JP7300346B2 - vehicle air conditioner - Google Patents

Description

TECHNICAL FIELD The present invention relates to a vehicle air conditioner with a cooling function for cooling an object to be cooled.

Conventionally, Patent Literature 1 discloses a vehicle air conditioner that includes a refrigeration cycle device having a plurality of refrigerant evaporators.

More specifically, the refrigeration cycle device of Patent Document 1 includes a front seat evaporator that cools the air blown toward the front seats, and a rear seat evaporator that cools the air blown toward the rear seats. have a vessel Furthermore, the vehicle air conditioner of Patent Document 1 is configured to be able to operate in a front-seat independent air-conditioning mode that cools only the air that is blown toward the front seats.

However, if the operation in the front seat independent air conditioning mode continues, it becomes difficult to return the refrigerating machine oil that has accumulated in the rear seat side evaporator to the compressor. Therefore, in the vehicle air conditioner of Patent Document 1, when operation is performed in the front seat independent air conditioning mode, the refrigerating machine oil remaining in the rear seat side evaporator is transferred to the compressor every predetermined time. Execute the return oil recovery control.

JP-A-2009-63192

By the way, as a vehicle air conditioner including a refrigeration cycle device having a plurality of refrigerant evaporators, a vehicle air conditioner with a cooling function for cooling an object to be cooled (for example, a battery) mounted on the vehicle is known. A refrigeration cycle device for a vehicle air conditioner with a cooling function has an air conditioning evaporator that cools air blown into a vehicle interior and a cooling evaporator that is used to cool an object to be cooled. .

In the refrigeration cycle device of a vehicle air conditioner with a cooling function, generally, the flow rate of the refrigerant that flows through the cooling evaporator when cooling the object to be cooled is the same as the flow rate of the refrigerant that circulates through the air conditioning evaporator when cooling the blown air. It is less than the refrigerant flow rate that allows Therefore, the refrigerating machine oil tends to stay in the cooling evaporator more than in the air conditioning evaporator.

On the other hand, it is conceivable to return the refrigerating machine oil remaining in the cooling evaporator to the compressor by executing oil recovery control similar to that of Patent Document 1. However, if the oil recovery control is executed while the blown air is being cooled in the air-conditioning evaporator, the flow rate of the refrigerant flowing into the air-conditioning evaporator fluctuates. As a result, the temperature and humidity of the blown air blown into the vehicle interior change, resulting in a decrease in the anti-fogging ability for suppressing fogging of the window glass in the vehicle interior.

SUMMARY OF THE INVENTION In view of the above points, it is an object of the present invention to provide a vehicle air conditioner capable of suppressing deterioration of anti-fogging performance due to execution of oil recovery control.

In order to achieve the above object, a vehicle air conditioner according to claim 1 comprises a compressor (11) for compressing and discharging a refrigerant mixed with refrigerating machine oil, and a compressor (11) for cooling air-conditioning air blown into a vehicle interior. a refrigeration cycle device (10) having an air-conditioning evaporator (16) for evaporating a refrigerant to cool an object (70) and a cooling evaporator (19a, 19b) for evaporating a refrigerant to cool an object (70) ,
A vehicle air conditioner configured to be capable of executing oil recovery control for returning refrigerating machine oil remaining in at least one of an air conditioning evaporator and a cooling evaporator to a compressor,
This vehicle air conditioner cools the air-conditioning blast air in the air-conditioning evaporator and inhibits the oil recovery control when a predetermined anti-fogging condition is satisfied.

According to this, when the predetermined anti-fogging condition is established, the air-conditioning blast air cooled and dehumidified by the air-conditioning evaporator (16) can be blown into the passenger compartment. Therefore, it is possible to prevent fogging of the window glass in the passenger compartment. At this time, since the oil recovery control is prohibited, the refrigerant flows into the cooling evaporators (19a, 19b), thereby reducing the cooling ability and dehumidification ability of the air conditioning blast air in the air conditioning evaporators (16). I never end up doing it.

That is, it is possible to prevent deterioration of the anti-fogging ability due to the execution of the oil recovery control.

It should be noted that the reference numerals in parentheses of each means described in this column and claims indicate the correspondence with specific means described in the embodiments described later.

BRIEF DESCRIPTION OF THE DRAWINGS It is a whole block diagram of the vehicle air conditioner of one Embodiment. It is a block diagram which shows the electric control part of the vehicle air conditioner of one Embodiment. It is a flow chart which shows control processing of automatic air-conditioning control of an air conditioner for vehicles of one embodiment. FIG. 4 is a control characteristic diagram for determining the air volume of the air conditioning blower in the control process of the vehicle air conditioner of the embodiment. It is a flowchart which shows a part of control processing of the vehicle air conditioner of one Embodiment. FIG. 4 is a control characteristic diagram for determining the operating state of the water heater in the control process of the vehicle air conditioner of one embodiment. FIG. 4 is a control characteristic diagram for determining a target heat medium temperature in control processing of the vehicle air conditioner of one embodiment; 4 is a flowchart showing another part of control processing of the vehicle air conditioner of one embodiment. 4 is a flowchart showing another part of control processing of the vehicle air conditioner of one embodiment. 4 is a flowchart showing another part of control processing of the vehicle air conditioner of one embodiment. 4 is a flowchart showing another part of control processing of the vehicle air conditioner of one embodiment. 4 is a flowchart showing another part of control processing of the vehicle air conditioner of one embodiment. 4 is a chart showing air-conditioning battery requirements in control processing of a vehicle air-conditioning system according to one embodiment; 4 is a flowchart showing another part of control processing of the vehicle air conditioner of one embodiment. 4 is a flowchart showing another part of control processing of the vehicle air conditioner of one embodiment. FIG. 4 is a chart showing whether or not a battery cooling operation can be performed in a control process for a vehicle air conditioner according to one embodiment; FIG. FIG. 4 is a control characteristic diagram for determining an evaporator temperature determination value f2 in control processing of the vehicle air conditioner of one embodiment; FIG. 4 is a chart showing a correction value β1 in control processing of the vehicle air conditioner of one embodiment; FIG. FIG. 4 is a chart showing hysteresis β2 in control processing of the vehicle air conditioner of one embodiment; FIG. FIG. 4 is a control characteristic diagram for determining an inside air temperature determination value f1 in control processing of the vehicle air conditioner of one embodiment; FIG. 4 is a chart showing a correction value α1 in control processing for a vehicle air conditioner of one embodiment; FIG. FIG. 4 is a control characteristic diagram for determining an elapsed time determination value f3 in control processing of the vehicle air conditioner of one embodiment; FIG. 4 is a chart showing a reference elapsed time TIMER in control processing of a vehicle air conditioner according to one embodiment; FIG. FIG. 4 is a control characteristic diagram for determining a time limit LTop in the control process of the vehicle air conditioner of one embodiment; FIG. 4 is a control characteristic diagram for determining a limited opening degree LDop in control processing of the vehicle air conditioner of one embodiment; FIG. 4 is a control characteristic diagram for determining the operation rate of an outside air fan in control processing of the vehicle air conditioner of one embodiment; 4 is a flowchart showing control processing for oil recovery control of the vehicle air conditioner of one embodiment. FIG. 4 is a time chart showing an example when oil recovery control of the vehicle air conditioner of one embodiment is executed; FIG. 4 is a chart showing switching of refrigerant circuits in the refrigeration cycle device of the vehicle air conditioner of one embodiment.

An embodiment of a vehicle air conditioner 1 according to the present invention will be described below with reference to the drawings. A vehicle air conditioner 1 according to the present embodiment is mounted on an electric vehicle that obtains driving force for running the vehicle from an electric motor. The vehicle air conditioner 1 of the present embodiment is a vehicle air conditioner with a cooling function that air-conditions the interior of the vehicle, which is a space to be air-conditioned, and cools the battery 70, which is an object to be cooled, in an electric vehicle.

The battery 70 is a secondary battery that stores power to be supplied to in-vehicle equipment such as an electric motor. Battery 70 is an assembled battery formed by electrically connecting a plurality of battery cells in series or in parallel.

A battery cell is a rechargeable secondary battery. In this embodiment, a lithium ion battery is adopted as the battery cell. Each battery cell is formed in a flat rectangular parallelepiped shape. Each battery cell is stacked and integrated so that the flat surfaces face each other. Therefore, the battery 70 as a whole is also formed in a substantially rectangular parallelepiped shape.

This type of battery 70 tends to lower its output when the temperature drops, and tends to deteriorate when the temperature rises. Therefore, the temperature of the battery 70 needs to be maintained within an appropriate temperature range (15° C. or higher and 55° C. or lower in this embodiment) in which the battery 70 can exhibit sufficient charge/discharge performance. There is

Furthermore, in the battery 70 formed by electrically connecting a plurality of battery cells, if the performance of any one of the battery cells deteriorates, the performance of the assembled battery as a whole deteriorates. Therefore, when cooling the battery 70, it is desirable to cool all the battery cells equally.

A vehicle air conditioner 1 of this embodiment includes a refrigeration cycle device 10, a heat medium circuit 20, an indoor air conditioning unit 30, a battery pack 40, an air conditioning controller 50, and the like shown in FIG.

First, the refrigeration cycle device 10 will be described. The refrigeration cycle device 10 cools the air-conditioning air blown into the vehicle compartment and the cooling air blown onto the battery 70 in the vehicle air conditioner 1 . The refrigeration cycle device 10 can switch between a battery single cycle, an air conditioning single cycle, and an air conditioning battery cycle as a refrigerant circuit.

The single air-conditioning cycle is a refrigerant circuit that is switched when cooling the air-conditioning blast air without cooling the cooling blast air. More specifically, the air-conditioning single cycle is a refrigerant circuit in which the refrigerant flows into the air-conditioning evaporator 16, which will be described later, without flowing the refrigerant into the right-side battery evaporator 19a and the left-side battery evaporator 19b, which will be described later.

A single battery cycle is a refrigerant circuit that is switched when cooling air for cooling without cooling air for air conditioning. More specifically, the single battery cycle is a refrigerant circuit in which refrigerant flows into the right battery evaporator 19 a and the left battery evaporator 19 b without flowing refrigerant into the air conditioning evaporator 16 .

The air-conditioning battery cycle is a refrigerant circuit that is switched when cooling both the air-conditioning blast air and the cooling blast air. More specifically, the air conditioning battery cycle is a refrigerant circuit that flows refrigerant into the air conditioning evaporator 16 and into the right battery evaporator 19a and the left battery evaporator 19b.

The refrigeration cycle device 10 employs an HFO-based refrigerant (specifically, R1234yf) as a refrigerant. The refrigerating cycle device 10 constitutes a vapor compression subcritical refrigerating cycle in which the refrigerant pressure on the high pressure side does not exceed the critical pressure of the refrigerant. Refrigerant oil for lubricating the compressor 11 is mixed in the refrigerant. In this embodiment, PAG oil (polyalkylene glycol oil) having compatibility with the liquid-phase refrigerant is used as the refrigerator oil. Some of the refrigerating machine oil circulates through the cycle together with the refrigerant.

In the refrigeration cycle device 10, the compressor 11 sucks, compresses, and discharges the refrigerant. The compressor 11 is arranged in the drive unit room on the front side of the vehicle. The driving device room forms a space in which at least a portion of equipment (for example, an electric motor) used for generating or adjusting a driving force for running the vehicle is arranged.

The compressor 11 is an electric compressor in which a fixed displacement type compression mechanism with a fixed displacement is rotationally driven by an electric motor. The compressor 11 has its rotation speed (that is, refrigerant discharge capacity) controlled by a control signal output from the air conditioning control device 50 .

A refrigerant inlet side of a condenser 12 is connected to a discharge port of the compressor 11 . The condenser 12 exchanges heat between the high-pressure refrigerant discharged from the compressor 11 and the outside air blown from the outside air fan 12a. The condenser 12 is a condensing heat exchange unit that radiates the heat of the refrigerant to the outside air to condense the refrigerant. The condenser 12 is arranged on the front side of the drive chamber.

The outside air fan 12 a is an electric blower that blows outside air toward the condenser 12 . The outside air fan 12 a has its rotation speed (that is, air blowing capacity) controlled by a control voltage output from the air conditioning control device 50 . As long as the outside air fan 12a can send the outside air to the condenser 12, a suction type fan or a blowout type fan may be adopted.

A receiver 12 b is connected to the refrigerant outlet side of the condenser 12 . The receiver 12b separates the gas-liquid refrigerant that has flowed out of the condenser 12, flows part of the separated liquid-phase refrigerant downstream, and stores the remaining liquid-phase refrigerant as a surplus refrigerant in the cycle. Department. The condenser 12 and the receiver 12b of this embodiment are integrally formed.

An outlet of the receiver 12b is connected to an inlet side of a branch portion 13a that branches the flow of refrigerant flowing out of the receiver 12b. The branch portion 13a is a three-way joint having three inlets and outlets communicating with each other. In the branch portion 13a, one of the three inlets and outlets is used as an inlet, and the remaining two are used as outlets.

One outflow port of the branch portion 13a is connected to the inlet side of an air-conditioning expansion valve 15 via an air-conditioning electromagnetic valve 14a. The other outflow port of the branch portion 13a is connected to the inflow port side of the battery side branch portion 13c via the battery solenoid valve 14b.

The air-conditioning electromagnetic valve 14a is an air-conditioning open/close unit that opens and closes a refrigerant passage from one outlet of the branch portion 13a to the inlet of the air-conditioning expansion valve 15 . The air conditioning electromagnetic valve 14 a is controlled to open and close by a control voltage output from the air conditioning control device 50 . In the refrigeration cycle device 10, the refrigerant circuit can be switched by opening and closing the refrigerant passage with the air conditioning electromagnetic valve 14a. Therefore, the air conditioning electromagnetic valve 14a is a refrigerant circuit switching unit.

The air-conditioning expansion valve 15 is an air-conditioning decompression unit that decompresses the refrigerant flowing out of one outlet of the branch portion 13a until it becomes a low-pressure refrigerant. Furthermore, the air-conditioning expansion valve 15 is an air-conditioning flow rate adjusting section that adjusts the flow rate of refrigerant flowing into the air-conditioning evaporator 16 .

In this embodiment, a thermal expansion valve composed of a mechanical mechanism is employed as the air conditioning expansion valve 15 . More specifically, the air conditioning expansion valve 15 includes a temperature sensing portion having a deformation member (specifically, a diaphragm) that deforms according to the temperature and pressure of the refrigerant on the outlet side of the air conditioning evaporator 16; and a valve body portion that is displaced in accordance with the deformation of the valve body to change the opening degree of the throttle.

As a result, the air-conditioning expansion valve 15 changes the opening degree of the throttle so that the degree of superheat of the refrigerant on the outlet side of the air-conditioning evaporator 16 approaches a predetermined reference degree of superheat (5° C. in this embodiment). . Here, the mechanical mechanism means a mechanism that operates by a load due to fluid pressure, a load due to an elastic member, or the like, without requiring the supply of electric power.

A refrigerant inlet side of an air-conditioning evaporator 16 is connected to an outlet of the air-conditioning expansion valve 15 . The air-conditioning evaporator 16 exchanges heat between the low-pressure refrigerant decompressed by the air-conditioning expansion valve 15 and air-conditioning air. The air-conditioning evaporator 16 is an air-conditioning evaporator that evaporates a low-pressure refrigerant to cool the air-conditioning blast air and exhibits heat absorption. The air-conditioning evaporator 16 is arranged inside the air-conditioning casing 31 of the indoor air-conditioning unit 30 .

One inlet side of the confluence portion 13 b is connected to the outlet of the air-conditioning evaporator 16 via a check valve 17 . The check valve 17 allows the refrigerant to flow from the outlet side of the air-conditioning evaporator 16 to the one inlet side of the confluence portion 13b, and allows the refrigerant to flow from the one inlet side of the confluence portion 13b to the outlet of the air-conditioning evaporator 16. Prohibit the flow of refrigerant to the side.

The confluence portion 13b is a three-way joint similar to the branch portion 13a. In the confluence portion 13b, two of the three inflow/outlet ports are used as inflow ports, and the remaining one is used as an outflow port. The suction port side of the compressor 11 is connected to the outflow port of the confluence portion 13b.

