CN110740889B

CN110740889B - Air conditioner for vehicle

Info

Publication number: CN110740889B
Application number: CN201880039062.XA
Authority: CN
Inventors: 宫腰竜; 山下耕平
Original assignee: Sanden Corp
Current assignee: Sanden Corp
Priority date: 2017-06-14
Filing date: 2018-05-15
Publication date: 2023-04-28
Anticipated expiration: 2038-05-15
Also published as: CN110740889A; WO2018230266A1; JP2019001269A; CN116141920A; JP6917794B2

Abstract

Provided is an air conditioner for a vehicle, which can appropriately control the upper limit rotation speed of an electric compressor and can realize comfortable and efficient air conditioning in the vehicle. An air conditioning device for a vehicle is provided with an air flow path (3), a refrigerant circuit (R) having an electric compressor (2) and a radiator (4) for directly or indirectly exchanging heat between air supplied from the air flow path into a vehicle interior and a refrigerant, an indoor blower (27) for circulating air in the air flow path, and a control device. The compressor and the indoor blower are controlled by the control device, so that the air in the vehicle cabin is regulated. The control device changes the upper limit rotation speed on the control of the compressor along the descending direction based on the air quantity of the indoor blower as the air quantity becomes lower.

Description

Air conditioner for vehicle

Technical Field

The present invention relates to a heat pump type air conditioner for conditioning air in a vehicle cabin of a vehicle, and more particularly to a vehicle air conditioner using an electric compressor.

Background

In recent years, environmental problems have been developed, and thus hybrid vehicles and electric vehicles have been widely used. As an air conditioner applicable to the vehicle, there has been developed an air conditioner in which a refrigerant circuit is constituted by an electric compressor (electric compressor) which compresses and discharges a refrigerant, a radiator (indoor condenser) which is provided inside a vehicle interior and dissipates heat from the refrigerant, a heat absorber (indoor evaporator) which is provided outside the vehicle interior and dissipates heat from the refrigerant, an outdoor heat exchanger which is provided outside the vehicle interior and dissipates heat from the refrigerant, and the like, in which the refrigerant discharged from the compressor is allowed to dissipate heat from the radiator and the refrigerant which has dissipated heat from the radiator is allowed to absorb heat from the outdoor heat exchanger, and in which the operation modes such as a heating mode, a dehumidification mode and a cooling mode are switched and the like are performed, in which the refrigerant discharged from the compressor is allowed to dissipate heat from the radiator and the refrigerant which has been cooled from the radiator is allowed to be in the radiator, and in which the refrigerant which has been exhausted from the compressor is allowed to absorb heat from the refrigerant is allowed to be in the radiator, and the refrigerant which the refrigerant has been cooled from the radiator is allowed to be cooled in the cooling mode, and the refrigerant is allowed to absorb heat from the outdoor heat from the heat radiator.

Further, since the electric compressor generates a relatively large driving sound when rotating at a high speed, the driving sound is very noticeable to passengers when the sound level of the sound in the vehicle interior becomes low and quiet. Accordingly, in consideration of the influence of noise generated by the compressor on passengers in the vehicle interior, when the sound level of sound in the vehicle interior is low (quiet), that is, when the shift position is out of the forward position, or when the outside air temperature, the set temperature, and the temperature in the vehicle interior are high or low, control is performed so that the upper limit rotation speed (upper limit value) of the compressor is lowered (for example, refer to patent document 1).

Prior art literature

Patent literature

Patent document 1: japanese patent laid-open publication No. 2013-63711

Disclosure of Invention

Technical problem to be solved by the invention

However, if the upper limit value of the rotation speed of the compressor is lowered, the air conditioning performance in the vehicle interior is certainly lowered. Therefore, considering the air conditioning performance, it is not desirable to reduce the upper limit rotation speed as much as possible. Further, if the sound level of the sound in the vehicle interior is high, the driving sound generated by the compressor is not annoying to the passengers, but in the conventional control, it is not prepared to be grasped to appropriately change the upper limit rotation speed of the compressor.

Further, since the density of the refrigerant sucked into the compressor is reduced in the heating mode, a larger discharge volume of the compressor is required than in the case of the cooling mode. Therefore, as a compressor constituting the refrigerant circuit, a compressor having a discharge volume required for the heating mode is generally required, but the discharge volume thereof becomes excessive in the cooling mode.

The present invention has been made to solve the above-described problems of the related art, and an object of the present invention is to provide an air conditioner for a vehicle, which can appropriately control the upper limit rotation speed of an electric compressor to achieve an ideal and efficient air conditioning in the vehicle interior.

Technical proposal adopted for solving the technical problems

An air conditioner for a vehicle according to the invention of claim 1 includes: an air flow path through which air supplied into the vehicle interior flows; a refrigerant circuit having an electrically-operated compressor that compresses a refrigerant and a heat exchanger that directly or indirectly exchanges heat between air supplied from an air flow path into a vehicle interior and the refrigerant; an indoor blower for circulating air in the air flow path; and a control device for controlling the compressor and the indoor blower by the control device so as to regulate the air in the vehicle room, wherein the control device changes the upper limit rotation speed on the control of the compressor along the descending direction based on the air quantity of the indoor blower along the lower air quantity.

An air conditioner for a vehicle according to the invention of claim 2 includes: an air flow path through which air supplied into the vehicle interior flows; a refrigerant circuit having an electrically-operated compressor that compresses a refrigerant and a heat exchanger that directly or indirectly exchanges heat between air supplied from an air flow path into a vehicle interior and the refrigerant; an indoor blower for circulating air in the air flow path; a ventilation outlet and a foot outlet for blowing air from an air flow path into a vehicle interior; and a control device for controlling the compressor and the indoor blower by the control device, thereby performing air conditioning in the vehicle interior, and switching a blowing mode of blowing air into the vehicle interior to at least a ventilation mode of blowing air from the ventilation blowing port and a foot mode of blowing air from the foot blowing port, wherein in the foot mode, the control device changes an upper limit rotation speed on control of the compressor in a direction of lowering compared with a case of the ventilation mode.

An air conditioner for a vehicle according to the invention of claim 3 includes: an air flow path through which air supplied into the vehicle interior flows; a refrigerant circuit having an electrically-operated compressor that compresses a refrigerant and a heat exchanger that directly or indirectly exchanges heat between air supplied from an air flow path into a vehicle interior and the refrigerant; an indoor blower for circulating air in the air flow path; and a control device for controlling the compressor and the indoor blower by the control device, thereby performing air conditioning in the vehicle interior, and switching the air flowing into the air flow path to at least an outside air introduction mode and an inside air circulation mode, wherein the control device changes an upper limit rotation speed in control of the compressor in a direction of decreasing in the case of the outside air introduction mode compared with the case of the inside air circulation mode.

An air conditioner for a vehicle according to the invention of claim 4 includes: an air flow path through which air supplied into the vehicle interior flows; a refrigerant circuit having an electrically-operated compressor that compresses a refrigerant and a heat exchanger that directly or indirectly exchanges heat between air supplied from an air flow path into a vehicle interior and the refrigerant; an indoor blower for circulating air in the air flow path; and a control device for controlling the compressor and the indoor blower by the control device so as to regulate the air in the vehicle, wherein the control device changes the upper limit rotation speed on the control of the compressor along the descending direction based on the sound volume of the sound equipment arranged on the vehicle along the decreasing direction of the sound volume.

In the vehicle air conditioner according to claim 5, the control device changes the upper limit rotation speed of the compressor in a direction of decreasing the upper limit rotation speed when the vehicle is stopped, as compared with when the vehicle is traveling.

