Patent Publication Number: US-2019193520-A1

Title: Motor-driven vehicle

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     Priority is claimed on Japanese Patent Application No. 2017-245586, filed on Dec. 21, 2017, the contents of which are incorporated herein by reference. 
     BACKGROUND 
     Field of the Invention 
     The present invention relates to a motor-driven vehicle. 
     Background 
     In a motor-driven vehicle, an electric motor functions as a power generator at the time of braking. That is, rotation of driving wheels is transmitted to an output shaft of the electric motor and electric power is regenerated by the electric motor by rotation of the output shaft. A regenerated alternating current is converted into a direct current by an inverter, and the converted direct current is supplied from the inverter to a power storage device and is stored in the power storage device. 
     A motor-driven vehicle having a configuration in which an amount of electric power regenerated in an electric motor is limited when a remaining capacity of a power storage device is greater than a predetermined value in order to protect the power storage device from overcharging is known. However, when an amount of electric power regenerated by the electric motor is limited, a regenerative braking force is less than that in a normal state and unease due to change in a braking feeling is caused in an occupant. On the other hand, when limiting of an amount of electric power regenerated during braking is released with priority given to curtailing change in a braking feeling, deterioration of a battery due to overcharging may be caused. 
     As a countermeasure therefor, a means for increasing power consumption of an electrical load mounted in a motor-driven vehicle (hereinafter referred to as a vehicular air conditioner) when a remaining capacity of the power storage device is greater than a predetermined value at the time of generation of a regenerative braking force has been disclosed. 
     A method of operating a cooling device that cools a vehicle interior and a heating device that heats the vehicle interior in parallel when the remaining capacity of the power storage device is greater than a predetermined value during regeneration by the electric motor has been disclosed (for example, see Japanese Unexamined Patent Application, First Publication No. 2015-162947). 
     SUMMARY 
     In the vehicular air conditioner described in Japanese Unexamined Patent Application, First Publication No. 2015-162947, a cooling circuit and a heating circuit are completely separated from each other. 
     On the other hand, a motor-driven vehicle in which cooling and heating of a vehicle interior can be performed using a vehicular air conditioner by providing a heat pump cycle to the vehicular air conditioner is known. However, in such a motor-driven vehicle, an operation of increasing power consumption of the vehicular air conditioner when a remaining capacity of a power storage device is greater than a predetermined value during regeneration by the electric motor has not been disclosed. 
     An aspect of the invention provides a motor-driven vehicle that can increase power consumption of a vehicular air conditioner including a heat pump cycle when a remaining capacity of a power storage device is greater than a predetermined value during regeneration by an electric motor. 
     An aspect of the invention is a motor-driven vehicle that includes: an electric motor; a power storage device that is electrically connected to the electric motor; and a controller that controls the electric motor and the power storage device, the motor-driven vehicle including a refrigerant circuit which includes: a compressor that compresses and discharges an intake refrigerant; an outdoor heat exchanger that causes the refrigerant to exchange heat with outdoor air; a first indoor heat exchanger that is disposed between the compressor and the outdoor heat exchanger and causes the refrigerant to exchange heat with indoor air; a first expansion valve that is disposed between the first indoor heat exchanger and the outdoor heat exchanger and is able to decompress the refrigerant; a second expansion valve that is disposed between the outdoor heat exchanger and the compressor and is able to decompress the refrigerant; and a second indoor heat exchanger that is disposed between the second expansion valve and the compressor and causes the refrigerant to exchange heat with indoor air, wherein the controller changes a ratio of an amount of pressure reduction of the second expansion valve to an amount of pressure reduction of the first expansion valve with a predetermined temperature as a boundary when a remaining capacity of the power storage device is equal to or greater than a predetermined value. 
     Here, when the power storage device is charged with electric power regenerated by the electric motor, increasing power consumption of the motor-driven vehicle to protect the power storage device from overcharging is defined as waste power control in the following description. 
     According to this motor-driven vehicle, when the remaining capacity of the power storage device becomes equal to or greater than the predetermined value during operation of the compressor, the ratio of the amount of pressure reduction of the second expansion valve to the amount of pressure reduction of the first expansion valve is changed with the predetermined temperature as a threshold by power waste control. Accordingly, for example, it is possible to switch between a first operation in which the amount of pressure reduction of the refrigerant in the second expansion valve is greater and a second operation in which the amount of pressure reduction of the refrigerant in the first expansion valve is greater with the predetermined temperature as a threshold value. 
     That is, one of the first operation and the second operation can be switched to the other operation with the predetermined temperature as a threshold. Accordingly, it is possible to decrease an efficiency of one of the first operation and the second operation. Accordingly, it is possible to increase power consumption of an air conditioner including the refrigerant circuit to obtain an efficiency equivalent to that before waste power control in one of the first operation and the second operation. 
     When the power consumption of the air conditioner is greater than the electric power generated by the electric motor, it is possible to prevent overcharging of the power storage device. When the power consumption of the air conditioner is less than the electric power generated by the electric motor, it is possible to decrease a rate of increase of the remaining capacity of the power storage device. 
     In the motor-driven vehicle, the predetermined temperature may include a first predetermined temperature and a second predetermined temperature which is higher than the first predetermined temperature, and the controller may simultaneously perform heating using the first indoor heat exchanger and decompression using the second expansion valve when a vehicle interior temperature which is requested by a user of the motor-driven vehicle is equal to or higher than the first predetermined temperature and less than the second predetermined temperature. 
     Accordingly, it is possible to simultaneously perform a heating operation based on heating using the first indoor heat exchanger and the first operation (that is, cooling operation) in which the refrigerant is decompressed by the second expansion valve by waste power control between the first predetermined temperature and the second predetermined temperature. Accordingly, it is possible to decrease an efficiency of one of the heating operation and the cooling operation (that is, a heating efficiency or a cooling efficiency). As a result, it is possible to increase power consumption of the air conditioner in order to obtain an efficiency equivalent to that before waste power control in one of the heating operation and the cooling operation. 
     In the motor-driven vehicle, the controller may allow an operation efficiency of the refrigerant circuit to be less when the remaining capacity is equal to or greater than the predetermined value than when the remaining capacity is less than the predetermined value. 
     In this way, it is possible to decrease an efficiency of one of the first operation and the second operation by waste power control of decreasing an operation efficiency of the refrigerant circuit. Accordingly, it is possible to increase power consumption of the air conditioner in order to obtain an efficiency equivalent to that before waste power control in one of the first operation and the second operation. 
     In the motor-driven vehicle, the predetermined temperature may include a first predetermined temperature and a second predetermined temperature which is higher than the first predetermined temperature, and the controller may perform decompression using the first expansion valve when the vehicle interior temperature which is requested by the user of the motor-driven vehicle is less than the first predetermined temperature and perform decompression using the second expansion valve when the vehicle interior temperature which is requested by the user of the motor-driven vehicle is equal to or greater than the second predetermined temperature. 
     Accordingly, when the vehicle interior temperature which is requested by the user is less than the first predetermined temperature, it is possible to give priority to a requirement of the user by performing the second operation (that is, the heating operation) based on decompression using the first expansion valve. When the vehicle interior temperature which is requested by the user is equal to or greater than the second predetermined temperature, it is possible to give priority to a requirement of the user by performing the first operation (that is, the cooling operation) based on decompression using the second expansion valve. Accordingly, it is possible to adjust the vehicle interior temperature in response to the requirement of the user and to secure (maintain) marketability of the motor-driven vehicle. 
     In the motor-driven vehicle, the predetermined temperature may include a first predetermined temperature and a second predetermined temperature which is higher than the first predetermined temperature, and the controller may perform decompression using the first expansion valve when an outdoor air temperature of the motor-driven vehicle is less than the first predetermined temperature and perform decompression using the second expansion valve when the outdoor air temperature of the motor-driven vehicle is equal to or greater than the second predetermined temperature. 
     Accordingly, when the outdoor air temperature is less than the first predetermined temperature, it is possible to appropriately maintain the indoor air temperature to correspond to the outdoor air temperature by performing the second operation (that is, the heating operation) based on decompression using the first expansion valve. 
     When the outdoor air temperature is equal to or greater than the second predetermined temperature, it is possible to appropriately maintain the indoor air temperature to correspond to the outdoor air temperature by performing the first operation (that is, the cooling operation) based on decompression using the second expansion valve. Accordingly, it is possible to appropriately maintain the indoor air temperature to correspond to the outdoor air temperature and to secure (maintain) marketability of the motor-driven vehicle. 
     In the motor-driven vehicle, the predetermined temperature may include a first predetermined temperature and a second predetermined temperature which is higher than the first predetermined temperature, and the controller may perform decompression using the first expansion valve when the vehicle interior temperature of the motor-driven vehicle is less than the first predetermined temperature and perform decompression using the second expansion valve when the vehicle interior temperature of the motor-driven vehicle is equal to or greater than the second predetermined temperature. 
     Accordingly, when the vehicle interior temperature is less than the first predetermined temperature, it is possible to appropriately maintain the vehicle interior temperature by performing the second operation (that is, the heating operation) based on decompression using the first expansion valve. When the vehicle interior temperature is equal to or greater than the second predetermined temperature, it is possible to appropriately maintain the vehicle interior temperature by performing the first operation (that is, the cooling operation) based on decompression using the second expansion valve. Accordingly, it is possible to appropriately maintain the vehicle interior temperature and to secure (maintain) marketability of the motor-driven vehicle. 
     In the motor-driven vehicle, the predetermined temperature may include a first predetermined temperature and a second predetermined temperature which is higher than the first predetermined temperature, and a temperature difference between the first predetermined temperature and the second predetermined temperature when the remaining capacity is equal to or greater than the predetermined value may be greater than a temperature difference between the first predetermined temperature and the second predetermined temperature when the remaining capacity is less than the predetermined value. 
     Accordingly, when the remaining capacity is equal to or greater than the predetermined value, it is possible to enlarge a range in which the first operation and the second operation are performed together by increasing the temperature difference between the first predetermined temperature and the second predetermined temperature. Accordingly, it is possible to decrease an air-conditioning efficiency by making it difficult to switch to only the first operation or the second operation and to increase the power consumption of the air conditioner. 
     On the other hand, when the remaining capacity is less than the predetermined value, it is possible to narrow the range in which the first operation and the second operation are performed together by decreasing the temperature difference between the first predetermined temperature and the second predetermined temperature. Accordingly, it is possible to increase an air-conditioning efficiency by making it easy to switch to only the first operation or the second operation and to decrease the power consumption of the air conditioner. 
     In this way, it is possible to freely control the power consumption of the air conditioner depending on when the remaining capacity is equal to or greater than the predetermined value and when the remaining capacity is less than the predetermined value. 
     In the motor-driven vehicle, the predetermined temperature may include a first predetermined temperature and a second predetermined temperature which is higher than the first predetermined temperature, and a temperature difference between the first predetermined temperature and the second predetermined temperature may be increased based on an increase in the remaining capacity when the remaining capacity is equal to or greater than the predetermined value. 
     Accordingly, it is possible to enlarge the range in which the first operation and the second operation are performed together by increasing the temperature difference between the first predetermined temperature and the second predetermined temperature based on the increase in the remaining capacity. Accordingly, it is possible to decrease an air-conditioning efficiency to correspond to the increase in the remaining capacity and to increase the power consumption of the air conditioner. 
     According to the aspect of the invention, it is possible to increase power consumption of a vehicular air conditioner including a heat pump cycle when a remaining capacity of a power storage device is greater than a predetermined value during regeneration by an electric motor. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a diagram illustrating a configuration of a motor-driven vehicle including a vehicular air conditioner according to an embodiment of the invention; 
         FIG. 2  is a configuration diagram illustrating a heating operation mode of the vehicular air conditioner according to the embodiment of the invention; 
         FIG. 3  is a configuration diagram illustrating a cooling operation mode of the vehicular air conditioner according to the embodiment of the invention; 
         FIG. 4  is a configuration diagram illustrating first waste power control of the motor-driven vehicle according to the embodiment of the invention; 
         FIG. 5  is a diagram illustrating a refrigerant pressure-enthalpy diagram of the first waste power control of the motor-driven vehicle according to the embodiment of the invention; 
         FIG. 6  is a diagram illustrating power consumption of the first waste power control of the motor-driven vehicle according to the embodiment of the invention; 
         FIG. 7  is a configuration diagram illustrating second waste power control of the motor-driven vehicle according to the embodiment of the invention; 
         FIG. 8  is a diagram illustrating a refrigerant pressure-enthalpy diagram of the second waste power control of the motor-driven vehicle according to the embodiment of the invention; 
         FIG. 9  is a diagram illustrating power consumption of the second waste power control of the motor-driven vehicle according to the embodiment of the invention; 
         FIG. 10  is a configuration diagram illustrating third waste power control of the motor-driven vehicle according to the embodiment of the invention; 
         FIG. 11  is a diagram illustrating a refrigerant pressure-enthalpy diagram of the third waste power control of the motor-driven vehicle according to the embodiment of the invention; 
         FIG. 12  is a diagram illustrating power consumption of the third waste power control of the motor-driven vehicle according to the embodiment of the invention; 
         FIG. 13  is a configuration diagram illustrating fourth waste power control of the motor-driven vehicle according to the embodiment of the invention; 
         FIG. 14  is a diagram illustrating a refrigerant pressure-enthalpy diagram of the fourth waste power control of the motor-driven vehicle according to the embodiment of the invention; 
         FIG. 15  is a diagram illustrating power consumption of the fourth waste power control of the motor-driven vehicle according to the embodiment of the invention; 
         FIG. 16  is a configuration diagram illustrating fifth waste power control of the motor-driven vehicle according to the embodiment of the invention; 
         FIG. 17  is a diagram illustrating a refrigerant pressure-enthalpy diagram of the fifth waste power control of the motor-driven vehicle according to the embodiment of the invention; 
         FIG. 18  is a diagram illustrating power consumption of the fifth waste power control of the motor-driven vehicle according to the embodiment of the invention; 
         FIG. 19  is a flowchart illustrating sixth waste power control of the motor-driven vehicle according to the embodiment of the invention; 
         FIG. 20  is a configuration diagram illustrating a dehumidifying and heating operation mode of the vehicular air conditioner according to the embodiment of the invention; 
         FIG. 21  is a configuration diagram illustrating seventh waste power control of the motor-driven vehicle according to the embodiment of the invention; 
         FIG. 22  is a configuration diagram illustrating eighth waste power control of the motor-driven vehicle according to the embodiment of the invention; 
         FIG. 23  is a graph which is used to calculate an amount of decrease in regenerative power due to an operation of a grille shutter of the motor-driven vehicle according to the embodiment of the invention; 
         FIG. 24  is a configuration diagram illustrating ninth waste power control of the motor-driven vehicle according to the embodiment of the invention; 
         FIG. 25  is a configuration diagram illustrating tenth waste power control of the motor-driven vehicle according to the embodiment of the invention; 
         FIG. 26  is a configuration diagram illustrating eleventh waste power control of the motor-driven vehicle according to the embodiment of the invention; 
         FIG. 27  is a diagram illustrating a relationship of power consumption with respect to an intake/discharge pressure difference of a compressor and an air-side load (an air-conditioning load) in the motor-driven vehicle according to the embodiment of the invention; and 
         FIG. 28  is a diagram illustrating a control state in which the vehicular air conditioner of the motor-driven vehicle according to the embodiment of the invention is switched to a first operation and a second operation at a predetermined temperature. 
     