The battery electromagnetic valve 14b is a cooling opening/closing unit that opens and closes the refrigerant passage from the other outlet of the branch portion 13a to the inlet of the battery-side branch portion 13c. The basic configuration of the battery solenoid valve 14b is the same as that of the air conditioning solenoid valve 14a. In the refrigeration cycle device 10, the refrigerant circuit can be switched by opening and closing the refrigerant passage with the battery solenoid valve 14b. Therefore, the battery solenoid valve 14b is a refrigerant circuit switching part together with the air conditioning solenoid valve 14a.

The battery-side branch portion 13c is a three-way joint having the same configuration as the branch portion 13a. The inlet side of the right battery expansion valve 18a is connected to one outlet of the battery side branch portion 13c. The inlet side of the left battery expansion valve 18b is connected to the other outflow port of the battery side branch portion 13c.

The right battery expansion valve 18a is a cooling decompression section that decompresses the refrigerant flowing out of one outlet of the battery side branch section 13c until it becomes a low-pressure refrigerant. Further, the right battery expansion valve 18a is a cooling flow rate adjusting section that adjusts the flow rate of refrigerant flowing into the right battery evaporator 19a.

In this embodiment, an electric expansion valve configured by an electric mechanism is adopted as the right battery expansion valve 18a. More specifically, the right battery expansion valve 18a has a valve body that changes the throttle opening and an electric actuator (specifically, a stepping motor) that displaces the valve body.

The operation of the right battery expansion valve 18 a is controlled by control pulses output from the air conditioning control device 50 . Further, the right battery expansion valve 18a has a fully closed function of closing the refrigerant passage by fully closing the throttle opening. Here, the electrical mechanism means a mechanism that operates when electric power is supplied.

The refrigerant inlet side of the right battery evaporator 19a is connected to the outlet of the right battery expansion valve 18a. The right battery evaporator 19 a exchanges heat between the low-pressure refrigerant pressure-reduced by the right battery expansion valve 18 a and the cooling air blown to the battery 70 . The right battery evaporator 19a is a cooling evaporator that cools the cooling blow air by evaporating the low-pressure refrigerant to cool the battery 70 and exhibiting heat absorption.

The left battery expansion valve 18b is a cooling decompression part that decompresses the refrigerant flowing out of the other outlet of the battery side branch part 13c until it becomes a low-pressure refrigerant. Further, the left battery expansion valve 18b is a cooling flow rate adjusting unit that adjusts the flow rate of refrigerant flowing into the left battery evaporator 19b. The basic configuration of the left battery expansion valve 18b is the same as that of the right battery expansion valve 18a.

The refrigerant inlet side of the left battery evaporator 19b is connected to the outlet of the left battery expansion valve 18b. The left battery evaporator 19 b exchanges heat between the low-pressure refrigerant pressure-reduced by the left battery expansion valve 18 b and the cooling air blown to the battery 70 . The left battery evaporator 19b is a cooling evaporator that cools the cooling blow air by evaporating the low-pressure refrigerant to cool the battery 70 and exhibiting heat absorption.

Therefore, a plurality of cooling evaporators are provided in this embodiment. A plurality of cooling evaporators are connected in parallel with each other with respect to the refrigerant flow. Also, the cooling flow rate adjustment units are provided in the same number as the plurality of cooling evaporators. Each cooling flow rate adjusting section is arranged on the upstream side of the refrigerant flow of each cooling evaporating section so that the flow rate of the refrigerant flowing into each cooling evaporating section can be individually adjusted.

One inlet side of the battery-side junction 13d is connected to the outlet of the right battery evaporator 19a. The outlet of the left battery evaporator 19b is connected to the other inlet side of the battery-side junction 13d. The battery-side junction 13d is a three-way joint having the same structure as the junction 13b. The other inflow port side of the confluence portion 13b is connected to the outflow port of the battery side confluence portion 13d.

The right battery evaporator 19 a , the left battery evaporator 19 b , and the battery-side junction 13 d described above are arranged inside the battery casing 41 of the battery pack 40 .

Here, detailed configurations of the air conditioning evaporator 16, the right battery evaporator 19a, and the left battery evaporator 19b will be described. In the refrigeration cycle device 10, the air conditioning evaporator (that is, the air conditioning evaporator 16) and the cooling evaporator (that is, the right battery evaporator 19a and the left battery evaporator 19b) are arranged in parallel with the flow of the refrigerant. properly connected. Further, so-called tank-and-tube heat exchangers are employed as the air conditioning evaporator 16, the right battery evaporator 19a, and the left battery evaporator 19b.

A tank-and-tube heat exchanger has a plurality of refrigerant tubes and a pair of tanks. A refrigerant tube is a metal tube through which a refrigerant flows. The plurality of refrigerant tubes are stacked in a predetermined direction at intervals. An air passage is formed between the adjacent refrigerant tubes for circulating air that exchanges heat with the refrigerant.

The tank is a bottomed metal tubular member extending in the stacking direction of the plurality of refrigerant tubes. A pair of tanks are connected to both ends of the plurality of refrigerant tubes, respectively. Inside the tank, a distribution space for distributing the refrigerant to the plurality of refrigerant tubes and a collection space for collecting the refrigerant flowing out from the plurality of refrigerant tubes are formed.

Thereby, a heat exchange core portion is formed to exchange heat between the refrigerant flowing through each refrigerant tube and the air flowing through the air passage. Heat exchange fins are arranged in the air passage to promote heat exchange between the refrigerant and the air. Therefore, the heat exchange area between the refrigerant and air in a tank-and-tube heat exchanger is the frontal area (in other words, the projected area) of the heat exchange core when viewed from the direction of air flow and the surface area of the heat exchange fins can be defined by the sum of

In this embodiment, the air-conditioning evaporator 16 has a heat exchange area larger than the sum of the heat exchange areas of the right battery evaporator 19a and the left battery evaporator 19b. are doing. Further, the right battery evaporator 19a and the left battery evaporator 19b have the same heat exchange area.

Next, the heat medium circuit 20 will be described. The heat medium circuit 20 is a circuit that circulates a heat medium that exchanges heat with air for air conditioning. The heat medium circuit 20 employs an ethylene glycol aqueous solution as the heat medium. The heat medium circuit 20 has a water pump 21 , a water heater 22 , a heater core 23 and a reserve tank 24 .

The water pump 21 pressure-feeds the heat medium toward the water heater 22 . The water pump 21 is an electric impeller pump that rotates an impeller (that is, an impeller) by an electric motor. A water pump 21 is arranged in the drive chamber. The rotation speed (pumping capability) of the water pump 21 is controlled by a control voltage output from the air conditioning control device 50 .

The water heater 22 is a heat medium heating unit that heats the heat medium pressure-fed from the water pump 21 . The water heating heater 22 is a PTC heater having a PTC element (that is, a positive temperature coefficient thermistor). The amount of heat generated by the water heater 22 is controlled by a control voltage output from the air conditioning control device 50 .

A heat medium inlet side of the heater core 23 is connected to the downstream side of the water heating heater 22 . The heater core 23 exchanges heat between the heat medium heated by the water heater 22 and air for air conditioning. The heater core 23 is a heat exchange portion for heating that heats the air-conditioning blow air by radiating the heat of the heat medium to the air-conditioning blow air. The heater core 23 is arranged inside the air conditioning casing 31 of the indoor air conditioning unit 30 .

The inlet side of the reserve tank 24 is connected to the heat medium outlet of the heater core 23 . The reserve tank 24 is a storage unit that stores surplus heat medium in the heat medium circuit 20 . In the heat medium circuit 20 , a reserve tank 24 is arranged to suppress a decrease in the liquid amount of the heat medium circulating in the heat medium circuit 20 . The reserve tank 24 has a supply port for replenishing the heat medium when the amount of the heat medium in the heat medium circuit 20 is insufficient.

Next, the indoor air conditioning unit 30 will be described. The interior air-conditioning unit 30 is a unit for blowing off air-conditioning air adjusted to an appropriate temperature for air-conditioning the vehicle interior to an appropriate location within the vehicle interior. The indoor air conditioning unit 30 is arranged inside the dashboard (instrument panel) at the forefront of the vehicle interior.

The indoor air-conditioning unit 30 houses an air-conditioning fan 32, an air-conditioning evaporator 16, a heater core 23, and the like in an air-conditioning casing 31 that forms an air passage for air-conditioning blow air. The air-conditioning casing 31 is molded from a resin (for example, polypropylene) having a certain degree of elasticity and excellent strength. An air passage is formed in the casing 31 for air conditioning, through which air for air conditioning flows.

An inside/outside air switching device 33 is arranged on the most upstream side of the blowing air flow of the air conditioning casing 31 . The inside/outside air switching device 33 adjusts the introduction ratio of the inside air (that is, the vehicle interior air) and the outside air (that is, the vehicle exterior air) introduced into the air conditioning casing 31 . The inside/outside air switching device 33 is an inside/outside air adjustment unit that adjusts an outside air rate, which is a ratio of outside air in air for air conditioning that flows into the air conditioning evaporator 16 arranged in the air conditioning casing 31 .

More specifically, the inside/outside air switching device 33 is formed with an inside air introduction port 33a for introducing inside air into the air conditioning casing 31 and an outside air introduction port 33b for introducing outside air. Inside the inside/outside air switching device 33, an inside/outside air switching door 33c is arranged to continuously adjust the opening areas of the inside air introduction port 33a and the outside air introduction port 33b.

Therefore, the inside/outside air switching device 33 adjusts the air volume ratio (that is, the outside air ratio) between the inside air volume and the outside air volume introduced into the air conditioning casing 31 by displacing the inside/outside air switching door 33c. The inside/outside air switching door 33c is driven by an electric actuator 33e for an inside/outside air switching device. The operation of the electric actuator 33 e for the inside/outside air switching device is controlled by a control signal output from the air conditioning control device 50 .

An air-conditioning blower 32 is arranged downstream of the inside/outside air switching device 33 in the blown air flow. The air-conditioning fan 32 blows the air sucked through the inside/outside air switching device 33 into the vehicle interior. Air-conditioning blower 32 is an electric blower that drives a centrifugal multi-blade fan with an electric motor. The air-conditioning blower 32 has its rotation speed (that is, blowing capacity) controlled by the control voltage output from the air-conditioning control device 50 .

The air-conditioning evaporator 16 and the heater core 23 are arranged in this order with respect to the air-conditioning air flow downstream of the air-conditioning blower 32 . That is, the air-conditioning evaporator 16 is arranged upstream of the heater core 23 in the blown air flow.

A cold air bypass passage 35 is provided in the air-conditioning casing 31 so that the air-conditioning blow air that has passed through the air-conditioning evaporator 16 bypasses the heater core 23 . An air mix door 34 is arranged downstream of the air conditioning evaporator 16 in the air conditioning casing 31 and upstream of the heater core 23 in the air flow.

The air mix door 34 is an air volume ratio adjustment unit that adjusts the air volume ratio between the air volume passing through the heater core 23 side and the air volume passing through the cold air bypass passage 35 in the air conditioning blow air after passing through the air conditioning evaporator 16. . The air mix door 34 is driven by an air mix door electric actuator 34a. The operation of the electric actuator 34 a for the air mix door is controlled by a control signal output from the air conditioning control device 50 .

A mixing space 36 is formed downstream of the heater core 23 and the cool air bypass passage 35 in the air-conditioning casing 31 . The mixing space 36 is a space for mixing the air-conditioning blast air heated by the heater core 23 and the air-conditioning blast air that has passed through the cold air bypass passage 35 and is not heated.

An opening hole for blowing out the air-conditioning blast air, which has been mixed in the mixing space 36 and temperature-controlled, into the vehicle interior is arranged in the downstream portion of the blast air flow of the air-conditioning casing 31 .

As opening holes, a face opening hole 37a, a foot opening hole 37b, and a defroster opening hole 37c are provided. The face opening hole 37a is an opening hole for blowing the conditioned air toward the passenger's upper body. The foot opening hole 37b is an opening hole for blowing the conditioned air toward the passenger's feet. The defroster opening hole 37c is an opening hole for blowing the conditioned air toward the inner surface of the front window glass.

The face opening hole 37a, the foot opening hole 37b, and the defroster opening hole 37c are connected to the face outlet, the foot outlet, and the defroster outlet (all not shown) provided in the passenger compartment via ducts forming air passages. connected).

Therefore, the temperature of the conditioned air mixed in the mixing space 36 is adjusted by the air mix door 34 adjusting the air volume ratio between the air volume passing through the heater core 23 and the air volume passing through the cold air bypass passage 35. Then, the temperature of the air-conditioning blowing air (that is, air-conditioning air) blown into the vehicle interior from each outlet is adjusted.

A face door 38a, a foot door 38b, and a defroster door 38c are arranged upstream of the face opening hole 37a, the foot opening hole 37b, and the defroster opening hole 37c. The face door 38a adjusts the opening area of the face opening hole 37a. The foot door 38b adjusts the opening area of the foot opening hole 37b. The defroster door 38c adjusts the opening area of the froster opening hole.

The face door 38a, the foot door 38b, and the defroster door 38c form an outlet mode switching section that switches the outlet mode. The face door 38a, the foot door 38b, and the defroster door 38c are rotated in conjunction with each other through a link mechanism or the like by an electric actuator 38d for the outlet mode door. The operation of the electric actuator 38 d for the outlet mode door is controlled by a control signal output from the air conditioning control device 50 .

The outlet mode switched by the outlet mode switching unit specifically includes a face mode, a bi-level mode, a foot mode, and the like.

The face mode is an air outlet mode in which the face air outlet is fully opened and air is blown out from the face air outlet toward the upper body of the occupant in the passenger compartment. The bi-level mode is an outlet mode in which both the face outlet and the foot outlet are opened to blow air toward the upper body and feet of the occupants in the vehicle. The foot mode is an air outlet mode in which the foot air outlet is fully opened and the defroster air outlet is opened by a small degree of opening so that air is mainly blown out from the foot air outlet.

Furthermore, the occupant can switch to the defroster mode by manually operating an air outlet mode selector switch provided on the operation panel 60 . The defroster mode is an outlet mode in which the defroster outlet is fully opened and air is blown from the defroster outlet to the inner surface of the windshield.

Next, the battery pack 40 will be explained. Battery pack 40 is a package that accommodates battery 70 in a coolable manner.

The battery pack 40 is arranged under the floor of the passenger compartment. The battery pack 40 accommodates a cooling blower 42, a right battery evaporator 19a, a left battery evaporator 19b, etc. in a battery casing 41 forming an air passage for cooling air. The battery casing 41 is a sealed metal case that is electrically insulated and heat-insulated.

A cooling space 43 , a right air passage 44 a , a left air passage 44 b and a battery space 45 are formed in the battery casing 41 . The battery space 45 is a space that accommodates the battery 70 . The cooling space 43 is a space in which the cooling blower 42, the right battery evaporator 19a, the left battery evaporator 19b, and the like are accommodated.

The battery space 45 and the cooling space 43 communicate with each other. The cooling blower 42 is an electric blower that blows cooling air sucked from the battery space 45 toward both the right battery evaporator 19a and the left battery evaporator 19b. The basic configuration of the cooling fan 42 is similar to that of the air conditioning fan 32 . In this embodiment, the cooling blower 42 has a maximum blowing capacity smaller than that of the air conditioning blower 32 .

The right air passage 44a is an air passage for circulating cooling air that has passed through the right battery evaporator 19a. The right air passage 44 a guides the cooling air that has passed through the right battery evaporator 19 a to the right side of the battery 70 when viewed from the stacking direction of the battery 70 . In other words, the right air passage 44a guides the cooling blow air to one end surface side of the plurality of battery cells.

The left air passage 44b is an air passage for circulating cooling air that has passed through the left battery evaporator 19b. The left air passage 44b guides the cooling blow air that has passed through the left battery evaporator 19b to the left side of the battery 70 when viewed from the stacking direction of the battery 70 . In other words, the left air passage 44b guides the cooling air to the other end faces of the plurality of battery cells.

