Patent Publication Number: US-2023137140-A1

Title: Air conditioner for vehicle

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a U.S. National Stage Patent Application under 37 U.S.C. § 371 of International Patent Application No. PCT/JP2021/006341, filed on Feb. 19, 2021, which claims the benefit of Japanese Patent Application No. JP 2020-062764, filed on Mar. 31, 2020, the disclosures of each of which are incorporated herein by reference in their entirety. 
    
    
     TECHNICAL FIELD 
     The present invention relates to an air conditioner which conditions air of a vehicle interior of a vehicle. 
     BACKGROUND ART 
     Due to actualization of environmental problems in recent years, vehicles such as electric vehicles and hybrid cars each of which drives a motor for running by power supplied from a battery mounted in the vehicle have spread. Further, as an air conditioner which is applicable to such a vehicle, there has been developed one which includes a refrigerant circuit to which a compressor, a radiator, a heat absorber (evaporator), and an outdoor heat exchanger are connected, and which conditions air of a vehicle interior by letting a refrigerant discharged from the compressor radiate heat in the radiator, letting the refrigerant from which the heat has been radiated in the radiator evaporate (absorb) heat in the outdoor heat exchanger to thereby perform heating, letting the refrigerant discharged from the compressor radiate heat in the outdoor heat exchanger, and letting the refrigerant evaporate (absorb) heat in the heat absorber to thereby perform cooling, etc. (refer to, for example, Patent Document 1). 
     On the other hand, for example, when the battery is used under an environment where the temperature becomes high due to self-heating or the like due to its charging and discharging, its performance is reduced, and its deterioration will progress, and eventually there is a risk that the battery malfunctions to break. Therefore, there has also been developed one in which a heat exchanger (evaporator) for a temperature-controlled object for cooling a battery is provided to circulate a refrigerant circulating in a refrigerant circuit in the heat exchanger for the temperature-controlled object and exchange heat with a heat medium, and to circulate the heat-exchanged heat medium in the battery, thereby to make it possible to cool the battery (refer to, for example, Patent Document 2). 
     CITATION LIST 
     Patent Documents 
     
         
         Patent Document 1: Japanese Patent Application Publication No. 2016-64704 
         Patent Document 2: Japanese Patent Application Publication No. 2020-1609 
       
    
     SUMMARY OF THE INVENTION 
     Problems to be Solved by the Invention 
     In the air conditioner for the vehicle having a plurality of the evaporators as in Patent Document 2, a valve device is provided in front of each evaporator, and in an operation mode in which the number of revolutions of a compressor is controlled based on the temperature of a heat absorber, for example, the battery is cooled by opening and closing the valve device in front of the heat exchanger for the temperature-controlled object. Further, in an operation mode in which the number of revolutions of the compressor is controlled by the temperature of the heat medium cooled by the heat exchanger for the temperature-controlled object, air conditioning is performed by opening and closing the valve device in front of the heat absorber. 
     Therefore, for example, in the former operation mode, when the temperature of the heat absorber reaches a target temperature even though the temperature of the heat medium is high (the load on the heat exchanger for the temperature-controlled object is large), the number of revolutions of the compressor is reduced. Therefore, the cooling capacity of the battery runs short, and the target temperature cannot be achieved. Further, in the latter operation mode, when the temperature of the heat medium reaches the target temperature even though the temperature of the heat absorber is high (the load on the heat absorber is large), the number of revolutions of the compressor decreases in like manner. A problem therefore arises in that the air conditioning capacity (cooling capacity) runs short, and the target temperature cannot be achieved. 
     The present invention has been made to solve such conventional technical problems, and an object thereof is to provide an air conditioner for a vehicle which is capable of realising appropriate temperature control when having a plurality of evaporators even when the load in each evaporator fluctuates. 
     Means for Solving the Problems 
     An air conditioner for a vehicle of the present invention includes at least a compressor to compress a refrigerant, a plurality of evaporators to evaporate the refrigerant, and a control device, and conditions air of a vehicle interior. The air conditioner for the vehicle is characterized in that the control device calculates each of target numbers of revolutions of the compressor required to control the temperature of each of the evaporators or an object to be cooled by the evaporator, and selects the maximum value among a plurality of the target numbers of revolutions calculated corresponding to the respective evaporators to control the operation of the compressor. 
     The air conditioner for the vehicle of the invention of claim  2  is characterized in the above invention by including a plurality of valve devices to control the flow of the refrigerant into each of the evaporators and in that the control device controls the valve device on the basis of the temperature of each evaporator or the object to be cooled by the evaporator, or the presence or absence of a cooling request by each evaporator. 
     The air conditioner for the vehicle of the invention of claim  3  is characterized in that in the above invention, the valve device is an opening/closing valve or a fully closable flow rate control valve, and when the valve device is open, the control device calculates the target number of revolutions corresponding to the evaporator whose flow of the refrigerant is controlled by the valve device. 
     The air conditioner for the vehicle of the invention of claim  4  is characterized in that in the above invention, when the valve device is closed, the control device maintains the target number of revolutions corresponding to the evaporator whose flow of the refrigerant is controlled by the valve device at 0, or a control lower limit value, or the current value. 
     The air conditioner for the vehicle of the invention of claim  5  is characterized in that in the above respective inventions, in calculating the target number of revolutions, the control device performs feedback calculation based on the temperature of each of the evaporators or the object to be cooled by the evaporator and the control device includes integral calculation in the feedback calculation, and in calculating a target number of revolutions which is not the maximum value, the control device stops the integral calculation. 
     The air conditioner for the vehicle of the invention of claim  6  is characterized in that in the above respective inventions, in calculating the target number of revolutions, the control device performs feedforward calculation based on the target temperature of each of the evaporators or the object to be cooled by the evaporator, and at the start of operation, the control device selects the maximum value among the target numbers of revolutions of the compressor corresponding to each of the evaporators calculated by the feedforward calculation to control the operation of the compressor. 
     The air conditioner for the vehicle of the invention of claim  7  is characterized in that in the above respective inventions, the plurality of evaporators are any two or all of a front seat heat absorber to evaporate the refrigerant to cool the air supplied to a front part of the vehicle interior, a rear seat heat absorber to evaporate the refrigerant to cool the air supplied to a rear part of the vehicle interior, and a heat exchanger for a temperature-controlled object to evaporate the refrigerant to cool the temperature-controlled object mounted on the vehicle. 
     The air conditioner for the vehicle of the invention of claim  8  is characterized in that in the invention of claim  3  or  4 , the plurality of evaporators include a heat exchanger for a temperature-controlled object to evaporate the refrigerant to cool the temperature-controlled object mounted on the vehicle, and when the temperature of the temperature-controlled object becomes equal to or higher than a predetermined upper limit value or becomes higher than the upper limit value, the control device fixes the valve device for controlling the flow of the refrigerant to the heat exchanger for the temperature-controlled object to an open state, and fixes the other valve devices to a closed state. 
     The air conditioner for the vehicle of the invention of claim  9  is characterized in that in the invention of claim  7  or  8 , the temperature-controlled object is a battery. 
     Advantageous Effect of the Invention 
     According to the present invention, in an air conditioner for a vehicle, which includes at least a compressor to compress a refrigerant, a plurality of evaporators to evaporate the refrigerant, and a control device, and conditions air of a vehicle interior, the control device calculates each of target numbers of revolutions of the compressor required to control the temperature of each of the evaporators or an object to be cooled by the evaporator, and selects the maximum value among a plurality of the target numbers of revolutions calculated corresponding to the respective evaporators to control the operation of the compressor. Therefore, in the air conditioner for the vehicle having the plurality of evaporators, even if the load in each evaporator fluctuates, the inconvenience that the shortage of the cooling capacity occurs in all the evaporators can be eliminated, and appropriate temperature control by each evaporator can be realized. 
     Thus, for example, as in the invention of claim  7 , when the plurality of evaporators are any two or all of a front seat heat absorber to evaporate the refrigerant to cool the air supplied to a front part of the vehicle interior, a rear seat heat absorber to evaporate the refrigerant to cool the air supplied to a rear part of the vehicle interior, and a heat exchanger for a temperature-controlled object to evaporate the refrigerant to cool the temperature-controlled object mounted on the vehicle, it is possible to, even when the load in each heat absorber or the heat exchanger for the temperature-controlled object fluctuates, eliminate the inconvenience that the air conditioning capacity and the cooling capacity of the temperature-controlled object are generated, and realize appropriate air conditioning control and cooling control for the temperature-controlled object. This is extremely effective when the object to be temperature-controlled is a battery as in the invention of claim  9 . 
     Further, as in the invention of claim  2 , if a plurality of valve devices to control the flow of the refrigerant into each of the evaporators are provided, and the control device controls the valve device on the basis of the temperature of each evaporator or the object to be cooled by the evaporator, or the presence or absence of a cooling request by each evaporator, it is possible to appropriately perform cooling control by each evaporator even in the air conditioner for the vehicle having the plurality of evaporators. 
     In this case, as in the invention of claim  3 , if the valve device is constituted of an opening/closing valve or a fully closable flow rate control valve, and when the valve device is open, the control device calculates the target number of revolutions corresponding to the evaporator whose flow of the refrigerant is controlled by the valve device, it is possible to prevent the calculation of the target number of revolutions from being performed for the evaporator in which the valve device is closed, that is, the evaporator which does not need to generate cooling action, and to eliminate unnecessary arithmetic processing by the control device. 
     Further, as in the invention of claim  4 , if the control device maintains the target number of revolutions corresponding to the evaporator whose flow of the refrigerant is controlled by the valve device at 0, or a control lower limit value, or the current value when the valve device is closed, it is possible to reliably avoid the inconvenience that the target number of revolutions corresponding to the evaporator which does not need to generate the cooling action is selected. 
     Here, in calculating the target number of revolutions, when the control device performs feedback calculation based on the temperature of each evaporator or the object to be cooled by the evaporator, and the feedback calculation includes integral calculation, there is a risk that when the integral calculation of the unselected target number of revolutions is continued, the controllability deteriorates when the target number of revolutions is subsequently selected. 
     Therefore, as in the Invention of claim  5 , if the control device stops the integral calculation in the calculation of the target number of revolutions being not the maximum value, the deterioration of such controllability can be avoided in advance. 
     Further, in calculating the target number of revolutions, when the control device performs feedforward calculation based on the target temperature of each of the evaporators or the object to be cooled by the evaporator, the control device selects the maximum value among the target numbers of revolutions of the compressor corresponding to each evaporator calculated by the feedforward calculation at the start of operation as in the invention of claim  6  to control the operation of the compressor. Consequently, it is possible to eliminate the inconvenience that the shortage of the cooling capacity occurs in all the evaporators from the start of operation and realize appropriate temperature control by each evaporator. 
     In addition, as in the invention of claim  8 , when the plurality of evaporators include a heat exchanger for a temperature-controlled object to evaporate the refrigerant to cool the temperature-controlled object mounted on the vehicle, the control device fixes the valve device for controlling the flow of the refrigerant to the heat exchanger for the temperature-controlled object to an open state, and fixes the other valve devices to a closed state where the temperature of the temperature-controlled object becomes equal to or higher than a predetermined upper limit value or becomes higher than the upper limit value. Consequently, when the temperature of the temperature-controlled object becomes equal to or higher than the predetermined upper limit value or becomes higher than the upper limit value, the refrigerant is constantly circulated through the heat exchanger for the temperature-controlled object and prevented from flowing to other evaporators, thereby making it possible to rapidly lower the temperature of the temperature-controlled object. Thus, when the temperature-controlled object is a battery as in the invention of claim  9 , it is possible to avoid in advance the inconvenience that the temperature rises excessively, prevent deterioration, and extend the life of the battery. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    is a constitutional diagram of an air conditioner for a vehicle of an embodiment to which the present invention is applied (Embodiment 1); 
         FIG.  2    is a block diagram of an electric circuit of a control device of the air conditioner for the vehicle of  FIG.  1   ; 
         FIG.  3    is a diagram to explain an operation mode executed by the control device of  FIG.  2   ; 
         FIG.  4    is a constitutional diagram of the air conditioner for the vehicle to explain how a refrigerant flows in a cooling mode; 
         FIG.  5    is a block diagram to explain control of a solenoid valve  35  in a battery cooling operation; 
         FIG.  6    is a constitutional diagram of the air conditioner for the vehicle to explain how the refrigerant flows in a cooperative mode; 
         FIG.  7    is a block diagram to explain control of a solenoid valve  69  in a battery cooling operation; 
         FIG.  8    is a constitutional diagram of the air conditioner for the vehicle to explain how the refrigerant flows in a battery cooling single mode; 
         FIG.  9    is a control block diagram for calculating the compressor target number of revolutions in the cooperative mode of the battery cooling operation; 
         FIG.  10    is a flowchart to explain decision control of the compressor target number of revolutions in the cooperative mode of the battery cooling operation; 
         FIG.  11    is a flowchart to explain battery alarm control; 
         FIG.  12    is a constitutional diagram of an air conditioner for a vehicle of another embodiment to which the present invention is applied (Embodiment 2); 
         FIG.  13    is a block diagram to explain control of a solenoid valve  108  of the air conditioner for the vehicle of  FIG.  12   ; 
         FIG.  14    is a control block diagram to explain the calculation of the compressor target number of revolutions based on the temperature of a heat absorber  111  of the air conditioner for the vehicle of  FIG.  12   ; and 
         FIG.  15    is a flowchart to explain decision control of the compressor target number of revolutions based on a heat medium temperature Tw, a heat absorber temperature Te, and a heat absorber temperature TeRr in the air conditioner for the vehicle of  FIG.  12   . 