    
    
     DESCRIPTION OF THE EMBODIMENTS 
     An embodiment of the invention will be described below with reference to the accompanying drawings. 
     In the embodiment, an electric vehicle (a battery electric vehicle (BEV)) is exemplified as a motor-driven vehicle, but the invention is not limited thereto. For example, the invention may be applied to other vehicles such as a hybrid vehicle (HV) and a fuel-cell vehicle (FCV). 
       FIG. 1  is a diagram illustrating a configuration of a motor-driven vehicle Ve including a vehicular air conditioner  10 . 
     As illustrated in  FIG. 1 , the vehicular air conditioner  10  is mounted in a motor-driven vehicle Ve such as an electric vehicle that does not include an engine (an internal combustion engine) as a vehicle drive source. The motor-driven vehicle Ve is an electric vehicle including the vehicular air conditioner  10 , a controller  15  (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  via an inverter (not illustrated). When the electric motor  17  is activated, a direct current which is output from the power storage device  16  is converted into an alternating current by the inverter and is supplied to the electric motor  17 . By supplying the alternating current to the electric motor  17 , the electric motor  17  generates a driving force. When the electric motor  17  generates a driving force, driving wheels are rotationally driven in a driving direction or a reversing direction. 
     On the other hand, when the motor-driven vehicle Ve is braked, the electric motor  17  functions as a power generator. That is, rotation of the driving wheels is transmitted to an output shaft of the electric motor  17  and electric power is regenerated by the electric motor  17  from rotation of the output shaft. At this time, the electric motor  17  serves as a resistive element and a resistive force acts as a regenerative braking force on the motor-driven vehicle Ve. An alternating current regenerated by the electric motor  17  is converted into a direct current by the inverter. The converted direct current is supplied from the inverter to the power storage device  16  and is stored in the power storage device  16 . 
     The vehicular air conditioner  10  is mounted in the motor-driven vehicle Ve. The vehicular air conditioner  10  mainly includes an air-conditioning unit  11  and a heat pump cycle  12  in which a refrigerant can circulate. 
     The air-conditioning unit  11  includes a duct  51  in which conditioning air flows, a blower  52 , a second indoor heat exchanger (an evaporator)  53 , a first air guide unit (an air mix door)  54 , and a first indoor heat exchanger  61 . The blower  52 , the second indoor heat exchanger  53 , a first air guide unit  54 , and the first indoor heat exchanger  61  are accommodated in the duct  51 . 
     The duct  51  includes air inlets  56   a  and  56   b  and air outlets  57   a  and  57   b.    
     The blower  52 , the second indoor heat exchanger  53 , the first air guide unit  54 , and the first indoor heat exchanger  61  are sequentially arranged from upstream (the air inlets  56   a  and  56   b  side) in a flowing direction of conditioning air in the duct  51  to downstream (the air outlets  57   a  and  57   b  side). 
     The air inlet  56   a  constitutes an indoor air inlet that takes in indoor air. The air inlet  56   b  constitutes an outdoor air inlet that takes in outdoor air. The air inlet  56   a  is opened and closed by an indoor air door  72 . The air inlet  56   b  is opened and closed by an outdoor air door  73 . For example, by adjusting apertures of the indoor air door  72  and the outdoor air door  73  under the control of the controller  15 , a flow rate ratio between indoor air and outdoor air that flow into the duct  51  may be adjusted. 
     The air outlet  57   a  constitutes a VENT outlet. The air outlet  57   b  constitutes a DEF outlet. The air outlet  57   a  is formed to be opened and closed by a VENT door  63 . The air outlet  57   b  is formed to be opened and closed by a DEF door  64 . In the air outlets  57   a  and  57   b,  air proportions that are blown out from the air outlets  57   a  and  57   b  are adjusted, for example, by switching between opening and closing of the VENT door  63  and the DEF door  64  under the control of the controller  15 . 
     The blower  52  is driven by a motor, for example, depending on a drive voltage which is applied to the motor under the control of the controller  15 . The blower  52  sends conditioning air (at least one of indoor air and outdoor air) which flows from the air inlets  56   a  and  56   b  to the duct  51  downstream, that is, to the second indoor heat exchanger  53  and the first indoor heat exchanger  61 . 
     The second indoor heat exchanger  53  causes exchange of heat to be performed between a low-pressure refrigerant flowing thereinto and a vehicle interior atmosphere (in the duct  51 ) and cools conditioning air passing through the second indoor heat exchanger  53 , for example, by absorbing heat when the refrigerant is evaporated. 
     The first indoor heat exchanger  61  includes an indoor condenser  55  and a heat-radiating unit  58 . The indoor condenser  55  can exchange heat with a compressed refrigerant with a high temperature and a high pressure which flows thereinto. 
     The indoor condenser  55  heats conditioning air passing through the indoor condenser  55 , for example, by radiating heat. 
     The heat-radiating unit  58  is disposed downstream from the indoor condenser  55  and is connected to the power storage device  16 . The heat-radiating unit  58  is electrically heated with power supplied from the power storage device  16 . An example of the heat-radiating unit  58  is a positive temperature coefficient (PTC) heater. The heat-radiating unit  58  is not limited to a PTC heater and other heat-radiating units may be employed. 
     In  FIGS. 2 to 26 , the heat-radiating unit  58  is not illustrated for the purpose of easy understanding of the configuration. 
     The first air guide unit  54  is operated to swing, for example, under the control of the controller  15 . The first air guide unit  54  swings between a heating position at which an air flow passage from downstream of the second indoor heat exchanger  53  to the indoor condenser  55  in the duct  51  is open and a cooling position at which an air flow passage bypassing through the indoor condenser  55  is open. Accordingly, in the conditioning air passing through the second indoor heat exchanger  53 , an air volume ratio between an air volume which is introduced into the indoor condenser  55  and an air volume which bypasses the indoor condenser  55  and is discharged into the vehicle interior is adjusted. 
     The heat pump cycle  12  includes, for example, the second indoor heat exchanger  53 , the indoor condenser  55 , a compressor  21  that compresses a refrigerant, a first expansion valve (a heating decompression valve)  22 , a cooling electromagnetic valve  23 , an outdoor heat exchanger  24 , a three-way valve  25 , a gas-liquid separator  26 , and a second expansion valve (a cooling decompression valve)  27 . The constituent members of the heat pump cycle  12  are connected via a refrigerant flow passage  31 . The refrigerant flow passage  31  is a flow passage in which a refrigerant can circulate. 
     A refrigerant circuit  13  is constituted by the heat pump cycle  12 , the second indoor heat exchanger  53 , and the indoor condenser  55 . That is, the refrigerant circuit  13  is provided in the motor-driven vehicle Ve. 
     The compressor  21  is connected between the gas-liquid separator  26  and the indoor condenser  55 , takes in a refrigerant on the gas-liquid separator  26  side, and discharges the refrigerant to the indoor condenser  55  side. The compressor  21  is driven by a motor, for example, based on a drive voltage applied to the motor under the control of the controller  15 . The compressor  21  takes in a gas refrigerant (a refrigerant gas) from the gas-liquid separator  26 , compresses the refrigerant, and discharges a high-temperature and high-pressure refrigerant to the indoor condenser  55 . 
     The first expansion valve  22  and the cooling electromagnetic valve  23  are arranged in parallel downstream from the indoor condenser  55  in the refrigerant flow passage  31 . 
     The first expansion valve  22  is, for example, a throttle valve of which an aperture can be adjusted. The first expansion valve  22  decompresses and expands a refrigerant having passed through the indoor condenser  55  and discharges the refrigerant as a mist-like refrigerant of two phases of gas and liquid (which is liquid phase-rich) with a low temperature and a low pressure to the outdoor heat exchanger  24 . 
     The cooling electromagnetic valve  23  connects a first branch portion  32   a  and a second branch portion  32   b  provided on both sides of the first expansion valve  22  in the refrigerant flow passage  31  and is provided in a bypass flow passage  32  which bypasses the first expansion valve  22 . The cooling electromagnetic valve  23  is opened and closed, for example, under the control of the controller  15 . The cooling electromagnetic valve  23  is closed when a heating operation is performed and is opened when a cooling operation is performed. 
     Accordingly, for example, when a heating operation is performed, a refrigerant discharged from the indoor condenser  55  is greatly decompressed in the first expansion valve  22  and flows into the outdoor heat exchanger  24  in a low-temperature and low-pressure state. On the other hand, when a cooling operation is performed, a refrigerant discharged from the indoor condenser  55  passes through the cooling electromagnetic valve  23  and flows into the outdoor heat exchanger  24  in a high-temperature state. 
     The outdoor heat exchanger  24  is disposed in a vehicle exterior and performs heat exchange between the refrigerant flowing thereinto and the vehicle exterior atmosphere. An outlet temperature sensor  24 T that detects a temperature of a refrigerant flowing from the outlet of the outdoor heat exchanger  24  (a refrigerant outlet temperature Tout) is provided downstream from the outdoor heat exchanger  24 . A signal indicating the refrigerant temperature detected by the outlet temperature sensor  24 T is input to the controller  15 . The signal input from the outlet temperature sensor  24 T to the controller  15  is used to determine execution of a variety of air-conditioning control in the controller  15 . 
     When a heating operation is performed, the outdoor heat exchanger  24  can absorb heat from the vehicle exterior atmosphere using the low-temperature and low-pressure refrigerant flowing thereinto and increases the temperature of the refrigerant by absorption of heat from the vehicle exterior atmosphere. On the other hand, when a cooling operation is performed, the outdoor heat exchanger  24  can radiate heat to the vehicle exterior atmosphere using the high-temperature refrigerant flowing thereinto and cools the refrigerant by radiation of heat to the vehicle exterior atmosphere and blowing of a second air guide unit  28 . 
     An example of the second air guide unit  28  is a condenser fan that controls a passing-through air volume of the outdoor heat exchanger  24  and, for example, a grille shutter may be used as another example. When the second air guide unit  28  is a condenser fan, the condenser fan is driven, for example, based on a drive voltage applied to a motor of the condenser fan under the control of the controller  15 . 
     The three-way valve  25  switches the refrigerant flowing out of the outdoor heat exchanger  24  to the gas-liquid separator  26  or the second expansion valve (the cooling decompression valve)  27  and discharges the refrigerant. Specifically, the three-way valve  25  is connected to the outdoor heat exchanger  24 , a merging portion  33  disposed on the gas-liquid separator  26  side, and the second expansion valve  27 , and a flowing direction of the refrigerant is changed, for example, under the control of the controller  15 . 
     When a heating operation is performed, the three-way valve  25  discharges the refrigerant flowing out of the outdoor heat exchanger  24  to the merging portion  33  on the gas-liquid separator  26  side. On the other hand, when a cooling operation is performed, the three-way valve  25  discharges the refrigerant flowing out of the outdoor heat exchanger  24  to the second expansion valve  27 . 
     The gas-liquid separator  26  is connected between the merging portion  33  and the compressor  21  in the refrigerant flow passage  31 , separates a gas from a liquid in the refrigerant flowing out of the merging portion  33 , and introduces (returns) the gas refrigerant (a refrigerant gas) into the compressor  21 . 
     The second expansion valve  27  is a so-called throttle valve and is connected between the three-way valve  25  and an inlet of the second indoor heat exchanger  53 . The second expansion valve  27  decompresses and expands the refrigerant flowing out of the three-way valve  25 , for example, based on a valve aperture controlled by the controller  15  and then discharges the refrigerant as a mist-like refrigerant of two phases of gas and liquid (which is liquid phase-rich) with a low temperature and a low pressure to the second indoor heat exchanger  53 . 
     The second indoor heat exchanger  53  is connected between the second expansion valve  27  and the merging portion  33  (the gas-liquid separator  26 ). 
     The controller  15  performs air-conditioning control using a refrigerant in the air-conditioning unit  11  and the heat pump cycle  12 . The controller  15  controls the vehicular air conditioner  10  based on a command signal input from an operator via a switch or the like (not illustrated) which is disposed in the vehicle interior. The controller  15  controls the electric motor  17  and the power storage device  16  and can perform control of switching an operation mode of the vehicular air conditioner  10  to a heating operation mode, a cooling operation mode, or the like. 
     Information of a state of charge (SOC) which is a charging rate of the power storage device  16  or a chargeable power which is calculated based on the SOC is input to the controller  15 . The chargeable power is the electric power with which the power storage device  16  can be charged. The chargeable power can be acquired, for example, from a table in which the chargeable power decreases as the SOC increases and is 0 at an upper limit of the SOC in order to prevent overcharging of the power storage device  16 . 
     The controller  15  determines whether a remaining capacity of the power storage device  16  is equal to or greater than a predetermined value based on the chargeable power. Information of regenerative power supplied to the power storage device  16  is input to the controller  15 . 
     The controller  15  has a function of controlling the electric motor  17 , the vehicular air conditioner  10 , the compressor  21 , the second air guide unit (a fan)  28 , and the like. For example, when the remaining capacity of the power storage device  16  is equal to or greater than the predetermined value at the time of regeneration in the heating operation mode, the controller  15  can operate the compressor  21  and select and control the first expansion valve  22 , the second air guide unit  28 , and the first air guide unit  54 . 
     When the remaining capacity of the power storage device  16  is equal to or greater than the predetermined value, the controller  15  can perform control of switching the operation mode to a cooling operation (a first operation) and a heating operation (a second operation) with a predetermined temperature as a threshold. When the remaining capacity of the power storage device  16  is equal to or greater than the predetermined value, the controller  15  can perform control such that a difference between a first predetermined temperature and a second predetermined temperature which are included in the predetermined temperature is greater than a difference between the first predetermined temperature and the second predetermined temperature when the remaining capacity of the power storage device  16  is less than the predetermined value. 
     Operations of the vehicular air conditioner  10  in the heating operation mode and the cooling operation mode will be described below with reference to  FIGS. 2 and 3 . First, the heating operation mode of the vehicular air conditioner  10  will be described with reference to  FIG. 2 . 
     (Heating Operation Mode) 
     As illustrated in  FIG. 2 , when a heating operation is performed using the vehicular air conditioner  10 , the first air guide unit  54  is located at a heating position at which an air flowing path to the indoor condenser  55  is open. The cooling electromagnetic valve  23  is closed and the three-way valve  25  connects the outdoor heat exchanger  24  and the merging portion  33 . In the example illustrated in  FIG. 2 , the DEF door  64  in the air-conditioning unit  11  is opened and the VENT door  63  is closed, but opening and closing thereof can be arbitrarily changed by an operator&#39;s operation. 
     In this case, in the heat pump cycle  12 , the high-temperature and high-pressure refrigerant discharged from the compressor  21  heats conditioning air in the duct  51  of the air-conditioning unit  11  by radiation of heat in the indoor condenser  55 . 
     The refrigerant having passed through the indoor condenser  55  is expanded (decompressed) into a liquid phase-rich mist-like state by the first expansion valve  22  and then is caused to undergo heat exchange (absorb heat from the vehicle exterior atmosphere) by the outdoor heat exchanger  24  to be brought into a gas phase-rich mist-like state. The refrigerant having passed 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 . The refrigerant flowing into the gas-liquid separator  26  is separated into a gas phase and liquid phase and the refrigerant of a gas phase flows into the compressor  21 . 
     In a state in which the refrigerant flows in the refrigerant flow passage  31  of the heat pump cycle  12  in this way, the blower  52  of the air-conditioning unit  11  is driven. Accordingly, conditioning air flows into the duct  51  of the air-conditioning unit  11 , and the conditioning air passes through the second indoor heat exchanger  53  and then passes through the indoor condenser  55 . 
     Then, the conditioning air exchanges heat with the indoor condenser  55  at the time of passing through the indoor condenser  55  and is supplied as heating air to the vehicle interior via the air outlet  57   b.    
     In a heating operation, the heat-radiating unit  58  (see  FIG. 1 ) in addition to the indoor condenser  55  may be overheated. In the heating operation, only the heat-radiating unit  58  (see  FIG. 1 ) may be overheated instead of the indoor condenser  55 . 
     The cooling operation mode of the vehicular air conditioner  10  will be described below with reference to  FIG. 3 . 
     (Cooling Operation Mode) 
     As illustrated in  FIG. 3 , when a cooling operation is performed using the vehicular air conditioner  10 , the first air guide unit  54  is located at a cooling position at which conditioning air having passed through the second indoor heat exchanger  53  bypasses the indoor condenser  55 . The cooling electromagnetic valve  23  is opened (the first expansion valve  22  is closed) and the three-way valve  25  connects the outdoor heat exchanger  24  and the second expansion valve  27 . In the example illustrated in  FIG. 3 , in the air-conditioning unit  11 , the DEF door  64  is closed and the VENT door  63  is opened, and opening and closing thereof can be arbitrarily changed by a driver&#39;s operation. 