The vehicle air conditioner 1 of this embodiment also includes a steering heater 91 , a seat blower 92 , a seat heater 93 , and a knee radiation heater 94 . A steering heater 91, a seat blower 92, a seat heater 93, and a knee radiation heater 94 are heating auxiliary devices that improve the passenger's feeling of being warmed when the passenger compartment is heated. The operation of the auxiliary heating device is controlled by a control signal output from the air conditioning control device 50 .

More specifically, the steering heater 91 is a steering heating unit that heats the steering with an electric heater. A seat blower 92 is a seat blower that blows air from the inside of the seat toward the occupant. The seat heater 93 is a seat heating portion that heats the surface of the seat on which the passenger sits with an electric heater. The knee radiation heater 94 is a knee heating unit that irradiates heat source light toward the knees of the occupant.

Next, the electric control section of this embodiment will be described with reference to FIG. The air conditioning control device 50 is composed of a well-known microcomputer including a CPU, ROM, RAM, etc. and its peripheral circuits. The air-conditioning control device 50 performs various calculations and processes based on control programs stored in the ROM, and controls operations of various controlled devices connected to the output side.

On the input side of the air conditioning control device 50, there are an inside air sensor 51, an outside air sensor 52, a solar radiation sensor 53, a high pressure refrigerant pressure sensor 54, an air conditioning evaporator temperature sensor 55, a right cooling evaporator temperature sensor 56a, and a left cooling evaporator. Various sensor groups such as a temperature sensor 56b, a cooling evaporator pressure sensor 57, a water temperature sensor 58, a battery temperature sensor 59, and a humidity sensor 59a are connected.

The inside air sensor 51 is an inside air temperature detection unit that detects the inside air temperature Tr, which is the temperature inside the vehicle. The outside air sensor 52 is an outside air temperature detection unit that detects the outside air temperature Tam. The solar radiation sensor 53 is a solar radiation amount detection unit that detects the solar radiation amount Ts inside the vehicle compartment.

The high-pressure refrigerant pressure sensor 54 is a high-pressure refrigerant pressure detector that detects the refrigerant pressure Ph on the high-pressure side. The high-pressure refrigerant pressure sensor 54 of this embodiment detects the pressure of the refrigerant flowing out from the receiver 12b.

The air-conditioning evaporator temperature sensor 55 is an air-conditioning evaporator temperature detector that detects the air-conditioning evaporator temperature TE, which is the temperature of the air-conditioning evaporator 16 . The air-conditioning evaporator temperature sensor 55 of this embodiment detects the heat exchange fin temperature of the air-conditioning evaporator 16 . Therefore, the air-conditioning evaporator temperature TE has a value equivalent to the temperature of the air-conditioning air blown out from the air-conditioning evaporator 16 .

The right cooling evaporator temperature sensor 56a is a cooling evaporator temperature detector that detects the right cooling evaporator temperature TEBR, which is the temperature of the refrigerant flowing out of the right battery evaporator 19a. The right-side cooling evaporator temperature sensor 56a of this embodiment detects the temperature of the refrigerant pipe from the outlet of the right-side battery evaporator 19a to the battery-side junction 13d.

The left cooling evaporator temperature sensor 56b is a cooling evaporator temperature detector that detects a left cooling evaporator temperature TEBL, which is the temperature of the refrigerant flowing out of the left battery evaporator 19b. The left-side cooling evaporator temperature sensor 56b of this embodiment detects the temperature of the refrigerant pipe from the outlet of the left-side battery evaporator 19b to the battery-side junction 13d.

The cooling evaporator pressure sensor 57 is a cooling evaporator pressure detector that detects the cooling evaporator pressure PEB, which is the pressure of the refrigerant flowing out of the right battery evaporator 19a and the left battery evaporator 19b. The water temperature sensor 58 is a heat medium temperature detector that detects the heat medium temperature TW on the outlet side of the water heater 22 .

Battery temperature sensor 59 is a battery temperature detection unit that detects battery temperature TB (that is, the temperature of battery 70). The battery temperature sensor 59 of this embodiment has a plurality of temperature sensors and detects temperatures at a plurality of locations of the battery 70 . Therefore, the air conditioning control device 50 can also detect the temperature difference between the parts of the battery 70 . Furthermore, as the battery temperature TB, an average value of detection values of a plurality of temperature sensors is used.

The humidity sensor 59a is a humidity detection unit that detects the window vicinity humidity RHW, which is the relative humidity in the vicinity of the windshield in the passenger compartment.

Further, the input side of the air conditioning control device 50 is connected to an operation panel 60 arranged near the instrument panel in the front part of the passenger compartment. Operation signals of various switches provided on the operation panel 60 are input to the air conditioning control device 50 .

Specifically, the operation switches provided on the operation panel 60 include an air conditioner switch 60a, an auto switch 60b, an inlet mode selector switch 60c, an outlet mode selector switch 60d, an air volume setting switch 60e, an economy switch 60f, a temperature There are a setting switch 60g and the like.

The air-conditioning switch 60a is an air-conditioning cooling request unit that requests cooling of the air-conditioning blow air in the air-conditioning evaporator 16 by the operation of the passenger. The auto switch 60b is an automatic control setting unit that sets or cancels the automatic air conditioning control of the vehicle air conditioner 1 by the operation of the passenger.

The suction port mode changeover switch 60c is a suction port mode setting unit that switches the suction port mode by the operation of the passenger. The outlet mode changeover switch 60d is an outlet mode setting unit that switches the outlet mode by the operation of the passenger.

The air volume setting switch 60 e is an air volume setting unit for manually setting the air volume of the air conditioning blower 32 . The temperature setting switch 60g is a target temperature setting unit that sets a vehicle interior target temperature Tset by the operation of the passenger. The economy switch 60f is a power saving request unit that requests power saving of the refrigeration cycle device 10 by the operation of the passenger.

In addition, the air conditioning control device 50 is electrically connected to another vehicle control device 80 . Other vehicle control devices 80 include a driving force control device that controls the operation of an electric motor that outputs driving force for running the vehicle.

The air conditioning control device 50 and the vehicle control device 80 are connected so as to be able to communicate with each other. Therefore, based on a detection signal or an operation signal input to one control device, the other control device can also control the operation of various devices connected to the output side. For example, the vehicle control device 80 can use the battery temperature TB input to the air conditioning control device 50 to change the output of the electric motor for driving the vehicle.

The air-conditioning control device 50 is integrally configured with control means for controlling various devices to be controlled connected to the output side thereof. In the air conditioning control device 50, the configuration (hardware and software) that controls the operation of each controlled device constitutes a control unit that controls the operation of each controlled device.

For example, in the air-conditioning control device 50, the configuration for controlling the operation of the cooling flow rate adjusting sections 18a and 18b is the cooling flow rate control section 50a. Further, in the air conditioning control device 50, the configuration for controlling the operation of the electric actuator 38d for the outlet mode door that drives the outlet mode door is the outlet mode control section 50b.

Next, the operation of the vehicle air conditioner 1 of the present embodiment having the above configuration will be described with reference to FIGS. 3 to 28. FIG. FIG. 3 is a flowchart showing control processing as a main routine of the vehicle air conditioner 1 of this embodiment. This control process starts when the auto switch 60b is turned on while the vehicle system is activated. Each control step described in the flowchart of each figure is various function implementation units of the air conditioning control device 50 .

First, in step S1 of FIG. 3, initialization of flags, timers, etc. configured by the memory circuit of the air conditioning control device 50, initial alignment of the electric actuator (specifically, the stepping motor), etc. is performed. done. In the initialization of step S1, among the flags and the calculated values, there are some values that were stored when the vehicle air conditioner was stopped last time or when the vehicle system was terminated.

For example, in the present embodiment, the value of trip counter Tcnt is read. The trip counter Tcnt is a memory that stores how many times the vehicle has traveled in the past, when one travel is defined as from the start to the stop of the vehicle system.

Next, in step S2, an operation signal or the like of the operation panel 60 is read, and the process proceeds to step S3. In the subsequent step S3, the signal of the vehicle environmental condition used for air conditioning control, that is, the detection signal of the sensor group described above is read. Furthermore, in step S3, detection signals from the sensor group connected to the input side of the vehicle control device 80 and control signals output from the vehicle control device 80 are read from the vehicle control device 80. FIG.

Next, in step S4, using the following formula F1, a target blowout temperature TAO is calculated as the target temperature of the blown air blown into the passenger compartment.
TAO=Kset×Tset−Kr×Tr−Kam×Tam−Ks×Ts+C (F1)
Tset is the vehicle interior target temperature set by the temperature setting switch 60g. Tr is the internal temperature detected by the internal air sensor 51 . Tam is the outside air temperature detected by the outside air sensor 52 . Ts is the amount of solar radiation detected by the solar radiation sensor 53 . Kset, Kr, Kam, and Ks are control gains, and C is a correction constant.

Next, in step S5, the open/close state of the air conditioning electromagnetic valve 14a is determined. In step S5, based on the operation signal of the air conditioner switch 60a read in step S2, when the air conditioning evaporator 16 is required to cool the air conditioning blow air, the air conditioning solenoid valve 14a is turned on. open.

Next, in step S6, the amount of air-conditioning air blown by the air-conditioning blower 32 and the amount of cooling air blown by the cooling blower 42 are determined.

The amount of air blown by the air-conditioning blower 32 is determined based on the target air temperature TAO. Specifically, as shown in the control characteristic diagram of FIG. 4, in the extremely low temperature range (maximum cooling range) and the extremely high temperature range (maximum heating range) of the target outlet temperature TAO, the air conditioning blower applied to the air conditioning blower 32 Let the voltage be the maximum value (MAX), and let the air blowing volume of the air conditioning blower 32 be the maximum air volume.

When the target blowing temperature TAO rises from the cryogenic temperature range toward the intermediate temperature range, the blower voltage for air conditioning is reduced in accordance with the rise in the target blowing temperature TAO, and the blowing volume of the blower 32 for air conditioning is reduced. When the target blowing temperature TAO decreases from the extremely high temperature range toward the intermediate temperature range, the blower voltage for air conditioning is reduced in accordance with the decrease in the target blowing temperature TAO, and the blowing volume of the blower for air conditioning 32 is reduced.

When the target air temperature TAO falls within a predetermined intermediate temperature range, the blower voltage for air conditioning is set to the minimum value (min), and the blowing volume of the blower for air conditioning 32 is set to the minimum air volume.

In addition, regarding the blowing volume of the cooling fan 42, regardless of the target blowing temperature TAO or the battery temperature TB, the cooling blower voltage to be applied to the cooling fan 42 is set as a predetermined reference voltage. is taken as the reference air volume. The reference air volume of the cooling fan 42 is set to be equal to or less than the minimum air volume of the air conditioning fan 32 .

Therefore, the amount of air blown by the cooling blower 42 is less than or equal to the amount of air blown by the air conditioning blower 32 . In other words, the air volume of the cooling air that exchanges heat with the low-pressure refrigerant in the cooling evaporator (in this embodiment, the total air volume that exchanges heat in the right battery evaporator 19a and the left battery evaporator 19b) is It is equal to or less than the amount of air for air-conditioning that exchanges heat with the low-pressure refrigerant in the evaporator for air-conditioning.

Next, in step S7, the suction port mode is determined. Details of step S7 will be described with reference to FIG.

First, in step S71, it is determined whether the battery temperature TB is higher than a predetermined reference allowable temperature KTBmax (49° C. in this embodiment). If it is determined in step S71 that the battery temperature TB is higher than the reference allowable temperature KTBmax, the process proceeds to step S72. If it is determined in step S71 that the battery temperature TB is not higher than the reference allowable temperature KTBmax, the process proceeds to step S76.

Here, the reference permissible temperature KTBmax is set to a temperature at which it is necessary to cool the battery 70 in order to suppress deterioration of the battery 70 when the battery temperature TB is higher than the reference permissible temperature KTBmax. there is

In step S72, it is determined whether or not the outside air temperature Tam is equal to or lower than a predetermined reference antifogging temperature KTamd (15° C. in this embodiment). If it is determined in step S72 that the outside air temperature Tam is lower than the reference antifogging temperature KTamd, the process proceeds to step S73. If it is determined in step S72 that the outside air temperature Tam is not equal to or lower than the reference antifogging temperature KTamd, the process proceeds to step S76.

Here, the reference anti-fogging temperature KTamd is set at a temperature at which the front windshield tends to fog up when the outside air temperature Tam is equal to or lower than the reference anti-fogging temperature KTamd (15° C. in this embodiment). ing.

In step S73, it is determined whether or not the air-conditioning evaporator temperature TE is higher than the target air-conditioning evaporator temperature TEO determined in step S11, which will be described later. If it is determined in step S73 that the air-conditioning evaporator temperature TE is higher than the target air-conditioning evaporator temperature TEO, the process proceeds to step S74. If it is determined in step S73 that the air-conditioning evaporator temperature TE is not higher than the target air-conditioning evaporator temperature TEO, the process proceeds to step S76.

Here, when the air-conditioning evaporator temperature TE is higher than the target air-conditioning evaporator temperature TEO, the air-conditioning blast air is not sufficiently cooled in the air-conditioning evaporator 16, and the air-conditioning blast air Air dehumidification tends to be insufficient.

At step S74, it is determined whether or not the battery cooling operation determined at step S14, which will be described later, is permitted. If it is determined in step S74 that the battery cooling operation is permitted, the process proceeds to step S75. If it is determined in step S74 that the battery cooling operation is not permitted, the process proceeds to step S76.

Therefore, when proceeding to step S75, it is necessary to cool the battery 70, the front windshield tends to fog up, and the dehumidification of the air for air conditioning is insufficient. is permitted.

Therefore, in step S75, a control signal to be output to the electric actuator 33e for the inside/outside air switching device is determined so that the outside air rate becomes 100%, and the process proceeds to step S8. By setting the outside air ratio to 100%, the inside of the vehicle can be ventilated, and window fogging on the inner surface of the window glass can be suppressed.

In step S76, it is determined whether or not the outside air temperature Tam is higher than a predetermined reference high temperature outside air temperature KTamh (35° C. in this embodiment). If it is determined in step S76 that the outside air temperature Tam is higher than the reference high temperature outside air temperature KTamh, the process proceeds to step S79. If it is determined in step S76 that the outside air temperature Tam is not higher than the reference high temperature outside air temperature KTamh, the process proceeds to step S77.

In step S77, it is determined whether or not the refrigerant circuit has been switched to the air conditioning battery cycle. If it is determined in step S77 that the refrigerant circuit has been switched to the air conditioning battery cycle, the process proceeds to step S79. If it is determined in step S77 that the refrigerant circuit has not been switched to the air conditioning battery cycle, the process proceeds to step S78.

At step S78, as shown in the control characteristic diagram shown at step S78 in FIG. 5, a control signal to be output to the electric actuator 33e for the inside/outside air switching device is determined, and the process proceeds to step S8. In step S78, a control signal to be output to the electric actuator 33e for the inside/outside air switching device is determined so as to increase the outside air ratio as the target blowing temperature TAO rises.

In step S79, a control signal to be output to the electric actuator 33e for the inside/outside air switching device is determined so that the outside air ratio becomes 0%, and the process proceeds to step S8. According to this, the inside air having a relatively low temperature is introduced into the air-conditioning evaporator 16, and the temperature rise of the air-conditioning air blown out from the air-conditioning evaporator 16 can be mitigated.

Next, in step S8, the outlet mode is determined. The outlet mode is determined based on the target outlet temperature TAO. Specifically, as the target blowing temperature TAO rises from the low temperature range to the high temperature range, the face mode, bilevel mode, and foot mode are switched in this order. Therefore, it is likely that the face mode is mainly selected in summer, the bi-level mode is mainly selected in spring and autumn, and the foot mode is mainly selected in winter.

Further, when the passenger manually operates the outlet mode selector switch 60d to change the outlet mode, the passenger's operation is given priority over the outlet mode determined in step S8.

Next, in step S9, the energized state of the water heater 22 is determined. Details of step S9 will be described with reference to FIGS. 6 and 7. FIG.