     
    
    
     MODE FOR CARRYING OUT THE INVENTION 
     Hereinafter, embodiments of the present Invention will be described in detail with reference to the drawings. 
     Embodiment 1 
       FIG.  1    illustrates a constitutional diagram of an air conditioner  1  for a vehicle of an embodiment of the present invention. A vehicle of the embodiment to which the present invention is applied is an electric vehicle (EV) in which an engine (an internal combustion engine) is not mounted, and is driven and runs with an electric motor for running (an electric motor and not illustrated in the drawing) by being supplied thereto with power charged in a battery  55  mounted on the vehicle. A compressor  2  and other devices of the air conditioner  1  for the vehicle of the present invention are also driven by the power supplied from the battery  55 . 
     That is, in the electric vehicle which is not capable of performing heating by engine waste heat, the air conditioner  1  for the vehicle of the embodiment changes and executes by a heat pump operation using a refrigerant circuit R, respective air-conditioning operations of a heating mode, a dehumidifying and heating mode, a dehumidifying and cooling mode, and a cooling mode, and respective battery cooling operations of a defrosting mode, a cooperative mode, and a battery cooling single mode to perform air conditioning of a vehicle interior and temperature control of the battery  55 . 
     Incidentally, as the vehicles, the present invention is effective not only for electric vehicles but also for so-called hybrid cars which use an engine and a motor for running in common. Further, the vehicle to which the air conditioner  1  for the vehicle of the embodiment is applied is such that the battery  55  can be charged from an external charger (quick charger or ordinary charger). In addition, the battery  55 , the motor for running, the inverter for controlling the same, and the like described above are subject to temperature control mounted on the vehicle the present invention. However, in the following embodiments, the battery  55  will be described by being taken as an example. 
     The air conditioner  1  for the vehicle of the embodiment performs air conditioning (heating, cooling, dehumidifying, and ventilation) of the vehicle interior of the electric vehicle. An electric type of compressor  2  to compress a refrigerant, a radiator  4  which is provided in an air flow passage  3  of an HVAC unit  10  in which air in the vehicle interior is ventilated and circulated, to let the high-temperature high-pressure refrigerant discharged from the compressor  2  flow therein via a muffler  5  and a refrigerant pipe  13 G and to let the refrigerant radiate heat to the vehicle interior (discharge heat of the refrigerant), an outdoor expansion valve  6  constituted of an electric valve (an electronic expansion valve, a flow rate control valve) to decompress and expand the refrigerant during the heating, an outdoor heat exchanger  7  which performs heat exchange between the refrigerant and outdoor air to function as a radiator to let the refrigerant radiate heat during the cooling and to function as an evaporator to let the refrigerant absorb heat during the heating (to cause the refrigerant to absorb heat), an indoor expansion valve  8  constituted of a mechanical expansion valve to decompress and expand the refrigerant, a heat absorber  9  as a heat absorber for a front seat being an embodiment of an evaporator, which is provided in the air flow passage  3  to let the refrigerant absorb heat (evaporate) during the cooling and dehumidifying from interior and exterior of the vehicle, an accumulator  12 , and others are successively connected by a refrigerant pipe  13 , whereby a refrigerant circuit R is constituted. 
     Then, the outdoor expansion valve  6  decompresses and expands the refrigerant flowing out from the radiator  4  and flowing in the outdoor heat exchanger  7  and can also be fully closed. Further, in the embodiment, the indoor expansion valve  8  in which the mechanical expansion valve is used decompresses and expands the refrigerant flowing in the heat absorber  9  and adjusts a superheat degree of the refrigerant in the heat absorber  9 . 
     Incidentally, an outdoor blower  15  is provided in the outdoor heat exchanger  7 . The outdoor blower  15  forcibly passes the outdoor air through the outdoor heat exchanger  7  to thereby perform the heat exchange between the outdoor air and the refrigerant, whereby the outdoor air is made to pass through the outdoor heat exchanger  7  even during stopping of the vehicle (i.e., its velocity is 0 km/h). 
     Further, the outdoor heat exchanger  7  has a receiver drier portion  14  and a subcooling portion  16  successively on a refrigerant downstream side. A refrigerant pipe  13 A on a refrigerant outlet side of the outdoor heat exchanger  7  is connected to the receiver drier portion  14  via a solenoid valve  17  (for cooling) as an opening/closing valve to be opened when allowing the refrigerant to flow through the heat absorber  9 . A refrigerant pipe  13 B on an outlet side of the subcooling portion  16  is connected to a refrigerant inlet side of the heat absorber  9  via a check valve  18 , the indoor expansion valve  8 , and a solenoid valve  35  (indicated by a cabin valve in a flowchart and a control block diagram to be described later. The same applies hereinafter) being an opening/closing valve as a valve device for the heat absorber  9  successively. The solenoid valve  35  is a valve device for controlling the flow of the refrigerant to the heat absorber  9 . 
     Incidentally, the receiver drier portion  14  and the supercooling portion  16  structurally form a part of the outdoor heat exchanger. Also, the check valve  18  has the direction of the indoor expansion valve  8  which serves as a forward direction. Further, in the embodiment, the indoor expansion valve  8  and the solenoid valve  35  are configured by a solenoid valve-equipped expansion valve. 
     Also, the refrigerant pipe  13 A extending out from the outdoor heat exchanger  7  branches into a refrigerant pipe  13 D, and this branching refrigerant pipe  13 D communicates and connects with a refrigerant pipe  13 C located on a refrigerant outlet side of the heat absorber  9  via a solenoid valve  21  (for heating) as an opening/closing valve to be opened during the heating. Then, the refrigerant pipe  13 C is connected to an inlet side of the accumulator  12 , and an outlet side of the accumulator  12  is connected to a refrigerant pipe  13 K on a refrigerant suction side of the compressor  2 . 
     Further, a strainer  19  is connected to a refrigerant pipe  13 E on a refrigerant outlet side of the radiator  4 . Furthermore, the refrigerant pipe  13 E branches to a refrigerant pipe  13 J and a refrigerant pipe  13 F before the outdoor expansion valve  6  (on a refrigerant upstream side). One branching refrigerant pipe  13 J is connected to a refrigerant inlet side of the outdoor heat exchanger  7  via the outdoor expansion valve  6 . Additionally, the other branching refrigerant pipe  13 F communicates and connects with the refrigerant pipe  13 B located on a refrigerant downstream side of the check valve  18  and on a refrigerant upstream side of the indoor expansion valve  8  via a solenoid valve  22  (for dehumidifying) as an opening/closing valve to be opened during the dehumidifying. 
     Consequently, the refrigerant pipe  13 F is connected in parallel with a series circuit of the outdoor expansion valve  6 , the outdoor heat exchanger  7 , and the check valve  18 . The refrigerant pipe  13 F becomes a bypass circuit which bypasses the outdoor expansion valve  6 , the outdoor heat exchanger  7 , and the check valve  18 . Further, a solenoid valve  20  as an opening/closing valve for bypass is connected in parallel with the outdoor expansion valve  6 . 
     Also, in the air flow passage  3  on an air upstream side of the heat absorber  9 , respective suction ports such as an outdoor air suction port and an indoor air suction port are formed (represented by a suction port  25  in  FIG.  1   ). In the suction port  25 , an air inlet changing damper  26  is disposed to change the air to be introduced into the air flow passage  3  to indoor air which is air of the vehicle interior (indoor air circulation) and outdoor air which is air outside the vehicle interior (outdoor air introduction). Further, an indoor blower (a blower fan)  27  to supply the introduced indoor or outdoor air to the air flow passage  3  is disposed on an air downstream side of the air inlet changing damper  26 . 
     Incidentally, the air inlet changing damper  26  of the embodiment is constituted in such a manner that a ratio between the outdoor air and indoor air flowing into the heat absorber  9  in the air flow passage  3  can be adjusted between 0 and 100% by opening and closing the outdoor air suction port and the indoor air suction port of the suction port  25  at an arbitrary ratio. In the present application, the ratio between the outdoor air and the indoor air which is adjusted by the air inlet changing damper  26  is referred to as an indoor/outdoor air ratio RECrate. When the indoor/outdoor air ratio RECrate=1, an indoor air circulating mode in which the indoor air is 100% and the outdoor air is 0% is taken. When the indoor/outdoor air ratio RECrate=0, an outdoor air introducing mode in which the outdoor air is 100% and the indoor air is 0% is taken. Then, when 0&lt;indoor/outdoor air ratio RECrate&lt;1, an indoor/outdoor air intermediate position at which 0%&lt;indoor air&lt;100% and 100%&gt;outdoor air&gt;0% is taken. That is, in the present application, the indoor/outdoor air ratio RECrate means the rate of the indoor air of the air flowing into the heat absorber  9  in the air flow passage  3 . 
     Further, in the air flow passage  3  on the leeward side (downstream side of the air) of the radiator  4 , an auxiliary heater  23  as an auxiliary heating device composed of a PTC heater (electric heater) is provided in the embodiment and makes it possible to heat the air supplied the vehicle interior through the radiator  4 . Additionally, in the air flow passage  3  on the air upstream side of the radiator  4 , there is provided an air mix damper  28  to adjust a ratio at which the air (the indoor or outdoor air) in the air flow passage  3  flowing into the air flow passage  3  and passed through the heat absorber  9  is to be passed through the radiator  4  and the auxiliary heater  23 . 
     Furthermore, in the air flow passage  3  on the air downstream side of the radiator  4 , there is formed each air outlet (shown as a representative by an air outlet  29  in  FIG.  1   ) of FOOT (foot), VENT (vent) and DEF (defroster). In the air outlet  29 , there is provided an air outlet changing damper  31  to execute changing control of blowing of the air from each air outlet described above. 
     Additionally, the air conditioner  1  for the vehicle is provided with an equipment temperature adjusting device  61  for circulating the heat medium in the battery  55  (to be temperature-controlled) to adjust the temperature of the battery  55 . The equipment temperature adjusting device  61  of the embodiment is provided with a circulating pump  62  as a circulating device for circulating the heat medium in the battery  55 , a refrigerant-heat medium heat exchanger  64  as a heat exchanger for a temperature-controlled object which is an evaporator, and a heat medium heating heater  63  as a heating device. Those and the battery  55  are annularly connected by a heat medium pipe  66 . 
     In the case of the embodiment, an inlet of a heat medium flow passage  64 A of the refrigerant-heat medium heat exchanger  64  is connected to a discharge side of the circulating pump  62 , and an outlet of the heat medium flow passage  64 A is connected to an inlet of the heat medium heating heater  63 . An outlet of the heat medium heating heater  63  is connected to an inlet of the battery  55 , and an outlet of the battery  55  is connected to a suction side of the circulating pump  62 . 
     As the heat medium used in the equipment temperature adjusting device  61 , for example, water, a refrigerant like HFO-1234yf, liquid such as a coolant or the like, or gas such as air or the like can be employed. Incidentally, in the embodiment, water is employed as the heat medium. Also, the heat medium heating heater  63  is constituted of an electric heater such as a PTC heater or the like. Further, for example, a jacket structure capable of circulating the heat medium in a heat exchange relation with the battery  55  is provided around the battery  55 . 
     Then, when the circulating pump  62  is operated, the heat medium discharged from the circulating pump  62  flows into the heat medium flow passage  64 A of the refrigerant-heat medium heat exchanger  64 . When the heat medium flowing out from the heat medium flow passage  64 A of the refrigerant-heat medium heat exchanger  64  reaches the heat medium heating heater  63 , and the heat medium heating heater  63  generates heat, the heat medium is heated thereat and then reaches the battery  55 , where the heat medium exchanges heat with the battery  55 . Then, the heat medium which has exchanged heat with the battery  55  is sucked into the circulating pump  62  and circulated in the heat medium pipe  66  (indicates by a broken line arrow in  FIG.  4    and others). 