     In this case, in the heat pump cycle  12 , the high-temperature and high-pressure refrigerant discharged from the compressor  21  passes through the indoor condenser  55  and the cooling electromagnetic valve  23 , radiates heat to the vehicle exterior atmosphere in the outdoor heat exchanger  24 , and then flows into the second expansion valve  27 . At this time, the refrigerant is expanded into a liquid phase-rich mist-like state by the second expansion valve  27  and then cools the conditioning air in the duct  51  of the air-conditioning unit  11  by absorbing heat in the second indoor heat exchanger  53 . 
     The refrigerant which is gas phase-rich having passed through the second indoor heat exchanger  53  passes through the merging portion  33 , flows into the gas-liquid separator  26 , and is separated into gas and liquid in the gas-liquid separator  26 , and then the gas-phase refrigerant flows 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 in the refrigerant flow passage  31 , the conditioning air flows into the duct  51  of the air-conditioning unit  11  and exchanges heat with the second indoor heat exchanger  53  at the time of passing through the second indoor heat exchanger  53 . Thereafter, the conditioning air bypasses the indoor condenser  55  and then is supplied as cooling air to the vehicle interior via the VENT outlet (that is, an air outlet)  57   a.    
     An example in which power waste control is performed using the vehicular air conditioner  10  such that the remaining capacity of the power storage device  16  is not greater than the predetermined value when regenerative electric power is stored in the power storage device  16  in the heating operation mode of the vehicular air conditioner  10  will be described below with reference to  FIGS. 4 to 19 . First to sixth power waste controls can be used as the power waste control of the vehicular air conditioner  10  in the heating operation mode. The first to sixth power waste controls will be sequentially described below. 
     First, an example in which power consumption of the vehicular air conditioner  10  is increased by controlling the compressor  21  and the second air guide unit  28  of the vehicular air conditioner  10  as the first power waste control will be described with reference to  FIGS. 4 to 6 . 
     (First Power Waste Control) 
       FIG. 5  illustrates a refrigerant pressure-enthalpy diagram, where the vertical axis represents a refrigerant pressure and the horizontal axis represents an enthalpy. In  FIG. 5 , a refrigerant pressure-enthalpy diagram G 1  before the power waste control has been performed in the heating operation mode is indicated by a solid line. In the refrigerant pressure-enthalpy diagram G 1 , point A 1 →point B 1  represents a refrigerant state change in the compressor  21 . Point B 1 →point C 1  represents a refrigerant state change in the indoor condenser  55 . Point C 1 →point D 1  represents a refrigerant state change in the first expansion valve  22 . Point D 1 →point A 1  represents a refrigerant state change in the outdoor heat exchanger  24 . 
     A refrigerant pressure-enthalpy diagram G 2  after the power waste control has been performed is indicated by a dotted line. In the refrigerant pressure-enthalpy diagram G 2 , point A 2 →point B 1  represents a refrigerant state change in the compressor  21 . Point B 1 →point C 1  represents a refrigerant state change in the indoor condenser  55 . Point C 1 →point D 2  represents a refrigerant state change in the first expansion valve  22 . Point D 2 →point A 2  represents a refrigerant state change in the outdoor heat exchanger  24 . 
       FIG. 6  illustrates a relationship between a heating operation range of the vehicular air conditioner  10  and an isoelectric power curve, where the vertical axis represents a refrigerant flow rate and the horizontal axis represents a discharge/intake pressure difference of the compressor. In  FIG. 6 , a heating operation range of the vehicular air conditioner  10  is indicated by a diagram G 3  and the isoelectric power curve is indicated by a diagram G 4 . W 1  denotes power consumption of the vehicular air conditioner  10  before the power waste control has been performed. W 2  denotes power consumption of the vehicular air conditioner  10  after the power waste control has been performed. 
     As illustrated in  FIG. 4 , when the remaining capacity of the power storage device  16  is equal to or greater than the predetermined value, the controller  15  controls the second air guide unit  28  such that a passing-through air volume of the second air guide unit  28  is less than a passing-through air volume of the second air guide unit  28  when the remaining capacity of the power storage device  16  is less than the predetermined value. 
     That is, when the second air guide unit  28  is a condenser fan, the passing-through air volume of the second air guide unit  28  is decreased by decreasing a rotation speed of the fan or stopping the rotation of the fan. When the second air guide unit  28  is a grille shutter, the passing-through air volume of the second air guide unit  28  is decreased by decreasing a gap of the grille shutter or closing the grille shutter. 
     The passing-through air volume of the outdoor heat exchanger  24  is decreased by decreasing the passing-through air volume of the second air guide unit  28 . Accordingly, absorption of heat by the refrigerant flowing into the outdoor heat exchanger  24  is decreased. As a result, the refrigerant which is liquid phase-rich from the outdoor heat exchanger  24  passes through the gas-liquid separator  26  and a gas-phase refrigerant flows into the compressor  21 . 
     Accordingly, as illustrated in  FIGS. 4 and 5 , an intake refrigerant pressure of the compressor  21  decreases in comparison with before the power waste control has been performed, and an intake refrigerant density decreases to decrease the refrigerant flow rate in order to obtain the same heating capability as before the power waste control has been performed. That is, by decreasing the passing-through air volume of the outdoor heat exchanger, it is possible to decrease an efficiency of the heating operation. 
     In this state, in order to obtain the same heating capability as before the power waste control has been performed, it is necessary to increase the rotation speed of the compressor  21  to increase the refrigerant flow rate. By increasing the rotation speed of the compressor  21 , the power consumption in the compressor  21  increases from W 1  to W 2  as illustrated in  FIGS. 4 and 6  and it is possible to secure an amount of waste power of the vehicular air conditioner  10 . 
     Accordingly, in the first power waste control, when the power consumption W 2  of the compressor  21  is greater than the electric power generated by the electric motor  17 , it is possible to prevent overcharging of the power storage device  16 . When the power consumption W 2  of the compressor  21  is less than the electric power generated by the electric motor  17 , it is possible to decrease a rate of increase of the remaining capacity of the power storage device  16 . 
     An example in which power consumption of the vehicular air conditioner  10  is increased by controlling the compressor  21  and the first air guide unit  54  of the vehicular air conditioner  10  as second power waste control will be described with reference to  FIGS. 7 to 9 . 
     (Second Power Waste Control) 
       FIG. 8  illustrates a refrigerant pressure-enthalpy diagram, where the vertical axis represents a refrigerant pressure and the horizontal axis represents an enthalpy. In  FIG. 8 , a refrigerant pressure-enthalpy diagram G 1  before the power waste control has been performed in the heating operation mode is indicated by a solid line. The refrigerant pressure-enthalpy diagram G 1  before the power waste control has been performed is the same diagram as illustrated in  FIG. 5  in the first power waste control. 
     A refrigerant pressure-enthalpy diagram G 5  after the power waste control has been performed is indicated by a dotted line. In the refrigerant pressure-enthalpy diagram G 5 , point A 1 →point B 2  represents a refrigerant state change in the compressor  21 . Point B 2 →point C 2  represents a refrigerant state change in the indoor condenser  55 . Point C 2 →point D 1  represents a refrigerant state change in the first expansion valve  22 . Point D 1 →point A 1  represents a refrigerant state change in the outdoor heat exchanger  24 . 
     In  FIG. 9 , diagrams G 3  and G 4  are the same as diagrams illustrated in  FIG. 6  in the first power waste control. That is, in  FIG. 9 , a heating operation range of the vehicular air conditioner  10  is indicated by a diagram G 3  and an isoelectric power curve is indicated by a diagram G 4 . The vertical axis represents a refrigerant flow rate and the horizontal axis represents a discharge/intake pressure difference of the compressor. In  FIG. 9 , W 1  denotes power consumption of the vehicular air conditioner  10  before the power waste control has been performed. W 3  denotes power consumption of the vehicular air conditioner  10  after the power waste control has been performed. 
     As illustrated in  FIG. 7 , when the remaining capacity of the power storage device  16  is equal to or greater than the predetermined value, the controller  15  controls the first air guide unit  54  such that a passing-through air volume of the first air guide unit  54  is less than a passing-through air volume of the first air guide unit  54  when the remaining capacity of the power storage device  16  is less than the predetermined value. The passing-through air volume of the indoor condenser  55  is decreased by decreasing the passing-through air volume of the first air guide unit  54 . That is, an air volume which is supplied as heating air to the vehicle interior is decreased. Accordingly, it is possible to decrease an efficiency of the heating operation in comparison with before the power waste control has been performed. 
     In this state, in order to obtain the same heating capability as before the power waste control has been performed, it is necessary to increase the rotation speed of the compressor  21  to increase the refrigerant flow rate as illustrated in  FIGS. 7 and 8 . By increasing the rotation speed of the compressor  21 , the power consumption of the compressor  21  increases from W 1  to W 3  and it is possible to secure an amount of waste power of the vehicular air conditioner  10  as illustrated in  FIGS. 7 and 9 . 
     Accordingly, in the second power waste control, when the power consumption W 3  of the compressor  21  is greater than the electric power generated by the electric motor  17 , it is possible to prevent overcharging of the power storage device  16 . When the power consumption W 3  of the compressor  21  is less than the electric power generated by the electric motor  17 , it is possible to decrease a rate of increase of the remaining capacity of the power storage device  16 . 
     An example in which power consumption of the vehicular air conditioner  10  is increased by controlling the first expansion valve  22  in addition to the compressor  21  and the first air guide unit  54  of the vehicular air conditioner  10  as third power waste control will be described with reference to  FIGS. 10 to 12 . 
     (Third Power Waste Control) 
     In the third power waste control, the power consumption of the vehicular air conditioner  10  is increased by adding control of the first expansion valve  22  to the second power waste control. 
       FIG. 11  illustrates a refrigerant pressure-enthalpy diagram, where the vertical axis represents a refrigerant pressure and the horizontal axis represents an enthalpy. In  FIG. 11 , a refrigerant pressure-enthalpy diagram G 1  before the power waste control has been performed in the heating operation mode is indicated by a solid line. The refrigerant pressure-enthalpy diagram G 1  before the power waste control has been performed is the same diagram as illustrated in  FIG. 5  in the first power waste control. 
     A refrigerant pressure-enthalpy diagram G 6  after the power waste control has been performed is indicated by a dotted line. In the refrigerant pressure-enthalpy diagram G 6 , point A 1 →point B 3  represents a refrigerant state change in the compressor  21 . Point B 3 →point C 3  represents a refrigerant state change in the indoor condenser  55 . Point C 3 →point D 1  represents a refrigerant state change in the first expansion valve  22 . Point D 1 →point A 1  represents a refrigerant state change in the outdoor heat exchanger  24 . 
     In  FIG. 12 , diagrams G 3  and G 4  are the same as illustrated in  FIG. 6  in the first power waste control. That is, in  FIG. 12 , a heating operation range of the vehicular air conditioner  10  is indicated by a diagram G 3  and an isoelectric power curve is indicated by a diagram G 4 . 
     The vertical axis represents a refrigerant flow rate and the horizontal axis represents a discharge/intake pressure difference of the compressor. In  FIG. 12 , W 1  denotes power consumption of the vehicular air conditioner  10  before the power waste control has been performed. W 4  denotes power consumption of the vehicular air conditioner  10  after the power waste control has been performed. 
     As illustrated in  FIG. 10 , when the remaining capacity of the power storage device  16  is equal to or greater than the predetermined value, the controller  15  controls the first air guide unit  54  such that a passing-through air volume of the first air guide unit  54  is decreased similarly to the second power waste control. The controller  15  performs control such that an aperture of the first expansion valve  22  is less than the aperture of the first expansion valve  22  when the remaining capacity of the power storage device  16  is less than the predetermined value. 
     By decreasing the aperture of the first expansion valve  22 , the discharge refrigerant pressure of the compressor  21  becomes greater in comparison with before the power waste control has been performed. Accordingly, the compression efficiency of the compressor  21  decreases, the refrigerant flow rate decreases, and thus it is possible to decrease the efficiency of the heating operation. 
     In this state, in order to obtain the same heating capability as before the power waste control has been performed, it is necessary to increase the rotation speed of the compressor  21  by the second power waste control and to increase the flow rate of the refrigerant discharged from the compressor  21  in comparison with before the second power waste control has been performed as illustrated in  FIGS. 10 and 11 . By increasing the rotation speed of the compressor  21 , the power consumption of the compressor  21  increases from W 1  to W 4  and it is possible to secure an amount of waste power of the vehicular air conditioner  10  as illustrated in  FIGS. 10 and 12 . 
     Accordingly, in the third power waste control, when the power consumption W 4  of the compressor  21  is greater than the electric power generated by the electric motor  17 , it is possible to prevent overcharging of the power storage device  16 . When the power consumption W 4  of the compressor  21  is less than the electric power generated by the electric motor  17 , it is possible to decrease a rate of increase of the remaining capacity of the power storage device  16 . 
     An example in which power consumption of the vehicular air conditioner  10  is increased by controlling the compressor  21  and the first expansion valve  22  of the vehicular air conditioner  10  as fourth power waste control will be described with reference to  FIGS. 13 to 15 . 
     (Fourth Power Waste Control) 
       FIG. 14  illustrates a refrigerant pressure-enthalpy diagram, where the vertical axis represents a refrigerant pressure and the horizontal axis represents an enthalpy. In  FIG. 14 , a refrigerant pressure-enthalpy diagram G 1  before the power waste control has been performed in the heating operation mode is indicated by a solid line. The refrigerant pressure-enthalpy diagram G 1  before the power waste control has been performed is the same diagram as illustrated in  FIG. 5  in the first power waste control. 
     A refrigerant pressure-enthalpy diagram G 7  after the power waste control has been performed is indicated by a dotted line. In the refrigerant pressure-enthalpy diagram G 7 , point A 3 →point B 1  represents a refrigerant state change in the compressor  21 . Point B 1 →point C 1  represents a refrigerant state change in the indoor condenser  55 . Point C 1 →point D 3  represents a refrigerant state change in the first expansion valve  22 . Point D 3 →point A 3  represents a refrigerant state change in the outdoor heat exchanger  24 . 
     In  FIG. 15 , diagrams G 3  and G 4  are the same as illustrated in  FIG. 6  in the first power waste control. That is, in  FIG. 15 , a heating operation range of the vehicular air conditioner  10  is indicated by a diagram G 3  and an isoelectric power curve is indicated by a diagram G 4 . 
     The vertical axis represents a refrigerant flow rate and the horizontal axis represents a discharge/intake pressure difference of the compressor. In  FIG. 15 , W 1  denotes power consumption of the vehicular air conditioner  10  before the power waste control has been performed. W 5  denotes power consumption of the vehicular air conditioner  10  after the power waste control has been performed. 
     As illustrated in  FIG. 13 , when the remaining capacity of the power storage device  16  is equal to or greater than the predetermined value, the controller  15  controls the first expansion valve  22  such that the aperture of the first expansion valve  22  is greater than the aperture of the first expansion valve  22  when the remaining capacity of the power storage device  16  is less than the predetermined value. By increasing the aperture of the first expansion valve  22 , a refrigerant passing-through area of the first expansion valve  22  is increased. Accordingly, as illustrated in  FIGS. 13 and 14 , the discharge refrigerant pressure of the compressor  21  becomes less than that before the power waste control has been performed. Accordingly, it is possible to decrease an efficiency of the heating operation of the vehicular air conditioner  10  in comparison with before the power waste control has been performed. 
     In this state, in order to obtain the same heating capability as before the power waste control has been performed, it is necessary to increase the pressure of the refrigerant which is supplied to the indoor condenser  55 . That is, it is necessary to increase the rotation speed of the compressor  21  to increase the flow rate of the refrigerant which is discharged from the compressor  21 . By increasing the rotation speed of the compressor  21 , the power consumption of the compressor  21  increases from W 1  to W 5  and it is possible to secure an amount of waste power of the vehicular air conditioner  10  as illustrated in  FIGS. 13 and 15 . 