In step S9, as shown in the control characteristic diagram of FIG. 6, the operation of the water heater 22 is controlled based on the temperature difference ΔTW (ΔTW=TWO−TW) obtained by subtracting the heat medium temperature TW from the target heat medium temperature TWO. do. Specifically, when the temperature difference ΔTW is in the process of increasing, when the temperature difference ΔTW becomes equal to or greater than the reference upper limit temperature difference KΔTW1 (3° C. in this embodiment), the water heating heater 22 is switched from non-energized to energized. (ON in FIG. 6).

When the temperature difference ΔTW is in the process of decreasing, when the temperature difference ΔTW becomes equal to or greater than the reference lower limit temperature difference KΔTW2 (0° C. in this embodiment), the water heater 22 is switched from being energized to being de-energized (in FIG. 6, , OFF). The difference between the reference upper limit temperature difference KΔTW1 and the reference lower limit temperature difference KΔTW2 is a hysteresis width for preventing control hunting.

Also, the target heat medium temperature TWO is determined with reference to a control map stored in advance in the air conditioning control device 50 . In this embodiment, as shown in the control characteristic diagram of FIG. 7, the target heat medium temperature TWO is determined to be increased as the target blowing temperature TAO increases.

Next, in step S10, the operating state of the water pump 21 is determined. Details of step S10 will be described with reference to FIG.

First, in step S101, it is determined whether or not the heat medium temperature TW is higher than the air-conditioning evaporator temperature TE. When it is determined in step S101 that the heat medium temperature TW is higher than the air-conditioning evaporator temperature TE, the process proceeds to step S102. If it is determined in step S101 that the heat medium temperature TW is not higher than the air-conditioning evaporator temperature TE, the process proceeds to step S104.

In step S102, it is determined whether the air-conditioning blower 32 is operating. If it is determined in step S102 that the air-conditioning blower 32 is operating, the process proceeds to step S103. If it is determined in step S102 that the air-conditioning blower 32 is not operating, the process proceeds to step S104.

In step S103, it is determined to operate the water pump 21, and the process proceeds to step S11. In step S104, it is decided to stop the water pump 21, and the process proceeds to step S11.

Next, in step S11, the target opening degree SW of the air mix door 34 is calculated using the following formula F2.
SW=(TAO−TE)/(TW−TE)×100(%) (F2)
The air-conditioning evaporator temperature TE is the air-conditioning evaporator temperature detected by the air-conditioning evaporator temperature sensor 55 . The heat medium temperature TW is the heat medium temperature detected by the water temperature sensor 58 .

In the formula F2, when SW=0%, the air mix door 34 is displaced to the maximum cooling position. That is, the air mix door 34 is displaced to a position in which the cold air bypass passage 35 is fully opened and the air passage on the heater core 23 side is fully closed.

Further, in the formula F2, when SW=100%, the air mix door 34 is displaced to the maximum heating position. In other words, the air mix door 34 is displaced to a position where the cool air bypass passage 35 is fully closed and the air passage on the heater core 23 side is fully opened.

In this embodiment, as described in step S9, it is determined that the target heat medium temperature TWO is increased as the target blowing temperature TAO increases. Furthermore, the target heat medium temperature TWO is determined such that the target opening degree SW becomes approximately 100% when the heat medium temperature TW rises to the target heat medium temperature TWO.

According to this, when the occupant manually operates the temperature setting switch 60g to lower the passenger compartment target temperature Tset, by lowering the target opening degree SW, the temperature of the conditioned air blown out into the passenger compartment is reduced. can be rapidly reduced.

Next, in step S12, a target air-conditioning evaporator temperature TEO and a target cooling evaporator temperature TEOB are determined. Details of step S12 will be described with reference to FIG.

First, in step S201, a first provisional target air-conditioning evaporator temperature f(TAO) is determined. Specifically, in step S201, as shown in the control characteristic diagram described in step S201 of FIG. It decides to raise it, and it progresses to step S202.

In step S202, a second provisional target air-conditioning evaporator temperature f (outside air temperature) is determined. Specifically, in step S202, as shown in the control characteristic diagram described in step S202 of FIG. It decides to raise, and advances to step S203.

In step S203, the smaller of the first temporary target air-conditioning evaporator temperature f (TAO) and the second temporary target air-conditioning evaporator temperature f (outside air temperature) is determined as the target air-conditioning evaporator temperature TEO. Then, the process proceeds to step S204.

In step S204, the target cooling evaporator temperature TEOB is determined. Specifically, in step S204, as shown in the control characteristic chart shown in step S204 of FIG. 9, it is determined to raise the target cooling evaporator temperature TEOB as the outside air temperature Tam rises. , the process proceeds to step S13.

Next, in step S13, the refrigerant discharge capacity of the compressor 11 (specifically, the rotation speed of the compressor 11) is determined. The determination of the compressor rotation speed in step S13 is not performed at each control period τ at which the main routine of FIG. 3 is repeated, but at predetermined control intervals (one second in this embodiment). Details of step S13 will be described with reference to FIGS. 10 to 12. FIG.

First, in step S301, the change amount Δf_C of the rotation speed of the compressor 11 corresponding to the refrigerant circuit is determined, and the process proceeds to step S302.

Specifically, in step S301, when the refrigerant circuit is switched to the battery only cycle, the temperature obtained by subtracting the representative temperature of the cooling evaporator from the target cooling evaporator temperature TEOB determined in step S204 Calculate the deviation En. Further, the deviation change rate Edot (Edot=En-(En-1)) is calculated by subtracting the deviation En-1 calculated last time from the deviation En calculated this time.

Then, using the temperature deviation En and the deviation change rate Edot, fuzzy inference based on the membership functions and rules for the single battery cycle pre-stored in the air conditioning control device 50 is performed to determine the change in rotation speed relative to the previous compressor rotation speed. Determine the quantity Δf_C.

Here, in the present embodiment, the average value of the right cooling evaporator temperature TEBR and the left cooling evaporator temperature TEBL, or any one of them, is used as the representative temperature of the cooling evaporator. Therefore, an error may occur between the representative temperature and the actual temperature of the cooling evaporator. However, since the cooling evaporator cools the cooling blast air, even if there is a certain amount of error, it does not adversely affect battery cooling and the passenger's air conditioning feeling. .

Further, when the refrigerant circuit is switched to the air conditioning single cycle or the air conditioning battery cycle, the temperature deviation En is calculated by subtracting the air conditioning evaporator temperature TE from the target air conditioning evaporator temperature TEO determined in step S203. do. Further, the deviation change rate Edot (Edot=En-(En-1)) is calculated by subtracting the deviation En-1 calculated last time from the deviation En calculated this time.

Then, using the temperature deviation En and the deviation change rate Edot, fuzzy inference based on the membership functions and rules for the single air conditioning cycle or the air conditioning battery cycle pre-stored in the air conditioning control device 50 is used to calculate the previous compressor rotation speed. is obtained.

When the refrigerant circuit is switched to the air conditioning single cycle or the air conditioning battery cycle, the air conditioning evaporator temperature TE can be fed back in order to determine the rotational speed variation Δf_C. Since the air-conditioning evaporator temperature TE is the same value as the temperature of the air-conditioning air blown out from the air-conditioning evaporator 16, the air-conditioning evaporator temperature TE can be appropriately adjusted without causing overshoot or the like. can.

In step S302, the upper limit value correction amount f (battery temperature) for the upper limit value of the rotational speed of the compressor 11 is determined, and the process proceeds to step S303.

Here, when the refrigerant circuit is switched to the air conditioning single cycle, it is not necessary to flow the refrigerant into the cooling evaporators (that is, the right battery evaporator 19a and the left battery evaporator 19b). Therefore, when the refrigerant circuit is switched to the air-conditioning single cycle, the upper limit value of the rotation speed of the compressor 11 is set so that the compressor 11 can exhibit efficiency equal to or higher than a predetermined value while suppressing vibration and noise. A decision is desirable.

On the other hand, when the refrigerant circuit is switched to the air conditioning battery cycle, the refrigerant must flow not only into the air conditioning evaporator 16 but also into the cooling evaporator. Therefore, if the upper limit of the rotation speed of the compressor 11 is determined in the same manner as in the air conditioning single cycle, the flow rate of the refrigerant flowing into the air conditioning evaporator 16 is reduced, and the air conditioning blow air can be cooled to the desired temperature. It may become impossible.

Therefore, when the refrigerant circuit is switched to the air-conditioning battery cycle, the number of revolutions of the compressor 11 is set to It is necessary to determine the upper limit. In other words, when the refrigerant circuit is switched to the air conditioning battery cycle, it is necessary to increase the upper limit value of the rotation speed of the compressor 11 more than when it is switched to the air conditioning single cycle.

Therefore, in step S302, as shown in the control characteristic diagram described in step S302 of FIG. 10, the upper limit value correction amount f (battery temperature) is determined to increase as the battery temperature TB rises. Furthermore, in step S302, it is determined to decrease the upper limit value correction amount f (battery temperature) as the vehicle speed decreases. This is because the amount of heat generated by the battery 70 decreases as the vehicle speed decreases.

Furthermore, by increasing the upper limit value correction amount f (battery temperature) as the battery temperature TB rises, the air conditioning evaporator temperature TE can be quickly brought closer to the target air conditioning evaporator temperature TEO. Therefore, the battery cooling operation is more likely to be permitted, as will be described in step S404, which will be described later. As a result, the temperature rise of battery 70 can be suppressed.

In step S303, the upper limit value of the rotation speed of the compressor 11 based on the air conditioning battery requirement (hereinafter referred to as the air conditioning battery requirement upper limit value) is determined according to the refrigerant circuit and the vehicle speed, and the process proceeds to step S304. Therefore, step S<b>303 is an upper limit value determination unit that determines the upper limit value of the refrigerant discharge capacity of the compressor 11 .

Specifically, in step S303, as shown in the chart of FIG. 13, when the refrigerant circuit is switched to the battery-only cycle, the air-conditioning battery requirement increases as the battery temperature TB rises regardless of the vehicle speed. Decide to increase the upper limit. This is because as the battery temperature TB rises, the amount of heat generated by the battery 70 increases, and the flow rate of coolant required to cool the battery 70 increases.

Further, when the refrigerant circuit is switched to the air conditioning single cycle and the vehicle speed is equal to or lower than a predetermined reference vehicle speed (25 km/h in this embodiment), the air conditioning battery requirement upper limit value is set. The first reference upper limit value (3500 rpm in this embodiment) is determined.

When the refrigerant circuit is switched to the air conditioning single cycle and the vehicle speed is higher than the reference vehicle speed, the air conditioning battery requirement upper limit is set to the second reference upper limit (5000 rpm in this embodiment). decide.

Further, when the refrigerant circuit is switched to the air conditioning battery cycle, the upper limit value when the refrigerant circuit is switched to the air conditioning single cycle is used as a base, and the upper limit value correction amount determined in step S302 is used as a base. Add f (battery temperature). Then, a value obtained by adding the upper limit value correction amount f (battery temperature) to the base is determined as the air conditioning battery requirement upper limit value.

More specifically, when the refrigerant circuit is switched to the air conditioning battery cycle and the vehicle speed is equal to or lower than the reference vehicle speed, the upper limit value correction amount f (battery temperature) is added to the first reference upper limit value. is added to determine the air conditioning battery requirement upper limit value. When the refrigerant circuit is switched to the air conditioning battery cycle and the vehicle speed is higher than the reference vehicle speed, the value obtained by adding the upper limit value correction amount f (battery temperature) to the second reference upper limit value is applied to the air conditioning system. Determine the upper limit of battery requirements.

Therefore, in the refrigerating cycle apparatus 10 of the present embodiment, the amount of refrigerant to be charged can be determined based on the switching to the air conditioning battery cycle.

More specifically, if the refrigerant charging amount is determined based on when switching to the air conditioning battery cycle, there is a possibility that the refrigerant will be overcharged when switching to the battery single cycle or air conditioning single cycle. There is In contrast, in the present embodiment, the upper limit value of the rotation speed of the compressor 11 is reduced when switching to the battery single cycle or the air conditioning single cycle, so that an abnormal increase in the refrigerant pressure on the high pressure side can be suppressed. can be done.

In step S304, the upper limit of the rotation speed of the compressor 11 (hereinafter referred to as the NV requirement upper limit) for suppressing noise and vibration of the compressor 11 is determined, and the process proceeds to step S305. Specifically, in step S304, when the vehicle speed is equal to or lower than the reference vehicle speed, the first NV upper limit value (5200 rpm in this embodiment) is determined. When the vehicle speed is higher than the reference vehicle speed, the second NV upper limit value (8600 rpm in this embodiment) is determined.

Here, since the road noise also decreases as the vehicle speed decreases, the occupants are more likely to feel the noise and vibration of the compressor 11 . Therefore, in the present embodiment, the first NV upper limit is set to a value lower than the second NV upper limit.

In step S305, the smaller one of the air conditioning battery requirement upper limit value and the NV requirement upper limit value determined in step S303 is determined as the upper limit value of the rotation speed of the compressor 11, and the process proceeds to step S306.

In step S306, the lower limit of the number of revolutions of the compressor 11 necessary for executing the oil recovery control (hereinafter referred to as the lower limit for oil recovery) is determined, and the process proceeds to step S307. Therefore, step S<b>306 is a lower limit value determination unit that determines the lower limit value of the refrigerant discharge capacity of the compressor 11 . In step S306, the lower limit value for oil recovery is set to a value higher than the lower limit value during normal operation in which oil recovery control is not executed.

Furthermore, in step S306, as shown in the control characteristic diagram described in step S306 of FIG. 10, it is determined to increase the lower limit value for oil recovery as the outside air temperature Tam decreases.

This is because the flow rate of the circulating refrigerant that circulates the cycle decreases as the outside air temperature Tam decreases, so that the refrigerating machine oil stays in the air conditioning evaporator 16, the right battery evaporator 19a, the left battery evaporator 19b, and the like. This is because it becomes easier to Therefore, as the outside air temperature Tam decreases, the oil recovery lower limit value is increased to facilitate the return of the refrigerating machine oil to the compressor 11 from the air conditioning evaporator 16, the right battery evaporator 19a, and the left battery evaporator 19b. are doing.

Furthermore, in step S306, when the refrigerant circuit is switched to the air conditioning battery cycle, the lower limit value for oil recovery is raised more than when the refrigerant circuit is switched to the air conditioning single cycle or the battery single cycle. This is because the air-conditioning battery cycle has more refrigerant paths than the air-conditioning single cycle and the battery single cycle, so the circulating refrigerant flow rate required to return the refrigerating machine oil to the compressor 11 increases.

In step S307 of FIG. 11, the rotation speed correction degree of the compressor 11 when starting cooling of the battery 70 (hereafter referred to as the "raising level") is determined, and the process proceeds to step S308. The raising level is a control flag that is used to determine whether the degree of rotation speed correction of the compressor 11 is "high", "medium" or "low".

In step S307, as shown in the control characteristic diagram described in step S307 in FIG. 11, a determination value (air-conditioning evaporator temperature TE−target air-conditioning evaporator temperature evaporator temperature (TEO) is used to determine the level of padding.

When the judgment value is in the process of increasing, the raising level is switched from "low" to "medium" when the judgment value becomes equal to or higher than the second judgment value (-0.5° C. in this embodiment). Further, when the judgment value becomes equal to or higher than the fourth judgment value (3° C. in this embodiment), the raising level is switched from "medium" to "high".

When the judgment value is in the process of decreasing, the raising level is switched from "high" to "medium" when the judgment value becomes equal to or less than the third judgment value (2° C. in this embodiment). Furthermore, when the judgment value becomes equal to or lower than the first judgment value (−1° C. in this embodiment), the raising level is switched from “medium” to “low”. The difference between the first determination value and the second determination value and the difference between the third determination value and the fourth determination value are hysteresis widths for preventing control hunting.