     On the other hand, one end of a branch pipe  67  as a branch circuit is connected to the refrigerant pipe  13 B located on the refrigerant downstream sire of a connecting part between the refrigerant pipe  13 F and the refrigerant pipe  13 E in the refrigerant circuit R and located on the refrigerant upstream side of the indoor expansion valve  8 . In the embodiment, there are provided sequentially in the branch pipe  67 , an auxiliary expansion valve  68  composed of a mechanical expansion valve, and a solenoid valve  69  which is an opening/closing valve as a valve device (shown as a chiller valve in a flowchart and a control block diagram described later. The same applies hereinafter). The solenoid valve  69  is a valve device for controlling the flow of the refrigerant to the refrigerant-heat medium heat exchanger  64 . The auxiliary expansion valve  68  decompresses and expands the refrigerant flowing into a refrigerant flow passage  643  described later in the refrigerant-heat medium heat exchanger  64 , and adjusts the superheat degree of the refrigerant in the refrigerant flow passage  643  of the refrigerant-heat medium heat exchanger  64 . Incidentally, in the embodiment, the auxiliary expansion valve  68  and the solenoid valve  69  are also configured by a solenoid valve-equipped expansion valve. 
     The other end of the branch pipe  67  is connected to the refrigerant flow passage  643  of the refrigerant-heat medium heat exchanger  64 . One end of a refrigerant pipe  71  is connected to an outlet at the refrigerant flow passage  643 , and the other end of the refrigerant pipe  71  is connected to the refrigerant pipe  130  on the upstream side of the refrigerant (refrigerant upstream side of the accumulator  12 ) from a joining point with the refrigerant pipe  130 . Then, these auxiliary expansion valve  68 , solenoid valve  69 , and refrigerant flow passage  64 B of the refrigerant-heat medium heat exchanger  64 , and the like also form a part of the refrigerant circuit R, and at the same time, form even a part of the equipment temperature adjusting device  61 . 
     When the solenoid valve  69  is opened, the refrigerant (some or all the refrigerant) discharged from the outdoor heat exchanger  7  flows into the branch pipe  67  and is decompressed by the auxiliary expansion valve  68 . Then, the refrigerant passes through the solenoid valve  69  and flows into the refrigerant flow passage  64 B of the refrigerant-heat medium heat exchanger  64  to evaporate there. The refrigerant absorbs heat from the heat medium flowing through the heat medium flow passage  641 A in the process of flowing through the refrigerant flow passage  64 E, and then is sucked into the compressor  2  from the refrigerant pipe  13 K via the refrigerant pipe  71 , the refrigerant pipe  13 C, and the accumulator  12 . 
     Next,  FIG.  2    shows a block diagram of a control device  11  of the air conditioner  1  for the vehicle of the embodiment. The control device  11  is constituted of an air conditioning controller  45  and a heat pump controller  32  both constituted of a microcomputer as an example of a computer having a processor. These are connected to a vehicle communication bus  65  which constitutes a CAN (Controller Area Network) or a LIN (Local Interconnect Network). Further, the compressor  2 , the auxiliary heater  23 , the circulating pump  62 , and the heat medium heating heater  63  are also connected to the vehicle communication bus  65 . These air conditioning controller  45 , heat pump controller  32 , compressor  2 , auxiliary heater  23 , circulating pump  62 , and heat medium heating heater  63  are constituted to perform transmission and reception of data through the vehicle communication bus  65 . 
     Further, a vehicle controller  72  (ECU) which controls the entire vehicle including running, a battery contrail (BMS: Battery Management system)  73  which controls charging and discharging of the battery  55 , and a GPS navigation device  74  are connected to the vehicle communication bus  65 . The vehicle controller  72 , the batter, controller  73 , and the GPS navigation device  74  are also constituted of a microcomputer which is an example of a computer equipped with a processor. The air conditioning controller  45  and the heat pump controller  32  constituting the control device  11  are constituted to perform transmission and reception of information (data) to and from the vehicle controller the battery controller  73 , and the GPS navigation device  74  via the vehicle communication bus  65 . 
     The air conditioning controller  45  is a high-order controller which performs control of vehicle interior air conditioning of the vehicle. An input of the air conditioning controller  45  is connected with respective outputs of an outdoor air temperature sensor  33  which detects an outdoor air temperature (Tam) of the vehicle, an outdoor air humidity sensor  34  which detects an outdoor air humidity, a HVAC suction temperature sensor  36  which detects a temperature of the air to be sucked from the suction port  25  to the air flow passage  3  and flow into the heat absorber  9 , an indoor air temperature sensor  37  which detects a temperature (an indoor air temperature Tin) of the air of the vehicle interior, an indoor air humidity sensor  38  which detects a humidity of the air of the vehicle interior, an indoor air CO 2  concentration sensor  39  which detects a carbon dioxide concentration of the vehicle interior, an outlet temperature sensor  41  which detects a temperature of the air to be blown out to the vehicle interior, a solar radiation sensor  51  of, e.g., a photo sensor system to detect a solar radiation amount into the vehicle interior, and a velocity sensor  52  to detect a moving velocity (a velocity VSP) of the vehicle, and an air conditioning operating unit  53  to perform air-conditioning setting operations in the vehicle interior such as changing of a predetermined temperature and an operation mode in the vehicle interior, and the display of information. Incidentally,  53 A in the figure is a display as a display output device provided in the air conditioning operating unit  53 . 
     Further, an output of the air conditioning controller  45  is connected with the outdoor blower  15 , the indoor blower (blower fan)  27 , the air inlet changing damper  26 , the air mix damper  28 , and the air outlet changing damper  31 . They are controlled by the air conditioning controller  45 . 
     The heat pump controller  32  is a controller which mainly performs control of the refrigerant circuit R. An input of the heat pump controller  32  is connected with respective outputs of a radiator inlet temperature sensor  43  which detects a refrigerant inlet temperature Tcxin (which is also a discharge refrigerant temperature of the compressor  2 ) of the radiator  4 , a radiator outlet temperature sensor  44  which detects a refrigerant outlet temperature Tci of the radiator  4 , a suction temperature sensor  46  which detects a suction refrigerant temperature Ts of the compressor  2 , a radiator pressure sensor  47  which detects a refrigerant pressure (pressure of the radiator  4 : a radiator pressure Pci) on the refrigerant outlet side of the radiator  4 , a heat absorber temperature sensor  48  which detects a temperature (a refrigerant temperature of the heat absorber  9 : a heat absorber temperature Te) of the heat absorber  9 , an outdoor heat exchanger temperature sensor  49  which detects a refrigerant temperature (a refrigerant evaporation temperature of the outdoor heat exchanger  7 : an outdoor heat exchanger temperature TXO) of an outlet of the outdoor heat exchanger  7 , and auxiliary heater temperature sensors  50 A (driver&#39;s seat side) and  50 B (front passenger&#39;s seat side) which detect a temperature of the auxiliary heater  23 . 
     Further, an output of the heat pump controller  32  is connected with respective solenoid valves of the outdoor expansion valve  6 , the solenoid valve  22  (for the dehumidifying), the solenoid valve  17  (for the cooling), the solenoid valve  21  (for the heating), the solenoid valve  20  (for the bypass), the solenoid valve  35  (cabin valve), and the solenoid valve  69  (chiller valve). They are controlled by the heat pump controller  32 . Incidentally, the compressor  2 , the auxiliary heater  23 , the circulating pump  62 , and the heat medium heating heater  63  respectively have controllers incorporated therein. In the embodiment, the controllers of the compressor  2 , the auxiliary heater  23 , the circulating pump  62 , and the heat medium heating heater  63  perform transmission and reception of data to and from the heat pump controller  32  via the vehicle communication bus  65  and are controlled by the heat pump controller  32  (parts shown by broken lines in  FIG.  2    will be described in detail in an embodiment 2). 
     Incidentally, the circulating pump  62  and the heat medium heating heater  63  constituting the equipment temperature adjusting device  61  may be controlled by the battery controller  73 . Further, the battery controller  73  is connected with outputs of a heat medium temperature seas which detects a temperature (a heat medium temperature Tw) of the heat medium on the inlet side of the heat medium flow path  64 A of the refrigerant-heat medium heat exchanger  64  of the equipment temperature adjusting device  61 , and a battery temperature sensor  77  which detects a temperature (a temperature of the battery  55  itself: a battery temperature Tcell) of the battery  55 . Then, in the embodiment, the remaining amount of the battery  55  (the amount of electricity stored), information on the charging of the battery  55  (information that the battery is being charged, a charging completion time, a remaining charging time, etc.), the heat medium temperature Tw, the battery temperature Tcell, and the amount of heat generated by the battery  55  (calculated by the battery controller  73  from the amount of energization and the like) and the like are transmitted from the battery controller  73  to the air conditioning controller  45  and the vehicle controller  72  via the vehicle communication bus  65 . The information regarding the charging completion time and the remaining charging time at the time of charging the battery  55  is information supplied from an external charger such as a quick charger. Further, the output MPower of the motor for running is transmitted from the vehicle controller  72  to the heat puma controller  32  and the air conditioning controller  45 . 
     The heat pump controller  32  and the air conditioning controller  45  mutually perform transmission and reception of the data via the vehicle communication bus  65  and control respective devices on the basis of the outputs of the respective sensors and the setting input by the air conditioning operating unit  53 . However, in the embodiment in this case, an air volume Ga (calculated by the air conditioning controller  45 ) of the air flowing into the outdoor air temperature sensor  33 , the outdoor air humidity sensor  34 , the HVAC suction temperature sensor  36 , the indoor air temperature sensor  37 , the indoor air humidity sensor  38 , the indoor air CO 2  concentration sensor  39 , the outlet temperature sensor  41 , the solar radiation sensor  51 , the velocity sensor  52 , and the air flow passage  3  and circulating in the air flow passage  3 , an air volume ratio SW (calculated by the air conditioning controller  45 ) by the air mix damper  28 , the voltage (BLV) of the indoor blower  27 , the information from the battery controller  73  described above, the information from the GPS navigation device  74 , and the output of the air conditioning operating unit  53  are adapted to be transmitted from the air conditioning controller  45  to the heat pump controller  32  through the vehicle communication bus  65  and to be used for control by the heat pump controller  32 . 
     Further, the heat pump controller  32  also transmits data (information) regarding the control of the refrigerant circuit R to the air conditioning controller  45  via the vehicle communication bus  65 . Incidentally, the air volume ratio SW by the air mlx damper  28  described above is calculated by the air conditioning controller  45  in the range of 0≤SW≤1. Then, when SW=1, all of the air which has passed through the heat absorber  9  is vent dated to the radiator  4  and the auxiliary heater  23  by the air mix damper  28 . 
     Next, the operation of the air conditioner  1  for the vehicle of the embodiment will be described with the above constitution. In the embodiment, the control device  11  (the air conditioning controller  45  and the heat pump controller  32 ) changes and executes the respective air-conditioning operations of the heating mode, the dehumidifying and heating mode, the dehumidifying and cooling mode, and the cooling mode, the respective battery cooling operations of the cooperative more and the battery cooling single mode, and the defrosting mode. These are shown in FIG. Incidentally, the heat pump controller  32  operates the circulating pump  62  during operation, and circulates the heat medium in the heat medium pipe  66  as indicated by broken line arrows in  FIGS.  4  to  6   . 
     (1) Air-Conditioning Operation 
     Frist, description will be made about the air-conditioning operation to air-condition the vehicle interior. 
     (1-1) Heating Mode 
     First, the heating mode will be described. Incidentally, the control of each device is executed by the cooperation of the heat pump controller  32  and the air conditioning controller  45 , but in the following description, the heat pump controller  32  is taken as a control main body and will be simplified and described. When the heating mode is selected by the heat pump controller  32  (an auto mode) or by a manual air conditioning setting operation (a manual mode) to the air conditioning operating unit  53  of the air conditioning controller  45 , the heat pump controller  32  opens the solenoid valve  21  and closes the solenoid valve  17 , the solenoid valve  20 , the solenoid valve  22 , the solenoid valve  35 , and the solenoid valve  69 . Then, the compressor  2  and the respective blowers  15  and  27  are operated. The air mix damper  28  has a state of adjusting the ratio at which the air blown from the indoor blower  27  is to be passed through the radiator  4  and the auxiliary heater  23 . 
     Thus, a high-temperature high-pressure gas refrigerant discharged from the compressor  2  flows into the radiator  4 . Since the air in the air flow passage  3  passes through the radiator  4 , the air in the air flow passage  3  is heated by exchanging heat with the high-temperature refrigerant in the radiator  4 . On the other hand, the refrigerant in the radiator  4  has the heat taken by the air and is cooled to condense and liquefy. 
     The refrigerant liquefied in the radiator  4  flows out from the radiator  4  and then flows through the refrigerant pipes  13 E and  13 J to reach the outdoor expansion valve  6 . The refrigerant flowing into the outdoor expansion valve  6  is decompressed therein, and then flows into the outdoor heat exchanger  7 . The refrigerant flowing into the outdoor heat exchanger  7  evaporates, and the heat is pumped up from the outdoor air passed by running or the outdoor blower  15  (heat absorption). In other words, the refrigerant circuit R functions as a heat pump. Then, the low-temperature refrigerant flowing out from the outdoor heat exchanger  7  flows through the refrigerant pipe  13 A and the refrigerant pipe  13 D, and the solenoid valve  21  to reach the refrigerant pipe  13 C, and further flows through the refrigerant pipe  13 C into the accumulator  12  to perform gas-liquid separation thereat, and thereafter the gas refrigerant is sucked into the compressor  2  through the refrigerant pipe  13 K, thereby repeating this circulation. The air heated by the radiator  4  is blown out from the air outlet  29 , and hence the heating of the vehicle interior is performed. 
