating heat from the refrigerant discharged from the compressor in a radiator and allowing the refrigerant radiated in the radiator to absorb heat in an outdoor heat exchanger; air conditioning is performed in a vehicle interior by radiating heat from a refrigerant discharged from a compressor in an outdoor heat exchanger, evaporating the refrigerant in a heat absorber, absorbing heat, and performing cooling or the like (see, for example, patent document 1).
On the other hand, if the battery is charged and discharged under an environment of high temperature due to self-heating or the like caused by charging and discharging, for example, deterioration progresses, and as a result, there is a risk of causing malfunction and damage. Therefore, the following devices have also been developed: an evaporator for a battery is additionally arranged in the refrigerant loop; the battery can be cooled by exchanging heat between the refrigerant circulating in the refrigerant circuit and a battery refrigerant (heat medium) in the battery evaporator, and circulating the heat medium after the heat exchange to the battery (see, for example, patent documents 2 and 3).
Documents of the prior art
Patent document
Patent document 1: japanese patent laid-open publication No. 2014-213765
Patent document 2: japanese patent No. 5860360
Patent document 3: japanese patent No. 5860361.
Disclosure of Invention
Problems to be solved by the invention
When the battery (temperature-controlled object mounted on the vehicle) is cooled as described above, the rotation speed of the compressor is controlled based on the temperature of the heat medium and the target temperature thereof, but if the temperature of the heat medium drops beyond the control range or the temperature of the battery drops excessively, condensation may occur in the battery.
The present invention has been made to solve the conventional technical problem, and an object of the present invention is to provide an air conditioning apparatus for a vehicle, which can prevent condensation from occurring on an object to be temperature-regulated when the object to be temperature-regulated mounted on the vehicle is cooled.
Means for solving the problems
The air conditioning device for a vehicle according to the present invention includes at least: a compressor compressing a refrigerant; an indoor heat exchanger for exchanging heat between the refrigerant and air supplied into the vehicle interior; and a control device; air conditioning is carried out in the vehicle chamber; the temperature control device is characterized by comprising a heat exchanger for a temperature controlled object, wherein the heat exchanger for the temperature controlled object is used for absorbing heat of a refrigerant and cooling the temperature controlled object mounted on a vehicle; the control device has a temperature-controlled object cooling mode for controlling the rotation speed of the compressor based on the temperature of the temperature-controlled object heat exchanger or an object to be cooled by the temperature-controlled object heat exchanger and a target temperature thereof; in the temperature-controlled object cooling mode, the control device stops the compressor at that point in time when the temperature of the temperature-controlled object heat exchanger or the object to be cooled thereby is lower than or equal to a predetermined forcible stop value lower than the target temperature.
In the vehicle air conditioning system according to the invention of claim 2, in the above invention, the control device includes a predetermined upper limit value set above the target temperature and a predetermined lower limit value set above the forcible suspension value and below the target temperature; the control device stops the compressor when the temperature of the temperature-controlled object heat exchanger or the object to be cooled by the temperature-controlled object heat exchanger is lower than or equal to or lower than a forced stop value, and then performs on-off control for repeating operation/stop of the compressor between an upper limit value and a lower limit value.
In the vehicle air conditioning system according to the invention of claim 3, in the above invention, the controller operates the compressor at a predetermined minimum rotation speed for control when the compressor is operated in the on-off control.
In the vehicle air conditioning apparatus according to the invention of claim 4, in the invention of claim 2 or claim 3, the control device ends the on-off control when the temperature of the temperature-controlled object heat exchanger or the object to be cooled is higher than or equal to the upper limit value and the state continues for a predetermined time, and returns to the state in which the rotation speed of the compressor is controlled based on the temperature of the temperature-controlled object heat exchanger or the object to be cooled and the target temperature thereof.
The air conditioning apparatus for a vehicle of the invention according to claim 5 is characterized in that, in each of the above inventions, the air conditioning apparatus includes a valve device that controls the flow of the refrigerant to the indoor heat exchanger; the control device has a temperature-controlled object cooling (priority) + air-conditioning mode as a temperature-controlled object cooling mode, in which the valve device is opened, the rotation speed of the compressor is controlled based on the temperature of the temperature-controlled object heat exchanger or the temperature of the object to be cooled, and the opening and closing of the valve device is controlled based on the temperature of the indoor heat exchanger.
In the vehicle air conditioning apparatus according to the invention of claim 6, in the above-described invention, the control device has a temperature-controlled object cooling (individual) mode in which the valve device is closed and the rotation speed of the compressor is controlled based on the temperature of the temperature-controlled object heat exchanger or the temperature of the object to be cooled, as another temperature-controlled object cooling mode.
The vehicle air-conditioning apparatus according to the invention of claim 7 is characterized in that, in each of the above inventions, the apparatus includes an apparatus temperature adjusting device that circulates a heat medium between the temperature-controlled object and the temperature-controlled object heat exchanger; the control device controls the compressor by using the temperature Tw of the heating medium or the temperature Tcell of the temperature-controlled object as the temperature of the object to be cooled by the heat exchanger for the temperature-controlled object.
Effects of the invention
According to the present invention, a vehicle air conditioning device includes at least: a compressor compressing a refrigerant; an indoor heat exchanger for exchanging heat between the refrigerant and air supplied into the vehicle interior; and a control device; air conditioning is carried out in the vehicle chamber; the vehicle air-conditioning apparatus is provided with a heat exchanger for an object to be temperature-regulated, which cools an object to be temperature-regulated mounted on a vehicle by absorbing heat from a refrigerant; the control device has a temperature-controlled object cooling mode for controlling the rotation speed of the compressor based on the temperature of the temperature-controlled object heat exchanger or an object to be cooled by the temperature-controlled object heat exchanger and a target temperature thereof; and in the temperature-controlled object cooling mode, stopping the compressor at the point when the temperature of the temperature-controlled object heat exchanger or the object to be cooled thereby is lower than or equal to a predetermined forcible stop value lower than the target temperature; therefore, when the temperature of the temperature-controlled object heat exchanger or the object to be cooled is maintained at the target temperature by the rotational speed control of the compressor, the cooling load of the temperature-controlled object is reduced, and when the temperature of the temperature-controlled object heat exchanger or the object to be cooled exceeds the control range and falls below the forcible stop value or falls below the forcible stop value, the compressor can be immediately stopped, and the problem that the temperature of the temperature-controlled object excessively falls and dew condensation occurs can be avoided.
As in the invention of claim 2, the control device has a predetermined upper limit value set above the target temperature and a predetermined lower limit value set above the forcible suspension value and below the target temperature; the control device executes an on-off control between an upper limit value and a lower limit value after stopping the compressor when the temperature of the temperature-controlled object heat exchanger or the object cooled by the temperature-controlled object heat exchanger is lower than or equal to or less than a forced stop value, the on-off control being a control for repeating operation/stop of the compressor; this makes it possible to appropriately cool the temperature controlled object while avoiding condensation on the temperature controlled object.
In particular, if the control device operates the compressor at the minimum rotation speed specified in the control when the compressor is operated in the on-off control as in the invention of claim 3, the temperature-controlled object can be smoothly cooled while avoiding frequent start/stop of the compressor.
Further, as in the invention of claim 4, if the control device ends the on-off control and returns to the state in which the rotation speed of the compressor is controlled based on the temperature of the temperature-controlled object heat exchanger or the object to be cooled and the target temperature thereof when the temperature of the temperature-controlled object heat exchanger or the object to be cooled continues to be higher than or equal to the upper limit value for a predetermined time, the control device can return to the normal rotation speed control from the on-off control of the compressor without trouble in accordance with an increase in the cooling load of the temperature-controlled object.
Furthermore, if a valve device that controls the flow of refrigerant to the indoor heat exchanger is provided as in the invention of claim 5; the control device has a temperature-controlled object cooling (priority) + air-conditioning mode as a temperature-controlled object cooling mode, the temperature-controlled object cooling (priority) + air-conditioning mode being a mode in which the valve device is opened, the rotation speed of the compressor is controlled based on the temperature of the temperature-controlled object heat exchanger or the temperature of the object to be cooled, and the opening and closing of the valve device is controlled based on the temperature of the indoor heat exchanger; the object to be temperature-controlled can be cooled preferentially by the heat exchanger for the object to be temperature-controlled, and air conditioning of the vehicle interior can be performed.
Further, as in the invention according to claim 6, if the control device has a temperature-controlled object cooling (individual) mode in which the valve device is closed and the rotational speed of the compressor is controlled based on the temperature of the temperature-controlled object heat exchanger or the temperature of the object to be cooled; it is possible to effectively cool only the temperature-controlled object without air-conditioning the vehicle interior.
Here, as in the invention of claim 7, when the equipment temperature adjusting device for circulating the heat medium between the temperature-controlled object and the temperature-controlled object heat exchanger is provided, the control device controls the compressor with the temperature Tw of the heat medium or the temperature Tcell of the temperature-controlled object as the temperature of the object to be cooled by the temperature-controlled object heat exchanger.
Drawings
Fig. 1 is a configuration diagram of a vehicle air conditioning system to which an embodiment of the present invention is applied.
Fig. 2 is a block diagram of an electric circuit of the control device of the vehicle air conditioning device of fig. 1.
Fig. 3 is a diagram for explaining an operation mode executed by the control device of fig. 2.
Fig. 4 is a configuration diagram illustrating the vehicle air-conditioning apparatus in the heating mode by the heat pump controller of the control apparatus of fig. 2.
Fig. 5 is a configuration diagram illustrating the vehicle air-conditioning apparatus in the dehumidification and heating mode by the heat pump controller of the control apparatus of fig. 2.
Fig. 6 is a configuration diagram illustrating the vehicle air-conditioning apparatus in the dehumidification-air cooling mode by the heat pump controller of the control apparatus of fig. 2.
Fig. 7 is a configuration diagram illustrating the vehicle air-conditioning apparatus in the cooling mode (individual operation mode) performed by the heat pump controller of the control apparatus of fig. 2.
Fig. 8 is a configuration diagram illustrating the vehicle air-conditioning apparatus in the air-conditioning (priority) + battery cooling mode and the battery cooling (priority) + air-conditioning mode (both in the cooperative operation mode) by the heat pump controller of the control apparatus of fig. 2.