     Accordingly, in the fourth power waste control, when the power consumption W 5  of the compressor  21  is greater than the electric power generated by the electric motor  17 , it is possible to prevent overcharging of the power storage device  16 . When the power consumption W 5  of the compressor  21  is less than the electric power generated by the electric motor  17 , it is possible to decrease a rate of increase of the remaining capacity of the power storage device  16 . 
     An example in which power consumption of the vehicular air conditioner  10  is increased by controlling the aperture of the first expansion valve  22  such that it is brought into a fully open state from the state in the fourth power waste control as fifth power waste control will be described with reference to  FIGS. 16 to 18 . 
     (Fifth Power Waste Control) 
       FIG. 17  illustrates a refrigerant pressure-enthalpy diagram, where the vertical axis represents a refrigerant pressure and the horizontal axis represents an enthalpy. In  FIG. 17 , a refrigerant pressure-enthalpy diagram G 1  before the power waste control has been performed in the heating operation mode is indicated by a solid line. The refrigerant pressure-enthalpy diagram G 1  before the power waste control has been performed is the same diagram as illustrated in  FIG. 5  in the first power waste control. 
     A refrigerant pressure-enthalpy diagram G 8  after the power waste control has been performed is indicated by a dotted line. In the refrigerant pressure-enthalpy diagram G 8 , point A 4 →point B 4  represents a refrigerant state change in the compressor  21 . Point B 4 →point C 4  represents a refrigerant state change in the indoor condenser  55 . Point C 4 →point D 4  represents a refrigerant state change in the first expansion valve  22 . Point D 4 →point A 4  represents a refrigerant state change in the outdoor heat exchanger  24 . 
     In  FIG. 18 , diagrams G 3  and G 4  are the same as illustrated in  FIG. 6  in the first power waste control. That is, in  FIG. 18 , a heating operation range of the vehicular air conditioner  10  is indicated by a diagram G 3  and an isoelectric power curve is indicated by a diagram G 4 . 
     The vertical axis represents a refrigerant flow rate and the horizontal axis represents a discharge/intake pressure difference of the compressor. In  FIG. 18 , W 1  denotes power consumption of the vehicular air conditioner  10  before the power waste control has been performed. W 6  denotes power consumption of the vehicular air conditioner  10  after the power waste control has been performed. 
     As illustrated in  FIG. 16 , the controller  15  controls the aperture of the first expansion valve  22  such that it is brought into a fully open state from the state in the fourth power waste control when the remaining capacity of the power storage device  16  is equal to or greater than the predetermined value. By increasing the aperture of the first expansion valve  22  to a fully open state, the refrigerant passing-through area of the first expansion valve  22  is increased to the maximum. In comparison with before the power waste control has been performed, the heating operation mode of the vehicular air conditioner  10  transitions to a hot-gas operation as indicated by the diagram G 8  in  FIG. 17  and absorption of heat by the outdoor heat exchanger  24  is not possible. That is, work of the compressor  21  (see  FIG. 16 ) becomes equivalent to the heating capability. 
     Accordingly, as illustrated in  FIGS. 16 and 17 , in order to secure the same heating capability of the vehicular air conditioner  10  as before the power waste control has been performed, it is necessary to increase the rotation speed of the compressor  21  in comparison with that in the fourth power waste control. By increasing the rotation speed of the compressor  21 , the discharge pressure of the refrigerant discharged from the compressor  21  increases and the flow rate of the refrigerant increases. Accordingly, it is possible to secure the same heating capability as before the power waste control has been performed. 
     On the other hand, by increasing the rotation speed of the compressor  21  in comparison with that in the fourth power waste control, the power consumption of the compressor  21  increases from W 1  to W 6  and it is possible to secure an amount of waste power of the vehicular air conditioner  10  as illustrated in  FIGS. 16 and 18 . 
     Accordingly, in the fifth power waste control, when the power consumption W 6  of the compressor  21  is greater than electric power generated by the electric motor  17 , it is possible to prevent overcharging of the power storage device  16 . When the power consumption W 6  of the compressor  21  is less than electric power generated by the electric motor  17 , it is possible to decrease a rate of increase of the remaining capacity of the power storage device  16 . 
     An example in which the power consumption of the vehicular air conditioner  10  is increased by performing the first to fifth power waste controls of the vehicular air conditioner  10  sequentially from one having the lowest power consumption as sixth power waste control will be described below with reference to the flowchart illustrated in  FIG. 19 . 
     (Sixth Power Waste Control) 
     It is assumed that the power consumptions (that is, the amounts of waste power) W 2  to W 6  in the first to fifth power waste controls satisfy, for example, a relationship of the first amount of waste power W 2 &lt;the second amount of waste power W 3 &lt;the third amount of waste power W 4 &lt;the fourth amount of waste power W 5 &lt;the fifth amount of waste power W 6 . The first to fifth amounts of waste power W 2  to W 6  differ depending on specifications of the motor-driven vehicle Ve. 
     As illustrated in  FIG. 19 , for example, when the motor-driven vehicle Ve is traveling on a long downhill road in the heating operation mode and the motor-driven vehicle Ve is braked, rotation of the driving wheels is transmitted to the output shaft of the electric motor  17  and electric power is regenerated by the electric motor  17  due to the rotation of the output shaft. An alternating current regenerated by the electric motor  17  is converted into a direct current by the inverter. The converted direct current is supplied from the inverter to the power storage device  16  and is stored in the power storage device  16 . 
     In this state, in Step S 1 , the controller  15  determines whether the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value (that is, power waste is necessary) based on chargeable power. When it is determined that power waste is not necessary, the power waste control ends. On the other hand, when it is determined that power waste is necessary, the routine transitions to Step S 2 . In Step S 2 , the controller  15  determines whether the vehicular air conditioner  10  is in the heating operation mode. 
     When it is determined that the vehicular air conditioner  10  is not in the heating operation mode, the power waste control ends. On the other hand, when it is determined that the vehicular air conditioner  10  is in the heating operation mode, the routine transitions to Step S 3 . In Step S 3 , the first power waste control is performed. That is, the power consumption of the vehicular air conditioner  10  is increased from W 1  to W 2  by controlling the compressor  21  and the second air guide unit  28  of the vehicular air conditioner  10 . 
     In this state, in Step S 4 , the controller  15  determines whether the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value (that is, power waste is necessary) based on chargeable power. When it is determined that power waste is not necessary, the power waste control ends. On the other hand, when it is determined that power waste is necessary, the routine transitions to Step S 5 . In Step S 5 , the second power waste control is performed. That is, the power consumption of the vehicular air conditioner  10  is increased from W 2  to W 3  by controlling the compressor  21  and the first air guide unit  54  of the vehicular air conditioner  10 . 
     In this state, in Step S 6 , the controller  15  determines whether the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value (that is, power waste is necessary) based on chargeable power. When it is determined that power waste is not necessary, the power waste control ends. On the other hand, when it is determined that power waste is necessary, the routine transitions to Step S 7 . In Step S 7 , the third power waste control is performed. That is, the power consumption of the vehicular air conditioner  10  is increased from W 3  to W 4  by controlling the first expansion valve  22  in addition to the compressor  21  and the first air guide unit  54  of the vehicular air conditioner  10 . 
     In this state, in Step S 8 , the controller  15  determines whether the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value (that is, power waste is necessary) based on chargeable power. When it is determined that power waste is not necessary, the power waste control ends. On the other hand, when it is determined that power waste is necessary, the routine transitions to Step S 9 . In Step S 9 , the fourth power waste control is performed. That is, the power consumption of the vehicular air conditioner  10  is increased from W 4  to W 5  by controlling the compressor  21  and the first expansion valve  22  of the vehicular air conditioner  10 . 
     In this state, in Step S 10 , the controller  15  determines whether the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value (that is, power waste is necessary) based on chargeable power. When it is determined that power waste is not necessary, the power waste control ends. On the other hand, when it is determined that power waste is necessary, the routine transitions to Step S 11 . In Step S 11 , the fifth power waste control is performed. That is, the power consumption of the vehicular air conditioner  10  is increased from W 5  to W 6  by controlling the aperture of the first expansion valve  22  such that it is brought into the fully open state from the state in the fourth power waste control. In this way, by sequentially selecting and performing the first to fifth power waste controls from one having the lowest power consumption to one having the highest power consumption, it is possible to prevent excessive waste of the regenerative power. 
     As described above with Steps S 1  to S 11  in  FIG. 19 , the controller  15  controls the vehicular air conditioner  10  depending on the magnitude of electric power regenerated by the electric motor (traveling motor)  17  when the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value. Specifically, the first expansion valve  22 , the second air guide unit  28 , and the first air guide unit  54  are selected and controlled at the same time as operating the compressor  21 . Accordingly, it is possible to decrease the efficiency of the heating operation depending on the amount of regenerative electric power. 
     In this way, by performing the first to fifth power waste controls having different amounts of waste power sequentially from one having the lowest amount of waste power, it is possible to prevent excessive power waste and to satisfy a power waste request. In other words, it is possible to prevent excessive waste of electric power regenerated by the electric motor  17 , to prevent a decrease in SOC when regeneration has ended, and to prevent a situation of impossible regeneration (insufficient regenerative torque) due to full charging of the power storage device  16 . 
     A dehumidifying and heating operation mode of the vehicular air conditioner  10  will be described now with reference to  FIG. 20 . 
     (Dehumidifying and Heating Operation Mode) 
     As illustrated in  FIG. 20 , when a heating operation is performed using the vehicular air conditioner  10 , the first air guide unit  54  is located at the heating position at which conditioning air having passed through the second indoor heat exchanger  53  flows through a heating path and a dehumidifying electromagnetic valve  34  is in an open state. The cooling electromagnetic valve  23  is a closed state. 
     In this case, in the heat pump cycle  12 , a high-temperature and high-pressure refrigerant discharged from the compressor  21  heats conditioning air in the duct  51  by radiation of heat in the indoor condenser  55 . Some refrigerant of the refrigerant having passed through the indoor condenser  55  flows to the outdoor heat exchanger  24  and the other refrigerant flows into a dehumidifying flow passage  35 . 
     Specifically, similarly to the heating operation, some refrigerant is expanded by the first expansion valve  22  and then absorbs heat from the vehicle exterior atmosphere in the outdoor heat exchanger  24 . 
     The other refrigerant is guided to the second expansion valve  27  via the dehumidifying flow passage  35 , is expanded by the second expansion valve  27 , and then absorbs heat in the second indoor heat exchanger  53 . 
     Some refrigerant and the other refrigerant merge in the merging portion  33  and flow into the gas-liquid separator  26 , and only a gas-phase refrigerant flows into the compressor  21 . 
     The conditioning air flowing in the duct  51  is cooled at the time of passing through the second indoor heat exchanger  53 . At this time, the conditioning air passing through the second indoor heat exchanger  53  is cooled to a dew point or lower and thus is dehumidified. Thereafter, the dehumidified conditioning air passes through a heating path and is supplied to the vehicle interior via the air outlet  57   b  as dehumidifying and heating air. 
     An example in which power waste control is performed such that the remaining capacity of the power storage device  16  is not greater than a predetermined value when regenerative power is stored in the power storage device  16  in the cooling operation mode, the dehumidifying and heating operation mode, and the like of the vehicular air conditioner  10  will be described now with reference to  FIGS. 21 to 27  and Tables 1 and 2. 
     First, the power waste control of the vehicular air conditioner  10  in the cooling operation mode includes seventh to eleventh power waste controls. The seventh to eleventh power waste controls will be sequentially described below. 
     An example in which the power consumption of the vehicular air conditioner  10  is increased by performing control such that the cooling electromagnetic valve  23  of the vehicular air conditioner  10  is closed and the first expansion valve  22  is narrowed as the seventh power waste control will be described below with reference to  FIG. 21 . 
     (Seventh Power Waste Control) 
     As illustrated in  FIG. 21 , when the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value, the controller  15  performs control such that the compressor  21  is operated, the cooling electromagnetic valve  23  is closed, and passage resistance of the first expansion valve  22  is greater than that when the remaining capacity of the power storage device  16  is less than the predetermined value. 
     In the seventh power waste control, when the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value while operating the compressor  21 , the passage resistance is increased by narrowing the first expansion valve  22 . Accordingly, the passage resistance from the compressor  21  to the outdoor heat exchanger  24  is increased and a pressure loss (a friction loss) is increased in comparison with that before the power waste control has been performed, and thus it is possible to decrease an amount of refrigerant circulating in the refrigerant flow passage  31 . That is, it is possible to decrease the efficiency of the cooling operation or the dehumidifying and cooling operation of the vehicular air conditioner  10 . 
     In this state, in order to obtain the same cooling capability as before the power waste control has been performed, it is necessary to increase the rotation speed of the compressor  21  to increase the refrigerant flow rate. By increasing the rotation speed of the compressor  21 , the power consumption of the compressor  21  can be increased and it is possible to secure an amount of waste power of the vehicular air conditioner  10 . 
     Accordingly, in the seventh power waste control, when the power consumption of the compressor  21  is greater than electric power generated by the electric motor  17 , it is possible to prevent overcharging of the power storage device  16 . When the power consumption of the compressor  21  is less than electric power generated by the electric motor  17 , it is possible to decrease a rate of increase of the remaining capacity of the power storage device  16 . 
     Control of the compressor  21  is performed using information of a temperature sensor provided in the second indoor heat exchanger  53  or the like, for example, such that the temperature of the second indoor heat exchanger  53  reaches a target value. 
     The narrowing control of the first expansion valve  22  can be performed based on a necessary amount of waste power within an upper limit of the discharge pressure of the compressor  21 . A target value of a discharge pressure sensor  37  is set depending on the necessary amount of waste power. 
     The work (the power consumption) of the compressor  21  increases with an increase in compression work, an increase in necessary flow rate of a refrigerant due to an increase in outlet enthalpy of the outdoor heat exchanger  24 , an additional increase in rotation speed due to a decrease in volumetric efficiency, and the like. At this time, since the temperature of the indoor condenser  55  increases, the aperture of the first air guide unit  54  is decreased, for example, in order to cause a discharge air temperature (an amount of heat radiated) from the air outlet  57   a  to reach a target value. The increased work is mainly discharged as thermal energy from the outdoor heat exchanger  24 . The aperture of the first air guide unit  54  in the dehumidifying and cooling operation is greater than that in the cooling operation and is an intermediate aperture between a fully closed state and a fully open state (not illustrated). 
     An example in which the power consumption of the vehicular air conditioner  10  is increased by opening the cooling electromagnetic valve  23  of the vehicular air conditioner  10  and controlling the second air guide unit  28  as the eighth power waste control will be described below with reference to  FIG. 22 . 
     (Eighth Power Waste Control) 
     As illustrated in  FIG. 22 , when the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value, the controller  15  performs control such that the compressor  21  is operated and the cooling electromagnetic valve  23  is opened. Control is performed such that a passing-through air volume of the second air guide unit  28  that controls the passing-through air volume of the outdoor heat exchanger  24  is less than the passing-through air volume of the second air guide unit  28  when the remaining capacity of the power storage device  16  is less than the predetermined value. 
     That is, when the second air guide unit  28  is a condenser fan, the passing-through air volume of the second air guide unit  28  is decreased by decreasing the rotation speed of the fan or stopping the fan. 