     The heat pump controller  32  calculates a target radiator pressure PCO from a target heater temperature TCO (a target temperature of the radiator  4 ) calculated from a target outlet temperature TAO to be described later being a target temperature (a target value of the temperature of the air blown out to the vehicle interior) of the air blown out to the vehicle interior, controls the number of revolutions of the compressor  2  on the basis of the target radiator pressure PCO and the radiator pressure Pci (a high pressure of the refrigerant circuit R) detected by the radiator pressure sensor  47 , and controls a valve position of the outdoor expansion valve  6  on the basis of the refrigerant outlet temperature Tci of the radiator  4  which is detected by the radiator outlet temperature sensor  44  and the radiator pressure Pci detected by the radiator pressure sensor  47 , thereby controlling a subcool degree of the refrigerant in the outlet of the radiator  4 . 
     When the heating capability (the capability for heating) by the radiator  4  runs shorter than a required heating capability, the heat pump controller  32  complements its lack by the generation of heat by the auxiliary heater  23 . Consequently, the vehicle interior is heated without any trouble even at a low outdoor air temperature and the like. 
     (1-2) Dehumidifying and Heating Mode 
     Next, the dehumidifying and heating mode will be described. In the dehumidifying and heating mode, the heat pump controller  32  opens the solenoid valve  21 , the solenoid valve  22 , and the solenoid valve  35  and closes the solenoid valve  17 , the solenoid valve  20 , and the solenoid valve  69 . Then, the compressor  2  and the respective blowers  15  and  27  are operated. The air mix damper  28  has a state of adjusting the ratio at which the air blown out from the indoor blower  27  is to be passed through the radiator  4  and the auxiliary heater  23 . 
     Thus, a high-temperature high-pressure gas refrigerant discharged from the compressor  2  flows into the radiator  4 . Since the air in the air flow passage  3  passes through the radiator  4 , the air in the air flow passage  3  is heated by exchanging heat with the high-temperature refrigerant in the radiator  4 . On the other hand, the refrigerant in the radiator  4  has the heat taken by the air and is cooled to condense and liquefy. 
     The refrigerant liquefied in the radiator  4  flows out from the radiator  4  and then flows through the refrigerant pipe  13 E. Some thereof flows into the refrigerant pipe  13 J to reach the outdoor expansion valve  6 . The refrigerant flowing into the outdoor expansion valve  6  is decompressed therein, and then flows into the outdoor heat exchanger  7 . The refrigerant flowing into the outdoor heat exchanger  7  evaporates, and the heat is pumped up from the outdoor air passed by running or the outdoor blower  15  (heat absorption). Then, the low-temperature refrigerant flowing out from the outdoor heat exchanger  7  flows through the refrigerant pipe  13 A and the refrigerant pipe  13 D, and the solenoid valve  21  to reach the refrigerant pipe  13 C, and further flows through the refrigerant pipe  13 C into the accumulator  12  to perform gas-liquid separation thereat, and thereafter the gas refrigerant is sucked into the compressor  2  through the refrigerant pipe  13 K, thereby repeating this circulation. 
     On the other hand, the residual of the condensed refrigerant flowing to the refrigerant pipe  13 E through the radiator  4  is distributed, and the distributed refrigerant flows into the refrigerant pipe  13 F through the solenoid valve  22  to reach the refrigerant pipe  13 B. Next, the refrigerant reaches the indoor expansion valve  8 , where the refrigerant is decompressed and then flows into the heat absorber  9  through the solenoid valve  35  to evaporate. The water in the air blown out from the indoor blower  27  coagulates to adhere to the heat absorber  9  by a heat absorbing operation of the refrigerant which occurs in the heat absorber  9  at this time, and hence, the air is cooled and dehumidified. 
     The refrigerant evaporated in the heat absorber  9  flows out to the refrigerant pipe  13 C to join the refrigerant (the refrigerant from the outdoor heat exchanger  7 ) from the refrigerant pipe  13 D, and then flows through the accumulator  12  to be sucked into the compressor  2  from the refrigerant pipe  13 K, thereby repeating this circulation. The air dehumidified in the heat absorber  9  is reheated in the process of passing the radiator  4  and the auxiliary heater  23  (when the heat is generated), thereby performing the dehumidifying and heating of the vehicle interior. 
     In the embodiment, the heat pump controller  32  controls the number of revolutions of the compressor  2  on the basis of the target radiator pressure PCO calculated from the target heater temperature TCO and the radiator pressure Pci detected by the radiator pressure sensor  47  (the high pressure of the refrigerant circuit R), or controls the number of revolutions of the compressor  2  on the basis of the temperature (the heat absorber temperature Te) of the heat absorber  9  which is detected by the heat absorber temperature sensor  48 , and a target heat absorber temperature TEO being its target value. At this time, the heat pump controller  32  selects a lower compressor target number of revolutions obtainable by either of calculations from the radiator pressure Pci and the heat absorber temperature Te to control the compressor  2 . Further, the heat pump controller  32  controls the valve position of the outdoor expansion valve  6  on the basis of the heat absorber temperature Te. 
     Further, when the heating capability (the capability for heating) by the radiator  4  runs shorter than a heating capability required even in the dehumidifying and heating mode, the heat pump controller  32  complements its lack by the generation of heat by the auxiliary heater  23 . Consequently, the vehicle interior is dehumidified and heated without any trouble even at a low outdoor air temperature and the like. 
     (1-3) Dehumidifying and Cooling Mode 
     Next, the dehumidifying and cooling mode will be described. In the dehumidifying and cooling mode, the heat pump controller  32  opens the solenoid valve  17  and the solenoid valve  35 , and closes the solenoid valve  20 , the solenoid valve  21 , the solenoid valve  22 , and the solenoid valve  69 . Then, the compressor  2  and the respective blowers  15  and  27  are operated. The air mix damper  28  has a state of adjusting the ratio at which the air blown out from the indoor blower  27  is to be passed through the radiator  4  and the auxiliary heater  23 . 
     Thus, a high-temperature high-pressure gas refrigerant discharged from the compressor  2  flows into the radiator  4 . Since the air in the air flow passage  3  passes through the radiator  4 , the air in the air flow passage  3  is heated by exchanging heat with the high-temperature refrigerant in the radiator  4 . On the other hand, the refrigerant in the radiator  4  has the heat taken by the air and is cooled to condense and liquefy. 
     The refrigerant flowing out from the radiator  4  flows through the refrigerant pipes  13 E and  13 J to reach the outdoor expansion valve  6 , and flows through the outdoor expansion valve  6  controlled to be slightly open (region of a large valve position) compared to the heating mode and the dehumidifying and heating mode, to flow into the outdoor heat exchanger  7 . The refrigerant flowing into the outdoor heat exchanger  7  is cooled by the running therein or the outdoor air ventilated by the outdoor blower  15  to condense. The refrigerant flowing out from the outdoor heat exchanger  7  flows through the refrigerant pipe  13 A, the solenoid valve  17 , the receiver drier portion  14 , and the subcooling portion  16  to enter the refrigerant pipe  13 B and reach the indoor expansion valve  8  through the check valve  18 . The refrigerant is decompressed in the indoor expansion valve  8  and then flows into the heat absorber  9  through the solenoid valve  35  to evaporate. The water in the air blown out from the indoor blower  27  coagulates to adhere to the heat absorber  9  by the heat absorbing operation at this time, and hence, the air is cooled and dehumidified. 
     The refrigerant evaporated in the heat absorber  9  flows through the refrigerant pipe  13 C to reach the accumulator  12 , and flows through the accumulator  12  to be sucked into the compressor  2  from the refrigerant pipe  13 K, thereby repeating this circulation. The air cooled and dehumidified in the heat absorber  9  is reheated in the process of passing the radiator  4  and the auxiliary heater  23  (when heat is generated) (the heating capability is lower than that during dehumidifying and heating), thereby performing the dehumidifying and cooling of the vehicle interior. 
     The heat pump controller  32  controls, based on the temperature (the heat absorber temperature Te) of the heat absorber  9  which is detected by the heat absorber temperature sensor  48 , and a target heat absorber temperature TEO being a target temperature (a target value of the heat absorber temperature Te) of the heat absorber  9 , the number of revolutions of the compressor  2  to set the heat absorber temperature Te to the target heat absorber temperature TEO, and controls, based on the radiator pressure Pci (the high pressure of the refrigerant circuit R) detected by the radiator pressure sensor  47  and the target radiator pressure PCO (the target value of the radiator pressure Pci), the valve position of the outdoor expansion valve  6  to set the radiator pressure Pci to the target radiator pressure PCO, thereby obtaining a required amount of reheat by the radiator  4  (reheating amount). 
     Further, when the heating capability (the capability for reheating) by the radiator  4  runs shorter than a heating capability required even in the dehumidifying and cooling mode, the heat pump controller  32  complements its lack by the generation of heat by the auxiliary heater  23 . Consequently, the vehicle interior is dehumidified and cooled without lowering the temperature of the vehicle interior too much. 
     (1-4) Cooling Mode 
     Next, description will be made as to the cooling mode with reference to  FIG.  4   .  FIG.  4    shows how the refrigerant flows in the refrigerant circuit R in the cooling mode (solid line arrows). In the cooling mode, the heat pump controller  32  opens the solenoid valve  17 , the solenoid valve  20 , and the solenoid valve  35 , and closes the solenoid valve  21 , the solenoid valve  22 , and the solenoid valve  69 . Then, the compressor  2  and the respective blowers  15  and  27  are operated. The air mix damper  28  has a state of adjusting the ratio at which the air blown out from the indoor blower  27  is to be passed through the radiator  4  and the auxiliary heater  23 . Incidentally, the auxiliary heater.  23  is not energized. 
     In consequence, the high-temperature high-pressure gas refrigerant discharged from the compressor  2  flows into the radiator  4 . The air in the air flow passage  3  is passed through the radiator  4  but its ratio becomes small (because of only reheat (reheating) during the cooling). The refrigerant therefore only passes the radiator, and the refrigerant flowing out from the radiator  4  flows through the refrigerant pipe  13 E to reach the refrigerant pipe  13 J. At this time, the solenoid valve  20  is opened, and hence, the refrigerant passes the solenoid valve  20  and flows into the outdoor heat exchanger  7  as it is, in which the refrigerant is cooled by the running therein or the outdoor air to pass through the outdoor blower  15 , to condense and liquefy. 
     The refrigerant flowing out from the outdoor heat exchanger  7  flows through the refrigerant pipe  13 A, the solenoid valve  17 , the receiver drier portion  14 , and the subcooling portion  16  to enter the refrigerant pipe  13 B, and reach the indoor expansion valve  8  through the check valve  18 . The refrigerant is decompressed in the indoor expansion valve  8  and then flows into the heat absorber  9  through the solenoid valve  35  to evaporate. The air which is blown out from indoor blower  27  and exchanges heat with the heat absorber  9  is cooled by the heat absorbing operation at this time. 
     The refrigerant evaporated in the heat absorber  9  flows through the refrigerant pipe  13 C to reach the accumulator  12 , and flows therethrough to be sucked into the compressor  2  through the refrigerant pipe  13 K, thereby repeating this circulation. The air cooled in the heat absorber  9  is blown out from the air outlet  29  to the vehicle interior, thereby performing the cooling of the vehicle interior. In this cooling mode, the heat pump controller  32  controls the number of revolutions of the compressor  2  on the basis of the temperature (the heat absorber temperature Te) of the heat absorber  9  which is detected by the heat absorber temperature sensor  48 . 
     (1-5) Changing of Air Conditioning Operation 
     The heat pump controller  32  calculates the above-mentioned target outlet temperature TAO from the following equation (I). The target outlet temperature TAO is a target value of the temperature of the air to be blown out from the air outlet  29  to the vehicle interior. 
       TAO=(Tset−Tin)× K +Tbal(f(Tset,SUN,Tam))  (I)
 
     where Tset is a predetermined temperature of the vehicle interior which is set by the air conditioning operating unit  53 . Tin is a temperature of the vehicle interior air which is detected by the indoor air temperature sensor  37 , K is a coefficient, and Tbal is a balance value calculated from the predetermined temperature Tset, a solar radiation amount SUN detected by the solar radiation sensor  51 , and the outdoor air temperature Tam detected by the outdoor air temperature sensor  33 . Further, in general, the lower the outdoor air temperature Tam is, the higher the target outlet temperature TAO becomes, and the higher the outdoor air temperature Tam is, the lower the target outlet temperature TAO becomes. 
     Then, the heat pump controller  32  selects any air conditioning operation from the above respective air conditioning operations on the basis of the outdoor air temperature Tam detected by the outdoor air temperature sensor  33  and the target outlet temperature TAO on startup. Further, after the startup, the heat pump controller changes the modes of the air conditioning operations in accordance with changes of operating conditions, environment conditions, and setting conditions such as the outdoor air temperature Tam, the target outlet temperature TAO, the heat medium temperature Tw, and the battery temperature Tcell. 