The air conditioner for a vehicle according to claim 6 is the air conditioner for a vehicle according to each of the inventions described above, wherein the control device changes the upper limit rotation speed of the compressor in the direction of decreasing as the outside air temperature becomes lower.

An air conditioner for a vehicle according to the invention of claim 7 includes: an air flow path through which air supplied into the vehicle interior flows; a refrigerant circuit having an electrically-operated compressor that compresses a refrigerant and a heat exchanger that directly or indirectly exchanges heat between air supplied from an air flow path into a vehicle interior and the refrigerant; an indoor blower for circulating air in the air flow path; and a control device for controlling the compressor and the indoor blower by the control device so as to perform air conditioning in the vehicle interior, wherein the control device calculates an upper limit rotation speed change value for changing an upper limit rotation speed on control of the compressor in a descending direction as the sound level of sound in the vehicle interior becomes lower according to each of a plurality of factors influencing the sound level of sound in the vehicle interior, and sets a highest value among the calculated upper limit rotation speed change values according to different causes as the upper limit rotation speed on control of the compressor.

The vehicle air conditioner according to claim 8 is the vehicle air conditioner according to the above-described invention, wherein the factors affecting the sound level of the sound in the vehicle interior are the air volume of the indoor blower, the air blowing mode of blowing air into the vehicle interior, the air introduction mode of the air flowing into the air flow path, the sound volume of the audio equipment provided in the vehicle, the combination of two or more of the vehicle speed and the outside air temperature, or all of them.

The air conditioner for a vehicle according to claim 9 is the above-described respective inventions, and is characterized in that the air conditioner includes an auxiliary heating device provided in the air flow path, and in a case where the refrigerant discharged from the compressor is radiated in the heat exchanger to heat the vehicle interior and the heating capacity of the heat exchanger is insufficient due to a decrease in the upper limit rotation speed in the control of the compressor, the control device performs heating by the auxiliary heating device.

The air conditioner for a vehicle according to the invention of claim 10 is the above-described invention, wherein the refrigerant circuit includes: a radiator as a heat exchanger for radiating heat from the refrigerant and directly or indirectly heating air supplied from the air flow path into the vehicle interior; a heat absorber as a heat exchanger for absorbing heat from the refrigerant and cooling air supplied from the air flow path into the vehicle interior; and an outdoor heat exchanger provided outside the vehicle and configured to release or absorb heat from the refrigerant, wherein the control device performs at least a heating mode in which the refrigerant discharged from the compressor is released from the radiator and the refrigerant is then absorbed in the outdoor heat exchanger after the released refrigerant is depressurized, and a cooling mode in which the refrigerant discharged from the compressor is released from the outdoor heat exchanger and the refrigerant is then absorbed in the heat absorber after the released refrigerant is depressurized, and wherein the upper limit rotation speed (tgnccllimhi) on control of the compressor in the cooling mode is changed in a decreasing direction compared to the upper limit rotation speed (TGNChLimHi) on control of the compressor in the heating mode.

The air conditioner for a vehicle according to claim 11 is characterized in that the discharge volume of the compressor is set to the discharge volume (DV 1) required for the heating mode, and the upper limit rotation speed (tgnccllimhi) for the control of the compressor in the cooling mode is set based on the ratio (D2/D1) of the discharge volume (DV 2) to the discharge volume (DV 1) required for the cooling mode and the upper limit rotation speed (TGNChLimHi) for the control of the compressor in the heating mode.

Effects of the invention

An air conditioning device for a vehicle includes: an air flow path through which air supplied into the vehicle interior flows; a refrigerant circuit having an electrically-operated compressor that compresses a refrigerant and a heat exchanger that directly or indirectly exchanges heat between air supplied from an air flow path into a vehicle interior and the refrigerant; an indoor blower for circulating air in the air flow path; and a control device for controlling the compressor and the indoor fan by the control device to perform air conditioning in the vehicle interior, wherein when the air volume of the indoor fan is reduced, the sound level of sound in the vehicle interior is reduced and is quieter than a case where the air volume is larger. Therefore, the driving sound of the compressor becomes noticeable and the passengers feel a sense of harshness.

In the invention according to claim 1, the control device changes the upper limit rotation speed in the control of the compressor in the direction of the decrease in the air volume of the indoor fan based on the decrease in the air volume, and therefore, the driving sound of the compressor can be reduced in the case where the air volume of the indoor fan decreases. Further, a decrease in the air volume of the indoor blower means that the required air conditioning capacity is also low, and thus, in general, in-vehicle air conditioning that is comfortable for passengers can be achieved.

In addition, in the vehicular air conditioning apparatus including the ventilation outlet and the foot outlet for blowing out air from the air flow path into the vehicle interior, and the control device is capable of switching, at least, the blowing mode of blowing out air into the vehicle interior to the ventilation mode of blowing out air from the ventilation outlet and the foot mode of blowing out air from the foot outlet, in the case of blowing out air from the foot outlet far from the passenger ear, the sound level of sound transmitted into the vehicle interior of the passenger ear becomes low, and the driving sound of the compressor becomes noticeable and makes the passenger feel harsher than in the case of blowing out air from the ventilation outlet.

Accordingly, in the invention according to claim 2, in the foot mode, the control device changes the upper limit rotation speed on the control of the compressor in the direction of lowering, as compared with the case of the ventilation mode, and therefore, the driving sound of the compressor can be reduced in the foot mode, and thus, the in-vehicle air conditioning that is more comfortable for the passenger can be realized.

In addition, in the vehicle air conditioner, the air flowing into the air flow path can be switched to at least the outside air introduction mode and the inside air circulation mode, and in the vehicle air conditioner, the air volume blown out into the vehicle interior in the outside air introduction mode is reduced compared to the inside air circulation mode, and therefore the sound level of the sound in the vehicle interior is reduced, and the driving sound of the compressor becomes obvious, so that passengers feel a sense of harshness.

Therefore, according to the invention of claim 3, in the case of the outside air introduction mode, the control device changes the upper limit rotation speed on the control of the compressor in a direction lower than in the case of the inside air circulation mode, and therefore, the driving sound of the compressor can be reduced in the outside air introduction mode, and thus, it is possible to realize a more comfortable in-vehicle air conditioning for the passengers.

In addition, when the volume of the audio equipment provided in the vehicle is small, the sound level of the sound in the vehicle interior becomes low, and the driving sound of the compressor becomes noticeable, which makes the passengers feel annoying. Therefore, according to the invention of claim 4, the control device changes the upper limit rotation speed on the control of the compressor in the direction in which the sound volume of the acoustic device provided in the vehicle decreases as the sound volume decreases, and therefore, the driving sound of the compressor can be reduced in the state in which the sound volume of the acoustic device is low, and thus, it is possible to achieve the in-vehicle air conditioning that is more comfortable for the passenger.

Here, in the above-described aspects of the invention, the control device according to claim 5 changes the upper limit rotation speed in the control of the compressor in the direction of lowering when the vehicle is stopped, as compared with when the vehicle is traveling, so that the driving sound of the compressor can be reduced even when the sound level of the sound in the vehicle interior is stopped and the comfort can be further improved.

In addition to the above-described inventions, the control device according to claim 6 changes the upper limit rotation speed of the compressor in the direction of decreasing as the outside air temperature decreases, so that even when the equipment constituting the vehicle hardens at a low outside air temperature and the noise due to vibration increases, the upper limit rotation speed of the compressor can be reduced, and the noise due to vibration can be reduced.

