Patent Publication Number: US-2019193523-A1

Title: Electric vehicle

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     Priority is claimed on Japanese Patent Application No. 2017-245585, filed Dec. 21, 2017, the content of which is incorporated herein by reference. 
     BACKGROUND OF THE INVENTION 
     Field of the Invention 
     The present invention relates to an electric vehicle. 
     Description of Related Art 
     In electric vehicles, an electric motor functions as a generator at the time of braking the vehicle. That is, a rotation of a drive wheel is transmitted to an output shaft of the electric motor and electric power is regenerated by the electric motor in accordance with a rotation of the output shaft. A regenerated AC current is converted into a DC current by an inverter and the converted DC current is supplied from the inverter to a power storage device to be charged in the power storage device. 
     Among the electric vehicles, there is known an electric vehicle configured to limit a regeneration amount of the electric motor when a remaining capacity of the power storage device exceeds a predetermined value in order to protect the power storage device from overcharging. However, when the regeneration amount of the electric motor is limited, a regenerative braking force becomes weaker than that of a normal state and hence a passenger feels uncomfortable due to a change in brake feeling. Meanwhile, when the limitation of the regeneration amount during the braking operation is eliminated by prioritizing an effect of suppressing a change in brake feeling, a battery is deteriorated due to the overcharging. 
     As a countermeasure, there is disclosed a method of increasing electric power consumption of an electric load (hereinafter, referred to as a vehicle air conditioner) mounted on an electric vehicle when a remaining capacity of a power storage device exceeds a predetermined value at the time of generating a regenerative braking force. 
     Further, there is disclosed a method of simultaneously operating a cooling device for cooling a vehicle compartment and a heating device for heating the vehicle compartment when a remaining capacity of a power storage device exceeds a predetermined value during a regeneration of an electric motor (for example, see Japanese Unexamined Patent Application, First Publication No. 2015-162947 (hereinafter, referred to as Patent Literature 1)). 
     SUMMARY OF THE INVENTION 
     In the vehicle air conditioner of Patent Literature 1, a cooling circuit and a heating circuit are completely separated from each other. 
     Meanwhile, among the electric vehicles, there is known an electric vehicle capable of cooling and heating the vehicle compartment using the vehicle air conditioner by providing a heat pump cycle in the vehicle air conditioner. However, in the electric vehicle, an operation of increasing the electric power consumption of the vehicle air conditioner when the remaining capacity of the power storage device exceeds a predetermined value during the regeneration of the electric motor is not disclosed. 
     Aspects of the present invention are contrived in view of the above-described circumstances and an object thereof is to provide an electric vehicle capable of increasing an electric power consumption of a vehicle air conditioner including a heat pump cycle when a remaining capacity of a power storage device exceeds a predetermined value during a regeneration of an electric motor. 
     In order to solve the above-described problems and achieve the object, the present invention adopts the following aspects. 
     (1) An electric vehicle according to an aspect of the present invention is an electric vehicle including an electric motor, a power storage device electrically connected to the electric motor, and a control device controlling the electric motor and the power storage device, including: a refrigerant circuit which includes a compressor compressing and discharging a sucked refrigerant, an outdoor heat exchanger exchanging heat with the compressed refrigerant, an expansion valve decompressing the refrigerant passing through the outdoor heat exchanger, and an indoor heat exchanger exchanging heat with the decompressed refrigerant and returning the refrigerant to the compressor, wherein the refrigerant circuit includes a resistance which is provided between the compressor and the outdoor heat exchanger to change a passage resistance of the compressed refrigerant, and wherein when a remaining capacity of the power storage device is equal to or larger than a predetermined value, the control device increases the passage resistance as compared with a case in which the remaining capacity of the power storage device is smaller than the predetermined value along with the operation of the compressor. 
     Here, a method of increasing the electric power consumption of the electric vehicle in order to protect the power storage device from overcharging at the time of charging the power storage device with the electric power regenerated by the electric motor will be described below as the waste electric power control. 
     According to Aspect (1), when the remaining capacity of the power storage device is equal to or larger than the predetermined value during the regeneration of the electric motor, the passage resistance is increased along with the operation of the compressor by the waste electric power control. Thus, since the passage resistance from the compressor to the outdoor heat exchanger increases as compared with a case before the waste electric power control, it is possible to decrease the efficiency of the cooling operation. 
     In this state, it is necessary to ensure the refrigerant circulation amount by increasing the output of the compressor to increase the discharge pressure of the compressor in order to obtain the cooling capacity before the waste electric power control. When the output of the compressor increases, it is possible to increase the electric power consumption of the compressor. In the waste electric power control, it is possible to prevent the overcharging of the power storage device when the electric power consumption of the compressor is larger than the electric power generated by the electric motor. Further, it is possible to decrease an increase speed of the remaining capacity of the power storage device when the electric power consumption of the compressor is smaller than the electric power generated by the electric motor. 
     (2) An electric vehicle according to an aspect of the present invention is an electric vehicle including an electric motor, a power storage device electrically connected to the electric motor, and a control device controlling the electric motor and the power storage device, including: a refrigerant circuit which includes a compressor compressing and discharging a sucked refrigerant, an outdoor heat exchanger exchanging heat with the compressed refrigerant, an expansion valve decompressing the refrigerant passing through the outdoor heat exchanger, and an indoor heat exchanger exchanging heat with the decompressed refrigerant and returning the refrigerant to the compressor, wherein when a remaining capacity of the power storage device is equal to or larger than a predetermined value, the control device decreases a passing air volume of a first air guide member controlling the passing air volume of the outdoor heat exchanger as compared with a case in which the remaining capacity of the power storage device is smaller than the predetermined value along with the operation of the compressor. 
     According to Aspect (2), when the remaining capacity of the power storage device is equal to or larger than the predetermined value during the regeneration of the electric motor, the passing air volume of the first air guide member is decreased to decrease the passing air volume of the outdoor heat exchanger along with the operation of the compressor by the waste electric power control. Thus, when the heat radiation amount of the outdoor heat exchanger is decreased to increase the temperature of the refrigerant (high pressure), it is possible to decrease the efficiency of the cooling operation. 
     In this state, it is necessary to increase the rotation speed due to an increase in compression work of the compressor or a decrease in volume efficiency in order to obtain the cooling capacity before the waste electric power control. Thus, it is possible to increase the electric power consumption of the compressor. In the waste electric power control, it is possible to prevent the overcharging of the power storage device when the electric power consumption of the compressor is larger than the electric power generated by the electric motor. Further, it is possible to decrease an increase speed of the remaining capacity of the power storage device when the electric power consumption of the compressor is smaller than the electric power generated by the electric motor. 
     (3) An electric vehicle according to an aspect of the present invention is an electric vehicle including an electric motor, a power storage device electrically connected to the electric motor, and a control device controlling the electric motor and the power storage device, including: a refrigerant circuit which includes a compressor compressing and discharging a sucked refrigerant, an outdoor heat exchanger exchanging heat with the compressed refrigerant, an expansion valve decompressing the refrigerant passing through the outdoor heat exchanger, and an indoor heat exchanger exchanging heat with the decompressed refrigerant and returning the refrigerant to the compressor, wherein when a remaining capacity of the power storage device is equal to or larger than a predetermined value, the control device decreases an opening degree of the expansion valve as compared with a case in which the remaining capacity of the power storage device is smaller than the predetermined value along with the operation of the compressor. 
     According to Aspect (3), when the remaining capacity of the power storage device is equal to or larger than the predetermined value during the regeneration of the electric motor, the opening degree of the expansion valve is decreased along with the operation of the compressor by the waste electric power control. Thus, it is possible to decrease the efficiency of the cooling operation by decreasing the refrigerant circulation amount as compared with a case before the waste electric power control. 
     In this state, it is necessary to ensure the refrigerant circulation amount by increasing the output of the compressor and increasing the discharge pressure of the refrigerant in order to obtain the cooling capacity before the waste electric power control. Since the output of the compressor increases, the electric power consumption of the compressor can be increased. In the waste electric power control, it is possible to prevent the overcharging of the power storage device when the electric power consumption of the compressor is larger than the electric power generated by the electric motor. Further, it is possible to decrease an increase speed of the remaining capacity of the power storage device when the electric power consumption of the compressor is smaller than the electric power generated by the electric motor. 