     (2) Defrosting Mode 
     Next, the defrosting mode of the outdoor heat exchanger  7  will be described. As described above, in the heating mode, the refrigerant evaporates in the outdoor heat exchanger  7  and absorbs heat from the outdoor air to become a low temperature, so that the moisture in the outdoor air adheres) the outdoor heat exchanger  7  as frost. Therefore (the heat pump controller  32  calculates a difference ΔTXO (=TXObase−TXO) between the outdoor heat exchanger temperature TXO (the refrigerant evaporation temperature in the outdoor heat exchanger  7 ) detected by the outdoor heat exchanger temperature sensor  49  and the refrigerant evaporation temperature TXObase at the time of non-frosting of the outdoor heat exchanger  7 . When a state in which the outdoor heat exchanger temperature TXO is lower than the refrigerant evaporation temperature TXObase at the time of non-frosting, and the difference ΔTXO expands to a predetermined value or more is continued for a predetermined time, the heat pump controller  32  judges that the outdoor heat exchanger  7  is frosted, and sets a predetermined frosting flag. 
     Then, when in a state in which the frosting flag is set and an air conditioning switch of the air conditioning operating unit  53  is turned OFF, a plug for charging is connected to the Quick charger, and the battery  55  is charged, the heat pump controller  32  executes the defrosting mode of the outdoor heat exchanger.  7  as follows. 
     In this defrosting mode, the heat pump controller  32  sets the refrigerant circuit R to the state of the heating node described above, and then fully opens the valve position of the outdoor expansion valve  6 . Then, the compressor  2  is operated, and the high-temperature refrigerant discharged from the compressor  2  is allowed to flow into the outdoor heat exchanger  7  via the radiator  4  and the outdoor expansion valve  6  to melt frost formed on the outdoor heat exchanger  7 . Then, when the outdoor heat exchanger temperature TXO detected by the outdoor heat exchanger temperature sensor  49  becomes higher than a predetermined defrosting end temperature (for example, +3° C. or the like), the heat PUMP controller  32  terminates the defrosting mode assuming that the defrosting of the outdoor heat exchanger  7  has been completed. 
     (3) Battery Cooling Operation 
     Next, the battery cooling operation will be described. The battery cooling operation of the embodiment has two operation modes of a cooperative mode and a battery cooling single mode. First, description will be made about how the refrigerant in each operation mode flows. 
     (3-1) Cooperative Mode 
     Next, description will be made as to the cooperative mode of the battery cooling operation with reference to  FIG.  6   .  FIG.  6    shows how the refrigerant flows in the refrigerant circuit R in the cooperative mode (solid line arrows). In the cooperative mode, the heat pump controller  32  opens the solenoid valve  17  and the solenoid valve  20 , and closes the solenoid valve  21  and the solenoid valve  22 . Further, the solenoid valve  35  and the solenoid valve  69  are controlled to open and close as described later. 
     Then, the compressor  2  and the respective blowers  15  and  27  are operated. The air mix damper  28  has a state of adjusting the ratio at which the air blown out from the indoor blower  27  is to be passed through the radiator  4  and the auxiliary heater  23 . Incidentally, in this operation mode, the auxillary heater  23  is not energized. Further, the heat medium heating heater  63  is not energized either. 
     Thus, the high-temperature high-pressure gas refrigerant discharged from the compressor  2  flows into the radiator  4 . The air in the air flow passage  3  is passed through the radiator  4  but its ratio becomes small (because of only reheat (reheating) during the cooling). The refrigerant therefore only passes the radiator, and the refrigerant flowing out from the radiator  4  flows through the refrigerant pipe  13 E to reach the refrigerant pipe  13 J. At this time, the solenoid valve  20  is opened, and hence, the refrigerant passes the solenoid valve  20  and flows into the outdoor heat exchanger  7  as it is, in which the refrigerant is cooled by the running therein or the outdoor air ventilated by the outdoor blower  15  to condense and liquefy. 
     The refrigerant flowing out from the outdoor heat exchanger  7  flows through the refrigerant pipe  13 A, the solenoid valve  17 , the receiver drier portion  14 , and the subcooling portion  16  to enter the refrigerant pipe  13 B. The refrigerant flowing in the refrigerant pipe  13 B is distributed after passing through the check valve  18 , and one of the distributed refrigerant flows through the refrigerant pipe  13 B as it is to reach the indoor expansion valve  8 . The refrigerant flowing into the indoor expansion valve  8  is decompressed there and then flows into the heat absorber  9  via the solenoid valve  35  to evaporate. The air which is blown out from the indoor blower  27  and exchanges heat with the heat absorber  9  is cooled by the heat absorbing operation at this time. 
     The refrigerant evaporated in the heat absorber  9  flows through the refrigerant pipe  13 C to reach the accumulator  12 , and flows therethrough to be sucked into the compressor  2  through the refrigerant pipe  13 K, thereby repeating this circulation. The air cooled in the heat absorber  9  is blown out from the air outlet  29  to the vehicle interior, thereby performing the cooling of the vehicle interior. 
     On the other hand, the residual at the refrigerant which has passed through the check valve  18  is distributed and flows into the branch pipe  67  to reach the auxiliary expansion valve  68 . Here, after the refrigerant is decompressed, it flows into the refrigerant flow passage  64 B of the refrigerant-heat medium heat exchanger  64  through the solenoid valve  69  to evaporate there. At this time, it exerts a heat absorbing operation. The refrigerant evaporated in the refrigerant flow passage  64 B flows through the refrigerant pipe  71 , the refrigerant pipe  13 C, and the accumulator  12  in sequence to be sucked into the compressor  2  from the refrigerant pipe  13 K, thereby repeating this circulation (indicated by the solid line arrows in  FIG.  6   ). 
     On the other hand, since the circulating pump  62  is in operation, the heat medium discharged from the circulating pump  62  reaches the heat medium flow passage  64 A of the refrigerant-heat medium heat exchanger  64  in the heat medium pipe  66 , where it exchanges heat with the refrigerant evaporated within the refrigerant flow passage  64 B and absorbs heat to be cooled. The heat medium flowing out from the heat medium flow passage  64 A of the refrigerant-heat medium heat exchanger.  64  reaches the heat medium heating heater  63 . However, since the heat medium heating heater  63  does not generate heat in this operation mode, the heat medium passes through as it is and reaches the battery  55 , which exchanges heat with the battery  55 . Consequently, the battery  55  is cooled, and the heat medium after cooling the battery  55  is sucked into the circulating pump  62 , thereby repeating this circulation (indicated by broken line arrows in  FIG.  6   ). 
     In this cooperative mode, in the embodiment, the solenoid valve  35  is controlled to open and close as shown in  FIG.  5    based on the temperature of the heat absorber  9  (heat absorber temperature Te) detected by the heat absorber temperature sensor  48 . 
     That is,  FIG.  5    shows a block diagram of opening/closing control of the solenoid valve  35  in the cooperative mode. The heat absorber temperature Te detected by the heat absorber temperature sensor  48  and the target heat absorber temperature TEO as the target value of the heat absorber temperature Te are input to a solenoid valve control unit  95  for the heat absorber of the heat pump controller  32 . Then, the solenoid valve control unit  95  for the heat absorber sets an upper limit value TeUL and a lower limit value TeLL with a predetermined temperature difference above and below the target heat absorber temperature TEO. Then, when the heat absorber temperature Te becomes high from the state where the solenoid valve  35  is closed and rises to the upper limit value TeUL (when the heat absorber temperature exceeds the upper limit value TeUL or when the heat absorber temperature becomes the upper limit value TeUL or more. The same applies hereinafter), the solenoid valve  35  is opened. Thus, the refrigerant flows into the heat absorber  9  and evaporates to cool the air flowing through the air flow passage  3 . 
     After that, when the heat absorber temperature Te drops to the lower limit value TeLL (when it falls below the lower limit value TeLL or when it becomes TeLL or less. The same applies hereinafter), the solenoid valve  35  is closed. Thereafter, such opening and closing of the solenoid valve  35  is repeated to control the heat absorber temperature Te to the target heat absorber temperature TEO to cool the vehicle interior. 
     Further, in the embodiment, the solenoid valve  69  is controlled to open and close as shown in  FIG.  7    based on the temperature of the heat medium (heat medium temperature Tw: transmitted from the battery controller  7 : detected by the heat medium temperature sensor  76 . 
     Incidentally, the above-mentioned heat absorber temperature Te is the temperature of the heat absorber  9  or the temperature of the object (air) to be cooled by the temperature in the embodiment. Further, the heat medium temperature Tw is adopted as the temperature of the target (heat medium) to be cooled by the refrigerant-heat medium heat exchanger  64  (heat exchanger for a temperature-controlled object) the embodiment, but is also an index indicating the temperature of the battery  55  being an object to be temperature-controlled (the same applies hereinafter). 
       FIG.  7    shows a block diagram of opening/closing control of the solenoid valve  69  in the cooperative mode. The heat medium temperature Tw detected by the heat medium temperature sensor  76  and a predetermined target heat medium temperature TWO as a target value of the heat medium temperature Tw are input to a solenoid valve control unit  90  for a temperature-controlled object, of the heat pump controller  32 . Then, the solenoid valve control unit  90  for the temperature control sets an upper limit value TwUL and a lower limit value TwLL with a predetermined temperature difference above and below the target heat medium temperature TWO. When the heat medium temperature Tw becomes high from the state where the solenoid valve  69  is closed due to heat generation of the battery  55  or the like and rises to the upper limit value TwUL (when the heat medium temperature exceeds the upper limit value TwUL or when the heat medium temperature becomes the upper limit value TwUL or more, and the same applies hereinafter), the solenoid valve  69  is opened (instruction to open the solenoid valve  69 ). Thus, the refrigerant flows into the refrigerant flow passage  64 B of the refrigerant-heat medium heat exchanger  64  to evaporate and cools the heat medium flowing through the heat medium passage  64 A, so that the battery  55  is cooled by the cooled heat medium. 
     Thereafter, when the heat medium temperature Tw drops to the lower vale TwLL (when the heat medium temperature Tw falls below the lower limit value TwIL or when the heat medium temperature Tw reaches the lower limit value TwLL or less, and the same applies hereinafter), the solenoid valve  69  is closed. (instruction to close the solenoid valve  69 ). After that, such opening and closing of the solenoid valve  69  is repeated to control the heat medium temperature Tw to the target heat medium temperature TWO to cool the battery  55 , 
     (3-2) Battery Cooling Single Mode 
     Net, the battery cooling single mode of the battery cooling operation will be described with reference to  FIG.  8     FIG.  8    shows how the refrigerant flows in the refrigerant circuit R in the battery cooling single mode (solid line arrows). In the battery cooling single mode, the heat pump controller  32  opens the solenoid valve  17 , the solenoid valve  20 , and the solenoid valve  69 , and closes the solenoid valve  21 , the solenoid valve  22 , and the solenoid valve  35 . 
     Then, the compressor  2  and the outdoor blower  15  are operated. Incidentally, the indoor blower  27  is not operated, and the auxiliary heater  23  is not energized either. Further, in this operation mode, the heat medium heating heater  63  is not energized either. 
     Thus, the high-temperature high-pressure gas refrigerant discharged from the compressor  2  flows into the radiator  4 . Since the air in the air flow passage  3  is not passed through the radiator  4 , the refrigerant only passes, and the refrigerant flowing out from the radiator  4  flows through the refrigerant pipe  13 E to reach the refrigerant pipe  13 J. At this time, the solenoid valve  20  is opened, and hence, the refrigerant passes the solenoid valve  20  and flows into the outdoor heat exchanger  7  as it is, in which the refrigerant is cooled by the outdoor air ventilated by the outdoor blower  15  to condense and liquefy. 
     The refrigerant flowing out from the outdoor heat exchanger  7  flows through the refrigerant pipe  13 A, the solenoid valve  17 , the receiver drier portion  14 , and the subcooling portion  16  to enter the refrigerant pipe  13 B. The refrigerant flowing in the refrigerant pipe  13 B passes through the check valve  18  and then all flows into the branch pipe  67  to reach the auxiliary expansion valve  68 . Here, after the refrigerant is decompressed, it flows into the refrigerant flow passage  64 B of the refrigerant-heat medium heat exchanger  64  through the solenoid valve  69  to evaporate there. At this time, it exerts a heat absorbing operation. The refrigerant evaporated in the refrigerant flow passage  64 B flows through the refrigerant pipe  71 , the refrigerant pipe  13 C, and the accumulator  12  in sequence to be sucked into the compressor  2  from the refrigerant pipe  13 K, thereby repeating this circulation (indicated by the solid line arrows in  FIG.  8   ). 