In addition, in a case where the sound level of the sound in the vehicle interior is high due to any of factors affecting the sound level of the sound in the vehicle interior, that is, the air volume of the indoor blower as in the invention of claim 8, the blowing mode of the air blown into the vehicle interior, the introduction mode of the air flowing into the air flow path, the sound volume of the audio equipment provided in the vehicle, the vehicle speed, and the outside air temperature, the driving sound is not made to be harsh even if the compressor is rotationally driven at a high speed. Thus, according to the invention of claim 7, the control device calculates, based on a plurality of factors that affect the sound level of the sound in the vehicle interior, an upper limit rotation speed change value that changes the upper limit rotation speed of the control of the compressor in the direction of decrease as the sound level of the sound in the vehicle interior becomes lower, and sets the highest value of the calculated upper limit rotation speed change values for each cause as the upper limit rotation speed of the control of the compressor, so that, in a situation where the sound level of the sound in the vehicle interior becomes higher due to any factor and the driving sound of the compressor is less likely to cause the passenger to feel harshness, the upper limit rotation speed of the compressor can be increased as much as possible, and the adverse effect of the decrease of the upper limit rotation speed on the air conditioning performance can be reduced.

On the other hand, in the case where the refrigerant discharged from the compressor is radiated in the heat exchanger to heat the vehicle interior, when the upper limit rotation speed of the compressor is reduced as in the above-described inventions, the heating capacity is reduced, but in this case, the auxiliary heating device is provided in the air flow path and heating is performed by the auxiliary heating device as in the invention of claim 9, so that comfortable vehicle interior heating can be maintained.

On the other hand, in the above-described respective inventions, the air conditioning apparatus for a vehicle is provided with: a radiator as a heat exchanger for radiating heat from the refrigerant and directly or indirectly heating air supplied from the air flow path into the vehicle interior; a heat absorber as a heat exchanger for absorbing heat from the refrigerant and cooling air supplied from the air flow path into the vehicle interior; and an outdoor heat exchanger provided outside the vehicle and configured to release or absorb heat from the refrigerant, and at least a heating mode in which the refrigerant discharged from the compressor is released from the radiator and the refrigerant is absorbed in the outdoor heat exchanger after the released refrigerant is depressurized, and a cooling mode in which the refrigerant discharged from the compressor is released from the outdoor heat exchanger and the refrigerant is absorbed in the heat absorber after the released refrigerant is depressurized, wherein the compressor having a discharge capacity required in the case of the heating mode is normally selected as the compressor constituting the refrigerant circuit, but the discharge capacity thereof is excessive in the cooling mode. Therefore, according to the control device of claim 10, when the upper limit rotation speed TGNCcLimHi on the control of the compressor in the cooling mode is changed in the direction of decreasing compared to the upper limit rotation speed TGNChLimHi on the control of the compressor in the heating mode, the capacity required for the heating mode can be realized, the operation with the excessive capacity in the cooling mode can be avoided, the reduction of the power consumption and the reduction of the noise can be realized, and the improvement of the controllability can be realized.

In this case, as in the invention of claim 11, the discharge volume of the compressor is set to the discharge volume DV1 required for the heating mode, and the upper limit rotation speed TGNCcLimHi on the control of the compressor in the cooling mode is set based on the ratio D2/D1 of the discharge volume DV2 to the discharge volume DV1 required for the cooling mode and the upper limit rotation speed TGNChLimHi on the control of the compressor in the heating mode or the like, whereby the upper limit rotation speed TGNCcLimHi in the cooling mode can be appropriately set.

Drawings

Fig. 1 is a block diagram of an air conditioner for a vehicle to which an embodiment of the present invention is applied.

Fig. 2 is a block diagram of a circuit of a controller of the air conditioner for a vehicle of fig. 1.

Fig. 3 is a control block diagram associated with compressor control of the controller of fig. 2.

Fig. 4 is another control block diagram associated with compressor control of the controller of fig. 2.

Fig. 5 is a diagram illustrating an example of the change value of the upper limit rotation speed of the compressor calculated by the controller of fig. 2 based on the air volume of the indoor fan.

Fig. 6 is a diagram illustrating an example in which the controller of fig. 2 calculates the upper limit rotation speed change value of the compressor based on the blow-out mode.

Fig. 7 is a diagram illustrating an example in which the controller of fig. 2 calculates the upper limit rotation speed change value of the compressor based on the inside-outside gas mode.

Fig. 8 is a diagram illustrating an example in which the controller of fig. 2 calculates the upper limit rotation speed change value of the compressor based on the volume (audio level) of the audio apparatus.

Fig. 9 is a diagram illustrating an example in which the controller of fig. 2 calculates the upper limit rotation speed change value of the compressor based on the vehicle speed.

Fig. 10 is a diagram illustrating another example in which the controller of fig. 2 calculates the upper limit rotation speed change value of the compressor based on the vehicle speed.

Fig. 11 is a diagram illustrating an example in which the controller of fig. 2 calculates the upper limit rotation speed change value of the compressor based on the outside air temperature.

Fig. 12 is a structural view of an air conditioner for a vehicle to which another embodiment of the present invention is applied.

Fig. 13 is a structural view of an air conditioner for a vehicle to which a further embodiment of the present invention is applied.

Fig. 14 is a structural view of an air conditioner for a vehicle to which still another embodiment of the present invention is applied.

Fig. 15 is a structural diagram of an air conditioner for a vehicle to which still another embodiment of the present invention is applied.

Fig. 16 is a block diagram of an air conditioner for a vehicle to which still another embodiment of the present invention is applied.

Fig. 17 is a block diagram of an air conditioner for a vehicle to which still another embodiment of the present invention is applied.

Fig. 18 is a block diagram of an air conditioner for a vehicle to which still another embodiment of the present invention is applied.

Detailed Description

Embodiments of the present invention will be described in detail below with reference to the drawings.

Fig. 1 is a block diagram showing an air conditioner 1 for a vehicle according to an embodiment of the present invention. A vehicle to which an embodiment of the present invention is applied is an Electric Vehicle (EV) that is not equipped with an engine (internal combustion engine) and that runs by driving an electric motor for running with electric power charged in a battery (neither of which is shown), and the vehicular air conditioning device 1 (compressor 2, etc.) of the present invention is also a device driven by electric power of the battery that is equipped in the vehicle. That is, in the vehicle air conditioner 1 of the embodiment, in the electric vehicle in which heating by the engine waste heat cannot be realized, the heating mode is performed by the heat pump operation using the refrigerant circuit, and the respective operation modes of dehumidification heating, internal circulation, cooling dehumidification, and cooling are selectively performed.

The present invention is not limited to an electric vehicle, and the present invention is also effective in a so-called hybrid vehicle that uses an engine and an electric motor for running, and is applicable to a normal vehicle that runs by an engine.

In the air conditioner 1 for a vehicle according to the embodiment, air conditioning (heating, cooling, dehumidifying and ventilating) of a vehicle interior of an electric vehicle is performed, in the air conditioner 1, an electric compressor (electric compressor) 2, a radiator 4 as a heat exchanger, an outdoor expansion valve 6, an outdoor heat exchanger 7, an indoor expansion valve 8, a heat absorber 9 as a heat exchanger, an evaporation capacity control valve 11, a storage tank 12 and the like are connected in this order through a refrigerant pipe 13 to form a refrigerant circuit R, wherein the electric compressor 2 compresses a refrigerant, the radiator 4 is provided in an air flow path 3 of an HVAC unit 10 for ventilating air in the vehicle interior, a high-temperature high-pressure refrigerant discharged from the compressor 2 flows in through a refrigerant pipe 13G, and is allowed to dissipate heat in the vehicle interior, the outdoor expansion valve 6 decompresses and expands the refrigerant at the time of heating, the outdoor heat exchanger 7 decompresses and expands and functions as an evaporator at the time of cooling, the indoor expansion valve 8 and the evaporation capacity control valve 9 absorbs heat at the time of heating and the heat absorption capacity control valve at the time of cooling and the heat absorber 9 is provided in the air flow path at the time of cooling and the outdoor expansion valve.

