JP7786311B2 - Vehicle equipment heating device - Google Patents

Description

The present invention relates to an in-vehicle equipment heating device that uses a heating heat source to heat in-vehicle equipment.

Conventionally, a vehicle air conditioning system has been described in which a heat medium heater heats a heat medium, and the heated heat medium is used to heat the vehicle interior and raise the temperature of the battery. In this prior art, the heat medium circuit branches downstream of the heat medium heater to the heater core side and the battery side, thereby heating the vehicle interior and raising the temperature of the battery.

Japanese Patent Application Laid-Open No. 2021-154814

In the above-mentioned conventional technology, when the battery is heated, the flow rate of the heat medium branched to the heater core is reduced compared to when the battery is not heated, and the amount of heat supplied to the heater core is reduced. As a result, the temperature of the air blown out from the heater core drops, making it more likely that occupants will feel a deterioration in heating comfort and window defogging performance, especially when the air conditioning volume is high or the outside temperature is low.

In consideration of the above, the present invention aims to suppress a decrease in heater core air temperature when the temperature of in-vehicle equipment rises.

In order to achieve the above object, the in-vehicle equipment heating device according to claims 1 , 3 and 9 comprises:
a high-temperature heat medium circuit (20) in which a high-temperature heat medium circulates;
a low-temperature heat medium circuit (30) in which a low-temperature heat medium circulates;
a heater core (22) disposed in the high-temperature heat medium circuit for dissipating heat from the high-temperature heat medium to air blown into the vehicle cabin;
a heating element (25) arranged upstream of the heater core in the high-temperature heat medium circuit and heating the high-temperature heat medium;
an in-vehicle equipment cooling unit (33) disposed in the low-temperature heat medium circuit and cooling the in-vehicle equipment (34) by the low-temperature heat medium;
a heat transfer section (23, 32, 39) that transfers heat from a high-temperature heat medium to a low-temperature heat medium;
a branching section (20c) arranged upstream of the heat generating element or downstream of the heater core in the high-temperature heat medium circuit, for branching the flow of the high-temperature heat medium toward the heat transfer section;
a flow rate ratio adjusting section (24) that adjusts the flow rate ratio of the high-temperature heat medium flowing to the heat generating element and the heater core to the high-temperature heat medium flowing to the heat transfer section;
When the temperature of the in-vehicle device is to be increased, the high-temperature heat medium is heated by the heating element, and a control unit (60) is provided that controls the flow rate ratio adjustment unit so that the high-temperature heat medium flows to the heat transfer unit.
In the in-vehicle equipment heating device according to claim 1,
The heat transfer section is
a high-temperature side outdoor heat exchanger (23) disposed in the high-temperature heat medium circuit and exchanging heat between the high-temperature heat medium and outdoor air;
a low-temperature side outdoor heat exchanger (32) disposed in the low-temperature heat medium circuit and exchanging heat between the low-temperature heat medium and outdoor air;
and fins (39) that thermally connect the high-temperature side outdoor heat exchanger (23) and the low-temperature side outdoor heat exchanger (32),
Furthermore, an outdoor air blower (41) is provided for blowing outdoor air to the high-temperature side outdoor heat exchanger (23) and the low-temperature side outdoor heat exchanger (32),
When the temperature of the in-vehicle device is increased, the control unit (60) reduces the blowing capacity of the outside air blower (41) compared to when the temperature of the in-vehicle device is not increased .
In the in-vehicle equipment heating device according to claim 3,
The heat transfer section is
a high-temperature side outdoor heat exchanger (23) disposed in the high-temperature heat medium circuit and exchanging heat between the high-temperature heat medium and outdoor air;
a low-temperature side outdoor heat exchanger (32) disposed in the low-temperature heat medium circuit and exchanging heat between the low-temperature heat medium and outdoor air;
and fins (39) that thermally connect the high-temperature side outdoor heat exchanger (23) and the low-temperature side outdoor heat exchanger (32),
Furthermore, an outdoor air passage opening/closing unit (42) is provided for opening and closing a passage of outdoor air flowing to the high-temperature side outdoor heat exchanger (23) and the low-temperature side outdoor heat exchanger (32),
When the temperature of the in-vehicle device is increased, the control section (60) reduces the opening degree of the outside air passage opening/closing section (42) compared to when the temperature of the in-vehicle device is not increased .
In the in-vehicle equipment heating device according to claim 9,
The control unit (60)
When heating up in-vehicle equipment, the heating element is operated at maximum operating rate,
When heating an on-board device and the heating element is operating at maximum operating rate, the flow rate ratio adjustment unit is controlled so that the flow rate ratio of the high-temperature heat medium to the heat transfer unit increases as the difference between the target temperature (Twho) of the high-temperature heat medium and the actual temperature (Twh) becomes smaller .

This allows the high-temperature heat transfer medium heated by the heating element to flow through the heater core before branching off to the heat transfer section, preventing a drop in the heater core outlet temperature when the temperature of the vehicle equipment rises.

Note that the symbols in parentheses for each means described in this section and in the claims indicate the corresponding relationship with the specific means described in the embodiments described below.

1 is an overall configuration diagram showing a vehicle air conditioning system according to a first embodiment; 1 is a configuration diagram showing an air conditioning unit of a vehicle air conditioner according to a first embodiment; 2 is a block diagram showing an electrical control unit of the vehicle air conditioner of the first embodiment; FIG. 4 is a flowchart showing a subroutine executed by the control device of the vehicle air conditioner of the first embodiment. 4 is a flowchart showing a subroutine executed by the control device of the vehicle air conditioner of the first embodiment. 4 is a flowchart showing a subroutine executed by the control device of the vehicle air conditioner of the first embodiment. 4 is a flowchart showing a subroutine executed by the control device of the vehicle air conditioner of the first embodiment. 4 is a flowchart showing a subroutine executed by the control device of the vehicle air conditioner of the first embodiment. FIG. 10 is an overall configuration diagram showing a vehicle air conditioning system according to a second embodiment.