     (4) An electric vehicle according to an aspect of the present invention is an electric vehicle including an electric motor, a power storage device electrically connected to the electric motor, and a control device controlling the electric motor and the power storage device, including: a refrigerant circuit which includes a compressor compressing and discharging a sucked refrigerant, an outdoor heat exchanger exchanging heat with the compressed refrigerant, an expansion valve decompressing the refrigerant passing through the outdoor heat exchanger, and an indoor heat exchanger exchanging heat with the decompressed refrigerant and returning the refrigerant to the compressor, wherein the refrigerant circuit includes a second indoor heat exchanger which is disposed between the compressor and the outdoor heat exchanger to exchange heat with the compressed refrigerant, and wherein when the remaining capacity of the power storage device is equal to or larger than a predetermined value, the control device decreases a target temperature of the indoor heat exchanger as compared with a case in which the remaining capacity of the power storage device is smaller than the predetermined value and increases a target temperature of the second indoor heat exchanger as compared with the case in which the remaining capacity of the power storage device is smaller than the predetermined value along with the operation of the compressor. 
     According to Aspect (4), when the remaining capacity of the power storage device is equal to or larger than the predetermined value during the regeneration of the electric motor, the target temperature of the indoor heat exchanger is decreased and the target temperature of the second indoor heat exchanger is increased along with the operation of the compressor by the waste electric power control. When the target temperature of the indoor heat exchanger is decreased and the target temperature of the second indoor heat exchanger is increased, it is possible to decrease the operation efficiency of the vehicle air conditioner. Further, when the target temperature of the indoor heat exchanger is decreased and the target temperature of the second indoor heat exchanger is increased, it is possible to obtain the cooling capacity before the waste electric power control. 
     Thus, it is possible to increase the electric power consumption of the vehicle air conditioner in a state in which the cooling capacity before the waste electric power control is obtained. In the waste electric power control, it is possible to prevent the overcharging of the power storage device when the electric power consumption of the compressor is larger than the electric power generated by the electric motor. Further, it is possible to decrease an increase speed of the remaining capacity of the power storage device when the electric power consumption of the compressor is smaller than the electric power generated by the electric motor. 
     (5) The electric vehicle according to any one of Aspects (1) to (4) further includes: a switching member that is provided in the indoor heat exchanger to switch an introduction of air inside a vehicle compartment of the electric vehicle and air outside the vehicle compartment, wherein when the remaining capacity of the power storage device is equal to or larger than the predetermined value, the control device may switch the switching member so as to introduce the air outside the vehicle compartment. 
     In this way, when the remaining capacity of the power storage device is equal to or larger than the predetermined value during the regeneration of the electric motor, the air outside the vehicle compartment is selectively introduced along with the operation of the compressor by the waste electric power control. When the external air is introduced, it is possible to decrease the operation efficiency of the vehicle air conditioner. Thus, it is possible to increase the electric power consumption of the vehicle air conditioner in order to obtain the cooling capacity before the waste electric power control. 
     In the waste electric power control, it is possible to prevent the overcharging of the power storage device when the electric power consumption of the compressor is larger than the electric power generated by the electric motor. Further, it is possible to decrease an increase speed of the remaining capacity of the power storage device when the electric power consumption of the compressor is smaller than the electric power generated by the electric motor. 
     According to Aspects of the present invention, it is possible to increase the electric power consumption of the vehicle air conditioner including the heat pump cycle when the remaining capacity of the power storage device exceeds a predetermined value during the regeneration of the electric motor. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a configuration diagram of an electric vehicle including a vehicle air conditioner according to an embodiment of the present invention. 
         FIG. 2  is a configuration diagram illustrating a heating operation mode of the vehicle air conditioner according to the embodiment of the present invention. 
         FIG. 3  is a configuration diagram illustrating a cooling operation mode of the vehicle air conditioner according to the embodiment of the present invention. 
         FIG. 4  is a configuration diagram illustrating a dehumidifying heating operation mode of the vehicle air conditioner according to the embodiment of the present invention. 
         FIG. 5  is a configuration diagram illustrating a first waste electric power control of the electric vehicle according to the embodiment of the present invention. 
         FIG. 6  is a configuration diagram illustrating a second waste electric power control of the electric vehicle according to the embodiment of the present invention. 
         FIG. 7  is a graph calculating a regenerative electric power reduction amount using a grille shutter operation of the electric vehicle according to the embodiment of the present invention. 
         FIG. 8  is a configuration diagram illustrating a third waste electric power control of the electric vehicle according to the embodiment of the present invention. 
         FIG. 9  is a configuration diagram illustrating a fourth waste electric power control of the electric vehicle according to the embodiment of the present invention. 
         FIG. 10  is a configuration diagram illustrating a fifth waste electric power control of the electric vehicle according to the embodiment of the present invention. 
         FIG. 11  is a line diagram showing a relationship of electric power consumption with respect to a suction/discharge pressure difference of a compressor and an air side load (air conditioning load) of the electric vehicle according to the embodiment of the present invention. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     An embodiment of the present invention will be described with reference to the drawings. 
     In the embodiment, a battery electric vehicle (BEV) is exemplified as an electric vehicle, but the present invention is not limited thereto. For example, other vehicles such as a hybrid vehicle (HV) and a fuel cell vehicle (FCV) may be used. 
       FIG. 1  is a configuration diagram of an electric vehicle Ve including a vehicle air conditioner  10 . 
     As shown in  FIG. 1 , the vehicle air conditioner  10  is mounted on the electric vehicle Ve such as a battery electric vehicle which does not include an engine (an internal combustion engine) as a vehicle drive source. The electric vehicle Ve is a battery electric vehicle which includes a vehicle air conditioner  10 , a control device (ECU: Electronic Control Unit)  15 , a power storage device (a battery)  16 , and an electric motor (a traveling motor)  17 . 
     The electric motor  17  is electrically connected to the power storage device  16  through an inverter (not shown). At the time of driving the electric motor  17 , a DC current output from the power storage device  16  is converted into an AC current by the inverter and is supplied to the electric motor  17 . When the AC current is supplied to the electric motor  17 , the electric motor  17  generates driving power. Since the electric motor  17  generates the driving power, a drive wheel is rotationally driven in a forward movement direction or a backward movement direction. 
     Meanwhile, the electric motor  17  serves as a generator at the time of braking the electric vehicle Ve. That is, the rotation of the drive wheel is transmitted to an output shaft of the electric motor  17  and electric power is regenerated by the electric motor  17  in accordance with the rotation of the output shaft. At this time, the electric motor  17  serves as a resistance and the resistance becomes a regenerative braking force to act on the electric vehicle Ve. The AC current which is regenerated by the electric motor  17  is converted into a DC current by the inverter. The converted DC current is supplied from the inverter to the power storage device  16  and is stored in the power storage device  16 . 
     Further, the vehicle air conditioner  10  is mounted on the electric vehicle Ve. The vehicle air conditioner  10  mainly includes an air conditioning unit  11  and a heat pump cycle  12  through which a refrigerant can circulate. 
     The air conditioning unit  11  includes a duct  51  through which conditioned air flows, a switching member  59  that is accommodated in the duct  51 , a blower  52 , a first indoor heat exchanger (an indoor heat exchanger, an evaporator)  53 , an air mix damper (a second air guide member)  54 , and a second indoor heat exchanger (a heating heat exchanger, an indoor condenser)  55 . 
     The duct  51  includes air inlets  56   a  and  56   b  and air outlets  57   a  and  57   b.    
     Then, the blower  52 , the first indoor heat exchanger  53 , the air mix damper  54 , and the second indoor heat exchanger  55  are disposed inside the duct  51 . Further, these members  52 ,  53 ,  54 , and  55  are disposed in this order from the upstream side (the side of the air inlets  56   a  and  56   b ) toward the downstream side (the side of the air outlets  57   a  and  57   b ) in the conditioned air flow direction of the duct  51 . 
     The air inlets  56   a  and  56   b  respectively constitute an internal air inlet for taking internal air and an external air inlet for taking external air. The air inlets  56   a  and  56   b  are opened or closed by the switching member  59 . 
     Hereinafter, the air inlet  56   a  will be described as the “internal air inlet  56   a  ” and the air inlet  56   b  will be described as the “external air inlet  56   b”.    
     The switching member  59  includes an internal air door  72  and an external air door  73 . The internal air door  72  opens or closes the internal air inlet  56   a . The external air door  73  opens or closes the external air inlet  56   b.    
     For example, the opening degrees of the internal air door  72  and the external air door  73  are adjusted by the control of a control device  15 . When the opening degrees of the internal air door  72  and the external air door  73  are adjusted, the flow rate ratio of the internal air and the external air flowing into the duct  51  is adjusted. 
     That is, the switching member  59  is configured to switch the introduction of air inside the vehicle compartment of the electric vehicle Ve and air outside the vehicle compartment into the first indoor heat exchanger  53 . 