As the compressor 2, various types of compressors such as scroll type and rotary type can be used, but at least a compressor having a discharge volume DV1 required for a heating mode described later is used. The outdoor heat exchanger 7 is provided with an outdoor fan 15. The outdoor fan 15 is configured to exchange heat between the outdoor air and the refrigerant by forcibly ventilating the outdoor air to the outdoor heat exchanger 7, so that the outdoor air is ventilated to the outdoor heat exchanger 7 even during a stop (i.e., when the vehicle speed is 0 km/h).

The outdoor heat exchanger 7 includes, in order on the downstream side of the refrigerant, a receiving dryer 14 and a supercooling unit 16, and the refrigerant pipe 13A extending from the outdoor heat exchanger 7 is connected to the receiving dryer 14 via a solenoid valve (a solenoid valve for cooling) 17 that is opened during cooling, and the outlet of the supercooling unit 16 is connected to the indoor expansion valve 8 via a check valve 18. The receiver dryer 14 and the subcooler 16 structurally constitute a part of the outdoor heat exchanger 7, and the check valve 18 is forward on the side of the indoor expansion valve 8.

The refrigerant pipe 13B between the check valve 18 and the indoor expansion valve 8 and the refrigerant pipe 13C extending from the evaporation capacity control valve 11 located on the outlet side of the heat absorber 9 are provided in heat exchange relationship, and both constitute an internal heat exchanger 19. Thus, the refrigerant flowing into the indoor expansion valve 8 through the refrigerant pipe 13B is cooled (supercooled) by the low-temperature refrigerant flowing out of the heat absorber 9 and flowing through the evaporation capacity control valve 11.

The refrigerant pipe 13A extending from the outdoor heat exchanger 7 branches, and the branched refrigerant pipe 13D is connected to the refrigerant pipe 13C on the downstream side of the internal heat exchanger 19 through the solenoid valve 21 (electromagnetic valve for heating) that is opened during heating. The refrigerant pipe 13C is connected to the accumulator 12, and the accumulator 12 is connected to the refrigerant suction side of the compressor 2.

The refrigerant pipe 13E on the outlet side of the radiator 4 branches off immediately before the outdoor expansion valve 6, and the branched refrigerant pipe 13F is connected to the refrigerant pipe 13B on the downstream side of the check valve 18 through a solenoid valve 22 (a solenoid valve for dehumidification) that opens at the time of dehumidification. That is, the solenoid valve 22 for dehumidification is connected in parallel to the outdoor heat exchanger 7 (and the outdoor expansion valve 6, etc.).

A bypass pipe 13J is connected in parallel to the outdoor expansion valve 6, and a solenoid valve (bypass solenoid valve) 20 is interposed in the bypass pipe 13J, and the solenoid valve 20 is opened in the cooling mode to bypass the outdoor expansion valve 6 for the flow of the refrigerant. The piping between the outdoor expansion valve 6 and the solenoid valve 20 and the outdoor heat exchanger 7 is denoted by reference numeral 131.

Further, each of an external air intake port and an internal air intake port (represented by an intake port 25 in fig. 1) is formed in the air flow path 3 on the air upstream side of the heat absorber 9, and an intake switching damper 26 is provided in the intake port 25, and the intake switching damper 26 switches the introduction mode of the air flowing into the air flow path 3 to the internal air circulation mode and the external air introduction mode. In the internal air circulation mode, the air flow path 3 is switched to allow the air in the vehicle interior, that is, the internal air, to flow through the intake switching damper 26, and in the external air introduction mode, the air flow path 3 is switched to allow the air outside the vehicle exterior, that is, the external air to flow through the intake switching damper 26. An indoor blower (blower fan) 27 is provided on the air downstream side of the suction switching damper 26, and the indoor blower 27 sends the introduced internal air or external air to the air flow path 3.

In fig. 1, reference numeral 23 denotes a heat medium circulation circuit provided in the vehicle air conditioner 1 of the embodiment. The heat medium circulation circuit 23 includes a circulation pump 30, a heat medium heating electric heater 35, and a heat medium/air heat exchanger 40 (auxiliary heating device in the present invention), and these components are connected in a loop shape in this order by a heat medium pipe 23A, wherein the circulation pump 30 constitutes a circulation mechanism, and the heat medium/air heat exchanger 40 is provided in an air circulation path 3 on the air upstream side of the radiator 4 with respect to the air flow of the air circulation path 3. As the heat medium circulated in the heat medium circulation circuit 23, for example, water, a refrigerant such as HFO-1234yf, a coolant, or the like may be used.

When the circulation pump 30 is operated and the heat medium heating electric heater 35 is energized to generate heat, the heat medium heated by the heat medium heating electric heater 35 is circulated through the heat medium/air heat exchanger 40. That is, the heat medium/air heat exchanger 40 (auxiliary heating device) of the heat medium circulation circuit 23 is a so-called heater core, and compensates for heating in the vehicle interior. By adopting the above-described heat medium circulation circuit 23, the electrical safety of the passenger can be improved.

An air mixing damper 28 is provided in the air flow path 3 on the air upstream side of the heat medium/air heat exchanger 40, and the air mixing damper 28 is used to adjust the degree to which the internal air and the external air flow through the heat medium/air heat exchanger 40 and the radiator 4. The air flow path 3 on the air downstream side of the radiator 4 is formed with respective air outlets (represented by an air outlet 29 in fig. 1) for foot ventilation and defrosting. In this case, the foot air outlet is an air outlet that blows air in the air flow path 3 from the ear of the passenger (except the driver) to the sole of the foot, the ventilation air outlet is an air outlet that blows air to the chest or face of the passenger, and the defroster air outlet is an air outlet that blows air to the inside of the front windshield of the vehicle.

The outlet 29 is provided with an outlet switching baffle 31, and the outlet switching baffle 31 is configured to switch and control the air outlet modes of the air from the outlets. In the embodiment, the air outlet switching flapper 31 can switch the air outlet mode to the foot mode in which air is blown out from the foot air outlet, the ventilation mode in which air is blown out from the ventilation air outlet, the B/L mode in which air is blown out from both the foot air outlet and the ventilation air outlet, and the defrost mode in which air is blown out from the defrost air outlet.