(First embodiment)
An embodiment will be described below with reference to the drawings. The vehicle air conditioner 1 shown in Figures 1 and 2 is an air conditioner that adjusts the temperature of a vehicle interior space (in other words, a space to be air-conditioned) to an appropriate temperature. The vehicle air conditioner 1 also functions as an in-vehicle equipment heating device that heats in-vehicle equipment (e.g., a battery).

The vehicle air conditioning system 1 has a refrigeration cycle device 10. In this embodiment, the refrigeration cycle device 10 is installed in a hybrid vehicle that obtains driving force for vehicle operation from an engine (in other words, an internal combustion engine) and a traction electric motor.

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

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

Batteries generate heat during operation (i.e., during charging and discharging). Low temperatures tend to reduce battery output, while high temperatures tend to accelerate deterioration. Therefore, the battery temperature must be maintained within an appropriate temperature range (in this embodiment, 15°C or higher and 55°C or lower). Therefore, in this embodiment of the hybrid vehicle, the battery temperature is regulated using the vehicle air conditioning system 1. Of course, the on-board equipment whose temperature is regulated by the vehicle air conditioning system 1 is not limited to the battery.

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

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

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

The serial refrigerant flow path 10a includes a compressor 11, a condenser 12, and a receiver 40, which are arranged in series with each other in this order in the refrigerant flow direction.

The first parallel refrigerant flow path 10b includes a first expansion valve 13, an air-cooling evaporator 14, and a constant pressure valve 15, which are arranged in series with each other in this order in the refrigerant flow direction.

The second parallel refrigerant flow path 10c includes a second expansion valve 16 and a coolant cooling evaporator 17, which are arranged in series with each other in this order in the refrigerant flow direction.

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

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

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

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

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

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

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

The first expansion valve 13 is a first pressure reducing section that reduces the pressure and expands the liquid phase refrigerant that has flowed out of the receiver 40. The first expansion valve 13 is a mechanical thermal expansion valve. A mechanical expansion valve is a thermal expansion valve that has a temperature sensing section and drives the valve element using a mechanical mechanism such as a diaphragm.

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

The constant pressure valve 15 is a pressure adjustment unit (in other words, a pressure reduction unit) that maintains the refrigerant pressure at the outlet side of the air cooling evaporator 14 at a predetermined value.

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

In cases where there is little fluctuation in the flow rate of the refrigerant circulating through the cycle, a fixed throttle consisting of an orifice, capillary tube, etc. may be used instead of the constant pressure valve 15.

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

The second expansion valve 16 is a second pressure reduction section that reduces the pressure and expands the liquid-phase refrigerant flowing out of the condenser 12. The second expansion valve 16 is a mechanical thermal expansion valve, similar to the first expansion valve 13.

The coolant cooling evaporator 17 is a low-pressure refrigerant heat medium heat exchanger that evaporates the low-pressure refrigerant by exchanging heat between the low-pressure refrigerant flowing out of the second expansion valve 16 and the coolant in the low-temperature coolant circuit 30. The vapor-phase refrigerant evaporated in the coolant cooling evaporator 17 is drawn into the compressor 11 and compressed.

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

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

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

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

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

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

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

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

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

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

The exterior blower 41 is an exterior air blower that blows outside air toward the high-temperature side radiator 23 and the low-temperature side radiator 32. The exterior blower 41 is an electric blower that drives a fan with an electric motor. The high-temperature side radiator 23, the low-temperature side radiator 32, and the exterior blower 41 are located at the very front of the vehicle. Therefore, when the vehicle is moving, the air can be directed toward the high-temperature side radiator 23 and the low-temperature side radiator 32.

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

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

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

In addition to the battery cooler 33, coolers for cooling heat-generating equipment such as inverters and motor generators may also be arranged in the low-temperature coolant circuit 30.

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

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

The low-temperature side radiator 32 is arranged in the low-temperature side radiator flow path 30b. The low-temperature side radiator flow path 30b is the flow path through which the low-temperature side coolant flows.

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

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

The high-temperature side radiator 23 and the low-temperature side radiator 32 are joined to each other by a common fin 39. The common fin 39 is a metal (e.g., aluminum) member.

The common fins 39 transfer heat from the high-temperature side radiator 23 to the low-temperature side radiator 32 by thermally connecting the high-temperature side radiator 23 and the low-temperature side radiator 32. The high-temperature side radiator 23, the low-temperature side radiator 32, and the fins 39 are heat transfer parts that transfer heat from the coolant in the high-temperature coolant circuit 20 to the coolant in the low-temperature coolant circuit 30.

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

The heater core 22 is located downstream of the air cooling evaporator 14 in the air passage within the air conditioning casing 51. The air conditioning casing 51 is also equipped with an inside/outside air switching box 52 and an indoor fan 53. The inside/outside air switching box 52 is an inside/outside air switching unit that switches between introducing inside air and outside air into the air passage within the air conditioning casing 51. The indoor fan 53 draws in and blows out the inside air and outside air that have been introduced into the air passage within the air conditioning casing 51 through the inside/outside air switching box 52.

An air mix door 54 is arranged in the air passage inside the air conditioning casing 51 between the air-cooling evaporator 14 and the heater core 22. The air mix door 54 adjusts the ratio of the volume of cold air that passes through the air-cooling evaporator 14 and flows into the heater core 22 to the volume of cold air that flows through the cold air bypass passage 55.