     The air outlets  57   a  and  57   b  respectively constitute a VENT outlet and a DEF outlet. The air outlets  57   a  and  57   b  are respectively opened or closed by a VENT door  63  and a foot door  64 . When the air outlets  57   a  and  57   b  are respectively opened or closed by the VENT door  63  and the foot door  64  by, for example, the control of the control device  15 , a ratio of air blowing from the air outlets  57   a  and  57   b  is adjusted. 
     The blower  52  is driven by a motor in response to, for example, a driving voltage applied to the motor by the control of the control device  15 . The blower  52  sends the conditioned air (at least one of the internal air and the external air) received from the air inlets  56   a  and  56   b  into the duct  51  toward the downstream side, that is, toward the first indoor heat exchanger  53  and the second indoor heat exchanger  55 . 
     In the first indoor heat exchanger  53 , the decompressed refrigerant flows thereinto so as to exchange heat between the low-pressure refrigerant flowing thereinto and the atmosphere inside the vehicle compartment (inside the duct  51 ). The first indoor heat exchanger  53  cools the conditioned air passing through the first indoor heat exchanger  53  by, for example, the heat absorbed when the refrigerant evaporates. 
     The refrigerant which exchanges heat in the first indoor heat exchanger  53  is returned to a compressor  21  through a gas-liquid separator  26 . 
     The second indoor heat exchanger  55  is provided between the compressor  21  and an outdoor heat exchanger  24  (specifically, a heating decompression valve  22 ) in a refrigerant passage  31 . The second indoor heat exchanger  55  can exchange heat with the refrigerant flowing thereinto and compressed at a high temperature and a high pressure. The second indoor heat exchanger  55  heats the conditioned air passing through the second indoor heat exchanger  55  by, for example, radiating heat. 
     The air mix damper  54  is rotated by, for example, the control of the control device  15 . The air mix damper  54  rotates between a heating position of opening a ventilation path from the downstream side of the first indoor heat exchanger  53  toward the second indoor heat exchanger  55  inside the duct  51  and a cooling position of opening a ventilation path bypassing the second indoor heat exchanger  55 . Accordingly, in the conditioned air passing through the first indoor heat exchanger  53 , an air volume ratio between the volume of air introduced into the second indoor heat exchanger  55  and the volume of air bypassing the second indoor heat exchanger  55  and discharged into the vehicle compartment is adjusted. 
     The heat pump cycle  12  includes, for example, a compressor  21  which compresses the refrigerant, a heating decompression valve (a resistance)  22 , a cooling electromagnetic valve  23 , an outdoor heat exchanger  24 , a three-way valve  25 , a gas-liquid separator  26 , and an expansion valve (a cooling decompression valve)  27  along with the first indoor heat exchanger  53  and the second indoor heat exchanger  55 . The components constituting the heat pump cycle  12  are connected through the refrigerant passage  31 . The refrigerant passage  31  is a passage through which the refrigerant can circulate. 
     The heat pump cycle  12 , the first indoor heat exchanger  53 , and the second indoor heat exchanger  55  constitute the refrigerant circuit  13 . That is, the refrigerant circuit  13  is provided in the electric vehicle Ve. 
     The compressor  21  is connected between the gas-liquid separator  26  and the second indoor heat exchanger  55  and is operable to suck the refrigerant on the side of the gas-liquid separator  26  and to discharge the refrigerant to the second indoor heat exchanger  55 . The compressor  21  is driven by a motor in response to, for example, a driving voltage applied to the motor by the control of the control device  15 . The compressor  21  sucks a gas-phase refrigerant (a refrigerant gas) from the gas-liquid separator  26  and compresses the refrigerant so that the high-temperature and high-pressure refrigerant is discharged to the second indoor heat exchanger  55 . 
     The heating decompression valve  22  and the cooling electromagnetic valve  23  are disposed in parallel at the downstream side of the second indoor heat exchanger  55  of the refrigerant passage  31 . 
     The heating decompression valve  22  is, for example, a throttle valve which is provided between the compressor  21  and the outdoor heat exchanger  24  and can adjust an opening diameter of an opening portion. The heating decompression valve  22  is a resistance which can change a passage resistance of the refrigerant compressed inside the refrigerant passage  31  by adjusting the opening diameter of the opening portion. 
     Further, the heating decompression valve  22  decompresses and expands the refrigerant passing through the second indoor heat exchanger  55  and discharges the refrigerant to the outdoor heat exchanger  24  as a gas-liquid two-phase (a rich liquid-phase) atomized refrigerant at a low temperature and a low pressure. 
     The cooling electromagnetic valve  23  is provided on a bypass passage  32  which connects a first branch portion  32   a  and a second branch portion  32   b  provided at both sides of the heating decompression valve  22  on the refrigerant passage  31  and bypasses the heating decompression valve  22 . The cooling electromagnetic valve  23  is opened or closed by, for example, the control of the control device  15 . Furthermore, the cooling electromagnetic valve  23  is set to a closed state during the heating operation and is set to an open state during the cooling operation. 
     Accordingly, for example, the refrigerant which is discharged from the second indoor heat exchanger  55  is largely decompressed by the heating decompression valve  22  and flows into the outdoor heat exchanger  24  at a low temperature and a low pressure during the heating operation. 
     Meanwhile, the refrigerant which is discharged from the second indoor heat exchanger  55  passes through the cooling electromagnetic valve  23  and flows into the outdoor heat exchanger  24  in a high temperature state during the cooling operation. 
     The outdoor heat exchanger  24  is disposed outside the vehicle compartment and exchanges heat between the refrigerant flowing thereinto and the atmosphere outside the vehicle compartment. Further, an outlet temperature sensor  24 T which detects the temperature (refrigerant outlet temperature Tout) of the refrigerant flowing out of the outlet of the outdoor heat exchanger  24  is provided at the downstream side of the outdoor heat exchanger  24 . A signal indicating the refrigerant temperature detected by the outlet temperature sensor  24 T is input to the control device  15 . A signal input from the outlet temperature sensor  24 T to the control device  15  is used to determine whether to perform various kinds of air conditioning control in the control device  15 . 
     When the heating operation is performed, the outdoor heat exchanger  24  can absorb heat from the atmosphere outside the vehicle compartment by the low-temperature and low-pressure refrigerant flowing thereinto and increases the temperature of the refrigerant by absorbing heat from the atmosphere outside the vehicle compartment. 
     Meanwhile, when the cooling operation is performed, the outdoor heat exchanger  24  can radiate heat to the atmosphere outside the vehicle compartment by the high-temperature refrigerant flowing thereinto and cools the refrigerant by radiating heat to the atmosphere outside the vehicle compartment and blowing air using the first air guide member  28 . 
     As the first air guide member  28 , for example, a condenser fan which controls the volume of air passing through the outdoor heat exchanger  24  can be exemplified, but as the other examples, for example, a grille shutter or the like may be used. When the first air guide member  28  is the condenser fan, the condenser fan is driven in response to a driving voltage applied to a motor of the condenser fan by, for example, the control of the control device  15 . 
     The three-way valve  25  discharges the refrigerant flowing out of the outdoor heat exchanger  24  by switching the gas-liquid separator  26  or an expansion valve  27 . Specifically, the three-way valve  25  is connected to the outdoor heat exchanger  24 , a merging portion  33  disposed on the side of the gas-liquid separator  26 , and the expansion valve  27  and switches the refrigerant flow direction by, for example, the control of the control device  15 . 
     When the heating operation is performed, the three-way valve  25  discharges the refrigerant passing through the outdoor heat exchanger  24  and flowing out of the outdoor heat exchanger  24  toward the merging portion  33  on the side of the gas-liquid separator  26 . 
     Meanwhile, when the cooling operation is performed, the three-way valve  25  discharges the refrigerant passing through the outdoor heat exchanger  24  and flowing out of the outdoor heat exchanger  24  toward the expansion valve  27 . 
     The gas-liquid separator  26  is connected between the compressor  21  and the merging portion  33  in the refrigerant passage  31  and is operable to separate the refrigerant flowing out of the merging portion  33  into a gas and a liquid and to suck the gas-phase refrigerant (the refrigerant gas) to the compressor  21 . 
     The expansion valve  27  is a so-called throttle valve and is connected between the three-way valve  25  and the inlet of the first indoor heat exchanger  53 . The expansion valve  27  decompresses and expands the refrigerant flowing out of the three-way valve  25 , for example, in response to the valve opening degree controlled by the control device  15  and discharges the refrigerant to the first indoor heat exchanger  53  as a gas-liquid two-phase (a rich gas-phase) atomized refrigerant at a low temperature and a low pressure. 
     The first indoor heat exchanger  53  is connected between the expansion valve  27  and the merging portion  33  (the gas-liquid separator  26 ). 
     A dehumidifying electromagnetic valve  34  is provided in the dehumidifying passage  35 . The dehumidifying passage  35  is connected to a portion of the first indoor heat exchanger  53  and a downstream portion of the three-way valve  25  in the refrigerant passage  31 . 
     The dehumidifying electromagnetic valve  34  is controlled to be opened or closed by, for example, the control device  15 . The dehumidifying electromagnetic valve  34  is set to an open state in the dehumidifying operation mode and is set to a closed state in the other operation modes (the cooling operation mode and the heating operation mode). 
     The control device  15  controls the air conditioning operation using the refrigerant in the air conditioning unit  11  and the heat pump cycle  12 . The control device  15  controls the vehicle air conditioner  10  on the basis of an instruction signal input by an operator through a switch (not shown) or the like disposed inside the vehicle compartment. The control device  15  controls the electric motor  17  and the power storage device  16  and can switch the operation mode of the vehicle air conditioner  10  to the heating operation mode, the cooling operation mode, or the like. 
     Information on SOC (State Of Charge) corresponding to a charging rate of the power storage device  16  or chargeable electric power calculated on the basis of the SOC is input to the control device  15 . The chargeable electric power is electric power which is chargeable to the power storage device  16 . In order to prevent overcharging of the power storage device  16 , the chargeable electric power can be obtained from, for example, a table in which the chargeable electric power decreases with an increase in SOC and an upper limit value is set to 0. 