Next, in fig. 2, reference numeral 32 denotes a controller (ECU) as a control means constituted by a microcomputer, and the inputs of the controller 32 are connected to the outputs of the following sensors: an outside air temperature sensor 33, the outside air temperature sensor 33 detecting an outside air temperature Tam of the vehicle; an outside air humidity sensor 34, wherein the outside air humidity sensor 34 detects the outside air humidity; an HVAC intake temperature sensor 36, wherein the HVAC intake temperature sensor 36 detects the temperature of air taken in from the intake port 25 to the air flow path 3; an internal gas temperature sensor 37, wherein the internal gas temperature sensor 37 detects the temperature of air (internal gas) in the vehicle interior; an internal air humidity sensor 38, wherein the internal air humidity sensor 38 detects the humidity of air in the vehicle interior; indoor CO ₂ Concentration sensor 39, above-mentioned indoor CO ₂ The concentration sensor 39 detects the carbon dioxide concentration in the vehicle interior; a blowout temperature sensor 41, the blowout temperature sensor 41 detecting a temperature of air blown out from the blowout port 29 into the vehicle interior; a discharge pressure sensor 42, wherein the discharge pressure sensor 42 detects the discharge refrigerant pressure of the compressor 2; a discharge temperature sensor 43, wherein the discharge temperature sensor 43 detects a discharge refrigerant temperature of the compressor 2; a suction pressure sensor 44, wherein the suction pressure sensor 44 detects the suction refrigerant pressure of the compressor 2; a radiator temperature sensor 46, wherein the radiator temperature sensor 46 detects a temperature of the radiator 4 (a temperature of air flowing through the radiator 4 or a temperature of the radiator 4 itself); a radiator pressure sensor 47, wherein the radiator pressure sensor 47 detects the refrigerant pressure of the radiator 4 (the pressure in the radiator 4 or the pressure of the refrigerant immediately after flowing out of the radiator 4); a heat absorber temperature sensor 48, wherein the heat absorber temperature sensor 48 detects the temperature of the heat absorber 9 (the temperature of the air flowing through the heat absorber 9 or the temperature of the heat absorber 9 itself); a heat absorber pressure sensor 49, wherein the heat absorber pressure sensor 49 applies a pressure (pressure in the heat absorber 9 or immediately after flowing out of the heat absorber 9) to the refrigerant of the heat absorber 9 The pressure of the refrigerant); for example, a photo-electric induction type solar radiation sensor 51, wherein the solar radiation sensor 51 is used for detecting the solar radiation amount irradiated into a vehicle interior; a vehicle speed sensor 52, the vehicle speed sensor 52 detecting a moving speed (vehicle speed VSP) of the vehicle; an air-conditioning (air-conditioning) operation unit 53, wherein the air-conditioning operation unit 53 is configured to set a set temperature and switch an operation mode; an outdoor heat exchanger temperature sensor 54, wherein the outdoor heat exchanger temperature sensor 54 detects the temperature of the outdoor heat exchanger 7 (the temperature of the refrigerant immediately after flowing out of the outdoor heat exchanger 7 or the temperature of the outdoor heat exchanger 7 itself); and an outdoor heat exchanger pressure sensor 56, wherein the outdoor heat exchanger pressure sensor 56 detects the refrigerant pressure of the outdoor heat exchanger 7 (the pressure in the outdoor heat exchanger 7 or the pressure of the refrigerant immediately after flowing out of the outdoor heat exchanger 7).

The outputs of the following sensors are also connected to the input of the controller 32: a heat medium heating electric heater temperature sensor 50, wherein the heat medium heating electric heater temperature sensor 50 detects the temperature of the heat medium heating electric heater 35 of the heat medium circulation circuit 23 (the temperature of the heat medium immediately after being heated by the heat medium heating electric heater 35 or the temperature of an electric heater itself, not shown, which is incorporated in the heat medium heating electric heater 35); and a heat medium/air heat exchanger temperature sensor 55, wherein the heat medium/air heat exchanger temperature sensor 55 detects the temperature of the heat medium/air heat exchanger 40 (the temperature of the air flowing through the heat medium/air heat exchanger 40 or the temperature of the heat medium/air heat exchanger 40 itself). Further, in the input of the controller 32, information related to the volume AUD (audio level in fig. 2) of an acoustic device (audio) mounted in the vehicle is also input from the vehicle side.

On the other hand, the output of the controller 32 is connected to: the compressor 2; an outdoor blower 15; an indoor blower (blower fan) 27; a suction switching shutter 26; an air mixing baffle 28; a blowout port switching flapper 31; an outdoor expansion valve 6; an indoor expansion valve 8; solenoid valves 22 (dehumidification), solenoid valve 17 (refrigeration), solenoid valve 21 (heating), solenoid valve 20 (bypass); a circulation pump 30; a heat medium heating electric heater 35; and an evaporation capacity control valve 11. The controller 32 controls the respective sensors based on the outputs of the respective sensors and the setting input to the air conditioner operation unit 53.

With the above configuration, the operation of the vehicle air conditioner 1 according to the embodiment will be described. In an embodiment, the controller 32 switches and executes each operation mode of the heating mode, the dehumidification heating mode, the internal circulation mode, the dehumidification cooling mode, and the cooling mode. In addition, there is also a defrosting mode in which the high-temperature refrigerant gas discharged from the compressor 2 is flowed into the outdoor heat exchanger 7 as needed to defrost.

(1) Heating mode

Next, each operation mode will be described. When the heating mode is selected by the controller 32 or manual operation of the air conditioner operation portion 53, the controller 32 opens the solenoid valve 21 (for heating), and closes the solenoid valve 17, the solenoid valve 22, and the solenoid valve 20.

The compressor 2 and the

blowers

15 and 27 are operated, and the air mixing damper 28 is set to a state in which air blown from the indoor blower 27 is ventilated to the heat medium/air heat exchanger 40 and the radiator 4. Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow path 3 is ventilated in the radiator 4, the air in the air flow path 3 is heated by the high-temperature refrigerant in the radiator 4, and the refrigerant in the radiator 4 is cooled by the air taking heat and condensed to be liquefied.

The refrigerant liquefied in the radiator 4 flows out of the radiator 4 and then reaches the outdoor expansion valve 6 through the refrigerant pipe 13E. In addition, the operation and function of the heat medium circulation circuit 23 will be described later. The refrigerant flowing into the outdoor expansion valve 6 is depressurized in the outdoor expansion valve 6 and then flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates and draws heat from the outside air ventilated by running or by the outdoor blower 15. That is, the refrigerant circuit R functions as a heat pump. Then, the low-temperature refrigerant flowing out of the outdoor heat exchanger 7 flows from the refrigerant pipe 13C into the accumulator 12 through the refrigerant pipe 13A, the solenoid valve 21, and the refrigerant pipe 13D, is separated from the gas and the liquid in the accumulator 12, and then the gas refrigerant is sucked into the compressor 2, and the cycle is repeated. Since the air heated by the radiator 4 is blown out from the air outlet 29 through the heat medium/air heat exchanger 40, heating in the vehicle cabin is performed.

The controller 32 controls the rotation speed NC of the compressor 2 based on the high-pressure of the refrigerant circuit R detected by the discharge pressure sensor 42 or the radiator pressure sensor 47 as described later, and controls the valve opening of the outdoor expansion valve 6 based on the temperature of the radiator 4 detected by the radiator temperature sensor 46 and the refrigerant pressure of the radiator 4 detected by the radiator pressure sensor 47 to control the supercooling degree of the refrigerant at the outlet of the radiator 4.

(2) Dehumidification heating mode

Next, in the dehumidification and heating mode, the controller 32 opens the solenoid valve 22 (for dehumidification) in the state of the heating mode. As a result, a part of the condensed refrigerant flowing through the refrigerant pipe 13E via the radiator 4 is split, passes through the solenoid valve 22, and passes through the internal heat exchanger 19 from the

refrigerant pipes

13F and 13B to the indoor expansion valve 8. The refrigerant is depressurized in the indoor expansion valve 8, flows into the heat absorber 9, and evaporates. At this time, moisture in the air blown from the indoor blower 27 condenses and adheres to the heat absorber 9 by the heat absorption action, and therefore, the air is cooled and dehumidified.

The refrigerant evaporated in the heat absorber 9 passes through the evaporation capacity control valve 11, the internal heat exchanger 19, and the refrigerant pipe 13C merges with the refrigerant from the refrigerant pipe 13D, and then passes through the accumulator 12, is sucked into the compressor 2, and the cycle is repeated. The air dehumidified by the heat absorber 9 is reheated while passing through the radiator 4, and thereby dehumidification and heating of the vehicle interior are performed.