     In this case, for example, the second air guide unit  28  can decelerate depending on a necessary amount of waste power within the upper limit of the discharge pressure of the compressor  21 . The target value of the discharge pressure sensor  37  is set depending on the necessary amount of waste power. 
     When the second air guide unit  28  is a grille shutter, the passing-through air volume of the second air guide unit  28  is decreased by decreasing a gap of the grille shutter or closing the grille shutter. 
     When the grille shutter is closed, air resistance of a traveling vehicle decreases. Accordingly, even when an amount of waste power increases, the vehicle speed increases and thus there is concern that discomfort in brake feeling will occur. 
     Therefore, in order to obtain the same vehicle deceleration feeling as before the grille shutter has been operated, the operation of the grille shutter is determined based on the following conditions. That is, when the following relationships are satisfied, a decrease in regenerative power X due to the operation of the grille shutter is calculated based on the characteristics of the graph illustrated in  FIG. 23 . 
     (Discharge pressure of discharge pressure sensor  37 )&lt;(upper-limited discharge pressure of compressor  21 ) 
     (wastable power by eighth power waste control)&gt;(decrease in regenerative power due to operation of grille shutter) 
     In the graphs illustrated in  FIG. 23 , the vertical axis represents a regenerative power equivalent of air resistance (W). The “regenerative power equivalent of air resistance (W)” is regenerative power when the same resistive force equal to air resistance is given by regeneration. The horizontal axis represents a vehicle speed (km/h). Graphs G 1  to G 3  indicate magnitudes of the aperture of the grille shutter. 
     By decreasing the passing-through air volume of the second air guide unit  28 , the passing-through air volume of the outdoor heat exchanger  24  can be decreased and the amount of heat radiated from the outdoor heat exchanger  24  can be decreased. 
     A refrigerant having passed through the cooling electromagnetic valve  23  flows in a high-temperature and a high-pressure state into the outdoor heat exchanger  24 . Accordingly, by decreasing the amount of heat radiated from the outdoor heat exchanger  24 , the temperature and the pressure of the refrigerant increase. Accordingly, it is possible to decrease an efficiency of the cooling operation or the dehumidifying and cooling operation of the vehicular air conditioner  10 . 
     In this state, in order to obtain the same cooling capability as before the power waste control has been performed, it is necessary to increase the rotation speed of the compressor  21  to increase the refrigerant flow rate. By increasing the rotation speed of the compressor  21 , the power consumption of the compressor  21  can be increased and it is possible to secure an amount of waste power of the vehicular air conditioner  10 . 
     Accordingly, in the eighth power waste control, when the power consumption of the compressor  21  is greater than electric power generated by the electric motor  17 , it is possible to prevent overcharging of the power storage device  16 . When the power consumption of the compressor  21  is less than electric power generated by the electric motor  17 , it is possible to decrease a rate of increase of the remaining capacity of the power storage device  16 . 
     Control of the compressor  21  is performed using information of a temperature sensor provided in the second indoor heat exchanger  53  or the like, for example, such that the temperature of the second indoor heat exchanger  53  reaches a target value. 
     The work (the power consumption) of the compressor  21  increases with an increase in compression work, an increase in necessary flow rate of a refrigerant due to an increase in outlet enthalpy of the outdoor heat exchanger  24 , an additional increase in rotation speed due to a decrease in volumetric efficiency, and the like. At this time, since the temperature of the indoor condenser  55  increases, the aperture of the first air guide unit  54  is decreased, for example, in order to cause a discharge air temperature (an amount of heat radiated) from the air outlet  57   a  to reach a target value. The increased work is mainly discharged as thermal energy from the outdoor heat exchanger  24 . The aperture of the first air guide unit  54  in the dehumidifying and cooling operation is greater than that in the cooling operation and is an intermediate aperture between a fully closed state and a fully open state (not illustrated). 
     An example in which the power consumption of the vehicular air conditioner  10  is increased by performing control such that the cooling electromagnetic valve  23  of the vehicular air conditioner  10  is opened and the aperture of the second expansion valve  27  is decreased as the ninth power waste control will be described below with reference to  FIG. 24 . 
     (Ninth Power Waste Control) 
     As illustrated in  FIG. 24 , when the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value, the controller  15  performs control such that the compressor  21  is operated and the second expansion valve  27  is narrowed. By narrowing the second expansion valve  27 , the aperture of the second expansion valve  27  becomes less than that when the remaining capacity of the power storage device  16  is less than a predetermined value. 
     In the ninth power waste control, when the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value while operating the compressor  21 , the aperture of the second expansion valve  27  is decreased. Accordingly, it is possible to decrease an amount of refrigerant circulating in the refrigerant flow passage  31  from the compressor  21  to the outdoor heat exchanger  24  in comparison with before the power waste control has been performed. That is, it is possible to decrease the efficiency of the cooling operation or the dehumidifying and cooling operation of the vehicular air conditioner  10 . 
     In this state, in order to obtain the same cooling capability as before the power waste control has been performed, it is necessary to increase the rotation speed of the compressor  21  to increase the refrigerant flow rate. By increasing the rotation speed of the compressor  21 , the power consumption of the compressor  21  can be increased and it is possible to secure an amount of waste power of the vehicular air conditioner  10 . 
     Accordingly, in the ninth power waste control, when the power consumption of the compressor  21  is greater than electric power generated by the electric motor  17 , it is possible to prevent overcharging of the power storage device  16 . When the power consumption of the compressor  21  is less than electric power generated by the electric motor  17 , it is possible to decrease a rate of increase of the remaining capacity of the power storage device  16 . 
     Control of the compressor  21  is performed using information of a temperature sensor provided in the second indoor heat exchanger  53  or the like, for example, such that the temperature of the second indoor heat exchanger  53  reaches a target value. 
     The aperture of the second expansion valve  27  can be decreased based on a necessary amount of waste power within an upper limit of the discharge pressure of the compressor  21 . A target value of a discharge pressure sensor  37  is set depending on the necessary amount of waste power. 
     The work (the power consumption) of the compressor  21  increases with an increase in compression work, an increase in necessary flow rate of a refrigerant due to an increase in outlet enthalpy of the outdoor heat exchanger  24 , an additional increase in rotation speed due to a decrease in volumetric efficiency, and the like. At this time, since the temperature of the indoor condenser  55  increases, the aperture of the first air guide unit  54  is decreased, for example, in order to cause a discharge air temperature (an amount of heat radiated) from the air outlet  57   a  to reach a target value. The increased work is mainly discharged as thermal energy from the outdoor heat exchanger  24 . The aperture of the first air guide unit  54  in the dehumidifying and cooling operation is greater than that in the cooling operation and is an intermediate aperture between a fully closed state and a fully open state (not illustrated). 
     An example in which the power consumption of the vehicular air conditioner  10  is increased by performing control such that a switching unit  59  of the vehicular air conditioner  10  is switched to introduce the vehicle exterior air as the tenth power waste control will be described below with reference to  FIG. 25 . 
     (Tenth Power Waste Control) 
     As illustrated in  FIG. 25 , when the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value, the controller  15  performs control such that the switching unit  59  is switched to introduce the vehicle exterior air. 
     For example, the indoor air inlet  56   a  is switched to the closed state by the indoor air door  72  of the switching unit  59  and the outdoor air inlet  56   b  is switched to the open state by the outdoor air door  73 . Accordingly, high-temperature air of the vehicle exterior (that is, outdoor air)  75  can be introduced into the duct  51  via the outdoor air inlet  56   b.  By introducing high-temperature outdoor air  75  into the duct  51 , it is possible to decrease the operation efficiency of the vehicular air conditioner  10 . 
     In this state, in order to obtain the same cooling capability as before the power waste control has been performed, it is possible to increase the cooling work of the vehicular air conditioner  10  to increase the power consumption thereof. 
     Accordingly, in the tenth power waste control, when the power consumption of the compressor  21  is greater than electric power generated by the electric motor  17 , it is possible to prevent overcharging of the power storage device  16 . When the power consumption of the compressor  21  is less than electric power generated by the electric motor  17 , it is possible to decrease a rate of increase of the remaining capacity of the power storage device  16 . 
     The tenth power waste control may be the dehumidifying and cooling operation as well as the cooling operation. In the dehumidifying and cooling operation, the aperture of the first air guide unit  54  is greater than that in the cooling operation and is an intermediate aperture between a fully closed state and a fully open state (not illustrated). 
     An example in which the power consumption of the vehicular air conditioner  10  is increased by performing control such that a target temperature of the second indoor heat exchanger  53  of the vehicular air conditioner  10  is decreased and a target temperature of the indoor condenser  55  is increased as the eleventh power waste control will be described below with reference to  FIG. 26 . 
     (Eleventh Power Waste Control) 
     As illustrated in  FIG. 26 , when the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value, the controller  15  performs control such that the compressor  21  is operated and the target temperature of the second indoor heat exchanger  53  is lower than the target temperature of the second indoor heat exchanger  53  when the remaining capacity of the power storage device  16  is less than a predetermined value. At the same time, the controller  15  performs control such that the target temperature of the indoor condenser  55  is higher than the target temperature of the indoor condenser  55  when the remaining capacity of the power storage device  16  is less than the predetermined value. 
     In this way, by decreasing the target temperature of the second indoor heat exchanger  53 , it is possible to increase the cooling work of the vehicular air conditioner  10 . By increasing the target temperature of the indoor condenser  55 , it is possible to increase the heating work of the vehicular air conditioner  10 . Accordingly, it is possible to decrease the operation efficiency of the vehicular air conditioner  10  and to increase the power consumption. 
     By decreasing the temperature of air using the second indoor heat exchanger  53  and reheating the air with the temperature decreased using the indoor condenser  55 , it is possible to obtain the same cooling capability as before the power waste control has been performed. 
     In the state in which the same cooling capability as before the power waste control has been performed has been acquired, it is possible to increase the power consumption of the vehicular air conditioner  10 . Accordingly, in the eleventh power waste control, when the power consumption of the compressor  21  is greater than electric power generated by the electric motor  17 , it is possible to prevent overcharging of the power storage device  16 . When the power consumption of the compressor  21  is less than electric power generated by the electric motor  17 , it is possible to decrease a rate of increase of the remaining capacity of the power storage device  16 . 
     The eleventh power waste control may be the dehumidifying and cooling operation as well as the cooling operation. In the dehumidifying and cooling operation, the aperture of the first air guide unit  54  is greater than that in the cooling operation and is an intermediate aperture between a fully closed state and a fully open state (not illustrated). 
     For example, when a degree of heating in the indoor condenser  55  is excessively large, the first air guide unit  54  is moved into the closed state and it is thus possible to obtain the same cooling capability as before the power waste control has been performed. 
     On the other hand, when a degree of cooling in the second indoor heat exchanger  53  is excessively large, the first air guide unit  54  is moved into the open state and it is thus possible to obtain the same cooling capability as before the power waste control has been performed. 
     By adjusting a decrease in temperature of the second indoor heat exchanger  53 , it is possible to adjust an increase in power consumption. 
     When the dehumidifying and heating operation illustrated in  FIG. 20  or the heating operation illustrated in  FIG. 2  is being performed and a target discharge air temperature is equal to or less than a predetermined value, the operation mode can be switched to the dehumidifying and heating operation in the seventh to eleventh power waste controls. By setting the predetermined value for the discharge air temperature by the outdoor air temperature and the blower voltage, it is possible to improve accuracy and to switch the operation mode in a wider target discharge air temperature range. 
     The power waste control of the vehicular air conditioner  10  in the dehumidifying and heating operation mode will be described below. When the power waste control is performed in the dehumidifying and heating operation mode illustrated in  FIG. 20 , the operation is switched to the cooling operation mode and the seventh to eleventh power waste controls illustrated in  FIGS. 21 to 26  which have been described in the cooling operation mode are performed. 
     In this way, by performing the power waste control in the cooling operation mode, the dehumidifying operation (dehumidifying and cooling operation and dehumidifying and heating operation) mode, and the like, the efficiency of a cooling cycle using the vehicular air conditioner  10  is decreased and the power consumption of the vehicular air conditioner  10  is increased. Accordingly, when the power consumption of the compressor  21  is greater than electric power generated by the electric motor  17 , it is possible to prevent overcharging of the power storage device  16 . When the power consumption of the compressor  21  is less than electric power generated by the electric motor  17 , it is possible to decrease a rate of increase of the remaining capacity of the power storage device  16 . 
     An example in which the seventh to eleventh power waste controls are performed in combination depending on an increase in the power consumption (an amount of waste power) which is required for prevention of overcharging of the power storage device  16  will be described below with reference to  FIG. 27  and Tables 1 and 2. 
       FIG. 27  illustrates a relationship of the power consumption with respect to an intake/discharge pressure difference of the compressor  21  and an air-side load (an air-conditioning load). In  FIG. 27 , the vertical axis represents an air-side load (W) and the horizontal axis represents an intake/discharge pressure difference ΔP (kPa) of the compressor  21 . A cooling operation range is indicated by a diagram G 1  and the power consumption is indicated by an isoelectric power curve G 2 . 
     In the isoelectric power curve G 2 , an isoelectric power curve G 2   a  indicates target power consumption (that is, a target amount of waste power) and an isoelectric power curve G 2   b  indicates maximum power consumption (that is, a maximum amount of waste power). 
     By ascertaining characteristics of the diagrams illustrated in  FIG. 27 , the seventh to eleventh power waste controls can be appropriately combined depending on an increase in power consumption (an amount of waste power) which is required for prevention of overcharging of the power storage device  16 . It is preferable that the seventh to eleventh power waste controls be combined in consideration of control performance of an amount of waste power in the seventh to eleventh power waste controls. 
     When the power consumption appearing in the diagrams illustrated in  FIG. 27  is set for each of an evaporation temperature of the second indoor heat exchanger  53 , a discharge pressure of the compressor  21 , and an intake pressure of the compressor  21 , the accuracy for combining the seventh to eleventh power waste controls is further improved. 
     When there are a plurality of combinations of the seventh to eleventh power waste controls, it is preferable that one combination be selected with priorities of the power waste controls determined based on constraint conditions such as first to fifth conditions. 
     The first condition is power waste control in which responsiveness when power consumption is increased has priority. 
     The second condition is power waste control in which an influence on durability has priority. 
     The third condition is power waste control in which an influence on noise/vibration (NV) has priority. 
     The fourth condition is power waste control in which AC temperature change has priority. 
     The fifth condition is power waste control in which AC discomfort has priority. 
     The “AC temperature change” refers to change in the discharge air temperature or fluctuation including continuous change. The “AC discomfort” refers to smell resulting from the vehicular air conditioner  10 , a difference in discharge air temperature between an inlet and an outlet, change or fluctuation in air volume, and the like other than the temperature change. 
     The priorities of the first to fifth conditions are set, for example, as follows. 
     That is, regarding the priorities of the first to fifth conditions, which condition is satisfied is determined from time to time. Particularly, when no preferred condition has been satisfied or a plurality of preferred conditions have been satisfied, determination is based on the priorities “A to E” which are preset in Table 1. 
     The “preferred conditions” are described in Table 1. 
     