     Further, the control device  15  determines whether the remaining capacity of the power storage device  16  is equal to or larger than a predetermined value on the basis of the chargeable electric power. Furthermore, information on the regenerative electric power input to the power storage device  16  is input to the control device  15 . 
     Further, the control device  15  has a function through which it is capable of controlling the electric motor  17 , the vehicle air conditioner  10 , the compressor  21 , and the first air guide member (fan)  28 . For example, at the time of the regeneration of the cooling operation mode, the control device  15  can selectively control the heating decompression valve  22 , the cooling electromagnetic valve  23 , the expansion valve  27 , the first air guide member  28 , and the air mix damper  54  along with the operation of the compressor  21  when the remaining capacity of the power storage device  16  is equal to or larger than the predetermined value. 
     Next, the operations of the vehicle air conditioner  10  in the heating operation mode, the cooling operation mode, and the dehumidifying operation mode will be described with reference to  FIGS. 2 to 4 . First, the heating operation mode of the vehicle air conditioner  10  will be described with reference to  FIG. 2 . 
     (Heating Operation Mode) 
     As shown in  FIG. 2 , when the heating operation is performed by the vehicle air conditioner  10 , the air mix damper  54  is set to the heating position for opening the ventilation path toward the second indoor heat exchanger  55 . Further, the cooling electromagnetic valve  23  is set to a closed state and the three-way valve  25  is set to a state in which the outdoor heat exchanger  24  and the merging portion  33  are connected. Furthermore, in the example of  FIG. 2 , in the air conditioning unit  11 , the foot door  64  is set to an open state and the VENT door  63  is set to a closed state. However, these doors can be arbitrarily opened or closed by the operation of the operator. 
     In this case, in the heat pump cycle  12 , the high-temperature and high-pressure refrigerant discharged from the compressor  21  heats the conditioned air inside the duct  51  of the air conditioning unit  11  by the heat radiated in the second indoor heat exchanger  55 . 
     The refrigerant passing through the second indoor heat exchanger  55  is expanded (decompressed) by the heating decompression valve  22  to become a rich liquid-phase atomized refrigerant and then exchanges heat in the outdoor heat exchanger  24  (absorbs heat from the atmosphere outside the vehicle compartment) to become a rich gas-phase atomized refrigerant. The refrigerant passing through the outdoor heat exchanger  24  passes through the three-way valve  25  and the merging portion  33  and flows into the gas-liquid separator  26 . Then, the refrigerant flowing into the gas-liquid separator  26  is separated into a gas phase and a liquid phase and the gas-phase refrigerant is sucked into the compressor  21 . 
     In this way, when the blower  52  of the air conditioning unit  11  is driven in a state in which the refrigerant flows inside the refrigerant passage  31  of the heat pump cycle  12 , the conditioned air flows inside the duct  51  of the air conditioning unit  11 . The conditioned air flowing inside the duct  51  passes through the first indoor heat exchanger  53  and then passes through the second indoor heat exchanger  55 . 
     Then, the conditioned air exchanges heat with the second indoor heat exchanger  55  when passing through the second indoor heat exchanger  55  and is supplied into the vehicle compartment through the air outlet  57   b  for a heating purpose. 
     Next, the cooling operation mode of the vehicle air conditioner  10  will be described with reference to  FIG. 3 . 
     (Cooling Operation Mode) 
     As shown in  FIG. 3 , when the cooling operation is performed by the vehicle air conditioner  10 , the air mix damper  54  is set to the cooling position so that the conditioned air passing through the first indoor heat exchanger  53  bypasses the second indoor heat exchanger  55 . Further, the cooling electromagnetic valve  23  is set to an open state (the heating decompression valve  22  is set to a closed state) and the three-way valve  25  is set to a state in which the outdoor heat exchanger  24  and the expansion valve  27  are connected. Furthermore, in the example of  FIG. 3 , in the air conditioning unit  11 , the foot door  64  is set to a closed state and the VENT door  63  is set to an open state. However, these doors can be arbitrarily opened or closed by the operation of the operator. 
     In this case, in the heat pump cycle  12 , the high-temperature and high-pressure refrigerant discharged from the compressor  21  passes through the second indoor heat exchanger  55  and the cooling electromagnetic valve  23 , radiates heat to the atmosphere outside the vehicle compartment in the outdoor heat exchanger  24 , and then flows into the expansion valve  27 . At this time, the refrigerant is expanded by the expansion valve  27  to become a rich liquid-phase atomized refrigerant and then absorbs heat in the first indoor heat exchanger  53  to cool the conditioned air inside the duct  51  of the air conditioning unit  11 . 
     A rich gas-phase refrigerant passing through the first indoor heat exchanger  53  passes through the merging portion  33  and flows into the gas-liquid separator  26  to be separated into a gas phase and a liquid phase by the gas-liquid separator  26 . Then, the gas-phase refrigerant is sucked into the compressor  21 . 
     In this way, when the blower  52  of the air conditioning unit  11  is driven while the refrigerant flows inside the refrigerant passage  31 , the conditioned air flows inside the duct  51  of the air conditioning unit  11  and exchanges heat with the first indoor heat exchanger  53  when the conditioned air passes through the first indoor heat exchanger  53 . Then, the conditioned air bypasses the second indoor heat exchanger  55  and is supplied into the vehicle compartment through the VENT outlet (that is, the air outlet)  57   a  for the purpose of cooling. 
     Next, the dehumidifying heating operation mode of the vehicle air conditioner  10  will be described with reference to  FIG. 4 . 
     (Dehumidifying Heating Operation Mode) 
     As shown in  FIG. 4 , when the cooling operation is performed by the vehicle air conditioner  10 , the second air guide member  54  is set to the heating position in which the conditioned air passing through the first indoor heat exchanger  53  passes through a heating path and the dehumidifying electromagnetic valve  34  is set to an open state. Further, the cooling electromagnetic valve  23  is set to a closed state. 
     In this case, in the heat pump cycle  12 , the high-temperature and high-pressure refrigerant discharged from the compressor  21  heats the conditioned air inside the duct  51  by the heat radiated in the second indoor heat exchanger  55 . In the refrigerant passing through the second indoor heat exchanger  55 , one refrigerant flows toward the outdoor heat exchanger  24  and the other refrigerant flows into the dehumidifying passage  35 . 
     Specifically, similarly to the heating operation, one refrigerant is expanded by the heating decompression valve  22  and absorbs heat from the outdoor atmosphere in the outdoor heat exchanger  24 . 
     Further, the other refrigerant is guided to the expansion valve  27  through the dehumidifying passage  35 , is expanded by the expansion valve  27 , and absorbs heat in the first indoor heat exchanger  53 . 
     One refrigerant and the other refrigerant are merged in the merging portion  33  and flow into the gas-liquid separator  26  so that only the gas-phase refrigerant is sucked into the compressor  21 . 
     Further, the conditioned air flowing inside the duct  51  is cooled when passing through the first indoor heat exchanger  53 . At this time, the conditioned air passing through the first indoor heat exchanger  53  is dehumidified while being cooled to a dew point or less. Subsequently, the dehumidified conditioned air passes through the heating path and is supplied into the vehicle compartment through the air outlet  57   b  for the purpose of dehumidifying and heating. 
     Next, an example of performing the waste electric power control so that the remaining capacity of the power storage device  16  does not exceed a predetermined value at the time of storing the regenerative electric power in the power storage device  16  in the cooling operation mode, the dehumidifying heating operation mode, or the like of the vehicle air conditioner  10  will be described with reference to  FIGS. 5 to 11  and Tables 1 and 2. 
     First, first to fifth waste electric power control can be exemplified as the waste electric power control of the vehicle air conditioner  10  in the cooling operation mode. Hereinafter, the first to fifth waste electric power control will be sequentially described. 
     An example of increasing the electric power consumption of the vehicle air conditioner  10  by closing the cooling electromagnetic valve  23  of the vehicle air conditioner  10  and throttling the heating decompression valve  22  will be described with reference to  FIG. 5  as the first waste electric power control. 
     (First Waste Electric Power Control) 
     As shown in  FIG. 5 , when the remaining capacity of the power storage device  16  is equal to or larger than a predetermined value, the control device  15  increases the passage resistance of the heating decompression valve  22  as compared with a case in which the remaining capacity of the power storage device  16  is smaller than the predetermined value by closing the cooling electromagnetic valve  23  along with the operation of the compressor  21 . 
     In the first waste electric power control, when the remaining capacity of the power storage device  16  is equal to or larger than the predetermined value during the operation of the compressor  21 , the heating decompression valve  22  is throttled to increase the passage resistance. Thus, since the passage resistance from the compressor  21  to the outdoor heat exchanger  24  increases and the pressure loss (friction loss) increases as compared with a case before the waste electric power control, the refrigerant circulation amount inside the refrigerant passage  31  can be decreased. That is, it is possible to decrease the efficiency of the cooling operation or the dehumidifying cooling operation of the vehicle air conditioner  10 . 
     In this state, it is necessary to increase the refrigerant flow rate by increasing the rotation speed of the compressor  21  in order to obtain the cooling capacity before the waste electric power control. Since the rotation speed of the compressor  21  increases, the electric power consumption of the compressor  21  increases so that the waste electric power amount of the vehicle air conditioner  10  can be ensured. 