Therefore, in step S307, as the determination value obtained by subtracting the target air-conditioning evaporator temperature TEO from the air-conditioning evaporator temperature TE (air-conditioning evaporator temperature TE−target air-conditioning evaporator temperature TEO) increases, the raising level in order of "low", "medium" and "high". This is because the air-conditioning evaporator temperature TE fluctuates more when cooling of the battery 70 is started as the air-conditioning evaporator temperature TE increases.

In step S308, based on the raising level determined in step S307, the rotational speed change amount Δf_C determined in step S301 is changed, and the process proceeds to step S309. More specifically, the change in the rotational speed change amount Δf_C in step S308 is such that the current upper limit value of the rotational speed of the compressor 11 determined in step S306 is higher than the previous upper limit value of the rotational speed of the compressor 11. This is done when the rpm is increasing by more than 1000 rpm.

When the current upper limit value of the rotation speed of the compressor 11 is higher than the previous upper limit value of the rotation speed of the compressor 11 by 1000 rpm or more, and the raising level determined in step S307 is "low , the rotational speed change amount Δf_C is not changed. Therefore, the rotational speed change amount Δf_C is maintained at the value determined in step S301.

Further, when the current upper limit value of the rotation speed of the compressor 11 is greater than the previous upper limit value of the rotation speed of the compressor 11 by 1000 rpm or more, and the raising level determined in step S307 is In the case of "medium", the rotational speed change amount Δf_C is changed to 500 rpm. According to the membership functions and rules of the present embodiment, the rotational speed variation Δf_C can be reliably increased by changing the rotational speed variation Δf_C to 500 rpm.

Further, when the current upper limit value of the rotation speed of the compressor 11 is greater than the previous upper limit value of the rotation speed of the compressor 11 by 1000 rpm or more, and the raising level determined in step S307 is In the case of "high", the rotational speed change amount Δf_C is changed to 2000 rpm. In other cases, the rotational speed change amount Δf_C is not changed.

Therefore, in step S308, the number of rotations of the compressor 11 when cooling the battery 70 is started can be rapidly increased as the inflation level increases in the order of "low", "middle" and "high".

In step S309, the upper limit change amount f (refrigerant pressure), which is the upper limit value of the rotational speed change amount Δf_C, is determined, and the process proceeds to step S310. Specifically, in step S309, as shown in the control characteristic diagram described in step S309 of FIG. to decide. This suppresses an abnormal increase in the pressure of the refrigerant on the high pressure side.

In step S310 shown in FIG. 12, the value of the air-conditioning frost formation determination flag indicating whether or not the air-conditioning evaporator 16 is frosted is determined, and the process proceeds to step S311.

In step S310, when the air-conditioning evaporator temperature TE is in the process of decreasing, the air-conditioning evaporator temperature TE becomes equal to or lower than the predetermined first air-conditioning frost formation temperature KTE1 (−1° C. in this embodiment). At this time, the air-conditioning frost formation determination flag changes from "absent" to "present". Further, when the air-conditioning evaporator temperature TE is in the process of increasing, when the air-conditioning evaporator temperature TE reaches or exceeds a predetermined second air-conditioning frost formation temperature KTE2 (0° C. in this embodiment), The air-conditioning frost formation determination flag changes from "present" to "absent".

The difference between the first air-conditioning frost formation temperature KTE1 and the second air-conditioning frost formation temperature KTE2 is a hysteresis width for preventing control hunting.

In step S311, it is determined whether or not the air-conditioning evaporator 16 is frosted using the air-conditioning frost formation determination flag. In step S311, when the air-conditioning frost formation determination flag is "yes", the process proceeds to step S312. In step S311, when the air-conditioning frost formation determination flag is "absent", the process proceeds to step S313.

At step S312, the current rotation speed of the compressor 11 is set to 0 rpm. As a result, refrigerant does not flow into the air-conditioning evaporator 16, and the air-conditioning evaporator 16 is defrosted.

In step S313, the current rotation speed of the compressor 11 is determined, and the process proceeds to step S14. Specifically, in step S313, the smaller value of the rotational speed change amount Δf_C determined in step S308 and the upper limit change amount f (refrigerant pressure) determined in step S309 is is added to the number of rotations of Thereby, the rotation speed of the first temporary compressor is obtained.

Then, the smaller one of the first temporary compressor rotation speed and the upper limit of the rotation speed of the compressor 11 determined in step S305 is set as the second temporary compressor rotation speed. The larger one of the rotation speed of the second temporary compressor and the lower limit value for oil recovery determined in step S306 is determined as the rotation speed of the compressor 11 this time.

Next, in step S14, the operation states of the battery solenoid valve 14b, the right battery expansion valve 18a, and the left battery expansion valve 18b are determined. The determination of the throttle opening degrees of the right battery expansion valve 18a and the left battery expansion valve 18b in step S14 is not performed every control cycle τ in which the main routine of FIG. 2 seconds in the form). Details of step S14 will be described with reference to FIGS. 14 to 25. FIG.

First, in step S401 shown in FIG. 14, it is determined whether or not the battery temperature TB is higher than a predetermined reference battery cooling temperature KTB1 (35° C. in this embodiment). If it is determined in step S401 that the battery temperature TB is higher than the reference battery cooling temperature KTB1, the process proceeds to step S402. If it is determined in step S401 that the battery temperature TB is not higher than the reference battery cooling temperature KTB1, the process proceeds to step S406.

The reference battery cooling temperature KTB1 is set to a temperature at which it is judged desirable to cool the battery 70 when the battery temperature TB is higher than the reference battery cooling temperature KTB1. Therefore, the reference battery cooling temperature KTB1 is set to a temperature lower than the reference allowable temperature KTBmax described in step S71.

In step S406, it is decided to close the battery solenoid valve 14b, and the process proceeds to step S15. This is because the cooling of the battery 70 is not required when the battery temperature TB is equal to or lower than the reference battery cooling temperature KTB1. As a result, no refrigerant is supplied to the cooling evaporator, and battery 70 is not cooled.

In step S402, it is determined whether or not the occupant has requested air conditioning in the passenger compartment. Specifically, in step S402, when the air conditioner switch 60a is turned on (ON), or when the air volume setting switch 60e is used to cause the air conditioning blower 32 to exhibit the air blowing ability, the occupant turns on the air conditioning in the passenger compartment. It is determined that it is required to perform

If it is determined in step S402 that the occupant has not requested air conditioning in the passenger compartment, the process proceeds to step S403. If the occupants do not request that the vehicle interior be air-conditioned, battery cooling can be performed without considering the impact on the vehicle interior air conditioning. Therefore, in step S403, the battery cooling operation is permitted, and the process proceeds to step S405.

Whether the battery cooling operation is permitted or prohibited is stored in a dedicated control flag. This also applies to other control steps.

If it is determined in step S402 that the occupant has requested air conditioning in the passenger compartment, the process proceeds to step S404. When the occupant requests that the vehicle interior be air-conditioned, the vehicle interior is being air-conditioned. Therefore, when battery cooling is performed, when the flow rate of refrigerant flowing into the cooling evaporator increases, the flow rate of refrigerant flowing into the air-conditioning evaporator 16 decreases, and the temperature and humidity of the air-conditioning blast air increase. There is a risk that it will be lost.

That is, if battery cooling is performed at the same time that air conditioning is being performed in the passenger compartment, there is a risk that the air conditioning feeling of the occupant will deteriorate. Therefore, in step S404, as shown in the chart of FIG. 16, it is determined whether or not the battery cooling operation is permitted (that is, permitted or prohibited), and the process proceeds to step S405.

In step S404 shown in FIG. 16, it is determined whether or not the air conditioner mode is switched to the defroster mode by the occupant's operation of the outlet mode selector switch 60d. When the defroster mode is switched to, it is determined whether the environmental conditions of the vehicle are such that the front window glass tends to fog up, that is, whether the anti-fogging request is high or low.

In this embodiment, when the outside air temperature Tam is equal to or lower than the reference anti-fogging temperature KTamd (15° C. in this embodiment), it is determined that window fogging is likely to occur and that the anti-fogging requirement is high. Further, when the outside air temperature Tam is higher than the reference anti-fogging temperature KTamd, it is determined that window fogging is unlikely and the anti-fogging requirement is low.

Then, when the outside air temperature Tam is equal to or lower than the reference anti-fogging temperature KTamd and it is determined that the anti-fogging requirement is high, whether the temperature of the air-conditioning air is low enough to prevent window fogging, That is, the presence or absence of antifogging capability is determined.

Specifically, when the air-conditioning evaporator temperature TE is equal to or lower than the target air-conditioning evaporator temperature TEO, the air-conditioning evaporator 16 has sufficiently cooled the air-conditioning blast air. is sufficiently dehumidified. Therefore, when the air-conditioning evaporator temperature TE is equal to or lower than the target air-conditioning evaporator temperature TEO, it is determined that the antifogging ability is sufficient, and the battery cooling operation is permitted.

Further, when the air-conditioning evaporator temperature TE is higher than the target air-conditioning evaporator temperature TEO, the air-conditioning evaporator 16 is not sufficiently cooling the air-conditioning blast air, and the air-conditioning blast air is not sufficiently cooled. It is determined that sufficient dehumidification is not performed. Therefore, when the air-conditioning evaporator temperature TE is higher than the target air-conditioning evaporator temperature TEO, it is determined that the antifogging capability is insufficient, and the battery cooling operation is prohibited.

However, even if the air-conditioning evaporator temperature TE is higher than the target air-conditioning evaporator temperature TEO, if the battery temperature TB is higher than the reference allowable temperature KTBmax (49° C. in this embodiment), the battery cooling Operation is allowed.

On the other hand, when the outside air temperature Tam is higher than the reference anti-fogging temperature KTamd and it is determined that the anti-fogging requirement is low, the possibility of sudden window fogging is low. Therefore, in this case, the evaporator temperature determination value f2 (evaporator temperature) is used to determine whether or not the antifogging capability is present. The evaporator temperature determination value f2 (evaporator temperature) is a control flag used to determine whether the air-conditioning evaporator temperature TE is "high" or "low".

With the evaporator temperature determination value f2 (evaporator temperature), it is easier to determine that the anti-fogging capability is present, as compared with the case of using the actual air-conditioning evaporator temperature TE.

Specifically, as shown in FIG. 17, when the air-conditioning evaporator temperature TE is in the process of decreasing, the air-conditioning evaporator temperature TE is equal to or lower than the target air-conditioning evaporator temperature TEO plus the correction value β1. , the evaporator temperature determination value f2 (evaporator temperature) becomes "low". When the evaporator temperature determination value f2 (evaporator temperature) is "low", it is determined that the air-conditioning evaporator temperature TE is low and the anti-fogging capability is present. As a result, battery cooling operation is permitted.

Further, when the air-conditioning evaporator temperature TE is in the process of increasing, when the air-conditioning evaporator temperature TE reaches or exceeds the value obtained by adding the correction value β1 and the hysteresis β2 to the target air-conditioning evaporator temperature TEO, the evaporation The evaporator temperature judgment value f2 (evaporator temperature) becomes "high". When the evaporator temperature determination value f2 (evaporator temperature) is "high", it is determined that the air-conditioning evaporator temperature TE is high and the antifogging capability is not available. As a result, the battery cooling operation is prohibited.

However, even if the evaporator temperature determination value f2 (evaporator temperature) is "high", if the battery temperature TB is higher than the reference allowable temperature KTBmax (49°C in this embodiment), the battery cooling Operation is allowed. In FIG. 17, hysteresis β2 is the hysteresis width for preventing control hunting.

Correction value β1 is determined to be a large value as battery temperature TB rises, as shown in FIG. Therefore, as the battery temperature TB rises, it becomes easier to determine that the battery has antifogging capability. This is because the deterioration of the battery 70 is likely to progress as the battery temperature TB increases, so battery cooling is prioritized over ensuring the comfort of the vehicle interior.

As shown in FIG. 19, the hysteresis β2 is determined to have a large value as the air-conditioning evaporator temperature TE rises. When the air-conditioning evaporator temperature TE increases, the air-conditioning evaporator temperature TE tends to fluctuate due to fluctuations in the temperature of the air-conditioning air flowing into the air-conditioning evaporator 16 (so-called intake temperature). Therefore, control hunting is suppressed by increasing the hysteresis β2 as the air-conditioning evaporator temperature TE rises.

Further, even when the mode is not switched to the defroster mode, it is determined whether the anti-fogging request is high or low in the same manner as when the mode is switched to the defroster mode. When the outside air temperature Tam is below the reference anti-fogging temperature KTamd and it is determined that the anti-fogging request is high, the presence or absence of the anti-fogging capability is determined in the same manner as in the case of switching to the defroster mode.

Specifically, when the air-conditioning evaporator temperature TE is equal to or lower than the target air-conditioning evaporator temperature TEO, the temperature of the air-conditioning blast air is low enough to prevent window fogging. It is judged that there is a fogging ability. Therefore, battery cooling operation is permitted.

Further, when the air-conditioning evaporator temperature TE is higher than the target air-conditioning evaporator temperature TEO, the temperature of the air-conditioning blast air is not low enough to prevent window fogging, and the anti-fogging ability is sufficient. It is determined that there is no Therefore, the battery cooling operation is prohibited. However, when the battery temperature TB is equal to or higher than the reference allowable temperature KTBmax, the battery cooling operation is permitted.

On the other hand, if the outside air temperature Tam is higher than the reference anti-fogging temperature KTamd and it is determined that the anti-fogging requirement is low, permission or prohibition of the battery cooling operation is determined based on the comfort in the passenger compartment. To determine comfort, the inside air temperature determination value f1 (battery temperature) and the evaporator temperature determination value f2 (evaporator temperature) are used. The internal air temperature determination value f1 (battery temperature) is a control flag used to determine whether the internal air temperature Tr is "high" or "low".

Specifically, as shown in FIG. 20, when the internal temperature Tr is in the process of decreasing, the internal temperature Tr is adjusted by adding a correction value α1 to a predetermined reference internal temperature KTr (30° C. in this embodiment). When the inside air temperature judgment value f1 (battery temperature) becomes equal to or lower than the predetermined value, the inside air temperature determination value f1 (battery temperature) changes from "high" to "low". When the internal air temperature determination value f1 (battery temperature) is "low", it is determined that the internal air temperature Tr is low and the vehicle interior is highly comfortable.

Further, when the inside temperature Tr is in the process of increasing, when the inside temperature Tr becomes equal to or higher than the value obtained by adding the correction value α1 and the hysteresis α2 (2° C. in this embodiment) to the reference inside temperature KTr, the internal The air temperature determination value f1 (battery temperature) changes from "low" to "high". When the internal temperature determination value f1 (battery temperature) is "high", it is determined that the internal temperature Tr is high and the comfort in the vehicle interior is low.

Correction value α1 is determined to be a large value as battery temperature TB rises, as shown in FIG. Therefore, as the battery temperature TB rises, it becomes easier to determine that the comfort level is high. This is because the deterioration of the battery 70 is likely to progress as the battery temperature TB increases, so battery cooling is prioritized over ensuring the comfort of the vehicle interior.

Furthermore, comfort in the passenger compartment is determined using the evaporator temperature determination value f2 (evaporator temperature). This determination is substantially the same as the determination of the presence or absence of antifogging capability that is performed when switching to the defroster mode.

Specifically, when the evaporator temperature determination value f2 (evaporator temperature) is "low", it is determined that the air-conditioning evaporator temperature TE is low and the vehicle interior is highly comfortable. Further, when the evaporator temperature determination value f2 (evaporator temperature) is "high", it is determined that the air-conditioning evaporator temperature TE is high and the comfort in the passenger compartment is low.

Then, when both the comfort determination using the inside air temperature determination value f1 (battery temperature) and the comfort determination using the evaporator temperature determination value f2 (evaporator temperature) are determined to be high allows battery cooling operation.

Also, in at least one of the comfort determination using the inside air temperature determination value f1 (battery temperature) and the comfort determination using the evaporator temperature determination value f2 (evaporator temperature), the comfort is determined to be low. , it determines whether to permit or prohibit the battery cooling operation based on the elapsed time determination value f3 (battery temperature).