     On the other hand, since the circulating pump  62  is in operation, the heat medium discharged from the circulating pump  62  reaches the heat medium flow passage  64 A of the refrigerant-heat medium heat exchanger  64  in the heat medium pipe  66 , where the heat is absorbed by the refrigerant evaporated within the refrigerant flow passage  643 , so that the heat medium is cooled. The heat medium flowing out from the heat medium flow passage  64 A of the refrigerant-heat medium heat exchanger  64  reaches the heat medium heating heater  63 . However, since the heat medium heating heater  63  does not generate heat in this operation mode, the heat medium passes through as it is and reaches the battery  55 , where it exchanges heat with the battery  55 . Consequently, the battery  55  is cooled, and the heat medium after cooling the battery  55  is sucked into the circulating pump  62 , thereby repeating this circulation (indicated by broken line arrows in  FIG.  8   ). 
     In this battery cooling (single) mode, the heat pump controller  32  fixes the solenoid valve  69  to an open state to cool the battery  55 . 
     (3-3) Control of Compressor  2  by Heat Pump Controller  32  in Cooperative Mode of Battery Cooling Operation. 
     Next, referring to  FIGS.  9  and  10   , the control of the compressor  2  by the heat pump controller  32  in the cooperative mode of the battery cooling operation will be described. 
     (3-3-1) Control Block of Compressor  2   
       FIG.  9    is a control block diagram of the heat pump controller  32  which calculates a target number of revolutions (a compressor target number of revolutions) TGNC of the compressor  2 . First, the lower side of  FIG.  9    is a control block diagram to calculate a target number of revolutions (a compressor target number of revolutions) TGNCc of the compressor  2  on the basis of the heat absorber temperature Te. An F/F (FeedForward) control amount calculation section  86  of the heat pump controller  32  calculates an F/F control amount TGNCcff of the compressor target number of revolutions on the basis of the outdoor air temperature Tam, the air volume Ga (which may be a blower voltage BLV of the indoor blower  27 ) of the air flowing in the air flow passage  3 , the target radiator pressure PCO, and the target heat absorber temperature TEO which is the target value of the heat absorber temperature Te. 
     Further, an F/B (FeedBack) control amount calculation section  87  calculates an F/B control amount TGNCcfb of the compressor target number of revolutions by PID (proportional integral differentiation) calculation or PI (proportional integral) calculation based on the target heat absorber temperature TEO and the heat absorber temperature Te. Then, the F/F control amount TGNCcff calculated by the F/F control amount calculation section  86  and the F/B control amount TGNCcfb calculated by the F/B control amount calculation section  87  are added by an adder  88  to be input to a limit setting unit  89 . 
     In the limit setting unit  89 , the above result of addition is added with limits of a lower limit number of revolutions TGNCcLimLo of controlling and an upper limit number of revolutions TGNCcLimHi thereof to be set as TGNCcO, followed by being determined as the compressor target number of revolutions TGNCc through a compressor OFF control section  91 . Incidentally, since the F/D control amount TGNCcfb cannot be obtained at the start of operation, the F/F control amount TGNCcff is determined as the compressor target number of revolutions TGNCc. The determined compressor target number of revolutions TGNCc enters one input of  101  denoted as a switcher. In the embodiment, “0” is input to the other input of the switcher  101 . The switcher  101  selects and outputs “0” when the solenoid valve  35  (cabin valve) is closed (TGNCc=0), and outputs TGNCc when it is open. This TGNCc is the target number of revolutions of the compressor  2  (target number of revolutions corresponding to the heat absorber  9 ) required to control the heat absorber temperature Te. Then, the output of the switcher  101  is input to a maximum value selection unit  102 . 
     Next, the upper side of  FIG.  9    is a control block diagram of the heat pump controller  32  which calculates a target number of revolutions (compressor target number of revolutions) TGNCcb of the compressor  2  based on the heat medium temperature Tw. An F/F control amount calculation section  92  of the heat, pump controller  32  calculates an F/F control amount TGNCcbff of the compressor target number of revolutions on the basis of the outdoor air temperature Tam, a flow rate Gw of the heat medium in the equipment temperature adjusting device  61  (calculated from the output of the circulating pump  62 ), the amount of heat generated in the battery  55  (transmitted from the battery controller  73 ), the battery temperature Tcell (transmitted from the battery controller  73 ), and the target heat medium temperature TWO as the target value of the heat medium temperature Tw. 
     Further, an F/B control amount calculation section  93  calculates an F/B control amount TGNCcbfb of the compressor target number of revolutions by the PID calculation or the PI calculation based on the target heat medium temperature TWO and the heat medium temperature Tw (transmitted from the battery controller  73 ). Then, the F/F control amount TGNCcbff calculated by the F/F control amount calculation section  92  and the F/B control amount TGNCcbfb calculated by the F/B control amount calculation section  93  are added by an adder  94  to be input to a limit setting unit  96 . 
     In the limit setting unit  96 , the above result of addition is added with limits of a lower limit number of revolutions TGNCcbLimLo of controlling and an upper limit number of revolutions TGNCcbtimHi thereof to be set as TGNCcb0, followed by being determined as a compressor target number of revolutions TGNCcb through a compressor OFF control section  97 , incidentally, since the F/B control amount TGNCcbfb is not obtained at the start of operation, the F/F control amount TGNCcbff is determined as the compressor target number of revolutions TGNCcb. The determined compressor target number of revolutions TGNCcb enters one input of  103  denoted as a switcher. In the embodiment, ‘0’ is input to the other input of the switcher  103 . The switcher  103  selects and outputs “0” when the solenoid valve  69  (chiller valve) is closed (TGNCcb=0), and outputs TGNCcb when it is open. This TGNCcb is the target number of revolutions of the compressor  2  (target number of revolutions corresponding to the refrigerant-heat medium heat exchanger  64 ) required to cool the heat medium. Then, the output of the switcher  103  is also input to the maximum value selection unit  102 . 
     The maximum value selection unit  102  selects the maximum value from the input values and outputs the same as a compressor target number of revolutions TGNC. The heat pump controller  32  controls the operation (number of revolutions) of the compressor  2  by the compressor target number of revolutions TGNC selected by the maximum value selection unit  102 . 
     (3-3-2) Determination of Compressor Target Number of Revolutions TGNC 
     Next, referring to the flowchart of  FIG.  10   , description will be made as to determination control of the target number of revolutions (compressor target number of revolutions) TGNC of the compressor  2  in the cooperative mode of the battery cooling operation by the heat pump controller  32 . Incidentally, in this example, it is assumed that an air conditioning request has been issued. This air conditioning request is, for example, that an air conditioning switch (air conditioner ON switch) of the air conditioning operating unit  53  is pressed, and is input from the air conditioning controller  45  to the heat pump controller  32 . 
     The heat pump controller  32  judges in Step S 1  of  FIG.  10    whether the battery cooling request from the battery controller  73  has been input. In this case, the battery controller  73  outputs a battery cooling request when, for example, the heat medium temperature Tx or the battery temperature Tcell rises to a predetermined value or more, and transmits the same to the heat pump controller  32  or the air conditioning controller  45 . When there is no battery cooling request in Step S 1 , the heat pump controller  32  proceeds to Step S 2  and executes the above-mentioned air conditioning operation (heating mode, dehumidifying and heating mode, dehumidifying and cooling mode, cooling mode). 
     On the one hand, when the battery cooling request is made in Step S 1 , the heat pump controller  32  proceeds to Step S 3  to shift to the cooperative mode, and executes the opening closing control of the solenoid valve  69  (chiller valve) of  FIG.  7    described above. Next, in. Step S 4 , it is judged whether or not the solenoid valve  69  is closed. Then, when the solenoid valve  69  is open, the heat pump controller proceeds to Step  35  to calculate the compressor target number of revolutions TGNCcb based on the heat medium temperature Tw in the control block of  FIG.  9   , and to change the switcher  105  so as to output the compressor target number of revolutions TGNCcb. 
     On the other hand, when the solenoid valve  69  is closed in. Step S 4 , the heat pump controller proceeds to Step S 6  to stop the calculation of the compressor target number of revolutions TGNCcb based on the heat medium temperature Tw in the control block of  FIG.  9   , and to change the switcher  103  so as to output “0” (TGNCcb=0). 
     Next, the heat pump controller proceeds to Step S 7  to execute the opening/closing control of the solenoid valve  35  (cabin valve) of  FIG.  5    described above. Next, in Step  03 , it is judged whether or not the solenoid valve  35  is closed. Then, when the solenoid valve  35  is open, the heat pump controller proceeds to Step S 9  to calculate the compressor target number of revolutions TGNCc based on the heat absorber temperature Te in the control block of  FIG.  9   , and to switch the switcher  101  so as to output the compressor target number of revolutions TGNCc. 
     On the other hand, when the solenoid valve  35  is closed in Step S 8 , the heat pump controller proceeds to Step S 10  to stop the calculation of the compressor target number of revolutions TGNCc based on the heat absorber temperature Te in the control block of  FIG.  9   , and to switch the switcher  101  so as to output “0” (TGNCc=0). 
     Then, finally, the heat pump controller proceeds to Step S 11 , and the heat pump controller  32  selects the maximum value of the compressor target numbers of revolutions TGNCc and TGNCcb by the maximum value selection unit.  102 , and determines it as the compressor target number of revolutions TGNC. Incidentally, when the solenoid valves  69  and  35  are closed, the compressor target numbers of revolutions TGNCc and TGNCcb are both set to “0” in Steps S 6  and S 10 , so that the compressor  2  is stopped. 
     Further, in terms of the compressor target number of revolutions TGNCc or TGNCcb which was not the maximum value in the judgment of Step S 11 , the heat pump controller  32  stops the integral calculation in the F/B control amount calculation section.  87  or  93  in  FIG.  9   . 
     As described above, the heat pump controller  32  of the embodiment calculates each of the target numbers of revolutions TGNCc and TGNCcb of the compressor  2  required to control the temperature of the heat absorber  9  and the temperature of the heat medium cooled by the refrigerant-heat medium heat exchanger  64  in the cooperative mode of the battery cooling operation, and selects the maximum value of them to control the operation of the compressor  2 . Therefore, in the air conditioner  1  for the vehicle having a plurality of evaporators like the heat absorber  9  and the refrigerant-heat medium heat exchanger  64 , even if the load in them fluctuates, the inconvenience that the shortage of the cooling capacity occurs in all of them is solved, and the vehicle interior air conditioning by the heat absorber  9  and the cooling control of the battery  55  by the refrigerant-heat medium heat exchanger  64  can be appropriately realized. 
     Further, since the solenoid valves  35  and  69  are provided and controlled based on the heat absorber temperature Te, the heat medium temperature Tw, and the presence or absence of the cooling request due to them, it is possible to appropriately perform the cool ng control by the heat absorber  9  and the ref rigs medium heat exchanger  64 , exchanger  64 . 
     In this case, when the solenoid valve  35  and the solenoid valve  69  are open, the heat pump controller  32  calculates the compressor target numbers of revolutions TGNCc and TGNCcb corresponding to the heat absorber  9  and the refrigerant-heat medium heat exchanger  64  corresponding to them. Therefore the solenoid valves  35  and  69  are closed. In terms of those which do not need to generate cooling action, the target number of revolutions is not calculated and unnecessary arithmetic processing by the heat pump controller  32  can be eliminated. 
     Further, when the solenoid valve  35  and the solenoid valve  69  are closed, the heat pump controller  32  sets the compressor target numbers of revolutions TGNCc and TGNCcb to C. Therefore, it is possible to reliably avoid the inconvenience of selecting the compressor target numbers of revolutions TGNCc and TGNCcb corresponding to the heat absorber  9  and the refrigerant-heat medium heat exchanger  64  which do not need to generate the cooling action. 
     In addition, since the heat pump controller  32  stops the integral calculation in the calculation of the compressor target numbers of revolutions TGNCc and TGNCcb which are not the maximum values, the deterioration of controllability can be avoided in advance. 
     Furthermore, since the heat pump controller  32  controls the operation of the compressor  2  by selecting the maximum value of the F/F control amounts TGNCcff and TGNCcbff at the start of operation, it is possible to eliminate the inconvenience that the shortage of the cooling capacity occurs in the heat absorber  9  and the refrigerant-heat medium heat exchanger  64  from the start of operation and to realize appropriate temperature control by them. 
     (3-4) Battery Alarm Control. 
     Here, description will be made as to the battery alarm control by the heat pump controller  32  with reference to  FIG.  11   . For example, in the above-mentioned control, when the battery temperature Tcell becomes equal to or higher than a predetermined upper limit value TcellUL, or becomes higher than the upper limit value TcellUL for some reason in the state in which the compressor target number of revolutions TGNCc based on the heat absorber temperature Te is selected as the maximum value, a battery alarm is transmitted from the battery controller  73  to the heat pump controller  32 . 