     Accordingly, in the first waste electric power control, it is possible to prevent the overcharging of the power storage device  16  when the electric power consumption of the compressor  21  is larger than the electric power generated by the electric motor  17 . Further, it is possible to decrease an increase speed of the remaining capacity of the power storage device  16  when the electric power consumption of the compressor  21  is smaller than the electric power generated by the electric motor  17 . 
     For example, the compressor  21  is controlled by using information of a temperature sensor or the like provided in the first indoor heat exchanger  53  so that the temperature of the first indoor heat exchanger  53  becomes a target value. 
     The heating decompression valve  22  can be throttled in response to a required waste electric power amount within the upper limit of the discharge pressure of the compressor  21 . The target value of the discharge pressure sensor  37  is set in response to a required waste electric power amount. 
     The workload (the electric power consumption) of the compressor  21  increases due to an increase in compression work, an increase in required flow rate of the refrigerant with an increase in outlet enthalpy of the outdoor heat exchanger  24 , and an increase in rotation speed with a decrease in volume efficiency. At this time, since the temperature of the second indoor heat exchanger  55  increases, for example, the opening degree of the air mix damper  54  is made smaller in order to set the temperature (heat radiation quantity) of air blown out from the air outlet  57   a  as a target value. The increased electric power work is mainly discharged as thermal energy from the outdoor heat exchanger  24 . Furthermore, in the case of the dehumidifying cooling operation, the opening degree of the air mix damper  54  is larger than that of the cooling operation and becomes an intermediate opening degree between a fully closed state and a fully open state (not shown). 
     Next, an example of increasing the electric power consumption of the vehicle air conditioner  10  by controlling the first air guide member  28  while opening the cooling electromagnetic valve  23  of the vehicle air conditioner  10  will be described with reference to  FIG. 6  as the second waste electric power control. 
     (Second Waste Electric Power Control) 
     As shown in  FIG. 6 , when the remaining capacity of the power storage device  16  is equal to or larger than a predetermined value, the control device opens the cooling electromagnetic valve  23  along with the operation of the compressor  21 . Further, the passing air volume of the first air guide member  28  controlling the passing air volume of the outdoor heat exchanger  24  is controlled to be smaller than that of a case in which the remaining capacity of the power storage device  16  is smaller than the predetermined value. 
     That is, when the first air guide member  28  is a condenser fan, the rotation speed of the fan is decreased or stopped to decrease the passing air volume of the first air guide member  28 . 
     In this case, for example, the first air guide member  28  can be decreased in speed in response to the required waste electric power amount within the upper limit of the discharge pressure of the compressor  21 . The target value of the discharge pressure sensor  37  is set in response to the required waste electric power amount. 
     Further, when the first air guide member  28  is a grille shutter, a gap of the grille shutter is narrowed or the grille shutter is closed to decrease the passing air volume of the first air guide member  28 . 
     Here, since the air resistance of the traveling vehicle decreases when the grille shutter is closed, there is concern of discomfort in the brake feeling since the vehicle speed increases even when the waste electric power amount increases. 
     Therefore, in order to obtain the vehicle speed reduction feeling as in the case before the operation of the grille shutter, the grille shutter operation is determined by the following condition. That is, when a relationship of (the possible waste electric power due to the second waste electric power control)&gt;(the regenerative electric power reduction amount due to the grille shutter operation) is established while (the discharge pressure of the discharge pressure sensor  37 )&lt;(the upper-limit discharge pressure of the compressor  21 ), the regenerative electric power reduction amount X due to the grille shutter operation is calculated by the characteristic of the graph of  FIG. 7 . 
     In the graph of  FIG. 7 , a vertical axis indicates a regenerative electric power equivalent amount (W) of the air resistance. The “regenerative electric power equivalent amount (W) of the air resistance” indicates the regenerative electric power when regeneration gives the same amount of resistance as the air resistance. A horizontal axis indicates a vehicle speed (km/h). Graphs G 1  to G 3  indicate the opening degree of the grille shutter. 
     When the passing air volume of the first air guide member  28  is decreased, the passing air volume of the outdoor heat exchanger  24  is decreased and hence the heat radiation amount of the outdoor heat exchanger  24  can be decreased. 
     Here, the refrigerant passing through the cooling electromagnetic valve  23  flows into the outdoor heat exchanger  24  at a high pressure and a high temperature. Thus, since the heat radiation amount of the outdoor heat exchanger  24  decreases, the high temperature and the high pressure of the refrigerant increase. Thus, it is possible to decrease the efficiency of the cooling operation or the dehumidifying cooling operation of the vehicle air conditioner  10 . 
     In this state, it is necessary to increase the refrigerant flow rate by increasing the rotation speed of the compressor  21  in order to obtain the cooling capacity before the waste electric power control. Since the rotation speed of the compressor  21  increases, the electric power consumption of the compressor  21  increases so that the waste electric power amount of the vehicle air conditioner  10  can be ensured. 
     Accordingly, in the second waste electric power control, it is possible to prevent the overcharging of the power storage device  16  when the electric power consumption of the compressor  21  is larger than the electric power generated by the electric motor  17 . Further, it is possible to decrease an increase speed of the remaining capacity of the power storage device  16  when the electric power consumption of the compressor  21  is smaller than the electric power generated by the electric motor  17 . 
     For example, the compressor  21  is controlled by using information of a temperature sensor or the like provided in the first indoor heat exchanger  53  so that the temperature of the first indoor heat exchanger  53  becomes the target value. 
     The workload (the electric power consumption) of the compressor  21  increases due to an increase in compression work, an increase in required flow rate of the refrigerant with an increase in outlet enthalpy of the outdoor heat exchanger  24 , and an increase in rotation speed with a decrease in volume efficiency. At this time, since the temperature of the second indoor heat exchanger  55  increases, for example, the opening degree of the air mix damper  54  is made smaller in order to set the temperature (heat radiation quantity) of air blown out from the air outlet  57   a  as a target value. The increased electric power work is mainly discharged as thermal energy from the outdoor heat exchanger  24 . Furthermore, in the case of the dehumidifying cooling operation, the opening degree of the air mix damper  54  is larger than that of the cooling operation and becomes an intermediate opening degree between a fully closed state and a fully open state (not shown). 
     Next, an example of increasing the electric power consumption of the vehicle air conditioner  10  by decreasing the opening degree of the expansion valve  27  while opening the cooling electromagnetic valve  23  of the vehicle air conditioner  10  will be described with reference to  FIG. 8  as the third waste electric power control. 
     (Third Waste Electric Power Control) 
     As shown in  FIG. 8 , when the remaining capacity of the power storage device  16  is a predetermined value or more, the control device  15  throttles the expansion valve  27  along with the operation of the compressor  21 . Since the expansion valve  27  is throttled, the opening degree of the expansion valve  27  is decreased as compared with a case in which the remaining capacity of the power storage device  16  is smaller than the predetermined value. 
     In the third waste electric power control, when the remaining capacity of the power storage device  16  is equal to or larger than the predetermined value during the operation of the compressor  21 , the opening degree of the expansion valve  27  is decreased. Thus, it is possible to decrease the refrigerant circulation amount inside the refrigerant passage  31  from the compressor  21  to the outdoor heat exchanger  24  as compared with a case before the waste electric power control. That is, it is possible to decrease the efficiency of the cooling operation or the dehumidifying cooling operation of the vehicle air conditioner  10 . 
     In this state, it is necessary to increase the refrigerant flow rate by increasing the rotation speed of the compressor  21  in order to obtain the cooling capacity before the waste electric power control. Since the rotation speed of the compressor  21  increases, it is possible to ensure the waste electric power amount of the vehicle air conditioner  10  by increasing the electric power consumption of the compressor  21 . 
     Accordingly, in the third waste electric power control, it is possible to prevent the overcharging of the power storage device  16  when the electric power consumption of the compressor  21  is larger than the electric power generated by the electric motor  17 . Further, it is possible to decrease an increase speed of the remaining capacity of the power storage device  16  when the electric power consumption of the compressor  21  is smaller than the electric power generated by the electric motor  17 . 
     For example, the compressor  21  is controlled by using information of a temperature sensor or the like provided in the first indoor heat exchanger  53  so that the temperature of the first indoor heat exchanger  53  becomes the target value. 
     The opening degree of the expansion valve  27  can be decreased in response to the required waste electric power amount within the upper limit of the discharge pressure of the compressor  21 . The target value of the discharge pressure sensor  37  is set in response to the required waste electric power amount. 
     The workload (the electric power consumption) of the compressor  21  increases due to an increase in compression work, an increase in required flow rate of the refrigerant with an increase in outlet enthalpy of the outdoor heat exchanger  24 , and an increase in rotation speed with a decrease in volume efficiency. At this time, since the temperature of the second indoor heat exchanger  55  increases, for example, the opening degree of the air mix damper  54  is made smaller in order to set the temperature (heat radiation quantity) of air blown out from the air outlet  57   a  as a target value. The increased electric power work is mainly discharged as thermal energy from the outdoor heat exchanger  24 . Furthermore, in the case of the dehumidifying cooling operation, the opening degree of the air mix damper  54  is larger than that of the cooling operation and becomes an intermediate opening degree between a fully closed state and a fully open state (not shown). 