Specifically, as shown in FIG. 22, when the elapsed time from the start of the vehicle system is equal to or longer than the reference elapsed time TIMER, the elapsed time determination value f3 (battery temperature) is permitted, and the battery cooling operation is permitted. is allowed. Further, when the elapsed time from the startup of the vehicle system does not exceed the reference elapsed time TIMER, the elapsed time determination value f3 (battery temperature) is prohibited, and the battery cooling operation is prohibited.

As a result, even if the battery cooling operation is not permitted for a long period of time, such as when the passenger opens the window, the battery cooling operation can be reliably performed according to the elapsed time from the start of the vehicle system. can be allowed.

Furthermore, the reference elapsed time TIMER is set to a shorter time as the battery temperature TB rises, as shown in FIG. Therefore, as the battery temperature TB rises, battery cooling can be permitted in a short period of time, and deterioration of the battery 70 can be effectively suppressed.

In step S405 of FIG. 14, it is determined whether or not the battery cooling operation is permitted. If it is determined in step S405 that the battery cooling operation is not permitted (that is, the battery cooling operation is prohibited), the process proceeds to step S406. If it is determined in step S405 that the battery cooling operation is permitted, the process proceeds to step S407. In step S407, it is determined to open the battery solenoid valve 14b, and the process proceeds to step S408.

Here, the case where the air conditioning single cycle is switched to the air conditioning battery cycle by determining to open the battery solenoid valve 14b in step S407 will be considered.

In the refrigeration cycle device 10 in this case, the flow rate of refrigerant flowing into the cooling evaporator increases rapidly, and the flow rate of refrigerant flowing into the air conditioning evaporator 16 connected in parallel to the cooling evaporator may suddenly decrease. There is As a result, there is a possibility that cooling of the air-conditioning blast air in the air-conditioning evaporator 16 will be insufficient.

Therefore, in the present embodiment, in the following control steps, gradual change control is executed to gradually increase the flow rate of the refrigerant flowing into the cooling evaporator over time.

First, in step S408, it is determined whether the closed state of the battery solenoid valve 14b changes to the open state by opening the battery solenoid valve 14b in step S407. If it is determined in step S408 that the battery solenoid valve 14b changes from the closed state to the open state, the process proceeds to step S409.

In step S409, it is determined whether or not the refrigerant circuit has been switched from the air conditioning single cycle to the air conditioning battery cycle by determining to open the battery solenoid valve 14b in step S407. If it is determined in step S409 that the refrigerant circuit has been switched from the air conditioning single cycle to the air conditioning battery cycle, the process proceeds to step S410.

In step S410, the time for executing the gradual change control (hereinafter referred to as time limit LTop) is determined, and the process proceeds to step S411. In step S410, as shown in the control characteristic diagram of FIG. 24, the time limit LTop during normal operation in which oil recovery control is not executed and the time limit LTop during oil recovery control are determined. Therefore, step S410 is a time limit determination unit. Further, the time of oil recovery control is the time of execution of oil recovery control.

The time limit LTop during normal operation is determined so that the time limit LTop increases as the outside air temperature Tam rises. This is because the amount of heat released by the high-pressure refrigerant in the condenser 12 decreases as the outside air temperature Tam rises, and the time required to lower the temperature of the cooling evaporator increases. In addition, it is likely that the temperature of the cooling evaporator will unnecessarily decrease as the outside air temperature Tam decreases.

The time limit LTop during oil recovery control is determined so that the time limit LTop becomes shorter as the outside air temperature Tam rises. This is because the refrigerating machine oil is less likely to remain in the air conditioning evaporator 16, the right battery evaporator 19a, the left battery evaporator 19b, and the like as the outside air temperature Tam rises.

In step S411, the maximum throttle opening (hereinafter referred to as the limit opening LDop) of the cooling flow rate adjusting section (ie, the right battery expansion valve 18a and the left battery expansion valve 18b) during the gradual change control is determined. , the process proceeds to step S412. In step S411, as shown in the control characteristic diagram of FIG. 25, the limit opening degree LDop for normal operation and the limit opening degree LDop for oil recovery control are determined. Therefore, step S411 is a limit opening determination unit.

The limited opening degree LDop is defined as an opening degree ratio with respect to when the cooling flow rate adjusting section is fully opened (that is, 100%).

The limit opening degree LDop during normal operation is determined so that the limit opening degree LDop increases as the outside air temperature Tam rises. This is because the amount of heat released by the high-pressure refrigerant in the condenser 12 decreases as the outside air temperature Tam rises, and the time required to lower the temperature of the cooling evaporator increases. In addition, it is likely that the temperature of the cooling evaporator will unnecessarily decrease as the outside air temperature Tam decreases.

The limit opening degree LDop during oil recovery control is determined so that the limit opening degree LDop decreases as the outside air temperature Tam rises. This is because the refrigerating machine oil is less likely to stay in the air conditioning evaporator 16, the right battery evaporator 19a, and the left battery evaporator 19b as the outside air temperature Tam rises. Furthermore, with respect to the limited opening degree LDop during oil recovery control, at least the refrigerating machine oil remaining in the air conditioning evaporator 16, the right battery evaporator 19a, and the left battery evaporator 19b can be returned to the compressor 11. Decide within limits.

In step S412, the throttle opening degree ODop of the cooling flow rate adjusting unit during gradual change control is determined, and the process proceeds to step S414. In step S412, the throttle opening degree ODop is changed according to the switching elapsed time Top after it is determined that the battery solenoid valve 14b has changed from the closed state to the open state.

Specifically, in step S412, the throttle opening degree ODop of the cooling flow rate adjusting unit is increased within a range equal to or less than the limit opening degree LDop. Further, in step S412, the amount of increase in the degree of aperture opening ODop per unit time is set to a predetermined reference amount of increase (in this embodiment, the amount of increase per second is 0.1% of the maximum opening). , to increase the throttle opening degree ODop of the cooling flow rate adjusting unit.

Then, if the aperture opening ODop reaches the limit opening LDop before the switching elapsed time Top reaches the limit time LTop, the aperture opening ODop is kept at the limit opening until the switching elapsed time Top reaches the limit time LTop. Maintained in LDop. Further, when the switching elapsed time Top reaches the limit time LTop, the gradual change control is ended regardless of the aperture opening ODop. That is, the limit opening LDop is set to 100%.

On the other hand, if it is determined in step S408 that the battery solenoid valve 14b has not changed from the closed state to the open state, the process proceeds to step S413. If it is determined in step S409 that the refrigerant circuit has not been switched from the air conditioning single cycle to the air conditioning battery cycle, the process proceeds to step S413. If the process proceeds to step S413, the limit opening degree LDop is set to 100% because there is no need to execute the gradual change control.

In step S414 shown in FIG. 15, it is determined whether oil recovery control is being executed. If it is determined in step S414 that the oil recovery control is being executed, the process proceeds to step S415. When it is determined in step S414 that the oil recovery control is not being executed, the process proceeds to step S416.

In steps S415 and S416, the value of the frost formation determination flag is determined, and the process proceeds to step S417. The frost formation determination flag stores "presence" when it is determined that the cooling evaporator is frosted. Further, when it is determined that the cooling evaporator is not frosted, "None" is stored.

In step S415, when the lowest temperature TEBmin of the cooling evaporator temperature is in the process of decreasing, when the lowest temperature TEBmin becomes a predetermined first reference frosting temperature KTEB1 (-5° C. in this embodiment) or lower. Then, the frost formation determination flag changes from "absent" to "present". Further, when the minimum temperature TEBmin of the cooling evaporator temperature is in the process of increasing, when the minimum temperature TEBmin reaches a predetermined second reference frost formation temperature KTEB2 (−3° C. in this embodiment) or higher, The frost formation determination flag changes from "present" to "absent".

The difference between the first reference frost formation temperature KTEB1 and the second reference frost formation temperature KTEB2 is a hysteresis width for preventing control hunting.

In step S416, when the minimum temperature TEBmin is in the process of decreasing, a frost formation judgment flag changes from “no” to “yes”. Further, when the minimum temperature TEBmin of the cooling evaporator temperature is in the process of rising, when the minimum temperature TEBmin reaches a predetermined fourth reference frost formation temperature KTEB4 (0° C. in this embodiment) or higher, The frost determination flag changes from "present" to "absent".

The difference between the third reference frost formation temperature KTEB3 and the fourth reference frost formation temperature KTEB4 is a hysteresis width for preventing control hunting.

Further, in the present embodiment, the lower one of the right cooling evaporator temperature TEBR and the left cooling evaporator temperature TEBL is set as the lowest temperature TEBmin of the cooling evaporator temperature.

Furthermore, the first reference frosting temperature KTEB1 is set to a temperature lower than the third reference frosting temperature KTEB3. The second reference frosting temperature KTEB2 is set to a temperature lower than the fourth reference frosting temperature KTEB4. Therefore, during execution of the oil recovery control, the frost formation determination flag is less likely to be set to "present" than during normal operation.

In step S417, a frost formation determination flag is used to determine whether or not the cooling evaporator is frosted. In step S417, when the frost formation determination flag is "yes", the process proceeds to step S418. In step S418, the cooling flow rate adjusting units (that is, the right battery expansion valve 18a and the left battery expansion valve 18b) are fully closed (0%). As a result, the refrigerant does not flow into the cooling evaporator, and the cooling evaporator is defrosted.

In step S417, when the frost formation determination flag is "no", the process proceeds to step S419. In step S419, the right throttle opening ODR of the right battery expansion valve 18a is determined, and the process proceeds to step S420. The right throttle opening degree ODR is determined so that the right superheat degree SHBR of the refrigerant on the outlet side of the right battery evaporator 19a approaches a predetermined target cooling side superheat degree SHBO (10° C. in this embodiment). .

Specifically, in step S419, the right change amount fR (right superheating degree) of the right aperture opening ODR is determined. In this embodiment, as shown in the control characteristic chart shown in step S419 of FIG. Along with this, it is determined to increase the right variation fR (right superheat).

Further, in step S419, the value obtained by adding the right side change amount fR (right superheating degree) to the previous right side aperture opening degree ODR, and the aperture opening degree ODop during the gradual change control during normal operation determined in step S412. Of these, the smaller value is taken as the right aperture opening degree ODR.

In step S420, the left throttle opening ODL of the left battery expansion valve 18b is determined, and the process proceeds to step S15. The left aperture opening ODL is basically determined to be the same value as the right aperture opening ODR. That is, the left aperture opening ODL is determined in synchronization with the determination of the right aperture opening ODR so as to have the same amount of increase or decrease as the right aperture opening ODR.

However, when the left superheat SHBL and the right superheat SHBR of the refrigerant on the outlet side of the left battery evaporator 19b diverge, the throttle opening of the left battery expansion valve 18b is corrected. Specifically, in step S420, as shown in the control characteristic diagram described in step S420 of FIG. 15, the left side correction amount is increased as the value obtained by subtracting the right side superheat SHBR from the left side superheat SHBL increases. decide to let

Further, in step S420, the value obtained by adding the right side change amount fR (right side superheating degree) and the left side correction amount to the previous right side aperture opening degree ODR, and the value during the gradual change control during normal operation determined in step S412. The smaller one of the aperture opening degrees ODop is taken as the left aperture opening degree ODL. Right superheat SHBR and left superheat SHBL are derived from right cooling evaporator temperature TEBR, left cooling evaporator temperature TEBL and cooling evaporator pressure PEB.

Next, in step S15, the operation rate of the outside air fan 12a (that is, the blowing amount of outside air) is determined. The amount of air blown by the outside air fan 12a is determined based on the refrigerant pressure Ph on the high pressure side. Specifically, as shown in the control characteristic diagram of FIG. 26, the operation rate of the outside air fan 12a is increased as the refrigerant pressure Ph increases, thereby increasing the amount of air blown.

Next, in step S16, control signals and control voltages are output from the air conditioning control device 50 to various devices to be controlled so that the control states determined in steps S5 to S15 are obtained. Next, in step S17, the process waits for the control period τ (250 ms in this embodiment), and when it is determined that the control period τ has elapsed, the process returns to step S2.

Here, in a refrigeration cycle device in which refrigerating machine oil is mixed in the refrigerant as in the present embodiment, refrigerating machine oil may remain in the refrigerant circuit. In particular, the refrigerating machine oil tends to stay in the air-conditioning evaporator 16, the right battery evaporator 19a, and the left battery evaporator 19b, which evaporate the liquid-phase refrigerant. Such retention of refrigerating machine oil reduces the heat exchange performance of the air conditioning evaporator 16, the right battery evaporator 19a, and the left battery evaporator 19b.

Therefore, in the vehicle air conditioner 1 of the present embodiment, the refrigerating machine oil remaining in the air conditioning evaporator 16, the right battery evaporator 19a, the left battery evaporator 19b, etc. of the refrigeration cycle device 10 is returned to the compressor 11. oil recovery control can be executed for Oil recovery control will be described with reference to FIG. The control processing for oil recovery control shown in FIG. 27 is executed in parallel with the control processing of the main routine shown in FIG.

In the control processing for the oil recovery control, the oil recovery control is prohibited when the anti-fogging condition in which the anti-fogging of the vehicle interior is prioritized over the execution of the oil recovery control is established. First, in step S801, the air-conditioning elapsed time ACT from the start of the air-conditioning operation for cooling the air-conditioning blast air in the air-conditioning evaporator 16 is within a predetermined reference air-conditioning execution time KACT1 (120 seconds in this embodiment). It is determined whether or not

Here, when the air conditioning operation is started is when the air conditioner switch 60a is turned on (turned on) from a non-turned off (off) state. That is, when the air conditioning operation is started is when the air conditioning electromagnetic valve 14a changes from the closed state to the open state. Therefore, if the air conditioner switch 60a is already turned on when the vehicle system is activated, the time when the vehicle system is activated is the time when the air conditioning operation is started.

The reference air-conditioning execution time KACT1 is determined as the time required from the start of the air-conditioning operation until the temperature of the air-conditioning blow air drops to a temperature that enables comfortable air-conditioning in the passenger compartment and stabilizes. In other words, the reference air-conditioning execution time KACT1 is determined as the time required for the air-conditioning evaporator temperature TE to reach the target air-conditioning evaporator temperature TEO and stabilize.

It should be noted that stabilizing the air-conditioning evaporator temperature TE means that the amount of change per unit time is equal to or less than a predetermined reference amount of change.

If it is determined in step S801 that the air conditioning elapsed time ACT is within the reference air conditioning execution time KACT1, the process proceeds to step S802. If it is determined in step S801 that the air conditioning elapsed time ACT is not within the reference air conditioning execution time KACT1, the process proceeds to step S809.

If it is determined in step S801 that the air-conditioning elapsed time ACT is not within the reference air-conditioning execution time KACT1, stable air-conditioning has already been achieved in the passenger compartment. Furthermore, the amount of condensed water adhering to the air-conditioning evaporator 16 is also increasing. Therefore, when the oil recovery control is executed, the air-conditioning evaporator 16 may deteriorate the air-conditioning blast air cooling ability and dehumidification ability, thereby deteriorating the anti-fogging ability.

Therefore, in step S809, it is decided not to execute the oil recovery control (that is, the oil recovery control is prohibited), and the process returns to step S801. That is, in the present embodiment, the anti-fogging condition is established when the air conditioning elapsed time ACT exceeds the reference air conditioning execution time KACT1.

In step S802, it is determined whether or not the trip counter Tcnt has exceeded a predetermined reference number of times KTcnt (5 times in this embodiment). If it is determined in step S802 that the trip counter Tcnt is greater than or equal to the reference number of times KTcnt, the process proceeds to step S803. If it is determined in step S802 that the trip counter Tcnt has not exceeded the reference number of times KTcnt, the process proceeds to step S809.

In step S803, it is determined whether or not the battery cooling operation is permitted. If it is determined in step S803 that the battery cooling operation is not permitted, the process proceeds to step S804. If it is determined in step S803 that the battery cooling operation is permitted, the process proceeds to step S809.

Here, when the battery cooling operation is permitted with the air conditioning operation started, the refrigerant is supplied not only to the air conditioning evaporator 16 but also to the right battery evaporator 19a and the left battery evaporator 19b. be done. Therefore, the refrigerating machine oil remaining in the air-conditioning evaporator 16, the right battery evaporator 19a, and the left battery evaporator 19b can be returned to the compressor 11 without executing the oil recovery control.