     The heat pump controller  32  judges whether or not there is a battery request in Step S 12  of  FIG.  11   . When there is no battery cooling request from the battery controller  73 , the heat pump controller  32  proceeds to Step S 13  to close the solenoid valve  69  and proceeds to Step S 16 . On the other hand, when the battery request comes from the battery controller  73 , the heat pump controller  32  proceeds from Step S 12  to Step S 14  to judge whether or not the battery alarm has come. Then, when the battery alarm has not come, the heat pump controller proceeds to Step S 15  to execute the opening/closing control of the solenoid valve  69  (chiller valve) described above, and proceeds to Step S 16 . 
     In Step S 16 , it is judged whether or not there the above-mentioned air conditioning request. Then, when there is no air conditioning request, the heat pump controller proceeds tom. Step S 17  to close the solenoid valve  35  (cabin valve). On the other hand, when there the air conditioning request, the heat pump controller  32  proceeds from Step  316  to Step S 17   a  to execute the opening/closing control of the solenoid valve  35  described above. On the other hand, when the battery alarm is transmitted from the battery controller  73  in Step S 14 , the heat pomp controller  32  proceeds to Step S 17   b  to fix the solenoid valve  69  (chiller valve) to an open state, and proceeds to Step S 17   c  to fix the solenoid valve  35  (cabin valve) to a close state. This state is the battery cooling single mode described above. 
     That is, when the temperature Tcell of the battery  55  becomes equal to or higher than the predetermined upper limit value TcellUL, or becomes higher than the upper limit value TcellUL, the refrigerant is constantly circulated in the refrigerant-heat medium heat exchanger  6 , and does not flow in the heat absorber F. As a result, the temperature of the battery  55  can be quickly lowered, the inconvenience that the temperature of the battery  55  rises excessively can be avoided in advance, deterioration of the battery  55  can be prevented, and the life of the battery  55  can be extended. 
     Embodiment 2 
     Next, another embodiment of the present Invention will be described with reference to  FIGS.  12  to  15   .  FIG.  12    shows a constitutional diagram of an air conditioner  1  for a vehicle of another embodiment to which the present invention can be applied  FIG.  12    is an example of the air conditioner  1  for the vehicle provided with a heat absorber  111  (shown by rear EVA in  FIGS.  2  and  15   ) as a heat absorber for the rear seat, which is an evaporator for cooling the air supplied to a rear part (rear seat) of a vehicle interior. Incidentally, it is assumed that in this figure, those shown by the same reference numerals as those in  FIG.  1    perform the same or similar functions. However, in this embodiment, a heat absorber  9  becomes a front seat heat absorber for cooling the air supplied to a front part (front seat) of the vehicle interior. 
     Then,  114  is an HVAC unit for the rear seat. The heat absorber  111  is provided in an air flow passage  113  of the HVAC unit  114  for the rear seat. The air flow passage  113  of the HVAC unit  114  for the rear seat is also formed with each suction port of an outdoor air suction port and an indoor air suction port on the air upstream side of the heat absorber  111  (represented by a suction port  116  in  FIG.  12   ). 
     Further, there is provided on the air downstream side of an air inlet changing damper  117 , an indoor blower (blower fan. It is shown by a rear indoor blower in  FIG.  2   )  113  for the rear seat for supplying the introduced indoor air and outdoor air to the air flow passage  113 . Incidentally,  119  is a plurality of air outlets for the rear seat for blowing out the air in the air flow passage  113  passing through the heat absorber  111  to the rear part (rear seat) of the vehicle interior (represented by  119  in  FIG.  12   ). The air outlet  119  is also provided with an air outlet changing damper  117  (indicated by a rear air outlet changing damper in  FIG.  2   ) for changing and controlling the air blowout from each air outlet. 
     One end of a branch pipe  106  is connected to a refrigerant pipe  13 B located on the refrigerant downstream side of a connecting part between a refrigerant pipe  13 F and the refrigerant pipe  13 E in a refrigerant circuit R and located on the refrigerant upstream side of an indoor expansion valve  8 . In the embodiment, there are provided sequentially in the branch pipe  106 , an indoor expansion valve  107  for the rear seat constituted of a mechanical expansion valve, and a solenoid valve (shown as a rear EVA valve in a flowchart and a control block diagram to be described later. The same applies hereinafter)  108  which is an opening/closing valve as a valve device. The solenoid valve  108  is a valve device for controlling the flow of a refrigerant to the heat absorber  111 . The indoor expansion valve  107  decompresses and expands the refrigerant flowing into the heat absorber  111  and adjusts the superheat degree of the refrigerant in the heat absorber ill. Incidentally, in the embodiment, the indoor expansion valve  107  and the solenoid valve  108  are also configured by a solenoid valve-equipped expansion valve. 
     Then, the other end of the branch pipe  106  is connected to the heat absorber ill. One end of a refrigerant pipe  109  is connected to an outlet of the heat absorber  111 , and the other end of the refrigerant pipe  109  is connected to a refrigerant pipe  130  on the refrigerant upstream side (the refrigerant upstream side of an accumulator  12 ) from a lining point with a refrigerant pipe  13 D. Then, these indoor expansion value  107 , solenoid valve  108 , and heat absorber ill also form a part of the refrigerant circuit R. 
     When the solenoid valve  108  is opened, the refrigerant (some or all of the refrigerant) discharged from an outdoor heat exchanger  7  flow into the branch pipe  106  and is decompressed by the indoor expansion valve  107 . Then, the refrigerant passes through the solenoid valve  108  and flows into the heat absorber  111  to evaporate there. The refrigerant absorbs heat from the air circulating in the air flow passage  113  in the process of flowing through the heat absorber  111 . After cooling the refrigerant, it is sucked into a compressor  2  from a refrigerant pipe  13 K via the refrigerant pipe  109 , the refrigerant pipe  13 C, and the accumulator  12 . 
     Further,  112  is a heat absorber temperature sensor for the rear seat which detects the temperature of the heat absorber  111  (the refrigerant temperature of the heat absorber  111 : a heat absorber temperature TeRr) (indicated by a rear heat absorber temperature sensor in  FIG.  2   ), and which is connected to the input of a heat pump controller  32 . In addition, the above-mentioned solenoid valve  108  is connected to the output of the heat pump controller  32 , and the air outlet changing damper  117  and the indoor blower  118  are connected to the output of an air conditioning controller  45  so as to be controlled by them (shown by broken lines in  FIG.  2   ). 
     (4) Air. Conditioning Operation and Battery Cooling Operation when there is Heat Absorber  111  for Rear Seat 
     In this embodiment as well, each air conditioning operation of a heating mode, a dehumidifying and heating mode, a dehumidifying and cooling mode, and a cooling mode is performed in the same manner as in the above-described embodiment 1. In this cooling mode, for example, when an air conditioning switch (air conditioner ON switch) for the rear seat provided in an air conditioning operating unit  53  is pressed, and a cooling request (rear EVA cooling request) by the heat absorber  111  for the rear seat is transmitted to the heat pump controller  32 , the heat pump controller  32  opens the solenoid valve  108  to allow the refrigerant to flow through the heat absorber  111  (indicated by solid line arrows in  FIG.  12   ). 
     Further, in this embodiment as well, the battery cooling operation is performed in the same manner as in the above-described embodiment 1. However, in this embodiment, the solenoid valve  108  is also closed and fixed in the battery cooling single mode of the battery cooling operation of the above-described embodiment. Further, in the cooperative mode of the battery cooling operation of the above-described embodiment, a state in which the solenoid valve  108  is opened to allow the refrigerant to flow through the heat absorber  111 , and a state in which the solenoid valve  108  is closed not to allow the refrigerant to flow through the heat absorber  111  become in the form of existence. That is,  FIG.  12    shows by solid line arrows how the refrigerant flows in the state where the solenoid valve  108  is open in the cooperative mode, 
     (4-1) Control of Solenoid Valve  108  for Rear Seat. 
     Next, description will be made as to opening/closing control of the solenoid valve  108  this embodiment with reference to  FIG.  13   . The solenoid valve  108  is controlled to open and close as shown in  FIG.  13    based on the temperature of the heat absorber  111  (heat absorber temperature TeRr) detected by the heat absorber temperature sensor  112 . That is  FIG.  13    shows a block diagram the opening/closing control of the solenoid valve  108 . 
     The temperature (heat absorber temperature TeRr) of the heat absorber  111  detected by the heat absorber temperature sensor  112  and a target heat absorber temperature TEORr as the target value of the heat absorber temperature TeRr are input to a solenoid valve control unit  121  for the heat absorber of the heat pump controller  32 . Then, the solenoid valve control unit  121  for the heat absorber sets an upper limit value TeRrUL and a lower limit value TeRrLL with a predetermined temperature difference above and below the target heat absorber temperature TEORr. Then, when the heat absorber temperature TeRr becomes high from the state where the solenoid valve  108  is closed and rises to the upper limit value TeRrUL (when the heat absorber temperature exceeds the upper limit value TeRrUL or when the heat absorber temperature becomes the upper limit value TeRrUL or more. The same applies hereinafter), the solenoid valve  108  is opened. Thus, the refrigerant flows into the heat absorber  111  and evaporates to cool the air circulating in the air flow passage  113 . 
     After that, when the heat absorber temperature TeRr drops to the lower limit value TeRrLL (when it falls below the lower limit value TeRrLL or when it becomes TeRrLL or less. The same applies hereinafter), the solenoid valve  108  closed. Thereafter, such opening and closing of the solenoid valve  108  is repeated to control the heat absorber temperature Tear to the target heat absorber temperature TEORr to cool the rear part of the vehicle interior, 
     (4-2) Control of Compressor.  2  by Heat Absorber. Temperature Tear of Heat Absorber  111  for Rear Scat 
     Next,  FIG.  14    is a control block diagram to calculate a target number of revolutions (compressor target number of revolutions) TGNCcr of the compress r  2  based on the heat absorber temperature TeRr. An F/F (FeedForward) control amount calculation section  123  of the heat pump controller  32  calculates an F/F control amount TGNCcrff of the compressor target number of revolutions on the basis of an indoor air temperature Tin, an air volume GaRr (which may be a blower voltage BLVRr of the indoor blower  118 ) of the air circulating in the air flow passage  113 , and the target heat absorber temperature TEORr which is the target value of the heat absorber temperature TeRr. 
     Further, an F/B (FeedBack) control amount calculation section  124  calculates an F/B control amount TGNCcrfb of the compressor target number of revolutions by PID (proportional integral differentiation) calculation or PI (proportional integral) calculation based on the target heat absorber temperature TEORr and the heat absorber temperature TeRr. Then, the F/F control amount TGNCcrff calculated by the F/F control amount calculation section  123  and the F/B control amount TGNCcrfb calculated by the F/B control amount calculation section  124  are added by an adder  126  to be input to a limit setting unit  127 . 
     In the limit setting unit  127 , the above result of addition is added with limits of a lower limit number of revolutions TGNCcrLimLo of controlling and an upper limit number of revolutions TGNCcrLimHi thereof to be set as TGNCcr0, followed by being determined as a compressor target number of revolutions TGNCcr through a compressor OFF control section  128 . Incidentally, since the F/P, control amount TGNCcrfb is not obtained at the start of operation, the F/F control amount TGNCcrff is determined as the compressor target number of revolutions TGNCcr. The determined compressor target number of revolutions TGNCcr enters one input of  129  denoted as a switcher. 
     In the embodiment, “0” is input to the other input, of the switcher  129 . The switcher  129  selects and outputs “0” when the solenoid valve  108  (rear EVA valve) is closed (TGNCcr=0), and outputs TGNCcr when the solenoid valve  108  is open. This TGNCcr is the target number of revolutions of the compressor  2  (target number of revolutions corresponding to the heat absorber  111 ), which is required to control the heat absorber temperature TeRr. Then, the output of the switcher  129  is also input to the maximum value selection unit  102  of  FIG.  9    (indicated by a broken line in  FIG.  9   ). 
     In the case of this embodiment, the maximum value selection unit  102  selects the maximum value from the input respective values of the compressor target numbers of revolutions TGNCc, TGNCcb, and TGNCcr, and outputs the maximum value as a compressor target number of revolutions TGNC. Similarly, the heat pump controller  32  controls the operation (the number of revolutions) of the compressor  2  by the compressor target number of revolutions TGNC selected by the maximum value selection unit  102 . 
     (4-3) Determination of Compressor Target Number of Revolutions TGNC when there is Heat Absorber  111  for Rear Seat 
     Next, referring to the flowchart of  FIG.  15   , description will be made as to determination control of the target number of revolutions (compressor target number of revolutions) TGNC of the compressor  2  based on the heat medium temperature Tw, the heat absorber temperature Te, and the heat absorber temperature TeRr by the heat pump controller  32  in this embodiment. 
     The heat pump controller  32  judges in Step S 18  of  FIG.  15    whether or not the above-mentioned battery cooling request has been input from the battery controller  73 . When there is no battery cooling request in Step S 18 , the heat pump controller  32  proceeds to Step S 19  to set the compressor target number of revolutions TGNCcb to “0”, closes the solenoid valve  69  (chiller valve) in Step S 20 , and proceeds to Step S 21 . 