The controller 32 controls the rotation speed NC of the compressor 2 based on the temperature of the heat absorber 9 or the high-pressure of the refrigerant circuit R. At this time, the controller 32 selects the lower one of the target rotation speed of the compressor obtained by an arbitrary operation based on the temperature of the heat absorber 9 or the high-pressure, and controls the compressor 2. The controller 32 switches and controls the valve opening of the outdoor expansion valve 6 to a large diameter and a small diameter based on the temperature of the heat absorber 9 detected by the heat absorber temperature sensor 48.

(3) Internal circulation mode

Next, in the internal circulation mode, the controller 32 sets the outdoor expansion valve 6 to the fully closed (fully closed position) and closes the electromagnetic valve 21 (for heating) in the state of the above-described dehumidification and heating mode. By closing the outdoor expansion valve 6 and the solenoid valve 21 (the solenoid valve 20 is also closed), the inflow of the refrigerant into the outdoor heat exchanger 7 and the outflow of the refrigerant from the outdoor heat exchanger 7 are prevented, and therefore, the condensed refrigerant flowing through the radiator 4 and the refrigerant pipe 13E flows through the solenoid valve 22 to the refrigerant pipe 13F in its entirety. Next, the refrigerant flowing through the refrigerant pipe 13F flows from the refrigerant pipe 13B through the internal heat exchanger 19 to the indoor expansion valve 8. The refrigerant is depressurized in the indoor expansion valve 8, flows into the heat absorber 9, and evaporates. At this time, moisture in the air blown from the indoor blower 27 condenses and adheres to the heat absorber 9 by the heat absorption action, and therefore, the air is cooled and dehumidified.

The refrigerant evaporated in the heat absorber 9 flows through the refrigerant pipe 13C via the evaporation capacity control valve 11 and the internal heat exchanger 19, is sucked into the compressor 2 via the accumulator 12, and repeats the above cycle. The dehumidified air in the heat absorber 9 is reheated while flowing through the radiator 4, whereby dehumidification and heating in the vehicle interior are performed, but in the internal circulation mode, the refrigerant circulates between the radiator 4 (heat radiation) and the heat absorber 9 (heat absorption) in the air flow path 3 located inside the chamber, and therefore, the heating capacity corresponding to the power consumption of the compressor 2 is exhibited without drawing heat from the outside air. Since all the refrigerant flows through the heat absorber 9 that performs dehumidification, the dehumidification capacity is high but the heating capacity is low when compared with the dehumidification heating mode described above.

The controller 32 also controls the rotation speed NC of the compressor 2 based on the temperature of the heat absorber 9 or the aforementioned high-pressure of the refrigerant circuit R in this case. At this time, the controller 32 selects the lower one of the target rotation speed of the compressor obtained by an arbitrary operation based on the temperature of the heat absorber 9 or the high-pressure, and controls the compressor 2.

(4) Dehumidification cooling mode

Next, in the dehumidification cooling mode, the controller 32 opens the solenoid valve 17 (for cooling), and closes the

solenoid valves

21, 22, and 20. The compressor 2 and the

blowers

15 and 27 are operated, and the air mixing damper 28 is set to a state in which air blown from the indoor blower 27 is ventilated to the heat medium/air heat exchanger 40 and the radiator 4. Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow path 3 is ventilated through the radiator 4, the air in the air flow path 3 is heated by the high-temperature refrigerant in the radiator 4, and the refrigerant in the radiator 4 is cooled by the heat extracted by the air to be condensed and liquefied.

The refrigerant flowing out of the radiator 4 flows through the refrigerant pipe 13E to the outdoor expansion valve 6, passes through the slightly opened outdoor expansion valve 6, and flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 is then air-cooled by the outside air traveling or ventilated by the outdoor blower 15, thereby condensing. The refrigerant flowing out of the outdoor heat exchanger 7 flows from the refrigerant pipe 13A through the solenoid valve 17 into the receiver-dryer section 14 and the subcooler section 16 in this order. Here, the refrigerant is supercooled.

The refrigerant flowing out of the subcooling portion 16 of the outdoor heat exchanger 7 passes through the check valve 18, enters the refrigerant pipe 13B, and passes through the internal heat exchanger 19 to reach the indoor expansion valve 8. The refrigerant is depressurized in the indoor expansion valve 8, flows into the heat absorber 9, and evaporates. At this time, moisture in the air blown from the indoor blower 27 condenses and adheres to the heat absorber 9 by the heat absorption action, and therefore, the air is cooled and dehumidified.

The refrigerant evaporated in the heat absorber 9 flows through the evaporation capacity control valve 11, the internal heat exchanger 19, and the refrigerant pipe 13C to the accumulator 12, and is then sucked into the compressor 2 through the accumulator 12, and the above cycle is repeated. The dehumidified air cooled by the heat absorber 9 is reheated (the heat radiation capacity is lower than that during heating) while passing through the radiator 4, and thereby dehumidification cooling of the vehicle interior is performed. The controller 32 controls the rotation speed NC of the compressor 2 based on the temperature of the heat absorber 9 detected by the heat absorber temperature sensor 48, and controls the valve opening of the outdoor expansion valve 6 based on the aforementioned high-pressure of the refrigerant circuit R to control the refrigerant pressure of the radiator 4 (the radiator pressure PCI).

(5) Refrigeration mode

Next, in the cooling mode, the controller 32 opens the solenoid valve 20 (bypass) in the dehumidification cooling mode (in this case, the outdoor expansion valve 6 may include any valve opening that is fully opened (the valve opening is controlled to an upper limit)), and the air mixing damper 28 is set to a state in which air is not ventilated to the heat medium/air heat exchanger 40 and the radiator 4. However, the ventilation may be slightly performed.

Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow path 3 is not ventilated to the radiator 4, only the refrigerant passing through the space and flowing out of the radiator 4 passes through the refrigerant pipe 13E to reach the solenoid valve 20 and the outdoor expansion valve 6. At this time, since the outdoor expansion valve 20 is opened, the refrigerant bypasses the outdoor expansion valve 6 and directly flows into the outdoor heat exchanger 7 through the bypass pipe 13J, and is then cooled by the outside air passing through or ventilated by the outdoor blower 15, and condensed to be liquefied. The refrigerant flowing out of the outdoor heat exchanger 7 flows from the refrigerant pipe 13A through the solenoid valve 17 into the receiver-dryer section 14 and the subcooler section 16 in this order. Here, the refrigerant is supercooled.

The refrigerant flowing out of the subcooling portion 16 of the outdoor heat exchanger 7 passes through the check valve 18, enters the refrigerant pipe 13B, and passes through the internal heat exchanger 19 to reach the indoor expansion valve 8. The refrigerant is depressurized in the indoor expansion valve 8, flows into the heat absorber 9, and evaporates. At this time, moisture in the air blown from the indoor blower 27 condenses and adheres to the heat absorber 9 by the heat absorption action, and thus, the air is cooled.

The refrigerant evaporated in the heat absorber 9 flows through the evaporation capacity control valve 11, the internal heat exchanger 19, and the refrigerant pipe 13C to the accumulator 12, and is then sucked into the compressor 2 through the accumulator 12, and the above cycle is repeated. The air cooled and dehumidified by the heat absorber 9 is blown out into the vehicle interior from the air outlet 29 without passing through the radiator 4 (or may pass through the air slightly), thereby cooling the vehicle interior. In the cooling mode, the controller 32 controls the rotation speed NC of the compressor 2 based on the temperature of the heat absorber 9 detected by the heat absorber temperature sensor 48 as described later.

(6) Switching of operation modes

The controller 32 calculates the target blowout temperature TAO according to the following expression (I). The target blowout temperature TAO is a target value of the temperature of air blown into the vehicle interior.