     Further, an example of increasing the electric power consumption of the vehicle air conditioner  10  by switching the switching member  59  of the vehicle air conditioner  10  to introduce air outside the vehicle compartment will be described with reference to  FIG. 9  as the fourth waste electric power control. 
     (Fourth Waste Electric Power Control) 
     As shown in  FIG. 9 , when the remaining capacity of the power storage device  16  is equal to or larger than a predetermined value, the control device  15  switches the switching member  59  to introduce air outside the vehicle compartment. 
     For example, the internal air inlet  56   a  is switched to a closed state by the internal air door  72  of the switching member  59  and the external air inlet  56   b  is switched to an open state by the external air door  73 . Thus, the high-temperature air (that is, the external air)  75  outside the vehicle compartment can be introduced from the external air inlet  56   b  into the duct  51 . Since the high-temperature external air  75  is introduced into the duct  51 , the operation efficiency of the vehicle air conditioner  10  can be decreased. 
     In this state, it is possible to increase the electric power consumption by increasing the cooling work of the vehicle air conditioner  10  in order to obtain the cooling capacity before the waste electric power control. 
     Accordingly, in the fourth waste electric power control, it is possible to prevent the overcharging of the power storage device  16  when the electric power consumption of the compressor  21  is larger than the electric power generated by the electric motor  17 . Further, it is possible to decrease an increase speed of the remaining capacity of the power storage device  16  when the electric power consumption of the compressor  21  is smaller than the electric power generated by the electric motor  17 . 
     Furthermore, the fourth waste electric power control may be not only the cooling operation but also the dehumidifying cooling operation. In the case of the dehumidifying cooling operation, the opening degree of the air mix damper  54  is larger than that of the cooling operation and becomes an intermediate opening degree between a full closed state and a full open state (not shown). 
     Next, an example of increasing the electric power consumption of the vehicle air conditioner  10  by decreasing the target temperature of the first indoor heat exchanger  53  of the vehicle air conditioner  10  and increasing the target temperature of the second indoor heat exchanger  55  will be described with reference to  FIG. 10  as the fifth waste electric power control. 
     (Fifth Waste Electric Power Control) 
     As shown in  FIG. 10 , when the remaining capacity of the power storage device  16  is equal to or larger than a predetermined value, the control device  15  controls the target temperature of the first indoor heat exchanger  53  to be smaller than that of a case in which the remaining capacity of the power storage device is smaller than the predetermined value along with the operation of the compressor  21 . At the same time, the control device  15  controls the target temperature of the second indoor heat exchanger  55  to be larger than that of a case in which the remaining capacity of the power storage device is smaller than the predetermined value. 
     In this way, when the target temperature of the first indoor heat exchanger  53  decreases, the cooling work of the vehicle air conditioner  10  can be increased. Further, when the target temperature of the second indoor heat exchanger  55  increases, the heating work of the vehicle air conditioner  10  can be increased. Accordingly, it is possible to increase the electric power consumption by decreasing the operation efficiency of the vehicle air conditioner  10 . 
     Further, when the temperature of the air is decreased by the first indoor heat exchanger  53  and the low-temperature air is heated again by the second indoor heat exchanger  55 , it is possible to obtain the cooling capacity before the waste electric power control. 
     In a state in which the cooling capacity before the waste electric power control is obtained, the electric power consumption of the vehicle air conditioner  10  can be increased. Accordingly, in the fifth waste electric power control, it is possible to prevent the overcharging of the power storage device  16  when the electric power consumption of the compressor  21  is larger than the electric power generated by the electric motor  17 . Further, it is possible to decrease an increase speed of the remaining capacity of the power storage device  16  when the electric power consumption of the compressor  21  is smaller than the electric power generated by the electric motor  17 . 
     Furthermore, the fifth waste electric power control may be not only the cooling operation but also the dehumidifying cooling operation. In the case of the dehumidifying cooling operation, the opening degree of the air mix damper  54  is larger than that of the cooling operation and becomes an intermediate opening degree between a full open state and a full closed state (not shown). 
     Here, for example, when the heating amount of the second indoor heat exchanger  55  is too large, the air mix damper  54  is moved in a closing direction so that the cooling capacity before the waste electric power control can be obtained. 
     Meanwhile, when the cooling amount of the first indoor heat exchanger  53  is too large, the air mix damper  54  is moved in an opening direction so that the cooling capacity before the waste electric power control can be obtained. 
     Further, when a decrease in temperature of the first indoor heat exchanger  53  is adjusted, the electric power consumption increase amount can be adjusted. 
     Furthermore, when a target temperature of blown air is equal to or smaller than a predetermined value at the time of performing the dehumidifying heating operation shown in  FIG. 4  or the heating operation shown in  FIG. 2 , the dehumidifying cooling operation of the first to fifth waste electric power control can be selected. Since the predetermined value of the blown air is set for each of the external air temperature and the blower voltage, the accuracy is improved and hence the predetermined value can be set in the wider target blown air temperature range. 
     Next, the waste electric power control of the vehicle air conditioner  10  in the dehumidifying heating operation mode will be described. When the waste electric power control in the dehumidifying heating operation mode shown in  FIG. 4  is performed, the cooling operation mode is selected and the first to fifth waste electric power control shown in  FIGS. 5 to 10  described in the cooling operation mode is performed. 
     In this way, when the waste electric power control is performed in the cooling operation mode, the dehumidifying operation (the dehumidifying cooling operation and the dehumidifying cooling operation) mode, or the like, the efficiency of the cooling cycle of the vehicle air conditioner  10  is decreased and hence the electric power consumption of the vehicle air conditioner  10  is increased. Accordingly, it is possible to prevent the overcharging of the power storage device  16  when the electric power consumption of the compressor  21  is larger than the electric power generated by the electric motor  17 . Further, it is possible to decrease an increase speed of the remaining capacity of the power storage device  16  when the electric power consumption of the compressor  21  is smaller than the electric power generated by the electric motor  17 . 
     Next, an example of performing a combination of the first to fifth waste electric power control in response to an increase amount (waste electric power amount) of the electric power consumption required to prevent the overcharging of the power storage device  16  will be described with reference to  FIG. 11 , Table 1, and Table 2. 
       FIG. 11  shows a relationship of the electric power consumption with respect to the air side load (air conditioning load) and the suction/discharge pressure difference of the compressor  21 . In  FIG. 11 , a vertical axis indicates the air side load (W) and a horizontal axis indicates the suction/discharge pressure difference ΔP (kPa) of the compressor  21 . Further, the cooling operation range is indicated by a line diagram G 1  and the electric power consumption is indicated by an iso-electric power line G 2 . 
     In the iso-electric power line G 2 , an iso-electric power line G 2   a  indicates target electric power consumption (that is, a target waste electric power amount) and an iso-electric power line G 2   b  indicates maximum electric power consumption (that is, a maximum waste electric power amount). 
     It is possible to appropriately combine the first to fifth waste electric power control in response to the electric power increase amount (the waste electric power amount) required for preventing the overcharging of the power storage device  16  by recognizing the characteristic of the line diagram of  FIG. 11 . When combining the first to fifth waste electric power control, it is desirable to consider the control performance of the waste electric power amount in the first to fifth waste electric power control. 
     Here, when the electric power consumption shown in the line diagram of  FIG. 11  is set for each of the evaporation temperature of the first indoor heat exchanger  53 , the discharge pressure of the compressor  21 , and the suction pressure of the compressor  21 , it is possible to further improve the accuracy when combining the first to fifth waste electric power control. 
     When there is a plurality of combinations of the first to fifth waste electric power control, it is desirable to determine and select the priority rank of the waste electric power control on the basis of the limitation conditions such as the first to fifth conditions. 
     A first condition indicates the waste electric power control which prioritizes the responsiveness when increasing the electric power consumption. 
     A second condition indicates the waste electric power control which prioritizes the durability. 
     A third condition indicates the waste electric power control which prioritizes an influence on noise/vibration (NV). 
     A fourth condition indicates the waste electric power control which prioritizes an AC temperature change. 
     A fifth condition indicates the waste electric power control which prioritizes AC discomfort. 
     The “AC temperature change” indicates a change in breath temperature and a continuous change. The “AC discomfort” means odor derived from the vehicle air conditioner  10 , a difference in discharge air temperature between the outlets, a change in air volume, and the like other than a change in temperature. 
     For example, the priority determination and the rank of the first to fifth conditions are set as follows. 
     That is, the priority rank of the first to fifth conditions is determined by which priority condition is satisfied at each time. In particular, when a condition to be prioritized is not satisfied or when a plurality of conditions to be prioritized are satisfied, it is judged according to the priority rank of “A to E” set in Table 1 in advance. 
     The “prioritized condition” is shown in Table 1. 
     