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

The air mix door 54 is a rotating door that has a rotating shaft that is rotatably supported relative to the air conditioning casing 51 and a door base plate portion that is connected to the rotating shaft. By adjusting the opening position of the air mix door 54, the temperature of the conditioned air blown out from the air conditioning casing 51 into the vehicle cabin can be adjusted to the desired temperature.

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

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

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

The air outlet modes that can be switched using the face door, foot door, and defroster door include face mode, bi-level mode, foot mode, and defroster mode. Face mode is an air outlet mode in which the face air outlet is fully open and blows air from the face air outlet toward the upper bodies of passengers inside the vehicle.

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

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

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

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

The software and hardware in the control device 60 that controls the electric motor of the compressor 11 is the refrigerant discharge capacity control unit. The software and hardware in the control device 60 that controls the first expansion valve 13 is the first throttle control unit. The software and hardware in the control device 60 that controls the second expansion valve 16 is the second throttle control unit.

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

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

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

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

The interior air temperature sensor 61 detects the interior temperature Tr. The exterior air temperature sensor 62 detects the exterior air temperature Tam. The solar radiation sensor 63 detects the amount of solar radiation Ts inside the interior of the vehicle.

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

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

The refrigerant pressure sensor 66 is a refrigerant pressure detection unit that detects the pressure of the refrigerant discharged from the compressor 11. A refrigerant temperature sensor may be connected to the input side of the control device 60 instead of the refrigerant pressure sensor 66. The refrigerant temperature sensor is a refrigerant pressure detection unit that detects the temperature of the refrigerant discharged from the compressor 11. The control device 60 may estimate the refrigerant pressure based on the refrigerant temperature.

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

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

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

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

The various operation switches include an air conditioning switch, a temperature setting switch, etc. The air conditioning switch sets whether or not the interior air conditioning unit 50 cools the air. The temperature setting switch sets the temperature set for the interior of the vehicle.

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

A charging control device 72 is connected to the input and output sides of the control device 60. The charging control device 72 is a charging control unit that controls a rapid charger 73, which is an external power source. The control device 60 outputs a required charging power value to the charging control device 72. The charging control device 72 controls the rapid charger 73 so that the charging power value from the rapid charger 73 matches the required charging power value output from the control device 60. A plug-in signal is input to the control device 60 from the charging control device 72. The plug-in signal is a signal that indicates that the charging plug of the rapid charger 73 is inserted into the vehicle's charging port.

Next, we will explain how the above configuration works. When the air conditioner switch is turned on, the control device 60 switches the operating mode between cooling mode and heating mode based on the target air outlet temperature TAO, etc.

The target outlet temperature TAO is the target temperature of the air blown into the vehicle cabin. The control device 60 calculates the target outlet temperature TAO based on the following formula:

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

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

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

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

At this time, the air mix door 54 blocks the air passage of the heater core 22, so the heater core 22 hardly dissipates heat from the coolant to the air.

In the refrigeration cycle device 10 in cooling mode, the refrigerant flows as indicated by the dashed arrows in Figure 1, and the state of the refrigerant circulating through the cycle changes as follows:

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

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

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

As described above, in cooling mode, the low-pressure refrigerant absorbs heat from the air in the air-cooling evaporator 14, and the cooled air is blown into the vehicle cabin. This allows the vehicle cabin to be cooled.

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

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

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

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

In heating mode, the operation of the low-temperature side three-way valve 38 is controlled to open the low-temperature side radiator flow path 30b. This causes the coolant from the low-temperature coolant circuit 30 to circulate through the low-temperature side radiator 32, as shown by the solid arrows in Figure 1.

In the refrigeration cycle device 10 in heating mode, the refrigerant flows as indicated by the solid arrows in Figure 1, and the state of the refrigerant circulating through the cycle changes as follows:

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

The refrigerant flowing out of the condenser 12 flows into the second expansion valve 16, where it is decompressed to low-pressure refrigerant. The low-pressure refrigerant decompressed by the second expansion valve 16 then flows into the coolant cooling evaporator 17, where it absorbs heat from the coolant in the low-temperature coolant circuit 30 and evaporates.

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

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

As the coolant in the low-temperature coolant circuit 30 circulates through the low-temperature side radiator 32, heat is absorbed from the outside air by the coolant in the low-temperature coolant circuit 30, and then heat is absorbed from the coolant in the low-temperature coolant circuit 30 by the low-pressure refrigerant in the coolant cooling evaporator 17. Therefore, the heat from the outside air can be used to heat the vehicle interior.

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

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

In other words, the high-temperature side radiator 23 and the low-temperature side radiator 32 are connected to each other by the common fins 39 so that heat can be transferred between them, allowing the heat of the coolant in the high-temperature coolant circuit 20 to transfer from the high-temperature side radiator 23 to the low-temperature side radiator 32.

This increases the temperature of the low-temperature side radiator 32, melting the frost that has formed on the surface of the low-temperature side radiator 32.

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

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

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

In the refrigeration cycle device 10 in battery cooling mode, the refrigerant flows as indicated by the solid arrows in Figure 1, and the state of the refrigerant circulating through the cycle changes as follows:

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

The refrigerant flowing out of the condenser 12 flows into the second expansion valve 16, where it is decompressed to low-pressure refrigerant. The low-pressure refrigerant decompressed by the second expansion valve 16 then flows into the coolant cooling evaporator 17, where it absorbs heat from the coolant in the low-temperature coolant circuit 30 and evaporates.

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

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

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

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

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

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

When power is supplied from the battery 34, an external power source, or the like to the various on-board devices, including the electrically powered components that make up the vehicle air conditioner 1, the control device 60 executes the control flow shown in Figures 4 to 8. Each control step in Figures 4 to 8 constitutes the means for realizing various functions possessed by the control device 60.