Fig. 9 is a configuration diagram illustrating the vehicle air-conditioning apparatus in a battery cooling (individual) mode (individual operation mode) by the heat pump controller of the control apparatus of fig. 2.
Fig. 10 is a configuration diagram illustrating the vehicle air-conditioning apparatus in the defrosting mode by the heat pump controller of the control apparatus of fig. 2.
Fig. 11 is a control block diagram of the compressor control of the heat pump controller relating to the control device of fig. 2.
Fig. 12 is another control block diagram of the compressor control of the heat pump controller relating to the control apparatus of fig. 2.
Fig. 13 is a block diagram illustrating control of the electromagnetic valve 69 in the air-conditioning (priority) + battery cooling mode of the heat pump controller of the control device of fig. 2.
Fig. 14 is still another control block diagram of the compressor control of the heat pump controller relating to the control apparatus of fig. 2.
Fig. 15 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 apparatus of fig. 2.
Fig. 16 is a timing chart illustrating on-off control of the compressor in the battery cooling (priority) + air conditioning mode and the battery cooling (stand-alone) mode by the heat pump controller of the control apparatus of fig. 2.
Fig. 17 is a timing chart illustrating on-off control of the compressor (control having a problem with dew condensation) in the battery cooling (priority) + air conditioning mode and the battery cooling (individual) mode.
Detailed Description
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Fig. 1 shows a configuration diagram of a vehicle air conditioning system 1 according to an embodiment of the present invention. A vehicle to which an embodiment of the present invention is applied is an Electric Vehicle (EV) not equipped with an engine (internal combustion engine), and is driven and driven by supplying electric power charged in a battery 55 mounted on the vehicle to a driving motor (electric motor, not shown), and a compressor 2, which will be described later, of the vehicle air-conditioning apparatus 1 of the present invention is also driven by electric power supplied from the battery 55.
That is, in the vehicle air conditioning apparatus 1 of the embodiment, in the electric vehicle in which the heating by the engine waste heat cannot be performed, the heating mode, the dehumidification cooling mode, the defrosting mode, the air conditioning (priority) + the battery cooling mode, the battery cooling (priority) + the air conditioning mode, and the battery cooling (separate) mode are switched and executed by the heat pump operation using the refrigerant circuit R, and the air conditioning in the vehicle interior and the temperature adjustment of the battery 55 are performed.
Among them, the battery cooling (priority) + air conditioning mode and the battery cooling (individual) mode are embodiments of the temperature-controlled object cooling mode of the present invention. The battery cooling (priority) + air-conditioning mode is an example of the temperature controlled object cooling (priority) + air-conditioning mode of the present invention, and the battery cooling (individual) mode is an example of the temperature controlled object cooling (individual) mode of the present invention.
The present invention is also effective for providing a so-called hybrid vehicle using an engine and a motor for running, not limited to an electric vehicle, as a vehicle. The vehicle to which the vehicular air conditioning device 1 of the embodiment is applied is a vehicle in which the battery 55 can be charged from an external charger (quick charger, normal charger). Further, although the battery 55, the traveling motor, the inverter for controlling the traveling motor, and the like described above are objects to be temperature-controlled mounted on the vehicle according to the present invention, the battery 55 will be described as an example in the following embodiments.
The vehicle air conditioning system 1 of the embodiment is a system for air conditioning (heating, cooling, dehumidifying, and ventilating) the interior of the vehicle of the electric vehicle, and the following devices are connected in order via the refrigerant pipe 13 to form the refrigerant circuit R: an electric compressor 2 for compressing a refrigerant; a radiator 4 as an indoor heat exchanger provided in an air flow path 3 of the HVAC unit 10 through which air in the vehicle interior is ventilated and circulating, and configured to allow a high-temperature and high-pressure refrigerant discharged from the compressor 2 to flow in via a muffler 5 and a refrigerant pipe 13G and to radiate heat from the refrigerant into the vehicle interior (to radiate heat of the refrigerant); an outdoor expansion valve 6 configured from an electric valve (electronic expansion valve) for decompressing and expanding the refrigerant during heating; an outdoor heat exchanger 7 that exchanges heat between the refrigerant and outside air so as to function as a radiator that radiates heat from the refrigerant during cooling and as an evaporator that absorbs heat (absorbs heat) from the refrigerant during heating; an indoor expansion valve 8 which is constituted by a mechanical expansion valve for decompressing and expanding the refrigerant; a heat absorber 9 provided in the air flow path 3, and adapted to evaporate the refrigerant during cooling and dehumidification to absorb heat from the inside and outside of the vehicle compartment (to absorb heat from the refrigerant); and a reservoir 12, etc.
The outdoor expansion valve 6 can also be fully closed while decompressing and expanding the refrigerant flowing out of the radiator 4 into the outdoor heat exchanger 7. In the embodiment, the indoor expansion valve 8 using a mechanical expansion valve 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.
Further, an outdoor fan 15 is provided in the outdoor heat exchanger 7. The outdoor fan 15 is a device that forcibly ventilates the outdoor heat exchanger 7 with the outside air to exchange heat between the outside air and the refrigerant, and is configured to ventilate the outdoor heat exchanger 7 even when the vehicle is stopped (i.e., the vehicle speed is 0 km/h).
The outdoor heat exchanger 7 includes a receiver dryer (receiver dryer) unit 14 and a subcooling unit 16 in this order on the refrigerant downstream side, a refrigerant pipe 13A on the refrigerant outlet side of the outdoor heat exchanger 7 is connected to the receiver dryer unit 14 via an electromagnetic valve 17 (for cooling) as an opening/closing valve that is opened when the refrigerant flows to the heat absorber 9, and a refrigerant pipe 13B on the outlet side of the subcooling unit 16 is connected to the refrigerant inlet side of the heat absorber 9 via a check valve 18, an indoor expansion valve 8, and an electromagnetic valve 35 (for a cabin (cabin) and a heat absorber valve device) as a valve device of the present invention in this order. The receiver drier section 14 and the subcooling section 16 structurally constitute a part of the outdoor heat exchanger 7. The check valve 18 is oriented in the forward direction of the indoor expansion valve 8.
The refrigerant pipe 13A coming out of the outdoor heat exchanger 7 branches into a refrigerant pipe 13D, and the branched refrigerant pipe 13D is connected to the refrigerant pipe 13C on the refrigerant outlet side of the heat absorber 9 through an electromagnetic valve 21 (for heating) as an on-off valve that is opened during heating. 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.
Further, a filter (filter) 19 is connected to the refrigerant pipe 13E on the refrigerant outlet side of the radiator 4, the refrigerant pipe 13E is branched into a refrigerant pipe 13J and a refrigerant pipe 13F immediately before (on the refrigerant upstream side of) the outdoor expansion valve 6, and the 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 connected to a refrigerant pipe 13B, which is located on the refrigerant downstream side of the check valve 18 and on the refrigerant upstream side of the indoor expansion valve 8, through a solenoid valve 22 (for dehumidification) as an opening/closing valve opened at the time of dehumidification.
Thus, 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 serves as a bypass circuit that bypasses the outdoor expansion valve 6, the outdoor heat exchanger 7, and the check valve 18. Further, a solenoid valve 20 as a bypass opening/closing valve is connected in parallel to the outdoor expansion valve 6.
Further, in the air flow path 3 on the air upstream side of the heat absorber 9, suction ports (a suction port 25 is representatively shown in fig. 1) of an external air suction port and an internal air suction port are formed, and a suction switching damper 26 is provided in the suction port 25, and the suction switching damper 26 switches the air introduced into the air flow path 3 between internal air (internal air circulation) which is air in the vehicle interior and external air (external air introduction) which is air outside the vehicle interior. Further, an indoor fan (blower fan) 27 for feeding the introduced internal air and external air to the airflow path 3 is provided on the air downstream side of the intake switching damper 26.
Further, the intake switching damper 26 of the embodiment is configured to be able to adjust the ratio of the internal air in the air (the external air and the internal air) flowing into the heat absorber 9 of the air flow path 3 to 0% to 100% (the ratio of the external air may be adjusted to 100% to 0%) by opening and closing the external air intake port and the internal air intake port of the intake port 25 at an arbitrary ratio.
In addition, an auxiliary heater 23 as an auxiliary heating device, which is configured by a PTC heater (electric heater) in the embodiment, is provided in the air flow path 3 on the leeward side (air downstream side) of the radiator 4, and the air supplied into the vehicle interior through the radiator 4 can be heated. Further, an air mix damper 28 is provided in the air flow path 3 on the air upstream side of the radiator 4, and the air mix damper 28 adjusts the ratio of ventilation to the radiator 4 and the auxiliary heater 23 of the air (internal air, external air) flowing into the air flow path 3 and passing through the heat absorber 9 in the air flow path 3.
Further, in the airflow passage 3 on the air downstream side of the radiator 4, respective outlet ports (representatively shown as an outlet port 29 in fig. 1) of the FOOT, VENT, and DEF are formed, and an outlet port switching damper 31 that switches and controls the blowing of air from the respective outlet ports is provided in the outlet port 29.
Further, the vehicle air-conditioning apparatus 1 includes a device temperature adjusting device 61, and the device temperature adjusting device 61 is configured to adjust the temperature of the battery 55 by circulating a heat medium to the battery 55 (temperature-controlled object). The device temperature adjusting apparatus 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 as a heat exchanger to be temperature-adjusted, and a heat medium heating heater 63 as a heating device, and these are annularly connected to the battery 55 via a heat medium pipe 66.
In the embodiment, the outlet side of the circulation pump 62 is connected to the inlet of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64, and the outlet of the heat medium flow path 64A is connected to the inlet of the heat medium heating heater 63. The outlet of the heat medium heating 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 equipment temperature control device 61, for example, water, a refrigerant such as HFO-1234 yf, a liquid such as a coolant, or a gas such as air can be used. In addition, water is used as a heat carrier in the examples. The heating medium heating heater 63 is constituted by an electric heater such as a PTC heater. Further, the periphery of the battery 55 is provided with a sleeve structure in which, for example, a heat medium can flow in heat exchange relation with the battery 55.
Then, if 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. The heat medium that has flowed out of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heating heater 63, is heated by the heat medium heating heater 63 when it generates heat, reaches the battery 55, and exchanges heat with the battery 55. Then, the heat medium having exchanged heat with the battery 55 is sucked by the circulation pump 62. Thereby, the heat medium is circulated through the heat medium pipe 66 between the battery 55 and the refrigerant-heat medium heat exchanger 64 and the heat medium heating heater 63.