       
         
           
               
               
               
             
               
                 TABLE 1 
               
               
                   
               
               
                 Require-  
                   
                   
               
               
                 ment 
                   
                   
               
               
                 and  
                   
                   
               
               
                 constraint 
                   
                   
               
               
                 condition 
                 Preferred condition 
                 Priority 
               
               
                   
               
             
            
               
                   
               
            
           
           
               
               
               
            
               
                 First  
                 Which is determined depending on an SOC  
                 A 
               
               
                 condition 
                 level, a vehicle speed, a gradient, a brake  
                   
               
               
                 (responsive- 
                 depressing force, a turning angle of a steering  
                   
               
               
                 ness) 
                 wheel, and the like when start and stop of  
                   
               
               
                   
                 power waste or adjustment of an amount of  
                   
               
               
                   
                 waste power more than predetermined 
                   
               
               
                   
                 responsiveness is required depending on a  
                   
               
               
                   
                 traveling state 
                   
               
               
                 Second  
                 When a total operation time or total work of a 
                 B 
               
               
                 condition 
                 compressor is greater than a predetermined  
                   
               
               
                 (influence  
                 value due to heavy use thereof and priority is  
                   
               
               
                 on 
                 given to prevention of functional loss due to  
                   
               
               
                 durability) 
                 malfunction within a predetermined traveling  
                   
               
               
                   
                 distance or used time more than performance  
                   
               
               
                   
                 due to power waste 
                   
               
               
                 Third  
                 When a vehicle speed is low or a vehicle stops  
                 C 
               
               
                 condition 
                 but a battery SOC is decreased by power  
                   
               
               
                 (influence  
                 waste in preparation for a downhill 
                   
               
               
                 of NV) 
                   
                   
               
               
                 Fourth  
                 When a difference between a room temperature  
                 D 
               
               
                 condition 
                 and a target room temperature is great and  
                   
               
               
                 (AC  
                 insufficiency for a target discharge air temperature  
                   
               
               
                 temperature 
                 is minimized or when a difference between a  
                   
               
               
                 change) 
                 room temperature and a target room temperature  
                   
               
               
                   
                 is small and change in discharge air temperature  
                   
               
               
                   
                 is remarkable 
                   
               
               
                 Fifth  
                 When outdoor air humidity is high and change  
                 E 
               
               
                 condition 
                 in humidity or smell of discharge air is great  
                   
               
               
                 (AC  
                 depending on when dehumidification is performed  
                   
               
               
                 discomfort) 
                 or when a difference in discharge air temperature  
                   
               
               
                   
                 due to dehumidification changes at two or more  
                   
               
               
                   
                 outlets 
               
               
                   
               
            
           
         
       
     