In the control flow shown in Figure 4, the target power Epho of the water heater 25 and the charger required power Epd are determined. The target power Epho of the water heater 25 is the target value of the power supplied to the water heater 25. The charger required power Epd is the target value of the power supplied from the rapid charger 73.

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

If step S100 determines that the battery 34 is plugged in and that it is necessary to heat the battery 34, the process proceeds to step S110, where the target temperature Twho (hereinafter referred to as the target water temperature) of the coolant in the high-temperature coolant circuit 20 is set to the maximum value (75°C in this example), and the process proceeds to step S130. That is, in order to quickly heat the battery 34, the target water temperature Twho is set to the maximum value. In order to prevent the coolant from boiling in the water heater 25, the maximum value of the target temperature Twho is set to the maximum temperature within the range at which the coolant will not boil in the water heater 25.

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

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

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

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

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

If it is determined in step S130 that the difference between the target water temperature and the actual water temperature is less than a predetermined value (5°C in this example), the process proceeds to step S150, where a fuzzy calculation is performed to determine the temporary target power Ephoc of the water heater 25 based on the deviation between the target water temperature Twho and the actual water temperature Twh, and the process then proceeds to step S160.

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

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

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

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

In step S200, the battery power requirement Epr is determined using the control map shown in Figure 4 based on the temperature of the battery 34. Specifically, the higher the temperature of the battery 34, the greater the battery power requirement Epr is set within a range from a minimum value Eprl (e.g., 5000 W) to a maximum value Eprh (e.g., 50,000 W). In other words, the battery power requirement Epr is determined to be the upper limit power value that can be charged without degrading the battery 34.

In step S210, it is determined whether the water heater 25 or the high-temperature side pump 21 has failed. If it is determined in step S210 that the water heater 25 or the high-temperature side pump 21 has not failed, the process proceeds to step S220, where the charger required power Epd is determined to be the sum of the target power Epho of the water heater 25 and the battery required power Epr, and the process proceeds to step S240.

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

In step S240, the charger required power Epd determined in steps S220 and S230 is output to the charging control device.

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

In the control flow shown in Figure 5, first, in step S300, it is determined whether the battery is plugged in and whether the battery 34 needs to be heated.

If step S300 determines that the battery 34 is plugged in and that it is necessary to heat up the battery 34, the process proceeds to step S310, where the opening degree of the high-temperature side three-way valve 24 is controlled to the opening degree for non-heating (50% in this example) or the opening degree for heating.

The opening degree during heating is determined using the control map shown in FIG. 5 based on the difference between the target water temperature Two and the actual water temperature Twh. Specifically, if the difference between the target water temperature Two and the actual water temperature Twh is less than the predetermined value (5°C in this example) used in step S130 of FIG. 4, the opening degree of the high-temperature side three-way valve 24 is set to the minimum value (e.g., 50%). If the difference between the target water temperature Two and the actual water temperature Twh is equal to or greater than the predetermined value (5°C in this example) used in step S130 of FIG. 4, the opening degree of the high-temperature side three-way valve 24 is increased within a range from the minimum value (e.g., 50%) to the maximum value (e.g., 90%) as the difference between the target water temperature Two and the actual water temperature Twh increases. This allows coolant heated by the water heater 25 to be supplied to the heater core 22, prioritizing passenger heating comfort.

If it is determined in step S300 that the battery is not plugged in or that it is not necessary to heat the battery 34, the process proceeds to step S320, where the opening of the high-temperature side three-way valve 24 is controlled to the normal opening. Specifically, in cooling mode, the opening of the high-temperature side three-way valve 24 is controlled to 10%, and in heating mode, the opening of the high-temperature side three-way valve 24 is controlled to 100%.

The control flow shown in Figure 6 controls the open/close state of the grille shutter 42. When the grille shutter 42 is open, outside air flows to the high-temperature side radiator 23 and the low-temperature side radiator 32, and when the grille shutter 42 is closed, the flow of outside air to the high-temperature side radiator 23 and the low-temperature side radiator 32 is blocked.

In the control flow shown in Figure 6, first, in step S400, it is determined whether the battery is plugged in and whether the battery 34 needs to be heated.

If step S400 determines that the battery 34 is plugged in and that it is necessary to heat up the battery 34, the process proceeds to step S410, where the grille shutter 42 is controlled to a closed state. This blocks the flow of outside air to the high-temperature side radiator 23 and the low-temperature side radiator 32. This minimizes heat loss in the shared fins 39, promoting heat transfer from the high-temperature side radiator 23 to the low-temperature side radiator 32 and improving the battery 34's heating capacity.

If it is determined in step S400 that the battery is not plugged in or that the battery 34 does not need to be heated, the process proceeds to step S420, where the grille shutter 42 is controlled to be open. This means that outside air flows to the high-temperature side radiator 23 and the low-temperature side radiator 32.

The control flow shown in Figure 7 controls the on/off state of the outdoor blower 41. In the control flow shown in Figure 7, first, in step S500, it is determined whether the system is in a plugged-in state and whether the temperature of the battery 34 needs to be increased.

If it is determined in step S500 that the battery is plugged in and that the battery 34 needs to be heated, the process proceeds to step S520. If it is determined in step S500 that the battery is not plugged in or that the battery 34 does not need to be heated, the process proceeds to step S510, where it is determined whether the compressor 11 is operating. If it is determined in step S510 that the compressor 11 is not operating, the process proceeds to step S520, where the outdoor blower 41 is controlled to be turned off. This minimizes heat loss in the shared fins 39, thereby promoting heat transfer from the high-temperature side radiator 23 to the low-temperature side radiator 32 and improving the battery 34's heating capacity.