On the other hand, one end of a branch pipe 67 as a branch circuit is connected to the refrigerant pipe 13B located on the refrigerant downstream side of the connection portion of the refrigerant pipe 13F and the refrigerant pipe 13B of the refrigerant circuit R and on the refrigerant upstream side of the indoor expansion valve 8. An auxiliary expansion valve 68, which in the embodiment is a mechanical expansion valve, and a solenoid valve (for a cooler) 69, which is a valve device for a temperature-controlled object, are provided in this order in the branch pipe 67. The auxiliary expansion valve 68 reduces the pressure and expands the refrigerant flowing into a refrigerant flow path 64B, described later, of the refrigerant-heat medium heat exchanger 64, and adjusts the degree of superheat of the refrigerant in the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64.
The other end of the branch pipe 67 is connected to the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, one end of a refrigerant pipe 71 is connected to an outlet of the refrigerant flow path 64B, and the other end of the refrigerant pipe 71 is connected to a refrigerant pipe 13C on the refrigerant upstream side (the refrigerant upstream side of the accumulator 12) from the merging point with the refrigerant pipe 13D. The auxiliary expansion valve 68, the solenoid valve 69, the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64, and the like also constitute a part of the refrigerant circuit R and also constitute a part of the device temperature adjusting apparatus 61.
When the solenoid valve 69 is opened, the refrigerant (a part or all of the refrigerant) that has exited the outdoor heat exchanger 7 flows into the branch pipe 67, is reduced in pressure by the auxiliary expansion valve 68, then flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 through the solenoid valve 69, and evaporates therein. While the refrigerant flows through the refrigerant passage 64B, the refrigerant absorbs heat from the heat medium flowing through the heat medium passage 64A, and then is drawn into the compressor 2 from the refrigerant pipe 13K through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12.
Next, fig. 2 shows a block diagram of the control device 11 of the vehicle air conditioning system 1 according to the embodiment. The control device 11 is composed of an air conditioning Controller 45 and a heat pump Controller 32, and the air conditioning Controller 45 and the heat pump Controller 32 are each composed of a microcomputer as an example of a computer having a processor, and are connected to a vehicle communication bus 65 constituting CAN (Controller Area Network) and LIN (Local interconnection Network). The compressor 2 and the auxiliary heater 23, the circulation pump 62, and the heat medium heating 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 medium heating heater 63 are configured to transmit and receive data via the vehicle communication bus 65.
Further, a vehicle controller 72 (ECU) for controlling the entire vehicle including the running vehicle, a Battery controller (BMS) 73 for controlling charging and discharging of the Battery 55, and a GPS navigation device 74 are connected to the vehicle communication bus 65. The vehicle controller 72, the battery controller 73, and the GPS navigation device 74 are also constituted by a microcomputer as an example of a computer provided with a processor, and the air conditioning controller 45 and the heat pump controller 32 constituting the control device 11 are configured to transmit and receive information (data) to and from the vehicle controller 72, the battery controller 73, and the GPS navigation device 74 via the vehicle communication bus 65.
The air conditioning controller 45 is a high-level controller that governs the control of the air conditioning of the vehicle interior, and an outside air temperature sensor 33 that detects the outside air temperature Tam of the vehicle, an outside air humidity sensor 34 that detects the outside air humidity, an HVAC intake temperature sensor 36 that detects the temperature of the air that is taken into the air flow path 3 from the intake port 25 and flows into the heat absorber 9, an inside air temperature sensor 37 that detects the temperature of the air (inside air) in the vehicle interior, an inside air humidity sensor 38 that detects the humidity of the air in the vehicle interior, and an indoor CO that detects the carbon dioxide concentration in the vehicle interior are connected to the inputs of the air conditioning controller 452A density sensor 39, a discharge temperature sensor 41 for detecting the temperature of air discharged into the vehicle interior, a solar radiation sensor 51 for detecting the amount of solar radiation into the vehicle interior, for example, a photoelectric sensor type solar radiation sensor 51, outputs of a vehicle speed sensor 52 for detecting the moving speed (vehicle speed) of the vehicle, and an air conditioning setting operation and information display for the vehicle interior, such as switching of the set temperature and the operation mode in the vehicle interiorAn air conditioning operation unit 53 is shown. In the figure, 53A is a display as a display output device provided in the air conditioning operation unit 53.
Further, an outdoor air-sending device 15, an indoor air-sending device (blowing fan) 27, an intake switching damper 26, an air mixing damper 28, and an outlet switching damper 31 are connected to the output of the air-conditioning controller 45, and are controlled by the air-conditioning controller 45.
The heat pump controller 32 is a controller that mainly manages control of the refrigerant circuit R, and a radiator inlet temperature sensor 43 that detects a refrigerant inlet temperature Tcxin of the radiator 4 (also, a discharge refrigerant temperature of the compressor 2), a radiator outlet temperature sensor 44 that detects a refrigerant outlet temperature Tci of the radiator 4, an intake temperature sensor 46 that detects an intake refrigerant temperature Ts of the compressor 2, a radiator pressure sensor 47 that detects a refrigerant pressure on a refrigerant outlet side of the radiator 4 (a pressure of the radiator 4: a radiator pressure Pci), a heat absorber temperature sensor 48 that detects a temperature of the heat absorber 9 (a temperature of the heat absorber 9 itself or a temperature of air just cooled by the heat absorber 9 (an object to be cooled by the heat absorber 9) to be described below is a heat absorber temperature Te), and a refrigerant temperature at an outlet of the outdoor heat exchanger 7 (a refrigerant evaporation temperature of the outdoor heat exchanger 7: a chamber evaporation temperature of the outdoor heat exchanger 7) are connected to inputs of the heat pump controller 32 An outdoor heat exchanger temperature sensor 49 of an external heat exchanger temperature TXO), and auxiliary heater temperature sensors 50A (driver seat side) and 50B (passenger seat side) that detect the temperature of the auxiliary heater 23.
Further, the respective solenoid valves of 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 the solenoid valve 69 (for cooler) are connected to the output of the heat pump controller 32, and are controlled by the heat pump controller 32. The compressor 2, the sub-heater 23, the circulation pump 62, and the heat medium heating heater 63 each have a built-in controller, and in the embodiment, the controllers of the compressor 2, the sub-heater 23, the circulation pump 62, and the heat medium heating heater 63 transmit and receive data to and from the heat pump controller 32 via the vehicle communication bus 65, and are controlled by the heat pump controller 32.
The circulation pump 62 and the heating medium heating heater 63 constituting the equipment temperature adjusting device 61 may be controlled by the battery controller 73. Further, the battery controller 73 is connected to outputs of a heat medium temperature sensor 76 for detecting the temperature of the heat medium (heat medium temperature Tw: the temperature of the object to be cooled by the temperature-controlled object heat exchanger according to the present invention) on the outlet side of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 of the device temperature adjusting apparatus 61, and a battery temperature sensor 77 for detecting the temperature of the battery 55 (the temperature of the battery 55 itself: battery temperature Tcell). In the embodiment, the remaining amount (the amount of stored electricity) of the battery 55, information on the charging of the battery 55 (information on the state of charge, the charge completion time, the remaining charge time, and the like), the heat medium temperature Tw, and the battery temperature Tcell are transmitted from the battery controller 73 to the air conditioning controller 45 and the vehicle controller 72 via the vehicle communication bus 65. The information on the charging completion time and the remaining charging time when the battery 55 is charged is supplied from an external charger such as a quick charger.
The heat pump controller 32 and the air conditioning controller 45 mutually transmit and receive data via the vehicle communication bus 65, and control the respective devices based on the outputs of the respective sensors and the settings input from the air conditioning operation unit 53, but in this case, the following configuration is adopted in the embodiment: an outside air temperature sensor 33, an outside air humidity sensor 34, an HVAC intake temperature sensor 36, an inside air temperature sensor 37, an inside air humidity sensor 38, and indoor CO2The concentration sensor 39, the outlet temperature sensor 41, the insolation sensor 51, the vehicle speed sensor 52, the air volume Ga of the air flowing into the air flow path 3 and flowing through the air flow path 3 (calculated by the air conditioning controller 45), the air volume ratio SW by the air mix door 28 (calculated by the air conditioning controller 45), the voltage (BLV) of the indoor fan 27, the information from the battery controller 73, the information from the GPS navigation device 74, and the output of the air conditioning operation unit 53 are outputted from the air conditioning controller 45 via the vehicle communication bus line65 are sent to the heat pump controller 32 for control by the heat pump controller 32.
Further, data (information) regarding the control of the refrigerant circuit R is also transmitted from the heat pump controller 32 to the air conditioning controller 45 via the vehicle communication bus 65. In addition, the aforementioned air volume ratio SW by the air mix damper 28 is calculated by the air conditioning controller 45 in the range of 0. ltoreq. SW. ltoreq.1. When SW =1, the air mix damper 28 ventilates all of the air having passed through the heat absorber 9 to the radiator 4 and the auxiliary heater 23.
In the above configuration, the operation of the vehicle air conditioning system 1 according to the embodiment will be described next. In this embodiment, the control device 11 (the air conditioning controller 45, the heat pump controller 32) switches and executes each air conditioning operation of the heating mode, the dehumidifying and cooling mode, the cooling mode, and the air conditioning (priority) + battery cooling mode, each battery cooling operation of the battery cooling (priority) + air conditioning mode, the battery cooling (individual) mode, and the defrosting mode. These are shown in figure 3.
In the embodiment, each air conditioning operation of the heating mode, the dehumidification cooling mode, the cooling mode, and the air conditioning (priority) + battery cooling mode is performed without charging the battery 55, with the Ignition (IGN) of the vehicle turned ON (ON), and with the air conditioning switch of the air conditioning operation unit 53 turned ON. However, the ignition is also turned OFF (OFF) during the remote operation (pre-air conditioning, etc.). Further, it is also executed when the air conditioning switch is turned on without a battery cooling request despite the charging of the battery 55. On the other hand, each of the battery cooling operations in the battery cooling (priority) + air conditioning mode and the battery cooling (stand-alone) mode is performed, for example, when a plug of a quick charger (external power supply) is connected to charge the battery 55. However, the battery cooling (single) mode is also executed when the air conditioning switch is off, a battery cooling request is made (during traveling at a high outside air temperature, or the like), in addition to the charging of the battery 55.