In step S804, similarly to step S417, it is determined using the frost formation determination flag whether or not the cooling evaporator is frosted. If it is determined in step S804 that the frost formation determination flag is "absent", the process proceeds to step S805. If it is determined in step S804 that the frost formation determination flag is "present", the process proceeds to step S809.

In step S805, it is determined whether or not the outside air temperature Tam is higher than a predetermined reference antifogging required temperature KTamL (10° C. in this embodiment). If it is determined in step S805 that the outside air temperature Tam is higher than the reference antifogging required temperature KTamL, the process proceeds to step S806. If it is determined in step S805 that the outside air temperature Tam is not equal to or higher than the reference antifogging required temperature KTamL, the process proceeds to step S809.

The reference anti-fogging required temperature KTamL is set to a temperature at which it is judged that there is a high possibility that sudden window fogging will occur when the outside air temperature Tam is equal to or lower than the reference anti-fogging required temperature KTamL. Therefore, the reference anti-fogging temperature KTamL is set to a temperature lower than the reference anti-fogging temperature KTamd.

Therefore, when it is determined that the outside air temperature Tam is not higher than the reference anti-fogging required temperature KTamL, the oil recovery control is prohibited. That is, in the present embodiment, the anti-fogging condition is established when the outside air temperature Tam becomes equal to or lower than the reference anti-fogging required temperature KTamL.

In step S806, it is determined whether or not the outlet mode has been switched to the defroster mode. If it is determined in step S806 that the outlet mode has not been switched to the defroster mode, the process proceeds to step S807. If it is determined in step S806 that the outlet mode has been switched to the defroster mode, the process proceeds to step S809.

When the air outlet mode is switched to the defroster mode, the windshield is required to be defogged by the passenger's operation, and the possibility of window fogging is high. Therefore, when the oil recovery control is executed, the anti-fogging performance may be lowered and window fogging may occur.

Therefore, when the outlet mode is switched to the defroster mode, the oil recovery control is prohibited. That is, in the present embodiment, the antifogging condition is established when the outlet mode is switched to the defroster mode.

In step S807, it is determined whether or not the air-conditioning elapsed time ACT is within a predetermined reference air-conditioning stabilization time KACT2 (20 seconds in this embodiment). If it is determined in step S807 that the air conditioning elapsed time ACT is within the reference air conditioning stabilization time KACT2, the process proceeds to step S809. If it is determined in step S807 that the air conditioning elapsed time ACT is not within the reference air conditioning stabilization time KACT2, the process proceeds to step S810.

Here, the reference air-conditioning stabilization time KACT2 is determined by assuming the time required for the temperature distribution of the air-conditioning evaporator 16 to disappear from the start of the air-conditioning operation. While the air-conditioning evaporator 16 has a temperature distribution, the temperature of the air-conditioning blast air does not drop to a temperature at which comfortable air-conditioning of the passenger compartment can be achieved.

Therefore, when it is determined that the air conditioning elapsed time ACT is within the reference air conditioning stabilization time KACT2, the oil recovery control is prohibited. That is, in the present embodiment, the anti-fogging condition is established when the air conditioning elapsed time ACT is within the reference air conditioning stabilization time KACT2.

In step S808, oil recovery control is executed, and the process proceeds to step S810. Specifically, in the oil recovery control, the battery solenoid valve 14b is opened, and the compressor 11 is operated at the rotational speed determined in step S13. That is, in the oil recovery control, the refrigerant circuit is switched to the air conditioning battery cycle, and the refrigerant is circulated to the cooling evaporator.

Whether or not oil recovery control is being executed is stored in a dedicated control flag. Therefore, when the dedicated control flag does not store that the oil recovery control is being executed, normal operation is performed in which the oil recovery control is not being executed.

In step S810, it is determined whether or not the oil recovery control has been completed. Specifically, in step S810, it is determined whether or not the execution time of the oil recovery control has reached the limit time LTop for the oil recovery control determined in step S410. Then, when the execution time of the oil recovery control reaches the time limit LTop, it is determined that the oil recovery control has been completed.

When it is determined in step S810 that the oil recovery control has been completed, the process proceeds to step S808. In step S811, the trip counter Tcnt is reset (that is, the trip counter Tcnt is set to 0 times), and the process returns to step S801. When it is determined in step S810 that the oil recovery control has not been completed, the process returns to step S801 while maintaining the value of the trip counter Tcnt.

As is clear from the control of steps S801 to S807 described above, the oil recovery control is prohibited when the anti-fogging condition is satisfied. Therefore, as shown in the time chart of FIG. 28, the oil recovery control is executed when the air conditioning elapsed time ACT exceeds the reference air conditioning stabilization time KACT2 and is within the reference air conditioning execution time KACT1. .

Then, when other anti-fogging conditions are not satisfied and the oil recovery control is executed, the refrigerant circuit is switched from the air conditioning single cycle to the air conditioning battery cycle. Furthermore, as shown in FIG. 28 as an example, after the oil recovery control ends, if cooling of the battery 70 is not required, the refrigerant circuit is switched from the air conditioning battery cycle to the air conditioning single cycle.

Therefore, in the vehicle air conditioner 1 of the present embodiment, the refrigerant circuit of the refrigeration cycle device 10 is switched as shown in the chart of FIG. 29 .

Specifically, when the air conditioner switch 60a is not turned on and the battery cooling operation is permitted in step S14, the cycle is basically switched to the battery single cycle. When the air conditioner switch 60a is not turned on, the battery cooling operation is prohibited, and the battery temperature TB is equal to or lower than the reference allowable temperature KTBmax, the compressor 11 is stopped. It may be switched to a circuit.

Further, when the air conditioner switch 60a is turned on and the battery cooling operation is permitted, it is switched to the air conditioning battery cycle. When the air conditioner switch 60a is turned on and the battery cooling operation is prohibited, the cycle is basically switched to the single air conditioning cycle. However, even if the air conditioner switch 60a is turned on and the battery cooling operation is prohibited, it is switched to the air conditioning battery cycle while the oil recovery control is being executed.

When the refrigerating cycle device 10 is switched to the air conditioning single cycle, an air conditioning mode operation is performed in which the refrigerant is allowed to flow into the air conditioning evaporator and the refrigerant is prohibited from flowing into the cooling evaporator.

In the refrigeration cycle device 10 in the air conditioning mode, high-pressure refrigerant discharged from the compressor 11 flows into the condenser 12 . The high-pressure refrigerant that has flowed into the condenser 12 is condensed by exchanging heat with the outside air blown from the outside air fan 12a. The refrigerant condensed by the condenser 12 is separated into gas and liquid by the receiver 12b.

Since the battery solenoid valve 14b is closed, the liquid refrigerant flowing out of the receiver 12b flows into the air conditioning expansion valve 15 via the branch portion 13a and the air conditioning solenoid valve 14a and is decompressed. The low pressure refrigerant decompressed by the air conditioning expansion valve 15 flows into the air conditioning evaporator 16 .

The refrigerant that has flowed into the air-conditioning evaporator 16 exchanges heat with the air-conditioning air blown from the air-conditioning blower 32 and evaporates. As a result, the air-conditioning blow air is cooled. Refrigerant that has flowed out of the air-conditioning evaporator 16 is sucked into the compressor 11 via the check valve 17 and the junction 13b and compressed again.

In the heat medium circuit 20 in the air conditioning mode, the heat medium pressure-fed from the water pump 21 is heated by the water heater 22 . The heat medium heated by the water heater 22 flows into the heater core 23 . The heat medium that has flowed into the heater core 23 exchanges heat with the air-conditioning air cooled by the air-conditioning evaporator 16 . As a result, the air-conditioning blow air is reheated.

The heat medium flowing out of the heater core 23 is sucked into the water pump 21 through the reserve tank 24 and pumped again.

In the indoor air conditioning unit 30 in the air conditioning mode, the air that has flowed in from the inside/outside air switching device 33 is sucked into the air conditioning blower 32 . The air-conditioning air blown from the air-conditioning blower 32 flows into the air-conditioning evaporator 16 and is cooled. A portion of the air-conditioning blast air cooled by the air-conditioning evaporator 16 is reheated by the heater core 23 according to the opening degree of the air mix door 34 .

The air-conditioning blast air heated by the heater core 23 and the air-conditioning blast air that has passed through the cold air bypass passage 35 are mixed in the mixing space 36 and approach the target blowout temperature TAO. Then, the air-conditioning blast air that has been adjusted to an appropriate temperature in the mixing space 36 is blown out to an appropriate location in the vehicle compartment according to the outlet mode. This realizes comfortable air conditioning in the passenger compartment.

Further, when the refrigerating cycle device 10 is switched to the battery only cycle, a cooling mode operation is performed in which the refrigerant is prohibited from flowing into the air-conditioning evaporator and the refrigerant flows into the cooling evaporator. .

In the cooling mode refrigeration cycle apparatus 10, the refrigerant condensed in the condenser 12 is separated into gas and liquid in the receiver 12b, as in the case of the air conditioning single cycle. Since the air-conditioning electromagnetic valve 14a is closed, the liquid-phase refrigerant flowing out of the receiver 12b flows into the battery-side branching portion 13c via the branching portion 13a and the battery electromagnetic valve 14b.

The refrigerant flowing out of one outlet of the battery side branch portion 13c flows into the right battery expansion valve 18a and is decompressed. The low-pressure refrigerant decompressed by the right battery expansion valve 18a flows into the right battery evaporator 19a.

The refrigerant that has flowed into the right battery evaporator 19a exchanges heat with the cooling air blown from the cooling blower 42 and evaporates. This cools the cooling air. The refrigerant that has flowed out of the right battery evaporator 19a is sucked into the compressor 11 through the battery-side merging portion 13d and the merging portion 13b, and is compressed again.

The refrigerant that has flowed out from the other outlet of the battery-side branch portion 13c flows into the left battery expansion valve 18b and is decompressed. The low-pressure refrigerant decompressed by the left battery expansion valve 18b flows into the left battery evaporator 19b.

The refrigerant that has flowed into the left battery evaporator 19b exchanges heat with the cooling air blown from the cooling blower 42 and evaporates. This cools the cooling air. The refrigerant that has flowed out of the left battery evaporator 19b is sucked into the compressor 11 via the battery-side merging portion 13d and the merging portion 13b, and is compressed again.

In the cooling mode battery pack 40 , the air in the battery space 45 is sucked into the cooling blower 42 . The cooling air blown from the cooling blower 42 flows into the right battery evaporator 19a and the left battery evaporator 19b and is cooled.

The cooling air cooled by the right battery evaporator 19 a is led to the battery space 45 through the right air passage 44 a and blown to the right side of the battery 70 . This cools one end surface of the plurality of battery cells. The cooling air cooled by the left battery evaporator 19 b is led to the battery space 45 through the left air passage 44 b and blown to the left side of the battery 70 . This cools the other end faces of the plurality of battery cells.

Further, when the refrigeration cycle device 10 is switched to the air conditioning battery cycle, the operation in the air conditioning cooling mode is executed in which the refrigerant flows into the air conditioning evaporator and the refrigerant flows into the cooling evaporator.

In the refrigeration cycle apparatus 10 in the air conditioning cooling mode, the refrigerant condensed in the condenser 12 is separated into gas and liquid in the receiver 12b, as in the air conditioning single cycle and the battery single cycle. The liquid-phase refrigerant that has flowed out of the receiver 12b flows into the branch portion 13a.

The refrigerant flowing out of one of the outlets of the branch portion 13a flows into the air conditioning expansion valve 15 via the air conditioning electromagnetic valve 14a in the same manner as when switching to the air conditioning single cycle. Then, the air-conditioning blast air is cooled by the air-conditioning evaporator 16 in the same manner as when switching to the air-conditioning single cycle.

The refrigerant that has flowed out from the other outlet of the branch portion 13a flows into the battery side branch portion 13c via the battery electromagnetic valve 14b in the same manner as when switching to the battery single cycle. Then, the cooling air is cooled by the right battery evaporator 19a and the left battery evaporator 19b in the same manner as when switching to the battery single cycle.

The heat medium circuit 20 and the indoor air conditioning unit 30 in the air conditioning cooling mode operate in the same manner as when switched to the air conditioning single cycle. Therefore, even when the refrigerant circuit of the refrigerating cycle device 10 is switched to the air conditioning battery cycle, air for air conditioning whose temperature is appropriately adjusted is blown to an appropriate location in the vehicle interior, thereby providing comfortable air conditioning in the vehicle interior. is realized.

The battery pack 40 in the air-conditioning cooling mode operates in the same manner as when each component is switched to the battery-only cycle. Therefore, the battery 70 can be cooled even when the refrigerant circuit of the refrigeration cycle device 10 is switched to the air conditioning battery cycle.

Furthermore, when the refrigerant circuit of the refrigerating cycle device 10 is switched to the air conditioning battery cycle, the refrigerant can flow through the air conditioning evaporator 16, the right battery evaporator 19a, and the left battery evaporator 19b. Therefore, by circulating the refrigerant at a flow rate necessary for executing the oil recovery control, the refrigerant accumulated in the air conditioning evaporator 16, the right battery evaporator 19a, and the left battery evaporator 19b is returned to the compressor 11. be able to.

Further, in the vehicle air conditioner 1 of the present embodiment, as described in the control processing for oil recovery control, when the predetermined anti-fogging condition is established, the air conditioning evaporator 16 is cooled and oil recovery control is inhibited.

According to this, when the anti-fogging condition is satisfied, the dehumidified air-conditioning blow air cooled by the air-conditioning evaporator 16 can be blown into the vehicle interior. Therefore, it is possible to prevent fogging of the window glass in the passenger compartment. At the same time, since the oil recovery control is prohibited, the refrigerant flows into the right battery evaporator 19a and the left battery evaporator 19b, so that the air conditioning evaporator 16 has a lower ability to cool and dehumidify air for air conditioning. I never end up doing it.

In other words, the anti-fogging performance is not degraded due to the execution of the oil recovery control.

Further, in the vehicle air conditioner 1 of the present embodiment, during the oil recovery control, the battery electromagnetic valve 14b is opened to allow the refrigerant to flow through the right battery evaporator 19a and the left battery evaporator 19b, which are cooling evaporators. . According to this, the refrigerating machine oil remaining in the right battery evaporator 19 a and the left battery evaporator 19 b can be reliably returned to the compressor 11 .

Further, in the vehicle air conditioner 1 of the present embodiment, specifically, the anti-fogging condition is established when the outside air temperature Tam becomes equal to or lower than the reference anti-fogging required temperature KTamL. According to this, it is possible to suppress deterioration of the anti-fogging ability due to execution of the oil recovery control when the outside air temperature is low when window fogging tends to occur.

Further, in the vehicle air conditioner 1 of the present embodiment, specifically, the anti-fogging condition is established when the air conditioning elapsed time ACT exceeds the reference air conditioning execution time KACT1. According to this, when the amount of condensed water adhering to the air-conditioning evaporator 16 increases, it is possible to prevent deterioration of the anti-fogging ability due to execution of the oil recovery control.

Further, in the vehicle air conditioner 1 of the present embodiment, specifically, the anti-fogging condition is established when the air conditioning elapsed time ACT is within the reference air conditioning stabilization time KACT2. According to this, oil recovery control is executed when the temperature of the air-conditioning evaporator 16 is not sufficiently lowered, such as when the air-conditioning evaporator 16 has a temperature distribution. It is possible to prevent the ability from deteriorating.

Further, in the vehicle air conditioner 1 of the present embodiment, specifically, the anti-fogging condition is established when the air outlet mode is switched to the defroster mode by the operation of the passenger. According to this, it is possible to suppress deterioration of the anti-fogging ability due to execution of the oil recovery control when the occupant requests anti-fogging of the window glass.