     That is, when it is intended to rapidly increase power consumption at the time of prevention of overcharging of the power storage device  16 , the power waste control of the first condition is selected in consideration of the “preferred conditions” in Table 1. When it is intended to curb an influence on durability of the vehicular air conditioner  10  at the time of prevention of overcharging of the power storage device  16 , the power waste control of the second condition is selected in consideration of the “preferred conditions” in Table 1. When it is intended to curb an influence of noise/vibration (hereinafter referred to as NV) on the vehicular air conditioner  10  (that is, the motor-driven vehicle Ve) at the time of prevention of overcharging of the power storage device  16 , the power waste control of the third condition is selected in consideration of the “preferred conditions” in Table 1. 
     When it is intended to prevent an influence of temperature change on cooling and dehumidification of the vehicular air conditioner  10  at the time of prevention of overcharging of the power storage device  16 , the power waste control of the fourth condition is selected in consideration of the “preferred conditions” in Table 1. When it is intended to prevent an influence of discomfort on cooling and dehumidification of the vehicular air conditioner  10  at the time of prevention of overcharging of the power storage device  16 , the power waste control of the fifth condition is selected in consideration of the “preferred conditions” in Table 1. 
     Selection of the seventh to eleventh power waste controls includes combinations of the power waste controls and is preferably performed based on a necessary amount of waste power depending on power consumption characteristics with respect to the intake/discharge pressure difference of the compressor  21  and an air-side load (an air-conditioning load) which appear in the diagram illustrated in  FIG. 27 . 
     For example, by performing the seventh to ninth power waste controls out of the seventh to eleventh power waste controls, the power consumption W 2  after the power waste control has been performed can be increased from the power consumption W 1  before the power waste control has been performed to the target amount of waste power. By performing the tenth and eleventh power waste controls, the power consumption W 3  after the power waste control has been performed can be increased from the power consumption W 1  before the power waste control has been performed to the target amount of waste power. 
     In addition, by performing the seventh to eleventh power waste controls, the power consumption W 4  after the power waste control has been performed can be increased from the power consumption W 1  before the power waste control has been performed to the maximum amount of waste power. 
     By performing the power waste control selected from the seventh to eleventh power waste controls and performing the power waste control selected out of the tenth and eleventh power waste controls, the power consumption W 5  after the power waste control has been performed can be increased from the power consumption W 1  before the power waste control has been performed to the target amount of waste power. 
     An example in which preferable power waste control is selected out of the seventh to eleventh power waste controls such that the first to fifth conditions are satisfied will be described below with reference to Table 2. As performance levels for selecting power waste control, “Aa” to “Ae,” “Ba” to “Be,” “Ca” to “Ce,” “Da” to “De,” and “Ea” to “Ee” are described in Table 2. 
     The order of “Aa” to “Ae,” “Ba” to “Be,” “Ca” to “Ce,” “Da” to “De,” and “Ea” to “Ee” described in Table 2 varies depending on specifications of a vehicle. For example, when the first condition has been satisfied, the power waste controls in the first condition are sequentially performed from one having the lowest power consumption. 
     For example, when the power consumption satisfies Aa&lt;Ab&lt;Ac&lt;Ad&lt;Ae, the power waste controls are sequentially performed from “Aa” having the lowest power consumption. 
     The power waste control which can be performed varies depending on a situation such as a vehicle. For example, it is conceivable that the power waste control of “Ac” and “Ae” cannot be performed even when the power consumption when the power waste control has been performed under the first condition satisfies Aa&lt;Ab&lt;Ac&lt;Ad&lt;Ae. In this case, the power waste controls of “Aa,” “Ab,” and “Ad” are sequentially selected and performed from the power waste control having the lowest power consumption. 
     The priorities for selecting preferable power waste control out of the seventh to eleventh power waste controls to satisfy the first to fifth conditions will be described below with reference to Table 2. 
     
       
         
           
               
               
               
               
               
               
             
               
                 TABLE 2 
               
               
                   
               
               
                   
                 Seventh 
                 Eighth 
                 Ninth 
                 Tenth 
                 Eleventh 
               
               
                   
                 power 
                 power 
                 power 
                 power 
                 power 
               
               
                 Requirement and constraint 
                 waste 
                 waste 
                 waste 
                 waste 
                 waste 
               
               
                 condition 
                 control 
                 control 
                 control 
                 control 
                 control 
               
               
                   
               
             
            
               
                   
               
            
           
           
               
               
               
               
               
               
               
            
               
                 First condition 
                 Good = fast 
                 Aa 
                 Ab 
                 Ac 
                 Ad 
                 Ae 
               
               
                 (responsiveness) 
               
               
                 Second 
                 Good = little 
                 Ba 
                 Bb 
                 Bc 
                 Bd 
                 B 
               
               
                 condition 
                 influence 
               
               
                 (influence on 
               
               
                 durability) 
               
               
                 Third condition 
                 Good = little 
                 Ca 
                 Cb 
                 Cc 
                 Cd 
                 Ce 
               
               
                 (influence of 
                 influence 
               
               
                 NV) 
               