In the embodiment, when the ignition is turned on and the battery 55 is being charged although the ignition is turned off, the heat pump controller 32 operates the circulation pump 62 of the equipment temperature adjusting device 61 to circulate the heating medium through the heating medium piping 66 as indicated by the broken line in fig. 4 to 10. Further, although not shown in fig. 3, the heat pump controller 32 of the embodiment also executes a battery heating mode in which the heat medium heating heater 63 of the device temperature adjusting apparatus 61 is caused to generate heat to heat the battery 55.
(1) Heating mode
First, the heating mode will be described with reference to fig. 4. The control of each device is performed by cooperation between the heat pump controller 32 and the air conditioning controller 45, but the following description will be made for simplicity, with the heat pump controller 32 being the control subject. Fig. 4 shows the flow direction of the refrigerant in the refrigerant circuit R in the heating mode (solid arrows). If the heating mode is selected by the heat pump controller 32 (automatic mode) or by a 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 electromagnetic valve 21 and closes the electromagnetic valve 17, the electromagnetic valve 20, the electromagnetic valve 22, the electromagnetic valve 35, and the electromagnetic valve 69. Then, the compressor 2 and the air-sending devices 15 and 27 are operated, and the air mixing damper 28 is in a state of adjusting the ratio of the air blown out from the indoor air-sending device 27 to be ventilated to the radiator 4 and the sub-heater 23.
Thereby, 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 path 3 is ventilated to the radiator 4, the air in the air flow path 3 is heated by heat exchange with the high-temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by taking heat from the air, and condensed and liquefied.
The refrigerant liquefied in the radiator 4 comes out of the radiator 4, and then reaches the outdoor expansion valve 6 through the refrigerant pipes 13E and 13J. The refrigerant flowing into the outdoor expansion valve 6 is decompressed therein and then flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates, and draws up heat (absorbs heat) from outside air ventilated by traveling or by the outdoor fan 15. That is, the refrigerant circuit R serves as a heat pump. Then, the low-temperature refrigerant that has exited the outdoor heat exchanger 7 passes through the refrigerant pipe 13A, the refrigerant pipe 13D, and the electromagnetic valve 21 to reach the refrigerant pipe 13C, enters the accumulator 12 through the refrigerant pipe 13C, is subjected to gas-liquid separation therein, and then is sucked into the compressor 2 through the refrigerant pipe 13K, and the cycle is repeated. Since the air heated by the radiator 4 is blown out from the air outlet 29, the vehicle interior is thereby warmed.
The heat pump controller 32 calculates a target radiator pressure PCO from a target heater temperature TCO (target temperature of the radiator 4) calculated from a target outlet air temperature TAO described later as a target temperature of air blown out into the vehicle interior (target value of temperature of air blown out into the vehicle interior), controls the rotation speed of the compressor 2 based on the target radiator pressure PCO and a radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47, controls 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, and controls the degree of supercooling of the refrigerant at the outlet of the radiator 4.
When the heating capacity (heating capacity) of the radiator 4 is insufficient with respect to the required heating capacity, the heat pump controller 32 compensates for the shortage by the heat generation of the auxiliary heater 23. This allows the vehicle interior to be heated without any trouble even at low outside air temperatures.
(2) Dehumidification heating mode
Next, the dehumidification and heating mode will be described with reference to fig. 5. Fig. 5 shows the flow direction of the refrigerant in the refrigerant circuit R in the dehumidification-heating mode (solid arrows). In the dehumidification and heating mode, the heat pump controller 32 opens the electromagnetic valves 21, 22, and 35 and closes the electromagnetic valves 17, 20, and 69. Then, the compressor 2 and the air-sending devices 15 and 27 are operated, and the air mixing damper 28 is in a state of adjusting the ratio of the air blown out from the indoor air-sending device 27 to be ventilated to the radiator 4 and the sub-heater 23.
Thereby, 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 path 3 is ventilated to the radiator 4, the air in the air flow path 3 is heated by heat exchange with the high-temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by taking heat from the air, and condensed and liquefied.
The refrigerant liquefied in the radiator 4 exits from the radiator 4, passes through the refrigerant pipe 13E, and partially enters the refrigerant pipe 13J to reach the outdoor expansion valve 6. The refrigerant flowing into the outdoor expansion valve 6 is decompressed therein and flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates, and draws up heat (absorbs heat) from outside air ventilated by traveling or by the outdoor fan 15. Then, the low-temperature refrigerant that has exited the outdoor heat exchanger 7 passes through the refrigerant pipe 13A, the refrigerant pipe 13D, and the electromagnetic valve 21 to reach the refrigerant pipe 13C, enters the accumulator 12 through the refrigerant pipe 13C, is subjected to gas-liquid separation therein, and then is sucked into the compressor 2 through the refrigerant pipe 13K, and the cycle is repeated.
On the other hand, the surplus of the condensed refrigerant flowing through the radiator 4 in the refrigerant pipe 13E is branched, and the branched refrigerant flows into the refrigerant pipe 13F through the electromagnetic valve 22 and reaches the refrigerant pipe 13B. Next, the refrigerant reaches the indoor expansion valve 8, is decompressed by the indoor expansion valve 8, flows into the heat absorber 9 through the solenoid valve 35, and is evaporated. At this time, moisture in the air blown out from the indoor fan 27 is condensed and attached to the heat absorber 9 by the heat absorption action of the refrigerant generated by the heat absorber 9, and therefore, the air is cooled and dehumidified.
The refrigerant evaporated in the heat absorber 9 passes through the refrigerant pipe 13C, merges with the refrigerant from the refrigerant pipe 13D (the refrigerant from the outdoor heat exchanger 7), passes through the accumulator 12, is sucked into the compressor 2 from the refrigerant pipe 13K, and repeats the cycle. The air dehumidified by the heat absorber 9 is reheated while passing through the radiator 4 and the auxiliary heater 23 (when generating heat), and thus the vehicle interior is dehumidified and heated.
In the embodiment, the heat pump controller 32 controls the rotation speed 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, or 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 and the target heat absorber temperature TEO as the target value thereof. At this time, the heat pump controller 32 selects a lower compressor target rotation speed obtained by a certain calculation based on the radiator pressure Pci or the heat absorber temperature Te, and controls the compressor 2. The valve opening degree of the outdoor expansion valve 6 is controlled based on the heat absorber temperature Te.
In the dehumidification heating mode, when the heating capacity (heating capacity) of the radiator 4 is insufficient with respect to the required heating capacity, the heat pump controller 32 compensates for the shortage by the heat generation of the auxiliary heater 23. This allows the interior of the vehicle to be dehumidified and heated without any trouble even at a low outside air temperature.
(3) Dehumidification cooling mode
Next, the dehumidification cooling mode will be described with reference to fig. 6. Fig. 6 shows the flow direction of the refrigerant in the refrigerant circuit R in the dehumidification cooling mode (solid arrows). In the dehumidification 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 air-sending devices 15 and 27 are operated, and the air mixing damper 28 is in a state of adjusting the ratio of the air blown out from the indoor air-sending device 27 to be ventilated to the radiator 4 and the sub-heater 23.
Thereby, 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 path 3 is ventilated to the radiator 4, the air in the air flow path 3 is heated by heat exchange with the high-temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by taking heat from the air, and condensed and liquefied.
The refrigerant that has exited the radiator 4 passes through the refrigerant pipes 13E and 13J, reaches the outdoor expansion valve 6, passes through the outdoor expansion valve 6 that is controlled to be opened more widely (a region having a larger valve opening degree) than in the heating mode and the dehumidification heating mode, and flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 is condensed therein by being cooled by outside air blown by the outdoor blower 15 or by traveling. The refrigerant that has exited the outdoor heat exchanger 7 enters the refrigerant pipe 13B through the refrigerant pipe 13A, the electromagnetic valve 17, the receiver-drier unit 14, and the subcooling unit 16, and reaches the indoor expansion valve 8 through the check valve 18. The refrigerant is decompressed by the indoor expansion valve 8, flows into the heat absorber 9 through the electromagnetic valve 35, and evaporates. By the heat absorption action at this time, moisture in the air blown out from the indoor fan 27 condenses and adheres to the heat absorber 9, and the air is cooled and dehumidified.
The refrigerant evaporated in the heat absorber 9 passes through the refrigerant pipe 13C to reach the accumulator 12, and is sucked into the compressor 2 from the refrigerant pipe 13K therethrough, and the cycle is repeated. The air cooled and dehumidified by the heat absorber 9 is reheated (the heating capacity is lower than that in the case of dehumidification and heating) while passing through the radiator 4 and the auxiliary heater 23 (in the case of heat generation), and thus the vehicle interior is dehumidified and cooled.
The heat pump controller 32 controls the rotation speed of the compressor 2 so that the heat absorber temperature Te becomes the target heat absorber temperature TEO 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 that is the target temperature of the heat absorber 9 (target value of the heat absorber temperature Te), and controls the valve opening degree of the outdoor expansion valve 6 so that the radiator pressure Pci becomes the target radiator pressure PCO based on the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47 and the target radiator pressure PCO (target value of the radiator pressure Pci), thereby obtaining the required reheating amount (reheating amount) by the radiator 4.
In the dehumidification-air cooling mode, when the heating capacity (reheating capacity) of the radiator 4 is insufficient with respect to the required heating capacity, the heat pump controller 32 compensates for the shortage by the heat generation of the auxiliary heater 23. This allows dehumidification and cooling to be performed without excessively lowering the temperature in the vehicle interior.
(4) Refrigeration mode
Next, the cooling mode will be described with reference to fig. 7. Fig. 7 shows the flow direction of the refrigerant in the refrigerant circuit R in the cooling mode (solid arrows). In the cooling mode, the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, and the solenoid valve 35, and closes the solenoid valve 21, the solenoid valve 22, and the solenoid valve 69. Then, the compressor 2 and the air-sending devices 15 and 27 are operated, and the air mixing damper 28 is in a state of adjusting the ratio of the air blown out from the indoor air-sending device 27 to be ventilated to the radiator 4 and the sub-heater 23. In addition, the auxiliary heater 23 is not energized.