Further, in the vehicle air conditioner 1 of the present embodiment, when the refrigerant is allowed to flow into the cooling evaporator, the amount of increase in the throttle opening per unit time of the right battery expansion valve 18a and the left battery expansion valve 18b is The amount of increase is kept below the standard increase amount. According to this, it is possible to suppress a rapid decrease in the flow rate of the refrigerant flowing into the air conditioning evaporator 16 connected in parallel with the cooling evaporator. Therefore, it is possible to suppress the deterioration of air-conditioning feeling of the occupant and the deterioration of the anti-fogging ability.

Further, in the vehicle air conditioner 1 of the present embodiment, in step S411, which is a limit opening determination unit, the limit opening, which is the upper limit of the throttle opening of the right battery expansion valve 18a and the left battery expansion valve 18b, is determined. Determine LDop. When the refrigerant flows into the cooling evaporator, the right battery expansion valve 18a and the left battery expansion valve 18b are adjusted so that the throttle opening degrees of the right battery expansion valve 18a and the left battery expansion valve 18b are equal to or less than the limit opening degree LDop. It controls the operation of the battery expansion valve 18b.

According to this, since the flow rate of the refrigerant flowing into the cooling evaporator can be restricted, it is easy to prevent the cooling evaporator from frosting. Furthermore, a decrease in the flow rate of refrigerant flowing into the air-conditioning evaporator 16 can also be suppressed.

Further, the limit opening degree determining section increases the limit opening degree LDop used during the oil recovery control as the outside air temperature Tam decreases. According to this, even if the oil viscosity decreases as the outside air temperature Tam decreases, the flow velocity of the refrigerant can be ensured, and the refrigerating machine oil remaining in the cycle can be easily returned to the compressor 11 in a short period of time.

Further, in the vehicle air conditioner 1 of the present embodiment, in step S303, which is the upper limit value determination unit, the upper limit value of the refrigerant discharge capacity of the compressor 11 during oil recovery control is changed to the air conditioning single cycle. is determined to be higher than the upper limit of

According to this, when the air conditioning single cycle is switched to the air conditioning battery cycle in which the oil recovery control is executed, the refrigerant discharge capacity of the compressor 11 is increased to reduce the flow rate of refrigerant flowing into the air conditioning evaporator. can be suppressed. Therefore, it is possible to suppress the deterioration of air-conditioning feeling of the occupant and the deterioration of the anti-fogging ability.

Further, in the vehicle air conditioner 1 of the present embodiment, the oil recovery control is executed when the trip counter Tcnt reaches or exceeds the predetermined reference number of times KTcnt. According to this, execution of unnecessary oil recovery control can be suppressed.

Further, in the vehicle air conditioner 1 of the present embodiment, execution of the oil recovery control is prohibited when cooling of the cooling blow air in the cooling evaporator is started. According to this, execution of unnecessary oil recovery control can be suppressed.

Further, in the vehicle air conditioner 1 of the present embodiment, in step S306, which is the lower limit value determining unit, the lower limit value for oil recovery is determined to be a value higher than the lower limit value of the rotation speed of the compressor 11 during normal operation. do. According to this, during the oil recovery control, the pressure difference between the high-pressure side refrigerant and the low-pressure side refrigerant of the refrigerating cycle device 10 is expanded, and the refrigerating machine oil remaining in the cycle is returned to the compressor 11 in a short period of time. can be done.

Furthermore, the lower limit value determination unit determines to increase the lower limit value for oil recovery as the outside air temperature Tam decreases. According to this, even if the oil viscosity decreases as the outside air temperature Tam decreases, the high-low pressure difference between the high-pressure side refrigerant and the low-pressure side refrigerant of the refrigeration cycle device 10 is effectively expanded, and the oil stays in the cycle. The refrigerating machine oil that is being used can be returned to the compressor 11 in a short time.

Further, in the vehicle air conditioner 1 of the present embodiment, a plurality of cooling evaporators are provided as the right battery evaporator 19a and the left battery evaporator 19b. According to this, the cooling evaporator can be arranged by effectively using the cooling space 43 of the battery pack 40 . That is, the cooling evaporator can be arranged so as to effectively cool the battery 70 .

Further, in the vehicle air conditioner 1 of the present embodiment, a plurality of cooling flow rate adjusting units are provided as the right battery expansion valve 18a and the left battery expansion valve 18b. The flow rate of refrigerant flowing into the right battery evaporator 19a and the left battery evaporator 19b can be individually adjusted. According to this, the refrigerant evaporation temperatures in the plurality of cooling evaporators can be individually adjusted, and effective cooling of the battery 70 can be realized.

Further, in the vehicle air conditioner 1 of the present embodiment, the air volume of the cooling air that exchanges heat with the refrigerant in the right battery evaporator 19a and the left battery evaporator 19b is equal to that of the refrigerant in the air conditioning evaporator 16. It is equal to or less than the air volume of air for air conditioning that exchanges heat. According to this, even if the refrigerant is evaporated to cool the cooling air in the right battery evaporator 19a and the left battery evaporator 19b, cooling of the air conditioning air in the air conditioning evaporator 16 is affected. hard to give

Further, in the vehicle air conditioner 1 of the present embodiment, the heat exchange area of the air conditioning evaporator 16 is larger than the sum of the heat exchange areas of the right battery evaporator 19a and the left battery evaporator 19b. . According to this, the flow rate of the refrigerant flowing into the right battery evaporator 19a and the left battery evaporator 19b is reduced, so that the cooling capacity exhibited by the right battery evaporator 19a and the left battery evaporator 19b is stabilized. easy to convert.

(Other embodiments)
The present invention is not limited to the above-described embodiments, and can be variously modified as follows without departing from the scope of the present invention.

The refrigeration cycle device 10 is not limited to the configurations disclosed in the above-described embodiments. For example, the battery electromagnetic valve 14b is eliminated, and the full closing function of the right battery expansion valve 18a and the left battery expansion valve 18b allows the flow from the other outflow port of the branch portion 13a to the inflow port of the battery side branch portion 13c. You may open and close the refrigerant passage leading to it. In this case, it is desirable to ensure sufficient responsiveness for the operation of the right battery expansion valve 18a and the left battery expansion valve 18b.

Further, in the above-described embodiment, for example, the throttle opening degree of the right battery expansion valve 18a is actuated based on the control characteristic chart stored in the air conditioning control device 50 in advance, but the present invention is limited to this. not. For example, the throttle opening degree of the right battery expansion valve 18a may be changed using a feedback control method based on the superheat degree difference obtained by subtracting the target cooling-side superheat degree SHBO from the right superheat degree SHBR.

Further, in the above-described embodiment, an example in which two cooling evaporators, the right battery evaporator 19a and the left battery evaporator 19b, are employed has been described, but the number of cooling evaporators is not limited.

Further, in the above-described embodiment, the example in which the refrigerant flows into both the right battery evaporator 19a and the left battery evaporator 19b at the same time when cooling the battery 70 has been described, but the present invention is not limited to this. For example, when the outside air temperature is low, the refrigerant may alternately flow into the right battery evaporator 19a and the left battery evaporator 19b.

Also, in the above-described embodiment, an example in which R1234yf is used as the refrigerant of the refrigeration cycle device 10 has been described, but the refrigerant is not limited to this. For example, R134a, R600a, R410A, R404A, R32, R407C, etc. may be employed. Alternatively, a mixed refrigerant or the like in which a plurality of these refrigerants are mixed may be adopted.

Moreover, the heat medium circuit 20 is not limited to the configuration disclosed in the above embodiments. For example, in the above-described embodiments, an example in which an ethylene glycol aqueous solution is used as a heat medium has been described, but the present invention is not limited to this. As the heat medium, a solution containing dimethylpolysiloxane or a nanofluid, an antifreeze liquid, a water-based liquid refrigerant containing alcohol or the like, a liquid medium containing oil or the like, or the like may be employed.

Moreover, the battery pack 40 is not limited to the configuration disclosed in the above embodiments. In the above-described embodiment, an example in which the battery 70 is cooled by circulating cooling air cooled by the cooling evaporator in the battery casing 41 of the battery pack 40 has been described, but the present invention is not limited to this. .

For example, a refrigerant-heat medium heat exchanger is provided to cool the low-temperature side heat medium by exchanging heat between the low-pressure refrigerant flowing out of the cooling flow rate adjusting unit and the low-temperature side heat medium. Then, the low temperature side heat medium cooled by the refrigerant-heat medium heat exchanger may flow into the cooling water passage formed to contact the battery 70 to cool the battery 70 .

Further, in the above-described embodiment, an example of cooling the battery 70 as an object to be cooled has been described, but the object to be cooled is not limited to this. As the object to be cooled, for example, an inverter, a motor generator, a power control unit (so-called PCU), a control device for an advanced driving assistance system (so-called ADAS), and other in-vehicle equipment that generates heat during operation may be adopted. .

Also, the air conditioning control device 50 is not limited to the configuration disclosed in the above-described embodiments. For example, the battery temperature sensor 59 may be connected to the vehicle control device 80 . Then, the air conditioning control device 50 may read the battery temperature TB input to the vehicle control device 80 and use it for various controls.

Also, the control by the air conditioning control device 50 is not limited to that disclosed in the above-described embodiment. For example, in step S412 described above, an example has been described in which the amount of increase per second is 0.1% of the maximum opening as the reference amount of increase, but the present invention is not limited to this. If it is possible to suppress the rapid decrease of the refrigerant flowing into the air-conditioning evaporator 16, it may be 0.1% or less.

Furthermore, the reference increase amount may be changed as in step S412 described above. That is, the reference increase amount may be 0.1% until the switching elapsed time Top reaches the limit time LTop, and may be changed to 0% after the limit time LTop. At this time, the reference increase amount may be changed stepwise or may be changed continuously.

Further, in the above-described embodiment, an example has been described in which the limit time LTop is determined according to the outside temperature Tam in step S410, and the limit opening degree LDop is determined according to the outside temperature Tam in step S411. Not limited. For example, the limit time LTop may be set to a fixed value (eg, 30 seconds), and the limit opening degree LDop may be set to a fixed value (eg, 5%).

Also, in step S404 of the above-described embodiment, an example in which the level of the anti-fogging request is determined using the outside air temperature Tam has been described, but the present invention is not limited to this. The level of the anti-fogging requirement may be determined using the window vicinity humidity RHW detected by the humidity sensor 59a.

Further, in the above-described embodiment, an example has been described in which the control processing for oil recovery control shown in FIG. 26 is executed in parallel with the control processing of the main routine, but the present invention is not limited to this. For example, when proceeding to step S806 and determining prohibition of the oil recovery control, the control processing for the oil recovery control may be stopped until the next vehicle system startup.

Further, in the above-described embodiment, no reference is made to the operation of the cooling blower 42 when the oil recovery control is executed in step S805. It may be activated or deactivated. Furthermore, in the oil recovery control, the compressor 11 may be operated continuously or intermittently.

Further, the reference number of times KTcnt used in step S802 of the above-described embodiment may be determined in consideration of the susceptibility of refrigerating machine oil to stay in the cycle according to the system configuration. Furthermore, the trip counter Tcnt may be reset when it is determined in step S803 that the battery cooling operation is permitted.

10 Refrigeration cycle device 11 Compressor 16 Evaporator for air conditioning (evaporator for air conditioning)
18a, 18b Cooling flow rate adjusters (right battery expansion valve, left battery expansion valve)
19a, 19b cooling evaporator (right battery evaporator, left battery evaporator)

Claims (15)

A compressor (11) for compressing and discharging a refrigerant mixed with refrigerating machine oil, an air-conditioning evaporator (16) for evaporating the refrigerant to cool the air-conditioning air blown into the vehicle interior, and an object to be cooled. A refrigeration cycle device (10) having cooling evaporators (19a, 19b) for evaporating the refrigerant to cool an object (70),
A vehicle air conditioner configured to be capable of executing oil recovery control for returning the refrigerating machine oil remaining in at least one of the air conditioning evaporator and the cooling evaporator to the compressor,
A vehicular air-conditioning system in which the air-conditioning evaporator cools the air-conditioning blast air and the oil recovery control is prohibited when a predetermined anti-fogging condition is satisfied. 2. The vehicle air conditioner according to claim 1, wherein the oil recovery control causes the refrigerant to flow through the cooling evaporator. 3. The vehicle air conditioner according to claim 1, wherein the anti-fogging condition is satisfied when the outside air temperature (Tam) becomes equal to or lower than a predetermined reference temperature required for anti-fogging (KTamL). The anti-fogging condition is established when an air conditioning elapsed time (ACT) from when cooling of the air conditioning blast air is started in the air conditioning evaporator exceeds a predetermined reference air conditioning execution time (KACT1). The vehicle air conditioner according to any one of claims 1 to 3. An air outlet mode switching unit (38a, 38b, 38c) for switching the blowing direction of the air conditioning blow air,
5. The anti-fogging condition according to any one of claims 1 to 4, wherein the air outlet mode switching unit is switched to a defroster mode in which the air-conditioning blow air is blown toward the vehicle window glass. Vehicle air conditioner. The anti-fogging condition is set when the air conditioning elapsed time (ACT) from the start of cooling of the air conditioning blast air in the air conditioning evaporator is within a predetermined reference air conditioning stabilization time (KACT2). 6. A vehicle air conditioner according to any one of claims 1 to 5, which is established. The refrigeration cycle device has a cooling flow rate adjusting section (18a, 18b) that adjusts the flow rate of refrigerant flowing into the cooling evaporating section,
A cooling flow control unit (50a) for controlling the operation of the cooling flow control unit,
The cooling flow rate control unit controls the amount of increase in the aperture opening degree of the cooling flow rate adjustment unit per unit time to be equal to or less than a predetermined reference increase amount when the refrigerant is allowed to flow into the cooling evaporator. 7. The vehicle air conditioner according to any one of claims 1 to 6, wherein the operation of the cooling flow rate adjusting unit is controlled. A limit opening degree determination unit (S411) that determines a limit opening degree (LDop) that is the upper limit value of the throttle opening degree of the cooling flow rate adjustment unit,
The cooling flow rate control unit controls the cooling flow rate control unit so that the opening degree of the throttle of the cooling flow rate adjustment unit is equal to or less than the limit opening degree when the refrigerant flows into the cooling evaporation unit. 8. A vehicle air conditioner according to claim 7, wherein the operation is controlled. An upper limit determination unit (S303) that determines the upper limit of the refrigerant discharge capacity of the compressor,
The upper limit value determination unit sets the upper limit value when the oil recovery control is executed in an operation mode that prohibits the refrigerant from flowing into the air conditioning evaporator and the refrigerant from flowing into the cooling evaporator. 9. The vehicle air conditioner according to any one of claims 1 to 8, wherein a value higher than the upper limit value in is determined. When one run is defined as starting up the vehicle system and stopping it,
10. The vehicle air conditioner according to any one of claims 1 to 9, wherein the execution of the oil recovery control is permitted when the vehicle has traveled a predetermined reference number of times (KTcnt) or more. The vehicle air conditioner according to any one of claims 1 to 10, wherein the oil recovery control is prohibited when cooling of the object to be cooled is started. The vehicle air conditioner according to any one of claims 1 to 11, wherein a plurality of said cooling evaporators are provided. The refrigeration cycle device has a cooling flow rate adjusting section (18a, 18b) that adjusts the flow rate of refrigerant flowing into the cooling evaporating section,
13. The vehicle air conditioner according to claim 12, wherein a plurality of said cooling flow rate adjusting sections are provided so as to individually adjust the flow rate of the refrigerant flowing into each of said cooling evaporating sections. The air-conditioning evaporator is an air-conditioning evaporator (16) that exchanges heat between the refrigerant and the air-conditioning air,
The cooling evaporator is a cooling evaporator (19a, 19b) that exchanges heat between the refrigerant and the cooling air that is blown onto the object to be cooled,
2. A volume of the cooling blast air that exchanges heat with the refrigerant in the cooling evaporator is less than or equal to a volume of the air conditioning blast that exchanges heat with the refrigerant in the air conditioning evaporator. 14. The vehicle air conditioner according to any one of 13. 15. The heat exchange area between the refrigerant and the air-conditioning air in the air-conditioning evaporator is larger than the heat exchange area between the refrigerant and the air-conditioning air in the cooling evaporator. A vehicle air conditioner as described.

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