If it is determined in step S510 that the compressor 11 is operating, the process proceeds to step S530 and the outdoor blower 41 is controlled to be in the on state.

The control flow shown in Figure 8 controls the on/off state of the high-temperature side pump 21. In the control flow shown in Figure 8, first, in step S600, it is determined whether the water heater 25 is operating.

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

If it is determined in step S610 that the indoor blower 53 is stopped, the process proceeds to step S630 and the high-temperature side pump 21 is controlled to be in the off state.

In this embodiment, the water heater 25 is located upstream of the heater core 22 in the high-temperature coolant circuit 20, and the coolant branches off to the high-temperature side radiator 23 at the branch point 20c upstream of the water heater 25.

As a result, the coolant heated by the water heater 25 flows through the heater core 22 before branching off to the high-temperature side radiator 23, preventing a drop in the heater core outlet temperature when the battery 34 temperature rises.

In this embodiment, the high-temperature side pump 21 in the high-temperature coolant circuit 20 is located downstream of the reserve tank 26 and upstream of the branching portion 20c. This allows the high-temperature side pump 21 to circulate the coolant efficiently.

In this embodiment, as described in steps S500 to S530, when the battery 34 is heated, the control device 60 reduces the air blowing capacity of the outdoor blower 41 compared to when the battery 34 is not heated. This reduces heat loss in the shared fins 39 when the battery 34 is heated, thereby improving the battery 34's ability to heat up.

In this embodiment, as explained in steps S400 to S420, when the battery 34 is heated, the control device 60 reduces the opening degree of the grille shutter 42 compared to when the battery 34 is not heated. This reduces heat loss in the shared fins 39 when the battery 34 is heated, thereby improving the battery 34's heating capacity.

In this embodiment, as explained in step S140 and elsewhere, when raising the temperature of the battery 34, the control device 60 operates the water heater 25 at maximum operating rate. This makes it possible to suppress a decrease in the discharge temperature of the heater core 22 and to quickly raise the temperature of the battery 34 when raising the temperature of the battery 34.

In this embodiment, as explained in steps S130 to S150, when raising the temperature of the battery 34, the control device 60 operates the water heater 25 at maximum operating rate until the difference between the target coolant temperature Twho and the actual coolant temperature Twh falls within a predetermined range.

This prevents excessive temperature rise of the battery 34 when the battery 34 is heated, thereby saving energy.

In this embodiment, as explained in steps S130 to S150, etc., when raising the temperature of the battery 34, after the control device 60 has finished operating the water heater 25 at its maximum operating rate, it controls the operating rate of the water heater 25 so that the difference between the target coolant temperature Twho and the actual coolant temperature Twh becomes small.

This prevents excessive temperature rise of the battery 34 when the battery 34 is heated, thereby saving energy.

In this embodiment, as explained in step S310 and elsewhere, when raising the temperature of the battery 34, after the control device 60 has finished operating the water heater 25 at its maximum operating rate, it controls the high-temperature side three-way valve 24 so that coolant flows to both the heater core 22 side and the high-temperature side radiator 23 side.

As a result, when raising the temperature of the battery 34, after the coolant temperature Twh approaches the target temperature Twho, both the air blown from the heater core 22 and the battery 34 can be maintained at appropriate temperatures.

In this embodiment, as explained in step S310, when the water heater 25 is operating at maximum operating rate to heat the battery 34, the control device 60 controls the high-temperature side three-way valve 24 so that the flow rate of the coolant to the high-temperature side radiator 23 increases as the difference between the target coolant temperature Twho and the actual coolant temperature Twh decreases.

This allows the battery 34 to be heated as quickly as possible while preventing a decrease in the amount of air blown out of the heater core 22.

In this embodiment, as described in step S110, when raising the temperature of the battery 34, the control device 60 sets the target coolant temperature Twho to the maximum temperature within the range at which the coolant does not boil in the water heater 25. This allows the battery 34 to be heated as quickly as possible while preventing the coolant from boiling in the water heater 25.

In this embodiment, as explained in step S310, when heating the vehicle cabin while raising the temperature of the battery 34, the control device 60 controls the high-temperature side three-way valve 24 so that coolant flows to both the heater core 22 side and the high-temperature side radiator 23 side, and the flow rate of coolant to the high-temperature side radiator 23 side is lower than the flow rate of coolant to the heater core 22 side. This allows the battery 34 to be raised while maintaining the heater core 22's outlet temperature as much as possible.

Second Embodiment
In the above embodiment, the coolant in the high-temperature coolant circuit 20 branches off to the high-temperature side radiator 23 side upstream of the heater core 22, but in the present embodiment, the coolant in the high-temperature coolant circuit 20 branches off to the high-temperature side radiator 23 side downstream of the heater core 22.

As shown in Figure 9, the high-temperature side pump 21 is located downstream of the heater core 22 in the high-temperature side circulation flow path 20a. The high-temperature side pump 21 draws in and discharges the coolant that flows out from the heater core 22.

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

When the high-temperature side three-way valve 24 opens the high-temperature side radiator flow path 20b, the coolant discharged from the high-temperature side pump 21 branches off at branch point 20c toward the high-temperature side radiator 23, as shown by the dashed arrow in Figure 9. The coolant branched off at branch point 20c toward the high-temperature side radiator 23 flows through the high-temperature side radiator 23, and then merges with the coolant that has passed through the condenser 12 at merge point 20c.

This embodiment can also achieve the same operation and effects as the above embodiment.