Thereby, 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 thereof is reduced (only reheating (reheating) during cooling), and therefore the refrigerant coming out of the radiator 4 passes through almost only this portion, and reaches the refrigerant pipe 13J through the refrigerant pipe 13E. At this time, since the electromagnetic valve 20 is opened, the refrigerant passes through the electromagnetic valve 20, flows into the outdoor heat exchanger 7 as it is, is cooled by the outside air blown by the outdoor fan 15 or by traveling, and is condensed and liquefied.
The refrigerant that has exited the outdoor heat exchanger 7 enters the refrigerant pipe 13B through the refrigerant pipe 13A, the electromagnetic valve 17, the receiver-drier unit 14, and the subcooling unit 16, and reaches the indoor expansion valve 8 through the check valve 18. The refrigerant is decompressed by the indoor expansion valve 8, flows into the heat absorber 9 through the electromagnetic valve 35, and evaporates. The air blown out from the indoor fan 27 and heat-exchanged with the heat absorber 9 is cooled by the heat absorption action at this time.
The refrigerant evaporated in the heat absorber 9 passes through the refrigerant pipe 13C to reach the accumulator 12, and from there, is sucked into the compressor 2 through the refrigerant pipe 13K, and the cycle is repeated. The air cooled by the heat absorber 9 is blown out into the vehicle interior from the air outlet 29, thereby cooling the vehicle interior. 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. 8. Fig. 8 shows the flow direction of the refrigerant in the refrigerant circuit R in the air-conditioning (priority) + battery cooling mode (solid arrow). In the air-conditioning (priority) + battery cooling mode, the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, the solenoid valve 35, and the solenoid valve 69, and closes the solenoid valve 21 and the solenoid valve 22.
Then, the compressor 2 and the air-sending devices 15 and 27 are operated, and the air mixing damper 28 is in a state of adjusting the ratio of the air blown out from the indoor air-sending device 27 to be ventilated to the radiator 4 and the sub-heater 23. In this operation mode, the auxiliary heater 23 is not energized. In addition, the heat medium heating heater 63 is not energized.
Thereby, 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 thereof is reduced (only reheating (reheating) during cooling), and therefore the refrigerant coming out of the radiator 4 passes through almost only this portion, and reaches the refrigerant pipe 13J through the refrigerant pipe 13E. At this time, since the electromagnetic valve 20 is opened, the refrigerant passes through the electromagnetic valve 20, flows into the outdoor heat exchanger 7 as it is, is cooled by the outside air blown by the outdoor fan 15 or by traveling, and is condensed and liquefied.
The refrigerant that has come out of the outdoor heat exchanger 7 passes through the refrigerant pipe 13A, the electromagnetic valve 17, the receiver-drier section 14, and the subcooling section 16, and enters the refrigerant pipe 13B. The refrigerant flowing into the refrigerant pipe 13B is branched after passing through the check valve 18, and flows through the refrigerant pipe 13B as it is and reaches the indoor expansion valve 8. The refrigerant flowing into the indoor expansion valve 8 is decompressed therein, flows into the heat absorber 9 through the solenoid valve 35, and evaporates. The air blown out from the indoor fan 27 and heat-exchanged with the heat absorber 9 is cooled by the heat absorption action at this time.
The refrigerant evaporated in the heat absorber 9 passes through the refrigerant pipe 13C to reach the accumulator 12, and from there, is sucked into the compressor 2 through the refrigerant pipe 13K, and the cycle is repeated. The air cooled by the heat absorber 9 is blown out into the vehicle interior from the air outlet 29, thereby cooling the vehicle interior.
On the other hand, the surplus of the refrigerant having passed through the check valve 18 is branched and flows into the branch pipe 67 to reach the auxiliary expansion valve 68. The refrigerant is decompressed here, flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 through the electromagnetic valve 69, and evaporates therein. In this case, an endothermic effect is exerted. The refrigerant evaporated in the refrigerant flow path 64B passes through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12 in this order, is sucked into the compressor 2 from the refrigerant pipe 13K, and the cycle is repeated (indicated by solid arrows in fig. 8).
On the other hand, since the circulation pump 62 is operated, the heat medium discharged from the circulation pump 62 reaches the heat medium passage 64A of the refrigerant-heat medium heat exchanger 64 in the heat medium pipe 66, exchanges heat with the refrigerant evaporated in the refrigerant passage 64B, absorbs heat, and cools the heat medium. The heat medium that has flowed out of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heating heater 63. However, in this operation mode, since the heat medium heating heater 63 does not generate heat, the heat medium passes through as it is and reaches the battery 55, and exchanges heat with the battery 55. Thereby, the battery 55 is cooled, and the heat medium that has cooled the battery 55 is sucked into the circulation pump 62, and such a circulation is repeated (indicated by a broken-line arrow in fig. 8).
In the air-conditioning (priority) + battery cooling mode, the heat pump controller 32 controls the rotation speed of the compressor 2 as shown in fig. 12 described later based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 while maintaining the electromagnetic valve 35 in an open state. In the embodiment, the solenoid valve 69 is controlled to be opened and closed as follows based on the temperature of the heating medium detected by the heating medium temperature sensor 76 (heating medium temperature Tw sent from the battery controller 73).
The heating medium temperature Tw is used as the temperature of the object (heating medium) to be cooled by the refrigerant-heating medium heat exchanger 64 (temperature-controlled object heat exchanger) in the embodiment, but is also an index indicating the temperature of the battery 55 to be temperature-controlled (the same applies hereinafter).
Fig. 13 is a block diagram showing the open/close control of the electromagnetic valve 69 in the air-conditioning (priority) + battery cooling mode. The heating medium temperature Tw detected by the heating medium temperature sensor 76 and a predetermined target heating medium temperature twoo that is a target value of the heating medium temperature Tw are input to the temperature-controlled target electromagnetic valve control unit 90 of the heat pump controller 32. Then, the temperature-controlled-object solenoid valve control unit 90 sets the upper limit value TwUL and the lower limit value TwLL with a predetermined temperature difference between the upper and lower sides of the target heating medium temperature TWO, increases the heating medium temperature Tw due to heat generation of the battery 55 from the state in which the solenoid valve 69 is closed, and opens the solenoid valve 69 (the solenoid valve 69 is opened) when the heating medium temperature Tw increases to the upper limit value TwUL (the heating medium temperature exceeds the upper limit value TwUL or becomes equal to or higher than the upper limit value TwUL, the same applies hereinafter). As a result, the refrigerant flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 and evaporates, and cools the heat medium flowing through the heat medium flow path 64A, so the battery 55 is cooled by the cooled heat medium.
When the heating medium temperature Tw decreases to the lower limit value TwLL (when the temperature falls below the lower limit value TwLL or becomes equal to or lower than the lower limit value TwLL, the same applies hereinafter), the solenoid valve 69 is closed (the solenoid valve 69 is commanded to be closed). Thereafter, the opening and closing of the solenoid valve 69 are repeated to control the heat medium temperature Tw to the target heat medium temperature twoo while giving priority to cooling in the vehicle interior, thereby cooling the battery 55. In this way, the battery 55 can be cooled via the heat medium by the refrigerant-heat medium heat exchanger 64 of the equipment temperature adjusting device 61, while air conditioning (cooling) of the vehicle interior is preferentially performed.
(6) Switching of air conditioning operation
The heat pump controller 32 calculates the aforementioned target outlet air temperature TAO according to the following formula (I). The target outlet air temperature TAO is a target value of the temperature of the air blown out into the vehicle interior from the outlet port 29.
TAO=（Tset－Tin）×K+Tbal（f（Tset、SUN、Tam））
･･（I）
Here, Tset is a set temperature in the vehicle interior set by the air conditioning operation unit 53, Tin is a temperature of the air in the vehicle interior detected by the internal air temperature sensor 37, K is a coefficient, and Tbal is a balance value calculated from the set temperature Tset, the solar radiation amount SUN detected by the solar radiation sensor 51, and the external air temperature Tam detected by the external air temperature sensor 33. In general, the target outlet air temperature TAO is higher as the outside air temperature Tam is lower, and the target outlet air temperature TAO is lower as the outside air temperature Tam increases.
Then, at the time of startup, the heat pump controller 32 selects any one of the air-conditioning operations based on the outside air temperature Tam detected by the outside air temperature sensor 33 and the target outlet air temperature TAO. After the start-up, the air conditioning operations are selected and switched according to changes in the operating conditions, environmental conditions, and setting conditions, such as the outside air temperature Tam, the target outlet air temperature TAO, and the heating medium temperature Tw. For example, based on a battery cooling request input from the battery controller 73, a transition is performed from the cooling mode to the air conditioning (priority) + battery cooling mode. In this case, for example, when the heat medium temperature Tw and the battery temperature Tcell increase to or above predetermined values, the battery controller 73 outputs a battery cooling request and transmits the request to the heat pump controller 32 and the air conditioning controller 45.
(7) Battery cooling (priority) + air-conditioning mode (cooling mode for object to be temperature-controlled: cooling of object to be temperature-controlled (priority) + air-conditioning mode)
Next, an operation during charging of the battery 55 will be described. When, for example, a plug for charging to which a quick charger (external power supply) is connected or the battery 55 is charged (these pieces of information are transmitted from the battery controller 73), there is a request for battery cooling regardless of turning on/off of the Ignition (IGN) of the vehicle, and the heat pump controller 32 executes the battery cooling (priority) + air conditioning mode in a case where the air conditioning switch of the air conditioning operation unit 53 is turned on. The flow direction of the refrigerant in the refrigerant circuit R in the battery cooling (priority) + air-conditioning mode is the same as that in the air-conditioning (priority) + battery cooling mode shown in fig. 8.
However, in the case of the battery cooling (priority) + air conditioning mode, in the embodiment, the heat pump controller 32 maintains the solenoid valve 69 in the open state, and controls the rotation speed of the compressor 2 as shown in fig. 14 described later, based on the heat medium temperature Tw detected by the heat medium temperature sensor 76 (transmitted from the battery controller 73). In the embodiment, the electromagnetic valve 35 is controlled to be opened and closed as follows based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48.