       
         
           
               
               
               
             
               
                 TABLE 1 
               
               
                   
               
               
                 Request and 
                   
                 Priority 
               
               
                 limitation condition 
                 Required condition 
                 rank 
               
               
                   
               
             
            
               
                 First condition 
                 When it is required to adjust waste electric power amount and to start 
                 A 
               
               
                 (responsiveness) 
                 and stop waste electric power of predetermined responsiveness or more 
               
               
                   
                 in accordance with traveling state, SOC level, vehicle speed, gradient, 
               
               
                   
                 brake stepping force, and handle steering angle are determined 
               
               
                 Second condition 
                 Case in which prevention of function loss due to failure at 
                 B 
               
               
                 (durability influence) 
                 predetermined traveling distance/use time or less is prioritized even 
               
               
                   
                 when performance is ensured by waste electric power due to total 
               
               
                   
                 operation time or total workload of compressor exceeding 
               
               
                   
                 predetermined value in accordance with heavy use 
               
               
                 Third condition (NV 
                 Case in which battery SOC is lowered by waste electric power in 
                 C 
               
               
                 influence) 
                 preparation of downhill when vehicle speed is slow or vehicle is 
               
               
                   
                 stopped 
               
               
                 Fourth condition (ac 
                 Case in which difference between indoor temperature and target indoor 
                 D 
               
               
                 temperature change) 
                 temperature is large and gap with respect to target blow air temperature 
               
               
                   
                 needs to be minimized or case in which difference between indoor 
               
               
                   
                 temperature and target indoor temperature is small and change in 
               
               
                   
                 blown air temperature is noticeable 
               
               
                 Fifth condition (ac 
                 Case in which external air humidity is high and change in odor or 
                 E 
               
               
                 discomfort) 
                 humidity of blown air in accordance with dehumidification is large or 
               
               
                   
                 case in which outlet is provided at two or more positions and 
               
               
                   
                 difference of blown air temperature due to dehumidification changes 
               
               
                   
               
            
           
         
       
     
     That is, when it is desired to promptly cope with an increase in electric power consumption at the time of suppressing the overcharging of the power storage device  16 , the waste electric power control of the first condition is selected in consideration of the “prioritized condition” of Table 1. Further, when it is desired to suppress an influence on the durability of the vehicle air conditioner  10  at the time of preventing the overcharging of the power storage device  16 , the waste electric power control of the second condition is selected in consideration of the “prioritized condition” of Table 1. Furthermore, when it is desired to suppress an influence on the noise/vibration (hereinafter, referred to as NV) of the vehicle air conditioner  10  (that is, the electric vehicle Ve) at the time of preventing the overcharging of the power storage device  16 , the waste electric power control of the third condition is selected in consideration of the “prioritized condition” of Table 1. 
     Further, when it is desired to suppress an influence of a change in temperature of the cooling and dehumidifying operations by the vehicle air conditioner  10  at the time of preventing the overcharging of the power storage device  16 , the waste electric power control of the fourth condition is selected in consideration of the “prioritized condition” of Table 1. Furthermore, when it is desired to suppress an influence of the discomfort of the cooling and dehumidifying operations by the vehicle air conditioner  10  at the time of preventing the overcharging of the power storage device  16 , the waste electric power control of the fifth condition is selected in consideration of the “prioritized condition” of Table 1. 
     Here, the selection of the first to fifth waste electric power control also includes a combination of the waste electric power control and the waste electric power control is desirably selected to match a necessary waste electric power amount in response to the electric power consumption characteristic for the air side load (the air conditioning load) and the suction/discharge pressure difference of the compressor  21  shown in the line diagram of  FIG. 11 . 
     For example, it is possible to increase the electric power consumption W 2  after the waste electric power control from the electric power consumption W 1  before the waste electric power control to the target waste electric power amount by performing the first to third waste electric power control among the first to fifth waste electric power control. Further, it is possible to increase the electric power consumption W 3  after the waste electric power control from the electric power consumption W 1  before the waste electric power control to the target waste electric power amount by performing the fourth and fifth waste electric power control. 
     Furthermore, it is possible to increase the electric power consumption W 4  after the waste electric power control from the electric power consumption W 1  before the waste electric power control to the maximum waste electric power amount by performing the first to fifth waste electric power control. 
     Further, it is possible to increase the electric power consumption W 5  after the waste electric power control from the electric power consumption W 1  before the waste electric power control to the target waste electric power amount by performing the waste electric power control selected from the first to third waste electric power control and performing the waste electric power control selected from the fourth and fifth waste electric power control. 
     Next, an example of selecting a preferable waste electric power control from the first to fifth waste electric power control so as to satisfy each condition of the first condition to the fifth condition will be described with reference to Table 2. As the performance level selecting the waste electric power control, “Aa” to “Ae”, “Ba” to “Be”, “Ca” to “Ce”, “Da” to “De”, and “Ea” to “Ee” are shown in Table 2. 
     The order of the good order of “Aa” to “Ae”, “Ba” to “Be”, “Ca” to “Ce”, “Da” to “De”, and “Ea” to “Ee” shown in Table 2 changes in accordance with the specification of the vehicle. For example, when the first condition is performed, the waste electric power control is performed from the control having the smallest electric power consumption in the first condition. 
     As an example, when the electric power consumption amount has a relationship of Aa&lt;Ab&lt;Ac&lt;Ad&lt;Ae, the waste electric power control is sequentially performed from “Aa” having a small electric power consumption amount. 
     Here, the waste electric power control which can be performed is different in accordance with the state of the vehicle. For example, there is a case in which the waste electric power control of “Ac” and “Ae” cannot be performed even when the electric power consumption amount satisfies a relationship of Aa&lt;Ab&lt;Ac&lt;Ad&lt;Ae at the time of performing the waste electric power control in the first condition. In this case, the waste electric power control having a small electric power consumption amount among “Aa”, “Ab”, and “Ad” is sequentially selected and performed. 
     Hereinafter, a priority rank of selecting a preferable waste electric power control from the first to fifth waste electric power control so as to satisfy each condition of the first condition to the fifth condition will be described with reference to Table 2. 
     