In this embodiment, the water heater 25 is located upstream of the heater core 22 in the high-temperature coolant circuit 20, and the coolant branches off to the high-temperature side radiator 23 at the branch point 20c downstream of the water heater 25.

As a result, the coolant heated by the water heater 25 flows through the heater core 22 before branching off to the high-temperature side radiator 23, preventing a drop in the heater core outlet temperature when the battery 34 temperature rises.

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

(1) In the above embodiment, the vehicle air conditioning system 1 is applied to a plug-in hybrid vehicle capable of charging a battery with power supplied from an external power source. However, the vehicle air conditioning system 1 may also be applied to a non-plug-in hybrid vehicle in which the battery cannot be charged with power supplied from an external power source.

In the above embodiment in which the vehicle air conditioning system 1 is applied to a plug-in hybrid vehicle, in steps S100, S300, S400, and S500, it is determined whether the vehicle is in a plugged-in state and whether the battery 34 needs to be heated.

In contrast, when the vehicle air conditioning system 1 is applied to a non-plug-in hybrid vehicle, in steps S100, S300, S400, and S500, it is determined whether or not the temperature of the battery 34 needs to be increased.

The vehicle air conditioning system 1 may also be applied to an electric vehicle that obtains driving force for vehicle operation from an electric motor.

(2) In the above embodiment, cooling water is used as the heat transfer medium, but various media such as oil or nanofluids may also be used as the heat transfer medium. A nanofluid is a fluid that contains nanoparticles with particle diameters on the order of nanometers.

(3) In the above embodiment, the refrigeration cycle device 10 uses a fluorocarbon-based refrigerant as the refrigerant, but the type of refrigerant is not limited to this. Natural refrigerants such as carbon dioxide or hydrocarbon-based refrigerants may also be used.

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

(4) In the above embodiment, the high-temperature side radiator 23 and the low-temperature side radiator 32 are separate radiators joined together by a common fin 39, but the high-temperature side radiator 23 and the low-temperature side radiator 32 may also be configured as a single radiator.

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

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

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

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

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

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

The features of the in-vehicle equipment heating device disclosed in this specification are as follows.
(Item 1)
a high-temperature heat medium circuit (20) in which a high-temperature heat medium circulates;
a low-temperature heat medium circuit (30) in which a low-temperature heat medium circulates;
a heater core (22) disposed in the high-temperature heat medium circuit for radiating heat from the high-temperature heat medium to air blown into the vehicle interior;
a heating element (25) disposed upstream of the heater core in the high-temperature heat medium circuit and configured to heat the high-temperature heat medium;
an in-vehicle equipment cooling unit (33) disposed in the low-temperature heat medium circuit and configured to cool an in-vehicle equipment (34) by the low-temperature heat medium;
a heat transfer section (23, 32, 39) that transfers heat from the high-temperature heat medium to the low-temperature heat medium;
a branching section (20c) arranged in the high-temperature heat transfer medium circuit on the upstream side of the heat generating element or on the downstream side of the heater core, for branching the flow of the high-temperature heat transfer medium toward the heat transfer section;
a flow rate ratio adjusting section (24) that adjusts a flow rate ratio of the high-temperature heat medium flowing to the heat generating element and the heater core to the high-temperature heat medium flowing to the heat transfer section;
and a control unit (60) that, when heating the vehicle equipment, heats the high-temperature heat medium with the heating element and controls the flow ratio adjustment unit so that the high-temperature heat medium flows to the heat transfer unit.
(Item 2)
a reserve tank (26) disposed in the high-temperature heat medium circuit and configured to store the high-temperature heat medium;
a high-temperature side pump (21) arranged downstream of the reserve tank (26) and upstream of the branching portion in the high-temperature heat transfer medium circuit, the high-temperature side pump (21) sucking in and discharging the high-temperature heat transfer medium.
(Item 3)
The heat transfer section is
a high-temperature side outdoor heat exchanger (23) disposed in the high-temperature heat medium circuit and exchanging heat between the high-temperature heat medium and outside air;
a low-temperature side outdoor heat exchanger (32) disposed in the low-temperature heat medium circuit and exchanging heat between the low-temperature heat medium and outside air;
and fins (39) that thermally connect the high-temperature side outdoor heat exchanger (23) and the low-temperature side outdoor heat exchanger (32),
The system further includes an outdoor air blower (41) for blowing outdoor air to the high-temperature side outdoor heat exchanger (23) and the low-temperature side outdoor heat exchanger (32),
The vehicle-mounted equipment heating device according to item 1 or 2, wherein the control unit (60) reduces the blowing capacity of the outside air blower (41) when heating the vehicle-mounted equipment compared to when the vehicle -mounted equipment is not heated.
(Item 4)
The heat transfer section is
a high-temperature side outdoor heat exchanger (23) disposed in the high-temperature heat medium circuit and exchanging heat between the high-temperature heat medium and outside air;
a low-temperature side outdoor heat exchanger (32) disposed in the low-temperature heat medium circuit and exchanging heat between the low-temperature heat medium and outside air;
and fins (39) that thermally connect the high-temperature side outdoor heat exchanger (23) and the low-temperature side outdoor heat exchanger (32),
Further, an outdoor air passage opening/closing unit (42) is provided for opening and closing a passage of outdoor air flowing to the high-temperature side outdoor heat exchanger (23) and the low-temperature side outdoor heat exchanger (32),
The vehicle-mounted equipment heating device described in any one of items 1 to 3, wherein the control unit (60) reduces the opening degree of the outside air passage opening/closing unit (42) when heating the vehicle-mounted equipment compared to when the vehicle-mounted equipment is not heated.
(Item 5)
5. The in-vehicle device heating apparatus according to any one of items 1 to 4, wherein the control unit (60) operates the heating element at a maximum operating rate when heating the in-vehicle device.
(Item 6)
Item 6. The vehicle-mounted equipment heating device according to item 5, wherein, when heating the vehicle-mounted equipment, the control unit (60) operates the heating element at the maximum operating rate until a difference between a target temperature (Twho) of the high-temperature heat medium and an actual temperature (Twh) falls within a predetermined range.
(Item 7)
The vehicle-mounted equipment heating device described in item 6 , wherein, when heating the vehicle-mounted equipment, after the control unit (60) has finished operating the heating element at the maximum operating rate, it controls the operating rate of the heating element so that the difference between the target temperature (Twho) of the high-temperature heat medium and the actual temperature (Twh) becomes small.
(Item 8)
8. The vehicle-mounted equipment heating device according to claim 6, wherein the control unit (60) controls the flow ratio adjustment unit so that the high-temperature heat medium flows to both the heater core side and the heat transfer unit side after completing the operation of the heating element at the maximum operating rate when heating the vehicle-mounted equipment.
(Item 9)
7. The vehicle-mounted equipment heating device according to item 5 or 6, wherein when the heating element is operating at the maximum operating rate when heating the vehicle-mounted equipment, the control unit (60) controls the flow rate ratio adjustment unit so that the flow rate ratio of the high-temperature heat medium to the heat transfer unit increases as the difference between the target temperature (Twho) of the high-temperature heat medium and the actual temperature (Twh) becomes smaller.
(Item 10)
the control unit (60) controls the output of the heating element so that the temperature (Twho) of the high-temperature heat medium approaches a target temperature (Twho);
5. The vehicle equipment heating device according to any one of items 1 to 4, wherein, when heating the vehicle equipment, the control unit (60) sets the target temperature to a maximum temperature within a range in which the high-temperature heat medium does not boil in the heating element.
(Item 11)
11. The vehicle-mounted equipment heating device according to any one of items 1 to 10, wherein, when heating the vehicle interior while heating the vehicle equipment, the control unit (60) controls the flow ratio adjustment unit so that the high-temperature heat medium flows to both the heater core side and the heat transfer unit side, and the flow rate ratio of the high-temperature heat medium to the heat transfer unit side is less than the flow rate ratio of the high-temperature heat medium to the heater core side.