Fig. 15 is a block diagram showing the opening/closing control of the electromagnetic valve 35 in the battery cooling (priority) + air conditioning mode. The heat absorber temperature Te detected by the heat absorber temperature sensor 48 and a predetermined target heat absorber temperature TEO that is a target value of the heat absorber temperature Te are input to the heat absorber solenoid valve control unit 95 of the heat pump controller 32. Then, the electromagnetic valve control unit 95 for the heat absorber sets an upper limit value teal and a lower limit value TeLL with a predetermined temperature difference between the upper and lower sides of the target heat absorber temperature TEO, and opens the electromagnetic valve 35 (the electromagnetic valve 35 is opened) when the heat absorber temperature Te increases from the state in which the electromagnetic valve 35 is closed to the upper limit value teal (the case of exceeding the upper limit value teal or the case of becoming equal to or greater than the upper limit value teal, the same applies hereinafter). Thereby, the refrigerant flows into heat absorber 9 and evaporates, cooling the air flowing through air flow passage 3.
When the heat absorber temperature Te falls below the lower limit value TeLL (when the temperature falls below the lower limit value TeLL or becomes equal to or lower than the lower limit value TeLL, the solenoid valve 35 is closed (the solenoid valve 35 is instructed to close). Thereafter, the opening and closing of solenoid valve 35 are repeated to control heat absorber temperature Te to target heat absorber temperature TEO while prioritizing the cooling of battery 55, thereby cooling the vehicle interior. In this way, air conditioning (cooling) of the vehicle interior can be performed while the battery 55 is preferentially cooled by the heat medium via the refrigerant-heat medium heat exchanger 64 of the equipment temperature control device 61.
(8) Battery cooling (Individual) mode (temperature controlled object cooling mode: temperature controlled object cooling (Individual) mode)
Next, regardless of on/off of the ignition, when the plug for charging, which is connected to the quick charger, the battery 55 is charged in a state where the air conditioning switch of the air conditioning operation portion 53 is turned off, there is a battery cooling request, and in this case, the heat pump controller 32 executes a battery cooling (stand-alone) mode. However, the charging of the battery 55 is also performed when the air conditioning switch is off and a request for cooling the battery is made (during traveling at a high outside air temperature, etc.). Fig. 9 shows the flow direction (solid arrow) of the refrigerant in the refrigerant circuit R in the battery cooling (single) mode. In the battery cooling (stand-alone) mode, the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, and the solenoid valve 69, and closes the solenoid valve 21, the solenoid valve 22, and the solenoid valve 35.
Then, the compressor 2 and the outdoor fan 15 are operated. The indoor fan 27 is not operated, and the auxiliary heater 23 is not energized. In this operation mode, the heat medium heating heater 63 is not energized.
Thereby, 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, the refrigerant passes through this portion, and the refrigerant coming out of the radiator 4 passes through the refrigerant pipe 13E and reaches the refrigerant pipe 13J. At this time, since the electromagnetic valve 20 is opened, the refrigerant passes through the electromagnetic valve 20, flows into the outdoor heat exchanger 7 as it is, is cooled by the outside air ventilated by the outdoor fan 15, and is condensed and liquefied.
The refrigerant that has come out of the outdoor heat exchanger 7 passes through the refrigerant pipe 13A, the electromagnetic valve 17, the receiver-drier section 14, and the subcooling section 16, and enters the refrigerant pipe 13B. The refrigerant flowing into the refrigerant pipe 13B passes through the check valve 18, and then flows into the branch pipe 67 to reach the auxiliary expansion valve 68. The refrigerant is decompressed here, flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 through the electromagnetic valve 69, and evaporates therein. In this case, an endothermic effect is exerted. The refrigerant evaporated in the refrigerant flow path 64B passes through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12 in this order, is sucked into the compressor 2 from the refrigerant pipe 13K, and the cycle is repeated (indicated by solid arrows in fig. 9).
On the other hand, since the circulation pump 62 is operated, the heat medium discharged from the circulation pump 62 reaches the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 in the heat medium pipe 66, and absorbs heat in the heat medium evaporated in the refrigerant flow path 64B, thereby cooling the heat medium. The heat medium that has flowed out of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 reaches the heat medium heating heater 63. However, in this operation mode, since the heat medium heating heater 63 does not generate heat, the heat medium passes through as it is and reaches the battery 55, and exchanges heat with the battery 55. Thereby, the battery 55 is cooled, and the heat medium that has cooled the battery 55 is sucked into the circulation pump 62, and such a circulation is repeated (indicated by a broken-line arrow in fig. 9).
In this battery cooling (single) mode, the heat pump controller 32 also cools the battery 55 by controlling the rotation speed of the compressor 2 as described below based on the heat medium temperature Tw detected by the heat medium temperature sensor 76. In this way, when air conditioning of the vehicle interior is not required, only the battery 55 can be cooled efficiently.
(9) Defrost mode
Next, the defrosting mode of the outdoor heat exchanger 7 will be described with reference to fig. 10. Fig. 10 shows the flow direction of the refrigerant in the refrigerant circuit R in the defrosting mode (solid arrows). As described above, in the heating mode, the refrigerant evaporates in the outdoor heat exchanger 7, and the refrigerant absorbs heat from the outside air to become low temperature, so that the moisture in the outside air turns into frost and adheres to the outdoor heat exchanger 7.
Therefore, the heat pump controller 32 calculates a difference Δ TXO (= TXObase-TXO) between the outdoor heat exchanger temperature TXO (the refrigerant evaporation temperature in the outdoor heat exchanger 7) detected by the outdoor heat exchanger temperature sensor 49 and the refrigerant evaporation temperature TXObase when frosting does not occur in the outdoor heat exchanger 7, and determines that frosting has occurred in the outdoor heat exchanger 7 and sets a predetermined frosting flag when a state in which the outdoor heat exchanger temperature TXO is lower than the refrigerant evaporation temperature TXObase when frosting does not occur and the difference Δ TXO is increased to a predetermined value or more continues for a predetermined time.
Then, when the battery 55 is charged by connecting the charging plug of the quick charger in a state where the frost formation flag is set and the air conditioning switch of the air conditioning operation portion 53 is turned off, the heat pump controller 32 executes the defrosting mode of the outdoor heat exchanger 7 as follows.
In this defrosting mode, the heat pump controller 32 sets the valve opening degree of the outdoor expansion valve 6 to fully open after setting the refrigerant circuit R to the state of the heating mode described above. Then, the compressor 2 is operated, and the high-temperature refrigerant discharged from the compressor 2 flows into the outdoor heat exchanger 7 through the radiator 4 and the outdoor expansion valve 6, and frost formed on the outdoor heat exchanger 7 is melted (fig. 10). When the outdoor heat exchanger temperature TXO detected by the outdoor heat exchanger temperature sensor 49 is higher than a predetermined defrosting end temperature (for example, +3 ℃ or the like), the heat pump controller 32 assumes that defrosting of the outdoor heat exchanger 7 is completed and ends the defrosting mode.
(10) Battery heating mode
Further, when the air conditioning operation is performed or the battery 55 is charged, the heat pump controller 32 performs the battery heating mode. In the battery heating mode, the heat pump controller 32 operates the circulation pump 62 to energize the heat medium heating heater 63. In addition, the electromagnetic valve 69 is closed.
As a result, the heating medium discharged from the circulation pump 62 reaches the heating medium flow path 64A of the refrigerant-heating medium heat exchanger 64 in the heating medium pipe 66, passes therethrough, and reaches the heating medium heating heater 63. At this time, since the heat medium heating heater 63 generates heat, the heat medium is heated by the heat medium heating heater 63, and the temperature of the heat medium rises, and then reaches the battery 55 to exchange heat with the battery 55. Thereby, the battery 55 is heated, and the heat medium heated by the battery 55 is sucked into the circulation pump 62, and such circulation is repeated.
In the battery heating mode, the heat pump controller 32 controls the energization of the heat medium heating heater 63 based on the heat medium temperature Tw detected by the heat medium temperature sensor 76, thereby adjusting the heat medium temperature Tw to a predetermined target heat medium temperature twoo and heating the battery 55.
(11) Control of the compressor 2 by the heat pump controller 32
Further, the heat pump controller 32 calculates a target rotation speed (compressor target rotation speed) TGNCh of the compressor 2 in the heating mode based on the radiator pressure Pci and in the dehumidification cooling mode, the cooling mode, and the air conditioning (priority) + battery cooling mode based on the heat absorber temperature Te and calculates a target rotation speed (compressor target rotation speed) TGNCc of the compressor 2 in the control block diagram of fig. 12. In addition, in the dehumidification and 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 (individual) mode, the target rotation speed (compressor target rotation speed) TGNCw of the compressor 2 is calculated from the control block diagram of fig. 14 based on the heat medium temperature Tw.
(11-1) calculation of compressor target rotation speed TGNCh based on radiator pressure Pci
First, the control of the compressor 2 based on the radiator pressure Pci will be described in detail with reference to fig. 11. Fig. 11 is a control block diagram of the heat pump controller 32 that calculates a target rotation speed (compressor target rotation speed) TGNCh of the compressor 2 based on the radiator pressure Pci. The F/F (feed forward) operation amount calculation unit 78 of the heat pump controller 32 calculates the F/F operation amount TGNChff of the compressor target rotational speed based on the outside air temperature Tam obtained from the outside air temperature sensor 33, the blower voltage BLV of the indoor blower 27, the air volume ratio SW by the air mix damper 28 obtained by SW = (TAO-Te)/(Thp-Te), the target subcooling degree TGSC which is the target value of the subcooling degree SC of the refrigerant at the outlet of the radiator 4, the target heater temperature TCO which is the target value of the heater temperature Thp, and the target radiator pressure PCO which is the target value of the pressure of the radiator 4.
The heater temperature Thp is an air temperature (estimated value) on the leeward side of the radiator 4, and is calculated (estimated) from a radiator pressure Pci detected by a radiator pressure sensor 47 and a refrigerant outlet temperature Tci of the radiator 4 detected by a radiator outlet temperature sensor 44. The degree of subcooling 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 the radiator outlet temperature sensor 44.
The target radiator pressure PCO is calculated by the target value calculation unit 79 based on the target supercooling degree TGSC and the target heater temperature TCO. Further, the F/B (feedback) manipulated variable calculation unit 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 arithmetic operation unit 78 and the F/B manipulated variable TGNChfb calculated by the F/B manipulated variable arithmetic operation unit 81 are added by the adder 82, and input to the limit setting unit 83 as TGNCh 00.