               
                 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 in which the power waste control is performed in consideration of the first condition will be described with reference to Table 2. 
     For example, in a case in which the power consumption at the performance level of the first condition satisfies Aa&lt;Ab&lt;Ac&lt;Ad&lt;Ae and the power waste controls of “Aa” to “Ae” can be performed, the seventh power waste control of “Aa” is selected when it is intended to secure the power consumption having most excellent responsiveness. The eighth power waste control of “Ab” is selected when it is intended to secure the power consumption having next excellent responsiveness following the seventh power waste control. The ninth power waste control of “Ac” is selected when it is intended to secure the power consumption having next excellent responsiveness following the eighth power waste control. The tenth power waste control of “Ad” is selected when it is intended to secure the power consumption having next excellent responsiveness following the ninth power waste control. The eleventh power waste control of “Ae” is selected when it is intended to secure the power consumption having next excellent responsiveness following the tenth power waste control. 
     An example in which the power waste control is performed in consideration of the second condition will be described below. For example, in a case in which the power consumption at the performance level of the second condition satisfies Ba&lt;Bb&lt;Bc&lt;Bd&lt;Be and the power waste controls of “Ba” to “Be” can be performed, the seventh power waste control of “Ba” is selected when it is most intended to decrease an influence on durability. The eighth power waste control of “Bb” is selected when it is intended to decrease an influence on durability following the seventh power waste control. The ninth power waste control of “Bc” is selected when it is intended to decrease an influence on durability following the eighth power waste control. The tenth power waste control of “Bd” is selected when it is intended to decrease an influence on durability following the ninth power waste control. The eleventh power waste control of “Be” is selected when it is intended to decrease an influence on durability following the tenth power waste control. 
     An example in which the power waste control is performed in consideration of the third condition will be described below. For example, in a case in which the power consumption at the performance level of the third condition satisfies Ca&lt;Cb&lt;Cc&lt;Cd&lt;Ce and the power waste controls of “Ca” to “Ce” can be performed, the seventh power waste control of “Ca” is selected when it is most intended to decrease an influence on NV. The eighth power waste control of “Cb” is selected when it is intended to decrease an influence on NV following the seventh power waste control. The ninth power waste control of “Cc” is selected when it is intended to decrease an influence on NV following the eighth power waste control. The tenth power waste control of “Cd” is selected when it is intended to decrease an influence on NV following the ninth power waste control. The eleventh power waste control of “Ce” is selected when it is intended to decrease an influence on NV following the tenth power waste control. 
     An example in which the power waste control is performed in consideration of the fourth condition will be described below. For example, in a case in which the power consumption at the performance level of the fourth condition satisfies Da&lt;Db&lt;Dc&lt;Dd&lt;De and the power waste controls of “Da” to “De” can be performed, the seventh power waste control of “Da” is selected when it is most intended to decrease temperature change. The eighth power waste control of “Db” is selected when it is intended to decrease temperature change following the seventh power waste control. The ninth power waste control of “Dc” is selected when it is intended to decrease temperature change following the eighth power waste control. The tenth power waste control of “Dd” is selected when it is intended to decrease temperature change following the ninth power waste control. 
     The eleventh power waste control of “De” is selected when it is intended to decrease temperature change following the tenth power waste control. 
     An example in which the power waste control is performed in consideration of the fifth condition will be described below. For example, in a case in which the power consumption at the performance level of the fifth condition satisfies Ea&lt;Eb&lt;Ec&lt;Ed&lt;Ee and the power waste controls of “Ea” to “Ee” can be performed, the seventh power waste control of “Ea” is selected when it is most intended to decrease discomfort. The eighth power waste control of “Eb” is selected when it is intended to decrease discomfort following the seventh power waste control. The ninth power waste control of “Ec” is selected when it is intended to decrease discomfort following the eighth power waste control. 
     The tenth power waste control of “Ed” is selected when it is intended to decrease discomfort following the ninth power waste control. The eleventh power waste control of “Ee” is selected when it is intended to decrease discomfort following the tenth power waste control. 
     In this way, by selecting the seventh to eleventh power waste controls in consideration of the first to fifth conditions described in Table 2, the power waste controls satisfying the conditions can be performed. 
     An example in which power waste of the vehicular air conditioner  10  is controlled by switching the operation mode between a first operation and a second operation with a predetermined temperature of the vehicular air conditioner  10  as a threshold when the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value will be described below with reference to  FIGS. 1 and 28 . 
       FIG. 28  is a diagram illustrating a control state in which the vehicular air conditioner  10  is switched to a first operation and a second operation at a predetermined temperature T 3 . In  FIG. 28 , the vertical axis represents power consumption and an air-conditioning capability of the vehicular air conditioner  10  and the horizontal axis represents the temperature of the vehicular air conditioner  10 . 
     Graph G 1  indicates a heating capability of the vehicular air conditioner  10 . Graph G 2  indicates heating power consumption in the heating operation of the vehicular air conditioner  10  before power waste control has been performed. In  FIG. 28 , a heating coefficient of performance (COP) which is obtained by dividing the heating capability by the heating power consumption is referred to as, for example, heating COP=2. 
     Graph G 3  indicates a cooling capability of the vehicular air conditioner  10 . Graph G 4  indicates cooling power consumption in the cooling operation of the vehicular air conditioner  10  before power waste control has been performed. In  FIG. 28 , a cooling COP which is obtained by dividing the cooling capability by the cooling power consumption is referred to as, for example, cooling COP=2. 
     Here, the predetermined temperature T 3  includes a first predetermined temperature T 1  and a second predetermined temperature T 2 . The second predetermined temperature T 2  is a temperature higher than the first predetermined temperature T 1 . In other words, the first predetermined temperature T 1  and the second predetermined temperature T 2  are included in the predetermined temperature T 3 . A temperature difference between the first predetermined temperature T 1  and the second predetermined temperature T 2  is S 1 . 
     The temperature difference S 1  between the first predetermined temperature T 1  and the second predetermined temperature T 2  is controlled by the controller  15  such that the temperature difference when the remaining capacity of the power storage device  16  is equal to or greater than the predetermined value is greater than when the remaining capacity of the power storage device  16  is less than the predetermined value. 
     The temperature difference S 1  is secured by the first predetermined temperature T 1  and the second predetermined temperature T 2 . Between the first predetermined temperature T 1  and the second predetermined temperature T 2 , the heating capability of the vehicular air conditioner  10  is indicated by Graph G 5  and the heating power consumption of the vehicular air conditioner  10  is indicated by Graph G 6 . The cooling capacity is indicated by Graph G 7  and the cooling power consumption is indicated by Graph G 8 . 
     In the range between the first predetermined temperature T 1  and the second predetermined temperature T 2 , the total power consumption of the heating power consumption and the cooling power consumption of the vehicular air conditioner  10  is indicated by Graph G 9 . 
     An area E 1  indicates an amount of waste power of the vehicular air conditioner  10  which is acquired by decreasing a heating efficiency using the first to sixth power waste controls illustrated in  FIGS. 4 to 19 . An area E 2  indicates an amount of waste power which is acquired by decreasing a cooling efficiency using the seventh to eleventh power waste controls illustrated in  FIGS. 21 to 26 . 
     Graph G 10  indicates the heating power consumption of the heat-radiating unit  58  of the first indoor heat exchanger  61 . Graph G 11  indicates the total power consumption of the heating power consumption and the cooling power consumption of the heat-radiating unit  58 . 
     The vehicular air conditioner  10  performs a heating operation at a temperature which is lower than the first predetermined temperature T 1  and performs a cooling operation at a temperature which is equal to or higher than the second predetermined temperature T 2 . The vehicular air conditioner  10  can perform the heating operation and the cooling operation together in the range between the first predetermined temperature T 1  and the second predetermined temperature T 2 . Alternatively, in the range between the first predetermined temperature T 1  and the second predetermined temperature T 2 , the vehicular air conditioner  10  can perform the dehumidifying and heating operation and the dehumidifying and cooling operation together. 
     Examples of the first predetermined temperature T 1  and the second predetermined temperature T 2  include T 1 =0° C. and T 2 =30° C. when the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value, and other temperatures may be set. 
     An example in which power waste control of the vehicular air conditioner  10  is performed in a state in which the first predetermined temperature T 1  and the second predetermined temperature T 2  are included in the predetermined temperature (the vehicle interior temperature) T 3  which is requested by a user of the motor-driven vehicle Ve will be described below with reference to  FIGS. 1 and 28 . 
     First, an example in which the power waste control is performed when the predetermined temperature T 3  which is requested by a user of the motor-driven vehicle Ve is equal to or greater than the first predetermined temperature T 1  and less than the second predetermined temperature T 2  in a state in which the vehicular air conditioner  10  operates will be described. 
     As illustrated in  FIGS. 1 and 28 , the controller  15  performs control such that the operation mode is switched between the cooling operation (that is, the first operation) and the heating operation (that is, the second operation) with the predetermined temperature T 3  as a threshold when the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value in a state in which the vehicular air conditioner  10  operates. 
     The predetermined temperature T 3  refers to a temperature which is set within the range between the first predetermined temperature T 1  and the second predetermined temperature T 2  and at which the magnitude relationship of the power consumption changes in the power waste control using the cooling operation and the power waste control using the heating operation. The predetermined temperature T 3  is, for example, a vehicle interior temperature which is requested by a user of the motor-driven vehicle Ve. For example, when the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value, 20° C. can be used as the predetermined temperature T 3 , and another temperature may be set depending on an environment temperature such as an outdoor air temperature. 
     In the embodiment, the predetermined temperature T 3  is set to a vehicle interior temperature which is requested by a user, but is not limited thereto. For example, the predetermined temperature T 3  may be set to an outdoor air temperature or a vehicle interior temperature (which does not include a request from a user). 
     In this state, the operation mode is switched between the first operation and the second operation by switching a ratio of a decrease in pressure by the second expansion valve  27  to a decrease in pressure by the first expansion valve  22 . 
     For example, in a cooling operation, the switching is performed such that the decrease in pressure by the second expansion valve  27  illustrated in  FIG. 1  becomes greater than the decrease in pressure by the first expansion valve  22 . This switching state includes a state in which the first expansion valve  22  is switched to a state in which a refrigerant is not decompressed and the second expansion valve  27  is switched to decompress the refrigerant. Alternatively, the switching state includes a state in which the first expansion valve  22  is switched to slightly decompress the refrigerant and the second expansion valve  27  is switched to decompress the refrigerant. 
     In a heating operation, the switching is performed such that the decrease in pressure by the first expansion valve  22  illustrated in  FIG. 1  becomes greater than the decrease in pressure by the second expansion valve  27 . This switching state includes a state in which the second expansion valve  27  is switched to a state in which a refrigerant is not decompressed and the first expansion valve  22  is switched to decompress the refrigerant. Alternatively, the switching state includes a state in which the second expansion valve  27  is switched to slightly decompress the refrigerant and the first expansion valve  22  is switched to decompress the refrigerant. 
     The state in which the ratio of the decrease in pressure by the second expansion valve  27  to the decrease in pressure by the first expansion valve  22  is switched includes a case in which the operation state has changed without change in the magnitude relationship between the decrease in pressure by the first expansion valve  22  and the decrease in pressure by the second expansion valve  27 . 
     For example, by switching a heating operation to a cooling operation with the predetermined temperature T 3  as a threshold, it is possible to decrease a heating efficiency. Accordingly, in the heating operation, the power consumption of the vehicular air conditioner  10  (see Graph G 9 ) can be increased to obtain the same heating capability as before the power waste control has been performed (see Graph G 5 ). 
     On the other hand, for example, by switching a cooling operation to a heating operation with the predetermined temperature T 3  as a threshold, it is possible to decrease a cooling efficiency. Accordingly, in the cooling operation, the power consumption of the vehicular air conditioner  10  (see Graph G 9 ) can be increased to obtain the same cooling capability as before the power waste control has been performed (see Graph G 7 ). 
     When the power consumption of the vehicular air conditioner  10  is greater than electric power generated by the electric motor  17  in a state in which the power consumption of the vehicular air conditioner  10  (see Graph G 9 ) has been increased in this way, it is possible to prevent overcharging of the power storage device  16 . When the power consumption of the vehicular air conditioner  10  is less than electric power generated by the electric motor  17 , it is possible to decrease a rate of increase of the remaining capacity of the power storage device  16 . 
     The controller  15  can simultaneously perform the heating operation and the cooling operation when the vehicle interior temperature T 3  which is requested by a user of the motor-driven vehicle Ve is equal to or higher than the first predetermined temperature T 1  and lower than the second predetermined temperature T 2 . Specifically, the controller  15  can perform control such that the heating operation of heating the heat-radiating unit  58  of the first indoor heat exchanger  61  and the cooling operation of decompressing a refrigerant using the second expansion valve  27  can be simultaneously performed. 
     In this case, by simultaneously performing the cooling operation of decompressing a refrigerant using the second expansion valve  27  in the heating operation in which the heat-radiating unit  58  is heated, it is possible to decrease a heating efficiency in the heating operation. Accordingly, in order to obtain the same efficiency as before the power waste control has been performed in the heating operation under the power waste control, it is possible to increase the power consumption of the vehicular air conditioner  10  (see Graph G 11 ). 
     On the other hand, by simultaneously performing the heating operation of heating the heat-radiating unit  58  in the cooling operation of decompressing a refrigerant using the second expansion valve  27 , it is possible to decrease a cooling efficiency in the cooling operation. Accordingly, in order to obtain the same efficiency as before the power waste control has been performed in the cooling operation under the power waste control, it is possible to increase the power consumption of the vehicular air conditioner  10  (see Graph G 11 ). 
     When the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value, the controller  15  can decrease an operation efficiency of the refrigerant circuit  13  in comparison with that when the remaining capacity of the power storage device  16  is less than the predetermined value. 
     Specifically, the first to sixth power waste controls in the heating operation illustrated in  FIGS. 4 to 19  can be exemplified regarding the operation efficiency of the refrigerant circuit  13 . By performing the first to sixth power waste controls, it is possible to decrease the heating efficiency in the heating operation. 
     The seventh to eleventh power waste controls in the cooling operation illustrated in  FIGS. 21 to 26  can be exemplified regarding the operation efficiency of the refrigerant circuit  13 . By performing the seventh to eleventh power waste controls, it is possible to decrease the cooling efficiency in the cooling operation. 
     Accordingly, in order to obtain the same efficiency as before the power waste control has been performed in the heating operation or the cooling operation, it is possible to increase the power consumption of the vehicular air conditioner  10 . 
     An example in which the power waste control is performed when the predetermined temperature (the vehicle interior temperature) which is requested by a user of the motor-driven vehicle Ve is less than the first predetermined temperature T 1  and equal to or greater than the second predetermined temperature T 2  in a state in which the vehicular air conditioner  10  operates will be described. 
     The controller  15  performs control such that the heating operation is performed when the vehicle interior temperature which is requested by a user of the motor-driven vehicle Ve is less than the first predetermined temperature T 1 . By performing the heating operation, the first indoor heat exchanger  61  is controlled such that it is heated. 
     Specifically, an operation of heating the indoor condenser  55  of the first indoor heat exchanger  61  by decompressing the refrigerant using the first expansion valve  22  and heating the heat-radiating unit  58  of the first indoor heat exchanger  61  is performed as the heating operation. Alternatively, one of an operation of heating the indoor condenser  55  by decompressing the refrigerant using the first expansion valve  22  and an operation of heating the heat-radiating unit  58  is performed as the heating operation. 
     On the other hand, the controller  15  performs control such that the cooling operation is performed when the vehicle interior temperature is equal to or greater than the second predetermined temperature T 2 . Specifically, an operation of decompressing the refrigerant using the second expansion valve  27  is performed as the cooling operation. 
     Accordingly, outside the range of the temperature difference S 1  between the first predetermined temperature T 1  and the second predetermined temperature T 2 , it is possible to perform the cooling operation or the heating operation with priority given to the request from a user. Accordingly, it is possible to adjust the vehicle interior temperature in response to a request from a user and to secure (maintain) marketability of the vehicular air conditioner  10 . 
     An example in which the temperature difference S 1  between the first predetermined temperature T 1  and the second predetermined temperature T 2  is controlled when the remaining capacity of the power storage device  16  is less than a predetermined value and when the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value in a state in which the motor-driven vehicle Ve is operating will be described below. 
     By performing the heating operation at a temperature lower than the first predetermined temperature T 1  and performing the cooling operation at a temperature equal to or higher than the second predetermined temperature T 2 , it is possible to increase the heating efficiency and the cooling efficiency in the operations and to decrease the power consumption of the vehicular air conditioner  10 . 
     Therefore, when the remaining capacity of the power storage device  16  is less than a predetermined value, the controller  15  performs control such that the temperature difference S 1  between the first predetermined temperature T 1  and the second predetermined temperature T 2  is decreased to narrow the range in which the cooling operation and the heating operation are performed together. Accordingly, transition to only the heating operation or the cooling operation can be facilitated and the frequency in which only the heating operation or only the cooling operation is performed can be secured as many as possible. As a result, when the remaining capacity of the power storage device  16  is less than a predetermined value, it is possible to increase the heating efficiency and the cooling efficiency of the vehicular air conditioner  10  and to decrease the power consumption of the vehicular air conditioner  10 . 
     On the other hand, the controller  15  performs control such that the cooling operation and the heating operation are performed together within the range of the temperature difference S 1  between the first predetermined temperature T 1  and the second predetermined temperature T 2  as described above. By using the cooling operation and the heating operation together, it is possible to decrease the cooling efficiency in the cooling operation and to decrease the heating efficiency in the heating operation. Accordingly, it is possible to increase the power consumption of the vehicular air conditioner  10  (see Graph G 9 ). 
     Therefore, when the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value, the controller  15  performs control such that the temperature difference S 1  between the first predetermined temperature T 1  and the second predetermined temperature T 2  is increased to broaden the range in which the cooling operation and the heating operation are performed together. Accordingly, transition to only the heating operation or the cooling operation can be made to be difficult and the frequency in which the heating operation and the cooling operation are performed together can be secured as many as possible. As a result, when the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value, it is possible to decrease the heating efficiency and the cooling efficiency of the vehicular air conditioner  10  and to increase the power consumption of the vehicular air conditioner  10 . 
     In this way, when the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value, the temperature difference S 1  between the first predetermined temperature T 1  and the second predetermined temperature T 2  is set to be greater than that when the remaining capacity of the power storage device  16  is less than a predetermined value. Accordingly, it is possible to freely control the power consumption of the vehicular air conditioner  10  to correspond to when the remaining capacity of the power storage device  16  is less than a predetermined value and when the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value. 
     When the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value, the temperature difference S 1  between the first predetermined temperature T 1  and the second predetermined temperature T 2  may be gradually changed to correspond to an increase or a decrease in the remaining capacity of the power storage device  16 . 
     For example, it is possible to gradually increase the temperature difference S 1  between the first predetermined temperature T 1  and the second predetermined temperature T 2  to correspond to an increase in the remaining capacity of the power storage device  16 . In addition, it is possible to gradually decrease the temperature difference S 1  between the first predetermined temperature T 1  and the second predetermined temperature T 2  to correspond to a decrease in the remaining capacity of the power storage device  16 . 
     Accordingly, when the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value, it is possible to change the range in which the first operation and the second operation are used together to correspond to an increase or a decrease in the remaining capacity of the power storage device  16 . Accordingly, it is possible to efficiently decrease the air-conditioning efficiency to correspond to an increase or a decrease in the remaining capacity and to increase the power consumption of the air conditioner. 
     In the range of the temperature difference S 1  between the first predetermined temperature T 1  and the second predetermined temperature T 2  illustrated in  FIG. 28 , a dehumidifying and cooling operation (that is, the first operation) using the vehicular air conditioner  10  and a dehumidifying and heating operation (that is, the second operation) may be switched to each other. Accordingly, when the remaining capacity of the power storage device  16  is equal to or greater than a predetermined value, it is possible to increase the power consumption of the vehicular air conditioner  10  by switching the dehumidifying and cooling operation and the dehumidifying and heating operation to each other. 
     That is, it is possible to decrease a dehumidifying and heating efficiency, for example, by switching the dehumidifying and heating operation to the dehumidifying and cooling operation with the predetermined temperature T 3  as a threshold. Accordingly, in order to obtain the same dehumidifying and heating capability as before the power waste control has been performed in the dehumidifying and heating operation, it is possible to increase the power consumption of the vehicular air conditioner  10 . 
     On the other hand, it is possible to decrease a dehumidifying and cooling efficiency, for example, by switching the dehumidifying and cooling operation to the dehumidifying and heating operation with the predetermined temperature T 3  as a threshold. Accordingly, in order to obtain the same dehumidifying and cooling capability as before the power waste control has been performed in the dehumidifying and cooling operation, it is possible to increase the power consumption of the vehicular air conditioner  10 . 
     When the power consumption of the vehicular air conditioner  10  is greater than electric power generated by the electric motor  17  in a state in which the power consumption of the vehicular air conditioner  10  has been increased in this way, it is possible to prevent overcharging of the power storage device  16 . When the power consumption of the vehicular air conditioner  10  is less than electric power generated by the electric motor  17 , it is possible to decrease a rate of increase of the remaining capacity of the power storage device  16 . 
     The technical scope of the invention is not limited to the above-mentioned embodiment, and various modifications are possible without departing from the gist of the invention. 
     For example, an electric vehicle is exemplified as a motor-driven vehicle in the above-mentioned embodiment, but the invention is not limited thereto. The invention may be applied to, for example, a hybrid vehicle and a fuel-cell vehicle as other vehicles. 
     In the above-mentioned embodiment, the predetermined temperature T 3  is set to a vehicle interior temperature which is requested by a user, but the invention is not limited thereto. For example, the predetermined temperature T 3  may be set to an outdoor air temperature or a vehicle interior temperature (which does not include a request from a user). 
     Accordingly, for example, when the outdoor air temperature is lower than the first predetermined temperature, the second operation (that is, the heating operation) based on decompression by the first expansion valve  22  can be performed and the interior temperature can be appropriately maintained to correspond to the outdoor air temperature. When the outdoor air temperature is equal to or higher than the second predetermined temperature, the first operation (that is, the cooling operation) based on decompression by the second expansion valve  27  can be performed and the interior temperature can be appropriately maintained to correspond to the outdoor air temperature. Accordingly, it is possible to appropriately maintain the interior temperature to correspond to the outdoor air temperature and to secure (maintain) marketability of a motor-driven vehicle Ve. 
     When the vehicle interior temperature is lower than the first predetermined temperature, the second operation based on decompression by the first expansion valve  22  can be performed and the vehicle interior temperature can be appropriately maintained. When the vehicle interior temperature is equal to or higher than the second predetermined temperature, the first operation based on decompression by the second expansion valve  27  can be performed and the vehicle interior temperature can be appropriately maintained. Accordingly, it is possible to appropriately maintain the vehicle interior temperature and to secure (maintain) marketability of a motor-driven vehicle Ve. 
     In the above-mentioned embodiment, when the vehicle interior temperature T 3  which is requested by a user is equal to or higher than the first predetermined temperature T 1  and lower than the second predetermined temperature T 2  and the heating operation and the cooling operation can be simultaneously performed, the heating operation is performed by heating the heat-radiating unit  58  of the first indoor heat exchanger  61 , but the invention is not limited thereto. 
     For example, a configuration in which the indoor condenser  55  of the first indoor heat exchanger  61  is heated may be employed.