20 High temperature cooling water circuit (high temperature heat medium circuit)
30 Low temperature cooling water circuit (low temperature heat medium circuit)
22 heater core 25 water heater (heating element)
33 Battery cooler (vehicle equipment cooling section)
34 Batteries (vehicle equipment)
23 High temperature side radiator (heat transfer part)
32 Low temperature radiator (heat transfer section)
39 Fin (heat transfer part)
20c Branching portion 24 High temperature side three-way valve (flow ratio adjustment portion)
60 control device (control unit)

Claims (11)

a high-temperature heat medium circuit (20) in which a high-temperature heat medium circulates;
a low-temperature heat medium circuit (30) in which a low-temperature heat medium circulates;
a heater core (22) disposed in the high-temperature heat medium circuit for radiating heat from the high-temperature heat medium to air blown into the vehicle interior;
a heating element (25) disposed upstream of the heater core in the high-temperature heat medium circuit and configured to heat the high-temperature heat medium;
an in-vehicle equipment cooling unit (33) disposed in the low-temperature heat medium circuit and configured to cool an in-vehicle equipment (34) by the low-temperature heat medium;
a heat transfer section (23, 32, 39) that transfers heat from the high-temperature heat medium to the low-temperature heat medium;
a branching section (20c) arranged in the high-temperature heat transfer medium circuit on the upstream side of the heat generating element or on the downstream side of the heater core, for branching the flow of the high-temperature heat transfer medium toward the heat transfer section;
a flow rate ratio adjusting section (24) that adjusts a flow rate ratio of the high-temperature heat medium flowing to the heat generating element and the heater core to the high-temperature heat medium flowing to the heat transfer section;
a control unit (60) that, when raising the temperature of the in-vehicle device, heats the high-temperature heat medium with the heating element and controls the flow rate ratio adjustment unit so that the high-temperature heat medium flows to the heat transfer unit ;
The heat transfer section is
a high-temperature side outdoor heat exchanger (23) disposed in the high-temperature heat medium circuit and exchanging heat between the high-temperature heat medium and outside air;
a low-temperature side outdoor heat exchanger (32) disposed in the low-temperature heat medium circuit and exchanging heat between the low-temperature heat medium and outside air;
a fin (39) that thermally connects the high-temperature side outdoor heat exchanger and the low-temperature side outdoor heat exchanger,
Further, an outdoor air blower (41) is provided to blow outdoor air to the high-temperature side outdoor heat exchanger and the low-temperature side outdoor heat exchanger,
The control unit reduces the blowing capacity of the outside air blower when the temperature of the in-vehicle device is increased compared to when the temperature of the in-vehicle device is not increased . an outdoor air passage opening/closing unit (42) that opens and closes a passage of outdoor air flowing to the high-temperature side outdoor heat exchanger and the low-temperature side outdoor heat exchanger,
The vehicle-mounted equipment heating device according to claim 1, wherein the control unit reduces the opening degree of the outside air passage opening/closing unit (42) when heating the vehicle-mounted equipment compared to when the vehicle-mounted equipment is not heated. a high-temperature heat medium circuit (20) in which a high-temperature heat medium circulates;
a low-temperature heat medium circuit (30) in which a low-temperature heat medium circulates;
a heater core (22) disposed in the high-temperature heat medium circuit for radiating heat from the high-temperature heat medium to air blown into the vehicle interior;
a heating element (25) disposed upstream of the heater core in the high-temperature heat medium circuit and configured to heat the high-temperature heat medium;
an in-vehicle equipment cooling unit (33) disposed in the low-temperature heat medium circuit and configured to cool an in-vehicle equipment (34) by the low-temperature heat medium;
a heat transfer section (23, 32, 39) that transfers heat from the high-temperature heat medium to the low-temperature heat medium;
a branching section (20c) arranged in the high-temperature heat transfer medium circuit on the upstream side of the heat generating element or on the downstream side of the heater core, for branching the flow of the high-temperature heat transfer medium toward the heat transfer section;
a flow rate ratio adjusting section (24) that adjusts a flow rate ratio of the high-temperature heat medium flowing to the heat generating element and the heater core to the high-temperature heat medium flowing to the heat transfer section;
a control unit (60) that, when raising the temperature of the in-vehicle device, heats the high-temperature heat medium with the heating element and controls the flow rate ratio adjustment unit so that the high-temperature heat medium flows to the heat transfer unit ;
The heat transfer section is
a high-temperature side outdoor heat exchanger (23) disposed in the high-temperature heat medium circuit and exchanging heat between the high-temperature heat medium and outside air;
a low-temperature side outdoor heat exchanger (32) disposed in the low-temperature heat medium circuit and exchanging heat between the low-temperature heat medium and outside air;