The limit setting unit 83 sets the limits of the lower limit rotation speed ecnpdlimo and the upper limit rotation speed ECNpdLimHi for control to TGNCh0, and then the compressor OFF (OFF) control unit 84 determines the target compressor rotation speed TGNCh. 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, based on the compressor target rotation speed TGNCh calculated based on the radiator pressure Pci.
When the state in which the radiator 4 is in the light load state, the compressor target rotation speed TGNCh is the lower limit rotation speed ecnpdlilo, and the radiator pressure Pci is increased to the predetermined forcible suspension value PSL higher than the upper limit value PUL of the predetermined upper limit value PUL and the lower limit value PLL set above and below the target radiator pressure PCO (the state higher than the forcible suspension value PSL or the state equal to or higher than the forcible suspension value PSL — the same applies hereinafter) continues for the predetermined time th1 (the predetermined light load condition of the radiator 4 is established), the compressor off control unit 84 stops the compressor 2, and enters the on-off control mode in which the on-off control of the compressor 2 is performed.
In the on-off control mode of the compressor 2, when the radiator pressure Pci decreases to the lower limit value PLL (when the radiator pressure Pci is lower than the lower limit value PLL or when the radiator pressure Pci becomes equal to or lower than the lower limit value PLL, the compressor 2 is started, the compressor target rotation speed TGNCh is set to the lower limit rotation speed ecnpdlimo, and the compressor 2 is stopped again when the radiator pressure Pci increases to the upper limit value PUL in this state. That is, the operation (on) and the stop (off) of the compressor 2 at the lower limit rotation speed ECNpdLimLo are repeated. When the radiator pressure Pci has decreased to the lower limit value PUL and the state in which the radiator pressure Pci is not higher than the lower limit value PUL continues for a predetermined time th2 after the compressor 2 is started, the on-off control mode of the compressor 2 is ended and the normal mode is returned.
(11-2) calculation of compressor target rotation speed TGNCc based on Heat absorber temperature Te
Next, the control of the compressor 2 based on the heat absorber temperature Te will be described in detail with reference to fig. 12. Fig. 12 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed TGNCc of the compressor 2 (compressor target rotation speed) based on the heat absorber temperature Te. The F/F operation amount calculation unit 86 of the heat pump controller 32 calculates an F/F operation amount TGNCcff of the compressor target rotation speed based on the outside air temperature Tam, the air volume Ga of the air flowing through the air flow path 3 (which may be the blower voltage BLV of the indoor blower 27), the target radiator pressure PCO, and the target heat absorber temperature TEO, which is a target value of the heat absorber temperature Te.
The F/B manipulated variable calculator 87 calculates the F/B manipulated variable TGNCcfb for the target compressor 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 calculating unit 86 and the F/B manipulated variable TGNCcfb calculated by the F/B manipulated variable calculating unit 87 are added by the adder 88, and are input to the limit setting unit 89 as TGNCc 00.
After the limit setting unit 89 sets the limits of the lower limit rotation speed TGNCcLimLo and the upper limit rotation speed TGNCcLimHi for control to TGNCc0, it is determined 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 rotation speed TGNCcLimHi and the lower limit rotation speed TGNCcLimLo and the on-off control mode described later is not achieved, the value TGNCc00 becomes the compressor target rotation speed TGNCc (the rotation speed of the compressor 2). 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, based on the compressor target rotation speed TGNCc calculated based on the heat absorber temperature Te.
When the heat absorber 9 is in the light load state, the compressor target rotation speed TGNCc is the above-described lower limit rotation speed TGNCcLimLo, and the state in which the heat absorber temperature Te falls below the predetermined forcible suspension value TeSL of the upper limit value teal and the lower limit value TeLL set above and below the target heat absorber temperature TEO (the state below the forcible suspension value TeSL or the state below the forcible suspension value TeSL, the same applies hereinafter) continues for the predetermined time tc1 (the predetermined light load condition of the heat absorber 9 is established), the compressor 2 is stopped (the compressor is turned off), and the on-off control mode for performing the on-off control of the compressor 2 is entered.
In the on-off control mode of the compressor 2 in this case, when the heat absorber temperature Te rises to the upper limit value teal (when it is higher than the upper limit value teal or when it is equal to or higher than the upper limit value teal, the compressor 2 is started (the compressor is on), the compressor target rotation speed TGNCc is set to the lower limit rotation speed tgncclilo, and when the heat absorber temperature Te falls to the lower limit value TeLL in this state, the compressor 2 is stopped again (the compressor is off). That is, the operation (compressor on) and the stop (compressor off) of the compressor 2 at the lower limit rotation speed TGNCcLimLo are repeated. When the heat absorber temperature Te rises to the upper limit TeU, and the state in which the heat absorber temperature Te is not lower than the upper limit teal continues for the predetermined time tc2 after the compressor 2 is started (compressor on), the on-off control mode of the compressor 2 in this case is ended, and the normal mode is returned.
(11-3) calculation of compressor target rotation speed TGNCw based on heating Medium temperature Tw
Next, the control of the compressor 2 based on the heat medium temperature Tw will be described in detail with reference to fig. 14. Fig. 14 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed of the compressor 2 (compressor target rotation speed) TGNCw based on the heat medium temperature Tw in the battery cooling (priority) + air conditioning mode and the battery cooling (stand-alone) mode described above.
In this figure, the F/F manipulated variable calculation unit 92 of the heat pump controller 32 calculates the F/F manipulated variable tgnccwf of the compressor target rotational speed based on the outside air temperature Tam, the flow rate Gw of the heat medium in the equipment temperature adjustment device 61 (calculated based on the output of the circulation pump 62), the amount of heat generated by the battery 55 (transmitted from the battery controller 73), the battery temperature Tcell (transmitted from the battery controller 73), and the target heat medium temperature TWOs, which is a target value of the heat medium temperature Tw.
The F/B manipulated variable calculator 93 calculates the F/B manipulated variable TGNCwfb of the target compressor rotation speed by PID calculation or PI calculation based on the target heat medium temperature TWO and the heat medium temperature Tw (sent from the battery controller 73). Then, the F/F manipulated variable TGNCwff calculated by the F/F manipulated variable arithmetic unit 92 and the F/B manipulated variable TGNCwfb calculated by the F/B manipulated variable arithmetic unit 93 are added by the adder 94, and are input to the limit setting unit 96 as TGNCw 00.
After the limit setting unit 96 sets the limits of the lower limit rotation speed tgncwlimo and the upper limit rotation speed TGNCwLimHi for control to TGNCw0, the compressor shutdown control unit 97 determines the target compressor rotation speed TGNCw. Therefore, if the value TGNCw00 added by the adder 94 is within the upper limit rotation speed TGNCwLimHi and the lower limit rotation speed TGNCwLimLo and the on-off control mode described later is not achieved, the value TGNCw00 becomes the compressor target rotation speed TGNCw (the rotation speed of the compressor 2). In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 so that the heat medium temperature Tw becomes the target heat medium temperature twoo, based on the compressor target rotation speed TGNCw calculated based on the heat medium temperature Tw.
Here, the operation of the compressor off control unit 97 in fig. 14 will be described with reference to fig. 16. In the figure, NC is the rotation speed of the compressor 2. In the normal mode in which the heat medium temperature Tw is controlled to the target heat medium temperature TWO by the rotation speed control of the compressor 2 as described above, when the cooling load of the battery 55 of the refrigerant-heat medium heat exchanger 64 is reduced (a light load state is achieved), the compressor target rotation speed TGNCw is the lower limit rotation speed tgncwlimo, and the heat medium temperature Tw is lower than the lower limit value TwLL of the upper limit value TwUL and the lower limit value TwLL set above and below the target heat medium temperature TWO, and is lower than the predetermined forced stop value TwSL lower than the lower limit value TwLL (a value lower than the target heat medium temperature TWO), the compressor off control unit 97 determines that the predetermined light load condition of the refrigerant-heat medium heat exchanger 64 is satisfied when the temperature is lower than the forced stop value TwSL.
Then, the compressor off control section 97 immediately stops the compressor 2 (compressor off), and thereafter enters an on-off control mode in which the compressor 2 is on-off controlled. That is, when the control range of the heat medium temperature Tw based on the rotation speed of the compressor 2 is exceeded and the heat medium temperature Tw is lower than the forced stop value TwSL, the compressor shutdown control unit 97 of the heat pump controller 32 immediately stops the compressor 2. As a result, as shown in fig. 16, the heat medium temperature Tw increases. The establishment of the light load condition is not limited to the case where the heating medium temperature Tw is lower than the forcible suspension value TwSL, and may be the case where the heating medium temperature Tw is equal to or lower than the forcible suspension value TwSL.
Here, fig. 17 shows an example of the case where the on-off control is performed, as in the case of the compressor off control unit 84 of fig. 11 and the compressor off control unit 91 of fig. 12 described above. That is, the example of fig. 17 shows control for determining that the predetermined light load condition of the refrigerant-heat medium heat exchanger 64 is satisfied and stopping the compressor 2 and entering the on-off control mode when the compressor target rotation speed TGNCw reaches the lower limit rotation speed tgncwlimo and the state where the heat medium temperature Tw is lower than the forcible suspension value TwSL continues for the predetermined time period Tw 1.
As shown in fig. 17, when the compressor 2 is stopped after the state in which the compressor target rotation speed TGNCw has reached the lower limit rotation speed TGNCwLimLo and the heat medium temperature Tw is lower than the forcible stop value TwSL has continued for the predetermined time Tw1, the heat medium temperature Tw is excessively lower than the forcible stop value TwSL (indicated by X1 in fig. 17) in the process of the time Tw1 until the compressor 2 is stopped. In such a state, the heat medium temperature Tw excessively decreases, and condensation occurs on the cooled battery 55.
On the other hand, as shown in fig. 16, when the compressor target rotation speed TGNCw becomes the lower limit rotation speed tgncwllimlo and the heat medium temperature Tw becomes lower than or equal to the forcible suspension value TwSL, it is determined that the light load condition of the refrigerant-heat medium heat exchanger 64 is satisfied at this time, the compressor 2 is immediately stopped (the compressor is turned off), and the on-off control mode is entered, so that the heat medium temperature Tw does not become significantly lower than the forcible suspension value TwSL but turns to rise, and therefore, condensation does not occur on the battery 55.