TAO＝(Tset－Tin)×K+Tbal(f(Tset、SUN、Tam))

……(I)

Here, tset is the set temperature in the vehicle interior set by the air conditioner operation unit 53, tin is the temperature of the air in the vehicle interior (internal air temperature) detected by the internal air temperature sensor 37, K is a coefficient, and Tbal is a balance value calculated based on the set temperature Tset, the insolation amount SUN detected by the insolation sensor 51, and the external air temperature Tam detected by the external air temperature sensor 33. In general, the target blowout temperature TAO increases as the outside air temperature Tam decreases, and decreases as the outside air temperature Tam increases.

The controller 32 selects any one of the operation modes described above based on the outside air temperature Tam (detected by the outside air temperature sensor 33) and the target blowout temperature TAO at the time of startup. After the start-up, the controller 32 switches the operation modes based on parameters such as the outside air temperature Tam, the humidity in the vehicle interior, the target outlet temperature TAO, a heating temperature TH (temperature of air on the leeward side of the radiator 4, an estimated value) described later, the target heater temperature TCO, the absorber temperature Te, the target hot air suction temperature TEO, the presence or absence of a dehumidification request in the vehicle interior, and the like, so that the heating mode, the dehumidification heating mode, the internal circulation mode, the dehumidification cooling mode, and the cooling mode are accurately switched according to the environmental conditions and whether dehumidification is required, and the temperature of air blown into the vehicle interior is controlled to the target outlet temperature TAO, thereby realizing comfortable and efficient air conditioning in the vehicle interior.

(7) Auxiliary heating of a heating medium circulation circuit in a heating mode

When it is determined that the heating capacity of the radiator 4 is insufficient in the heating mode, the controller 32 energizes the heat medium heating electric heater 35 to generate heat, and operates the circulation pump 30 to heat the heat medium/air heat exchanger 40 of the heat medium circulation circuit 23.

When the circulation pump 30 of the heat medium circulation circuit 23 is operated and the heat medium heating electric heater 35 is energized, the heat medium (high-temperature heat medium) heated by the heat medium heating electric heater 35 circulates in the heat medium/air heat exchanger 40 as described above, and thus, the air flowing into the radiator 4 of the air flow path 3 is heated. Thus, when the heating capacity required in the heating mode is insufficient, particularly when the upper limit rotation speed limit control of the compressor 2 described later is insufficient, the heating capacity corresponding to the above-described deficiency is compensated for by the heat medium circulation circuit 23.

(8) Control of the compressor 2 by the controller 32 in the heating mode, the dehumidification heating mode, and the internal circulation mode

The control of the compressor 2 based on the radiator pressure PCI will be described in detail with reference to fig. 3. Fig. 3 is a control block diagram of the controller 32 for calculating the target rotation speed (compressor target rotation speed) TGNCh of the compressor 2 based on the radiator pressure PCI, and is executed in the heating mode, and is selected in the dehumidification heating mode and the internal circulation mode. The F/F (feedforward) operation amount calculating unit 58 of the controller 32 calculates the F/F operation amount tgchff of the compressor target rotation speed based on the outside air temperature Tam obtained from the outside air temperature sensor 33, the blower voltage BLV of the indoor blower 27, the air volume ratio SW determined by the air mix damper 28 obtained by sw= (TAO-Te)/(TH-Te), the target supercooling degree TGSC that is the target value of the supercooling degree SC at the outlet of the radiator 4, the target value of the temperature of the radiator 4, the target heater temperature TCO that is the target value of the pressure of the radiator 4, and the target radiator pressure PCO that is the target value of the pressure of the radiator 4.

Here, TH, which is calculated on the air volume ratio SW, is the temperature of the air on the leeward side of the radiator 4 (hereinafter, referred to as the heating temperature), and is estimated by the controller 32 according to the following first-order hysteresis calculation formula (II).

TH＝(INTL×TH0+Tau×THz)/(Tau+INTL)……(II)

Here, INTL is an operation period (constant), tau is a time constant of first-order hysteresis, TH0 is a constant value of the heating temperature TH in a constant state before the first-order hysteresis operation, and THz is a previous value of the heating temperature TH. The heating temperature TH is estimated in the above manner, so that a special temperature sensor is not required. The controller 32 changes the time constant Tau and the constant TH0 according to the operation mode, thereby setting the estimation formula (II) to an estimation formula different according to the operation mode and estimating the heating temperature TH.

The target radiator pressure PCO is calculated by the target value calculating unit 59 based on the target supercooling degree TGSC and the target heater temperature TCO. The F/B (feedback) operation amount calculation unit 60 calculates the F/B operation amount TGNChfb of the compressor target rotation speed based on the target radiator pressure PCO and the refrigerant pressure of the radiator 4, that is, the radiator pressure PCI. Next, the F/F operation amount TGNCnff calculated by the F/F operation amount calculation unit 58 and TGNChfb calculated by the F/B operation amount calculation unit 60 are added by the adder 61, and are given an upper limit rotation speed TGNChLimHi and a lower limit rotation speed TGNChLimLo on control by the limit setting unit 62, and then are determined as the compressor target rotation speed TGNCh. The controller 32 controls the rotation speed NC of the compressor 2 between the upper limit rotation speed TGNChLimHi and the lower limit rotation speed TGNChLimLo based on the above-described compressor target rotation speed TGNCh in the heating mode or based on the above-described compressor target rotation speed TGNCh in the dehumidification heating mode and the internal circulation mode. The upper limit rotation speed TGNChLimHi is changed by the controller 32 as will be described later.

(9) Control of the compressor 2 by the controller 32 in the cooling mode, the dehumidification heating mode, and the internal circulation mode

Next, control of the compressor 2 based on the absorber temperature Te will be described in detail with reference to fig. 4. Fig. 4 is a control block diagram of the controller 32 for calculating the target rotation speed (compressor target rotation speed) TGNCc of the compressor 2 based on the absorber temperature Te, and is executed in the cooling mode and the dehumidification cooling mode, and is selected in the dehumidification heating mode and the internal circulation mode. The F/F operation amount calculation unit 63 of the controller 32 calculates the F/F operation amount TGNCcff of the compressor target rotation speed based on the outside air temperature Tam, the blower voltage BLV of the indoor blower 27, and the absorber temperature Te (target absorber temperature TEO, which is a target value of the temperature of the absorber 9).

Further, the F/B operation amount calculation unit 64 calculates the F/B operation amount TGNCcfb of the compressor target rotation speed based on the target absorber temperature TEO and the absorber temperature Te. Next, the F/F operation amount TGNCcff calculated by the F/F operation amount calculating unit 63 and the F/B operation amount TGNCcfb calculated by the F/B operation amount calculating unit 64 are added by the adder 66, and are given an upper limit rotation speed tgnclimhi and a lower limit rotation speed tgnclimlo on control by the limit setting unit 67, and then are determined as the compressor target rotation speed TGNCc. The controller 32 controls the rotation speed NC of the compressor 2 between the upper limit rotation speed tgnccllimhi and the lower limit rotation speed tgnccllimlo based on the above-described compressor target rotation speed TGNCc in the cooling mode and the dehumidification cooling mode, or based on the above-described compressor target rotation speed TGNCc in the dehumidification heating mode and the internal circulation mode. The upper limit rotation speed TGNCcLimHi is changed by the controller 32 as will be described later.

(10) Control of the change of the upper limit rotation speed of the compressor 2 by the controller 32

Next, control of the controller 32 for changing the upper limit rotation speed TGNChLimHi, TGNCcLimHi of the compressor 2 will be described with reference to fig. 5 to 14. As described above, since the compressor 2 is an electric compressor driven by the battery of the vehicle, a relatively large driving sound is generated when the vehicle rotates at a high speed. Therefore, in a situation where the sound level of the sound in the vehicle interior is low and quiet, the passenger can hear the driving sound of the compressor 2, which is very pleasant. On the other hand, in a situation where the sound level of the sound in the vehicle interior is high, the driving sound is not harsh even if the compressor 2 is rotationally driven at a high speed.