       
         
           
               
               
               
               
               
               
             
               
                 TABLE 2 
               
               
                   
               
               
                   
                   
                 Second 
                   
                 Fourth 
                   
               
               
                   
                 First waste 
                 waste 
                   
                 waste 
                 Fifth waste 
               
               
                   
                 electric 
                 electric 
                 Third waste 
                 electric 
                 electric 
               
               
                   
                 power 
                 power 
                 electric 
                 power 
                 power 
               
               
                 Request and limitation condition 
                 control 
                 control 
                 power control 
                 control 
                 control 
               
               
                   
               
             
            
               
                   
               
            
           
           
               
               
               
               
               
               
               
            
               
                 First condition 
                 Good = fast 
                 Aa 
                 Ab 
                 Ac 
                 Ad 
                 Ae 
               
               
                 (responsiveness) 
               
               
                 Second 
                 Good = little 
                 Ba 
                 Bb 
                 Bc 
                 Bd 
                 Be 
               
               
                 condition 
                 influence 
               
               
                 (durability 
               
               
                 influence) 
               
               
                 Third condition 
                 Good = little 
                 Ca 
                 Cb 
                 Cc 
                 Cd 
                 Ce 
               
               
                 (NV influence) 
                 influence 
               
               
                 Fourth 
                 Good = little 
                 Da 
                 Db 
                 Dc 
                 Dd 
                 De 
               
               
                 condition (ac 
                 change 
               
               
                 temperature 
               
               
                 change) 
               
               
                 Fifth condition 
                 Good = little 
                 Ea 
                 Eb 
                 Ec 
                 Ed 
                 Ee 
               
               
                 (ac discomfort) 
                 discomfort 
               
               
                   
               
            
           
         
       
     
     First, an example of performing the waste electric power control in consideration of the first condition will be described with reference to Table 2. 
     For example, when it is desired to ensure the electric power consumption having most excellent responsiveness in a case in which the electric power consumption amount of the performance level of the first condition satisfies a relationship of Aa&lt;Ab&lt;Ac&lt;Ad&lt;Ae and the waste electric power control of “Aa” to “Ae” can be performed, the first waste electric power control with the number of “Aa” is selected. When it is desired to ensure an excellent electric power consumption after the first waste electric power control, the second waste electric power control with the number of “Ab” is selected. When it is desired to ensure an excellent electric power consumption after the second waste electric power control, the third waste electric power control with the number of “Ac” is selected. When it is desired to ensure an excellent electric power consumption after the third waste electric power control, the fourth waste electric power control with the number of “Ad” is selected. When it is desired to ensure an excellent electric power consumption after the fourth waste electric power control, the fifth waste electric power control with the number of “Ae” is selected. 
     Next, an example of performing the waste electric power control in consideration of the second condition will be described. For example, when it is desired to minimize the durability in a case in which the electric power consumption amount of the performance level of the second condition satisfies a relationship of Ba&lt;Bb&lt;Bc&lt;Bd&lt;Be and the waste electric power control of “Ba” to “Be” can be performed, the first waste electric power control with the number of “B a” is selected. When it is desired to reduce an influence on the durability after the first waste electric power control, the second waste electric power control with the number of “Bb” is selected. When it is desired to reduce an influence on the durability after the second waste electric power control, the third waste electric power control with the number of “Bc” is selected. When it is desired to reduce an influence on the durability after the third waste electric power control, the fourth waste electric power control with the number of “Bd” is selected. When it is desired to reduce an influence on the durability after the fourth waste electric power control, the fifth waste electric power control with the number of “Be” is selected. 
     Next, an example of performing the waste electric power control in consideration of the third condition will be described. For example, when it is desired to minimize an influence on NV in a case in which the electric power consumption amount of the performance level of the third condition satisfies a relationship of Ca&lt;Cb&lt;Cc&lt;Cd&lt;Ce and the waste electric power control of “Ca” to “Ce” can be performed, the first waste electric power control with the number of “Ca” is selected. When it is desired to reduce an influence on NV after the first waste electric power control, the second waste electric power control with the number of “Cb” is selected. When it is desired to reduce an influence on NV after the second waste electric power control, the third waste electric power control with the number of “Cc” is selected. When it is desired to reduce an influence on NV after the third waste electric power control, the fourth waste electric power control with the number of “Cd” is selected. When it is desired to reduce an influence on NV after the fourth waste electric power control, the fifth waste electric power control with the number of “Ce” is selected. 
     Next, an example of performing the waste electric power control in consideration of the fourth condition will be described. For example, when it is desired to minimize a temperature change in a case in which the electric power consumption amount of the performance level of the fourth condition satisfies a relationship of Da&lt;Db&lt;Dc&lt;Dd&lt;De and the waste electric power control of “Da” to “De” can be performed, the first waste electric power control with the number of “Da” is selected. When it is desired to reduce a change in temperature after the first waste electric power control, the second waste electric power control with the number of “Db” is selected. When it is desired to reduce a change in temperature after the second waste electric power control, the third waste electric power control with the number of “Dc” is selected. When it is desired to reduce a change in temperature after the third waste electric power control, the fourth waste electric power control with the number of “Dd” is selected. When it is desired to reduce a change in temperature after the fourth waste electric power control, the fifth waste electric power control with the number of “De” is selected. 
     Next, an example of performing the waste electric power control in consideration of the fifth condition will be described. For example, when it is desired to minimize the discomfort in a case in which the electric power consumption amount of the performance level of the fifth condition satisfies a relationship of Ea&lt;Eb&lt;Ec&lt;Ed&lt;Ee and the waste electric power control of “Ea” to “Ee” can be performed, the first waste electric power control with the number of “Ea” is selected. When it is desired to reduce the discomfort after the first waste electric power control, the second waste electric power control with the number of “Eb” is selected. When it is desired to reduce the discomfort after the second waste electric power control, the third waste electric power control with the number of “Ec” is selected. 
     When it is desired to reduce the discomfort after the third waste electric power control, the fourth waste electric power control with the number of “Ed” is selected. When it is desired to reduce the discomfort after the fourth waste electric power control, the fifth waste electric power control with the number of “Ee” is selected. 
     In this way, when the first to fifth waste electric power control is selected in consideration of the first condition to the fifth condition shown in Table 2, it is possible to perform the waste electric power control satisfying each condition. 
     Furthermore, the technical scope of the present invention is not limited to the above-described embodiment and can be modified into various forms without departing from the spirit of the present invention. 
     For example, in the above-described embodiment, an electric vehicle has been exemplified as a battery electric vehicle, but the present invention is not limited thereto. 
     The present invention may be applied to, for example, a hybrid vehicle and a fuel cell vehicle as other vehicles.