a fin (39) that thermally connects the high-temperature side outdoor heat exchanger and the low-temperature side outdoor heat exchanger,
Further, an outdoor air passage opening/closing unit (42) is provided for opening and closing a passage of outdoor air flowing to the high-temperature side outdoor heat exchanger and the low-temperature side outdoor heat exchanger,
The control unit reduces the opening degree of the outside air passage opening/closing unit when the temperature of the in-vehicle device is increased compared to when the temperature of the in-vehicle device is not increased . a reserve tank (26) disposed in the high-temperature heat medium circuit and configured to store the high-temperature heat medium;
4. The vehicle-mounted equipment heating device according to claim 1 , further comprising: a high-temperature side pump (21) arranged in the high-temperature heat transfer medium circuit downstream of the reserve tank and upstream of the branching portion, the high-temperature side pump sucking in and discharging the high-temperature heat transfer medium. The device for heating an in-vehicle device according to claim 1 or 3 , wherein the control unit operates the heating element at a maximum operating rate when heating the in-vehicle device. The vehicle equipment heating device according to claim 5, wherein when heating the vehicle equipment, the control unit operates the heating element at the maximum operating rate until the difference between the target temperature (Twho) of the high-temperature heat medium and the actual temperature (Twh) falls within a predetermined range. The vehicle equipment heating device according to claim 6, wherein, after the control unit has finished operating the heating element at the maximum operating rate when heating the vehicle equipment, the control unit controls the operating rate of the heating element so that the difference between the target temperature (Twho) of the high-temperature heat medium and the actual temperature (Twh) becomes small. 7. The vehicle equipment heating device according to claim 6, wherein the control unit controls the flow ratio adjustment unit so that the high-temperature heat medium flows to both the heater core side and the heat transfer unit side after the operation of the heating element at the maximum operating rate is completed when heating the vehicle equipment. a high-temperature heat medium circuit (20) in which a high-temperature heat medium circulates;
a low-temperature heat medium circuit (30) in which a low-temperature heat medium circulates;
a heater core (22) disposed in the high-temperature heat medium circuit for radiating heat from the high-temperature heat medium to air blown into the vehicle interior;
a heating element (25) disposed upstream of the heater core in the high-temperature heat medium circuit and configured to heat the high-temperature heat medium;
an in-vehicle equipment cooling unit (33) disposed in the low-temperature heat medium circuit and configured to cool an in-vehicle equipment (34) by the low-temperature heat medium;
a heat transfer section (23, 32, 39) that transfers heat from the high-temperature heat medium to the low-temperature heat medium;
a branching section (20c) arranged in the high-temperature heat transfer medium circuit on the upstream side of the heat generating element or on the downstream side of the heater core, for branching the flow of the high-temperature heat transfer medium toward the heat transfer section;
a flow rate ratio adjusting section (24) that adjusts a flow rate ratio of the high-temperature heat medium flowing to the heat generating element and the heater core to the high-temperature heat medium flowing to the heat transfer section;
a control unit (60) that, when raising the temperature of the in-vehicle device, heats the high-temperature heat medium with the heating element and controls the flow rate ratio adjustment unit so that the high-temperature heat medium flows to the heat transfer unit ;
The control unit
When raising the temperature of the in-vehicle device, the heating element is operated at a maximum operating rate;
When heating the vehicle equipment, if the heating element is operating at the maximum operating rate, the vehicle equipment heating device controls the flow rate ratio adjustment unit so that the flow rate ratio of the high-temperature heat medium to the heat transfer unit increases as the difference between the target temperature (Twho) of the high-temperature heat medium and the actual temperature (Twh) becomes smaller . the control unit controls the output of the heating element so that the temperature (Twho) of the high-temperature heat medium approaches a target temperature (Twho);
4. The vehicle equipment heating device according to claim 1, wherein when heating the vehicle equipment, the control unit sets the target temperature to a maximum temperature within a range in which the high-temperature heat medium does not boil in the heating element. An in-vehicle equipment heating device as described in any one of claims 1, 3, and 9, wherein when heating the in-vehicle equipment while also heating the interior of the vehicle, the control unit controls the flow ratio adjustment unit so that the high-temperature heat medium flows to both the heater core side and the heat transfer section side, and the flow rate ratio of the high-temperature heat medium to the heat transfer section side is less than the flow rate ratio of the high-temperature heat medium to the heater core side.