     On the one hand, when the battery cooling request is made in Step S 18 , the heat pump controller  32  proceeds to Step S 28  to enter the cooperative mode and executes the opening closing control of the solenoid valve  69  (chiller valve) of  FIG.  7    described above. Next, in. Step S 29 , it is judged whether or not the solenoid valve  69  is closed. Then, when the solenoid valve  69  is open, the heat pump controller proceeds to Step S 30  to calculate the compressor target number of revolutions TGNCcb based on the heat medium temperature Tw in the control block of  FIG.  9   , and to change the switcher  103  so as to output the compressor target number of revolutions TGNCcb. 
     On the other hand, when the solenoid valve  69  is closed in Step S 29 , the heal: pump controller proceeds to Step S 31  to stop the calculation of the compressor target number of revolutions TGNCcb based on the heat medium temperature Tw in the control block of  FIG.  9   , and to change the switcher  103  so as to output “0” (TGNCcb=0), and proceeds to Step S 21 . 
     Incidentally, in this embodiment, when there is no battery cooling request and the heat pump controller proceeds from Step S 18  to Step S 19  and to Step S 21  through Step S 20 , the cooling mode of the air conditioning operation is executed thereafter. 
     Then, the heat pump controller  32  judqes in Step S 21  of  FIG.  15    whether an EVA cooling request has been input from the air conditioning controller  45 . The EVA cooling request in this embodiment is the same as the air conditioning request described above, but it is assumed that it means that for example, the air conditioning switch (air conditioner ON switch) for the front seat provided in the air conditioning operating unit  53  is pressed and the cooling mode is selected, so that cooling (air-conditioning) by the heat absorber  9  for the front seat is required. 
     When the EVA cooling request has not been transmitted to the heat pump controller  32  in Step S 21 , the heat pump controller  32  proceeds to Step S 22  to set the compressor target number of revolutions TGNCc to “0”, closes the solenoid valve  35  (cabin valve) in Step S 23 , and proceeds to Step S 24 . 
     On the one hand, when the EVA cooling request is made in Step S 21 , the heat pump controller  32  proceeds to Step S 32  to execute the opening/closing control of the solenoid valve  35  (cabin valve) of  FIG.  5    described above. Next, in Step S 33 , it is judged whether or not the solenoid valve  35  is closed. Then, when the solenoid valve  35  is open, the heat pump controller proceeds to Step S 34  to calculate the compressor target number of revolutions TGNCc based on the heat absorber temperature Te in the control block of  FIG.  9    and to change the switcher  101  so as to output the compressor tamer number of revolutions TGNCc. 
     On the other hand, when the solenoid valve  35  is closed in Step S 33 , the heat pump controller proceeds to Step S 35  to stop the calculation of the compressor target number of revolutions TGNCc based on the heat absorber temperature Te in the control block of  FIG.  9   , and to change the switcher so as to output “0” (TGNCc=0), and proceeds to Step S 24 . 
     Then, the heat pump controller  32  judges in Step S 24  of  FIG.  15    whether a rear. EVA cooling request has been input from the air conditioning controller  45 . The rear EVA cooling request in this embodiment is assumed to mean that the air conditioning switch (air conditioner ON switch) for the rear seat provided in the above-described air conditioning operating unit  53  is pressed and the cooling mode is selected, so that cooling (air-conditioning) by the heat absorber  111  for the rear seat is required. 
     When the rear EVA cooing request has not been transmitted to the heat pump controller  32  in Step S 24 , the heat pump controller  32  proceeds to Step S 25  to set the compressor target number of revolutions TGNCcr to “0”, closes the solenoid valve  188  (rear EVA valve) in Step S 26 , and proceeds to Step S 27 . 
     On the one hand, when the rear EVA cooling request is made in Step S 24 , the heat pump controller  32  proceeds to Step S 36  to execute the opening/closing control of the solenoid valve  108  (rear EVA valve) of  FIG.  13    described above. Next, in Step S 37 , it is judged whether or not the solenoid valve  188  is closed. Then, when the solenoid valve  108  is open, the heat Pump controller proceeds to Step S 38  to calculate the compressor target number of revolutions TGNCcr based on the heat absorber temperature TeRr in the control block of  FIG.  14    and to change the switcher  129  so as to output the compressor target number of revolutions TGNCcr. 
     On the other hand, when the solenoid valve  106  is closed in Step S 37 , the heat pump controller proceeds to Step  39  to stop the calculation of the compressor target number of revolutions TGNCcr based on the heat absorber temperature Tear in the control block of  FIG.  14   , and to change the switcher  129  so as to output “0” (TGNCcr=0), and proceeds to Step S 27 . 
     Then, in Step S 27 , the heat pump controller  32  selects the maximum value among the compressor target numbers of revolutions TGNCc, TGNCcb, and TGNCcr by the maximum value selection unit  102 , and determines the same as the compressor target number of revolutions TGNC. Incidentally, when all the solenoid valves  69 ,  35 , and  108  are closed, the compressor target numbers of revolutions TGNCc, TGNCcb, and TGNCcr are all set to “0” in Steps S 31 , S 35 , and S 39 , so that the compressor  2  is stopped where the air conditioning operation is the cooling mode. 
     Further, in terms of the compressor target number of revolutions TGNCc or TGNCcb or TGNCcr which was not the maximum value in the judgment of Step  327 , the heat pump controller  32  stops the integral calculation in the F/B control amount calculation section  87  or  93  or  124  in  FIG.  9    and  FIG.  14   . 
     As described above, in this embodiment, the heat pump controller  32  calculates each of the target numbers of revolutions TGNCc, TGNCcb, and TGNCcr of the compressor  2  required to control the temperature of the heat absorber  9 , the temperature of the heat medium cooled by the refrigerant heat medium heat exchanger  64 , and the temperature of the heat absorber  111 , and selects the maximum value of them to control the operation of the compressor  2 . Therefore, in the air conditioner  1  for the vehicle having the three evaporators like the heat absorber  9  for the front seat, the refrigerant-heat medium heat exchanger  64 , and the heat absorber  111  for the rear seat, even if the load in them fluctuates, the inconvenience that the shortage of the cooling capacity occurs in all of them is eliminated, and the vehicle interior air conditioning by the heat absorber  9  or the heat absorber  111  and the cooling control f the battery  55  the refrigerant-heat medium heat exchanger  64  can be appropriately realized. 
     In this case as well, since the solenoid valves  35 ,  69 , and  108  are provided and controlled based on the heat absorber temperature Te, the heat medium temperature Tw, the heat absorber temperature TrRr, and the presence or absence u of the cooling request due to them, it is possible to appropriately perform the cooling control by the heat absorber  9 , the refrigerant-heat medium heat exchanger  64 , and the heat absorber  111 . 
     Also, in this embodiment as well, when the solenoid valve  35 , the solenoid valve  69 , and the solenoid valve  108  are open, the heat pump controller  32  calculates the compressor target numbers of revolutions TGNCc, TGNCcb, and TGNCcr corresponding to the heat absorber  9 , the refrigerant-heat medium heat exchanger  64 , and the heat absorber ill corresponding to them. Therefore, the solenoid valves  35 . The solenoid valve  69 , or the solenoid valve  108  is closed. In terms of those which do not need to generate the cooling action, the target number of revolutions is not calculated and unnecessary arithmetic processing by the heat pump controller  32  can be eliminated. 
     Further, when the solenoid valve  35 , the solenoid valve  69  or the solenoid valve  108  is closed, the heat pump controller  32  sets the compressor target number of revolutions TGNCc, TGNCcb or TGNCcr to 0. Therefore, it is possible to reliably avoid the inconvenience of selecting the compressor target numbers of revolutions TGNCc, TGNCcb, and TGNCcr corresponding to the heat absorber  9 , the refrigerant-heat medium heat exchanger  64 , and the heat absorber  11  which do not need to generate the cooling action. 
     In addition, since the heat pump controller  32  stops the integral calculation in the calculation of the compressor target numbers of revolutions TGNCc, TGNCcb, and TGNCcr which are not the maximum values, the deterioration of controllability can similarly be avoided in advance. 
     In this case as well, since the heat pump controller  32  selects the maximum value of the F/F control amounts TGNCcff, TGNCcbff, and TGNCcrff at the start of operation to control the operation of the compressor  2 , it is possible to eliminate the inconvenience that the shortage of the cooling capacity occurs in the heat absorber  9 , the refrigerant heat medium heat exchanger.  64 , and the heat absorber  111  from the start of operation and to realize appropriate temperature control by them. 
     Incidentally, in this embodiment as well, it assumed that the heat pump controller  32  performs the battery alarm control of the above-described embodiment. That is, when the battery alarm is input, the heat pump controller  32  closes and fixes the solenoid valve  35  and the solenoid valve  108 , and opens and fixes the solenoid valve  69 . 
     Also, in each of the above-described embodiments, the heat medium temperature Tw is adopted as the temperature of the target (heat medium) to be cooled by the refrigerant heat medium heat exchanger  64  (heat exchanger for the temperature-controlled object), but the battery temperature bell may be adopted as the temperature of the target to be cooled by the refrigerant-heat medium heat exchanger  64  (heat exchanger for the temperature-controlled object). The temperature of the refrigerant-heat medium heat exchanger  64  (the temperature of the refrigerant-heat medium heat exchanger  64  itself, the temperature of the refrigerant flowing out from the refrigerant flow passage  64 B, etc.) may be adopted as the temperature of the refrigerant-heat medium heat exchanger  64  (heat exchanger for the temperature-controlled object). 
     Further, in the embodiment, the temperature of the battery  55  is controlled by circulating the heat medium, but the present invention is not limited to it, and the heat exchanger for the temperature-controlled object which directly exchanges heat between the refrigerant and the battery  55  (the target for temperature control) may be provided. In that case, the battery temperature bell becomes the temperature of the target to be cooled by the heat exchanger for the temperature control. 
     Furthermore, in the embodiment, the solenoid valve  35 , the solenoid valve  69 , and the solenoid valve  108  are respectively used as the valve device in the present invention, but when the indoor expansion valve  6 , the auxiliary expansion valve  68 , and the indoor expansion valve  107  are respectively constituted of a fully closable flow rate control valve (electric valve), the respective solenoid valves  35 ,  69 , and  108  become unnecessary, and the indoor expansion valve  3 , the auxiliary expansion valve  68 , and the indoor expansion valve  107  become the valve devices in the present invention. 
     Additionally, in each embodiment, the compressor target number of revolutions TGNCcb is set to “0” when the solenoid valve  69  is closed. (Steps S 6  and S 31 ), the compressor target number of revolutions TGNCc is set to “0” when the solenoid valve  35  is closed (Steps S 10  and S 35 ), and the compressor target number of revolutions TGNCcr is set to “0” when the solenoid valve  108  is closed (Step S 39 ), but the present invention is not limited to them. They may be respectively adopted as a lower limit number of revolutions (control lower limit value) of controlling, or the current value may be maintained. 
     Additionally, in the embodiment 1, the heat absorber  9  for the front seat and the refrigerant-heat medium heat exchanger  64  are adopted as the evaporators in the present invention, and in the embodiment 2, the heat absorber  111  for the rear seat is taken up as the evaporator in addition to that. However, the present invention is not limited thereto, and in the embodiment 1, a combination of the heat absorber  9  and the heat absorber  111  or a combination of the refrigerant-heat medium heat exchanger  64  and the heat absorber  111  may be used. That is, the present invention is also effective for an air conditioner for a vehicle having evaporators having such a combination. 
     Additionally, it goes without saying that the configuration and numerical values of the refrigerant circuit R described in the embodiments are not limited thereto, and cap be changed within the scope not departing from the spirit of the present Invention. Furthermore, in the embodiment, the present invention has been described in the air conditioner  1  for the vehicle having each operation mode such as the heating mode, the dehumidifying and heating mode, the dehumidifying and cooling mode, the cooling mode, the cooperative mode, and the battery cooling single mode, but is not limited to that. The present invention is also effective for an air conditioner for a vehicle capable of executing, for example, the cooling mode, the cooperative mode, and the battery cooling single mode. 
     DESCRIPTION OF REFERENCE NUMERALS 
     
         
         
           
               1  air conditioner for vehicle 
               2  compressor 
               3 ,  113  air flow passage 
               4  radiator 
               6  outdoor expansion valve 
               7  outdoor heat exchanger 
               8 ,  107  indoor expansion valve 
               9  heat absorber (evaporator, heat absorber for front seat) 
               11  control device 
               32  heat pump controller (constituting part of control device) 
               35 ,  69 ,  108  solenoid valve (valve device) 
               45  air conditioning controller (constituting part of control device) 
               55  battery (temperature-controlled object) 
               61  equipment temperature adjusting device 
               64  refrigerant-heat medium heat exchanger (evaporator, heat exchanger for temperature-controlled object) 
               68  auxiliary expansion valve 
               72  vehicle controller 
               73  battery controller 
               77  battery temperature sensor 
               76  heat medium temperature sensor 
               111  heat absorber (evaporator, heat absorber for rear seat) 
             R refrigerant circuit.