In the subsequent on-off control mode, when the heat medium temperature Tw increases to the upper limit value TwUL (when the temperature is higher than the upper limit value TwUL or when the temperature is equal to or higher than the upper limit value TwUL, the compressor 2 is started (the compressor is turned on), the compressor target rotation speed TGNCw is set to the lower limit rotation speed TGNCwLimLo, and the compressor 2 is stopped again when the heat medium temperature Tw decreases to the lower limit value TwLL in this state (when the heat medium temperature Tw is lower than the lower limit value TwLL or when the temperature is equal to or lower than the lower limit value TwLL). That is, the operation (on) and the stop (off) of the compressor 2 at the lower limit rotation speed tgncwllimlo are repeated between the upper limit value TwUL and the lower limit value TwLL.
In the embodiment, when the heat medium temperature Tw is increased to the upper limit value TwUL (the heat medium temperature Tw is higher than the upper limit value TwUL or the heat medium temperature Tw is equal to or higher than the upper limit value TwUL), and the compressor 2 is started, and a state where the heat medium temperature Tw is higher than the upper limit value TwUL or equal to or higher than the upper limit value TwUL (the heat medium temperature Tw is not lower than the upper limit value TwUL) continues for the predetermined time Tw2, the heat pump controller 32 ends the on-off control mode of the compressor 2, and returns to the normal mode.
As described above, in the battery cooling (priority) + air-conditioning mode and the battery cooling (individual) mode, when the heat medium temperature Tw is lower than or equal to the predetermined forcible stop value TwSL that is lower than the target heat medium temperature TWO, the compressor 2 is stopped at that point in time, so that the cooling load on the battery 55 is reduced when the heat medium temperature Tw is maintained at the target heat medium temperature TWO by the rotational speed control of the compressor 2, and when the heat medium temperature Tw exceeds the control range and falls below the forcible stop value TwSL, the compressor 2 can be immediately stopped, and a problem that the temperature of the battery 55 excessively falls and condensation occurs can be avoided.
In the embodiment, the compressor shutdown control unit 97 of the heat pump controller 32 has the upper limit value TwUL set at the upper side of the target heat medium temperature twoo and the lower limit value TwLL set at the upper side of the forcible suspension value TwSL and at the lower side of the target heat medium temperature twoo, and executes the on-off control mode in which the operation/shutdown of the compressor 2 is repeated between the upper limit value TwUL and the lower limit value TwLL after the heat medium temperature Tw is stopped by being lower than or equal to the forcible suspension value TwSL, so that the battery 55 can be appropriately cooled while avoiding dew condensation on the battery 55.
In particular, in the embodiment, when the compressor 2 is operated in the on-off control mode, the compressor off control unit 97 operates at the minimum controlled rotation speed tgncwlimo, so that the battery 55 can be smoothly cooled while avoiding frequent start/stop of the compressor 2.
Further, as in the embodiment, when the heat medium temperature Tw is higher than or equal to the upper limit value TwUL and this state continues for the predetermined time Tw2, the compressor turn-off control unit 97 ends the turn-on/turn-off control mode and returns to the normal mode in which the rotation speed of the compressor 2 is controlled based on the heat medium temperature Tw and the target heat medium temperature twoo, so that it is possible to return from the turn-on/turn-off control mode of the compressor 2 to the rotation speed control in the normal mode without trouble in response to an increase in the cooling load of the battery 55.
In the above-described embodiment, the heat medium temperature Tw is used as the temperature of the object (heat medium) to be cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for object to be temperature-regulated), but the battery temperature Tcell may be used as the temperature of the object to be cooled by the refrigerant-heat medium heat exchanger 64 (heat exchanger for object to be temperature-regulated), and the temperature of the refrigerant-heat medium heat exchanger 64 (the temperature of the refrigerant-heat medium heat exchanger 64 itself, the temperature of the refrigerant coming out of the refrigerant flow path 64B, and the like) may be used as the temperature of the refrigerant-heat medium heat exchanger 64 (heat exchanger for object to be temperature-regulated).
In the embodiment, the temperature of the battery 55 is controlled by circulating the heat medium, but the invention other than the invention according to claim 7 is not limited to this, and a heat exchanger for a temperature controlled object may be provided in which the refrigerant directly exchanges heat with the battery 55 (temperature controlled object). In this case, the battery temperature Tcell is the temperature of the object to be cooled by the temperature-controlled object heat exchanger.
In the embodiment, the vehicle air-conditioning apparatus 1 has been described which can cool the battery 55 while cooling the vehicle interior in the air-conditioning (priority) + battery cooling mode and the battery cooling (priority) + air-conditioning mode in which cooling of the vehicle interior and cooling of the battery 55 are performed simultaneously, but cooling of the battery 55 is not limited to cooling, and other air-conditioning operations such as the dehumidification-heating operation and cooling of the battery 55 may be performed simultaneously. In this case, in the dehumidification heating mode, the electromagnetic valve 69 is opened, and a part of the refrigerant heading toward the heat absorber 9 through the refrigerant pipe 13F flows into the branch pipe 67 and flows into the refrigerant-heat medium heat exchanger 64.
In the embodiment, the solenoid valve 35 is provided as the valve device of the present invention, but when the indoor expansion valve 8 is configured by a fully closable motor-operated valve, the solenoid valve 35 is not necessary, and the indoor expansion valve 8 becomes the valve device of the present invention.
Further, the configuration and numerical values of the refrigerant circuit R described in the embodiments are not limited to these, and it is needless to say that modifications can be made within a range not departing from the gist of the present invention. In particular, in the embodiment, the present invention has been described with the air-conditioning apparatus 1 for a vehicle having the respective operation modes such as the heating mode, the dehumidification cooling mode, the air-conditioning (priority) + the battery cooling mode, the battery cooling (priority) + the air-conditioning mode, and the battery cooling (individual) mode, but the present invention is not limited to this, and is also effective for a vehicle air-conditioning apparatus capable of executing only either one or both of the battery cooling (priority) + the air-conditioning mode and the battery cooling (individual) mode, for example.
Description of the reference numerals
Air conditioner for vehicle
2 compressor
3 air flow path
4 radiator
6 outdoor expansion valve
7 outdoor heat exchanger
8 indoor expansion valve
9 Heat absorber
11 control device
32 Heat pump controller (forming part of the control device)
35 magnetic valve (valve device)
45 air conditioning controller (forming a part of the control device)
48 heat absorber temperature sensor
55 batteries (object to be temperature adjusted)
61 temperature adjusting device for equipment
64 refrigerant-heat-transfer-medium heat exchanger (heat exchanger for temperature-controlled object)
68 auxiliary expansion valve
69 solenoid valve
76 heat carrier temperature sensor
77 Battery temperature sensor
R refrigerant circuit.

Claims (7)

1. An air conditioning device for a vehicle, comprising at least:
a compressor compressing a refrigerant;
an indoor heat exchanger for exchanging heat between the refrigerant and air supplied into the vehicle interior; and
a control device;
air conditioning the vehicle interior;
it is characterized in that the preparation method is characterized in that,
a heat exchanger for an object to be temperature-regulated, which cools an object to be temperature-regulated mounted on a vehicle by absorbing heat from the refrigerant;
the control device has a temperature-controlled object cooling mode in which the rotation speed of the compressor is controlled based on the temperature of the temperature-controlled object heat exchanger or an object to be cooled by the temperature-controlled object heat exchanger and a target temperature thereof;
in the temperature-controlled object cooling mode, the controller stops the compressor at that point in time when the temperature of the temperature-controlled object heat exchanger or the object to be cooled thereby is lower than or equal to a predetermined forcible stop value lower than the target temperature.
2. The air conditioning device for a vehicle according to claim 1,
the control device has a predetermined upper limit value set above the target temperature and a predetermined lower limit value set above the forcible suspension value and below the target temperature;
the control device performs on-off control between the upper limit value and the lower limit value after stopping the compressor when the temperature of the temperature-controlled object heat exchanger or the object to be cooled by the temperature-controlled object heat exchanger is lower than or equal to or less than the forcible stop value, the on-off control being control for repeating operation/stop of the compressor.
3. The air conditioning device for a vehicle according to claim 2,
the control device operates the compressor at a predetermined minimum rotation speed in the control when the compressor is operated in the on-off control.
4. The air conditioning device for a vehicle according to claim 2 or 3,
when the temperature of the temperature-controlled object heat exchanger or the object to be cooled is higher than or equal to the upper limit value and the state continues for a predetermined time, the control device ends the on-off control and returns to a state in which the rotational speed of the compressor is controlled based on the temperature of the temperature-controlled object heat exchanger or the object to be cooled and the target temperature thereof.
5. The air conditioning device for a vehicle according to any one of claims 1 to 4,
a valve device for controlling the flow of the refrigerant to the indoor heat exchanger;
the control device is used as the temperature-controlled object cooling mode,
the air conditioning system further includes a temperature-controlled object cooling (priority) + air conditioning mode in which the valve device is opened, the rotation speed of the compressor is controlled based on the temperature of the temperature-controlled object heat exchanger or an object to be cooled, and the opening and closing of the valve device is controlled based on the temperature of the indoor heat exchanger.
6. The air conditioning device for a vehicle according to claim 5,
the control device is used as another cooling mode of the temperature-controlled object,
and a temperature-controlled object cooling (individual) mode in which the valve device is closed and the rotational speed of the compressor is controlled based on the temperature of the temperature-controlled object heat exchanger or the temperature of the object to be cooled.
7. The air conditioning device for a vehicle according to any one of claims 1 to 6,
a device temperature adjusting device that circulates a heat medium between the temperature-controlled object and the temperature-controlled object heat exchanger;
the control device controls the compressor by using the temperature Tw of the heating medium or the temperature Tcell of the temperature-controlled object as the temperature of the object to be cooled by the heat exchanger for temperature-controlled object.
CN201980083918.8A 2018-12-19 2019-11-15 Air conditioning device for vehicle Active CN113165477B (en)

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JP2018237267A JP7372732B2 (en) 2018-12-19 2018-12-19 Vehicle air conditioner
PCT/JP2019/044842 WO2020129494A1 (en) 2018-12-19 2019-11-15 Vehicle air conditioning device

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DE112019006361T5 (en) 2021-09-02

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