As factors influencing the sound level of the sound in the vehicle interior, in addition to the driving sound of the compressor 2, in the embodiment, the air volume of the indoor blower 27, the blowing mode from the respective blowing outlets, the introduction mode of air into the air flow path 3, the sound volume AUD (audio level) of the acoustic device provided in the vehicle, the vehicle speed VSP, and the outside air temperature Tam are also adopted. Next, based on the above-described factors, the controller 32 changes the upper limit rotation speed TGNChLimHi of the compressor target rotation speed TGNCh used in the heating mode and the like and the upper limit rotation speed TGNCcLimHi of the compressor target rotation speed TGNCc used in the cooling mode and the like using the formulas (III) and (IV) in the embodiment.

TGNChLimHi＝MAX(TGNChLimBLV、TGNChLimMOD、TGNChLimREC、TGNChLimAUD、TGNChLimVSP、TGNChLimTam)……(III)

TGNCcLimHi＝MAX(TGNCcLimBLV、TGNCcLimMOD、TGNCcLimREC、TGNCcLimAUD、TGNCcLimVSP、TGNCcLimTam)……(IV)

The TGNChLimBLV and TGNCcLimBLV are upper limit rotation speed change values based on the air volume of the indoor fan 27, and the tgnchlimd and tgncclimd are upper limit rotation speed change values based on the blowing mode from the air outlet 29 such as the foot air outlet and the ventilation air outlet. The TGNChLimREC and TGNCcLimREC are upper limit rotation speed change values based on the above-described air introduction mode (internal air circulation mode, external air introduction mode) for introducing air into the air flow path 3, and the tgnchlimud and tgncclimud are upper limit rotation speed change values based on the volume of the acoustic device. Further, the above TGNChLimVSP and TGNCcLimVSP are upper limit rotation speed change values based on the vehicle speed, and tgnchlimram and tgncclmtam are upper limit rotation speed change values based on the outside air temperature Tam.

That is, the controller 32 of the embodiment determines the highest (MAX) values among the upper limit rotation speed change values TGNChLimBLV and tgncclmbv based on the air volume of the indoor blower 27, the upper limit rotation speed change values TGNChLimMOD and tgnccllimmod based on the blowing mode, the upper limit rotation speed change values TGNChLimREC and tgnccllimrec based on the introduction mode, the upper limit rotation speed change values tgnchlimud and tgnclimud based on the sound volume of the acoustic equipment, the upper limit rotation speed change values TGNChLimVSP and tgnccllimvsp based on the vehicle speed, and the upper limit rotation speed change values tgnchlimtmam and tgnclimtham based on the outside air temperature Tam, as the upper limit rotation speed TGNChLimHi (heating mode or the like) and the upper limit rotation speed nccllimhi (cooling mode or the like), respectively.

The reason for this is that, in a situation where the driving sound of the compressor 2 is not likely to be irritating to passengers due to the sound level of the sound in the vehicle interior being increased by any of the above-described factors, the higher the upper limit rotation speed of the compressor 2 is, the better, and accordingly the adverse effect on the air conditioning performance can be reduced. Next, a calculation sequence for calculating the upper limit rotation speed change value based on each factor will be described.

(10-1) calculation of the upper limit rotation speed change value based on the air volume of the indoor blower 27

First, an example of a calculation procedure of the upper limit rotation speed change value TGNChLimBLV, TGNCcLimBLV based on the wind amount of the indoor fan 27 will be described with reference to fig. 5. The controller 32 uses the blower voltage BLV of the indoor blower 27 as an index indicating the air volume of the indoor blower 27, and calculates the upper limit rotation speed change value TGNChLimBLV, TGNCcLimBLV from the blower voltage BLV. In this case, the controller 32 changes the upper limit rotation speed change values TGNChLimBLV and TGNCcLimBLV in the descending direction as the blower voltage BLV becomes lower, that is, the air volume of the indoor blower 27 becomes lower.

In the graph on the left side of fig. 5, the horizontal axis represents the blower voltage BLV, and the predetermined values BLV1 to BLV4 are obtained by experiments based on the relationship between the air volume of the indoor blower 27 and the sound level of the sound in the vehicle interior, where BLV4 < BLV3 < BLV2 < BLV 1. The vertical axis represents the upper limit rotation speed change value TGNChLimBLV, and the predetermined values NC1 and NC2 are set to a relationship of NC2 < NC1. In the embodiment, the predetermined value NC1 is the highest rotation speed allowed when the compressor 2 is operated. In the embodiment, when the blower voltage BLV is a predetermined value BLV1, the upper limit rotation speed change value TGNChLimBLV for the upper limit rotation speed TGNChLimHi (heating mode or the like) is set to NC1. In addition, TGNChLimBLV is maintained until the blower voltage BLV decreases (the air volume of the indoor blower 27 decreases) and becomes BLV2, and if it is lower than BLV2, TGNChLimBLV is started to decrease, and TGNChLimBLV is decreased at a constant rate until it becomes NC2 at BLV 4.

When the blower voltage BLV starts to rise from the state where TGNChLimBLV is NC2 (the air volume of the indoor blower 27 rises), TGNChLimBLV is maintained until BLV3 is reached, and when TGNChLimBLV is greater than BLV3, TGNChLimBLV is started to rise, and TGNChLimBLV is raised at a constant rate until BLV1 is reached to NC 1. In addition, the difference between BLV1 and BLV2, and the difference between BLV3 and BLV4 is hysteresis.

In the graph on the right side of fig. 5, the vertical axis represents the upper limit rotation speed change value tgnccllimblv, and the predetermined values NC3 and NC4 are set to a relationship of NC4 < NC3, and are set to a relationship of NC3 < NC1 and NC4 < NC 2. In the embodiment, when the blower voltage BLV is BLV1, the upper limit rotation speed change value tgnccllimblv for the upper limit rotation speed tgnccllimhi (cooling mode or the like) is NC3. In addition, tgnccllimblv is maintained until the blower voltage BLV decreases and becomes BLV2, and in the case of less than BLV2, tgnccllimblv is started to decrease and tgnclimblv is decreased at a certain rate before the BLV4 becomes NC 4.

When the blower voltage BLV is raised from the state where tgnccllimblv is NC4, tgnclimblv is maintained until BLV3 is changed, and when it is greater than BLV3, tgnclimblv is raised, and tgnclimblv is raised at a constant rate until BLV1 is changed to NC3. Next, when the upper limit rotation speed change value TGNChLimBLV, TGNCcLimBLV is set to the highest value (MAX) by the above-described formulas (III) and (IV), these upper limit rotation speed change values TGNChLimBLV, TGNCcLimBLV are determined as the upper limit rotation speed TGNChLimHi (heating mode, etc.), the upper limit rotation speed tgncclmhi (cooling mode, etc.), and the rotation speed NC of the compressor 2 is not controlled any more.

When the air volume (blower voltage BLV) of the indoor blower 27 decreases, the sound level of the sound in the vehicle interior decreases and becomes quieter than when the air volume is large. Therefore, the driving sound of the compressor 2 becomes noticeable and the passenger feels a sense of harshness. Accordingly, the controller 32 changes the upper limit rotation speed TGNChLimHi (heating mode, etc.) and TGNChLimHi (cooling mode, etc.) in the control of the compressor 2 in the descending direction based on the decrease in the air volume of the indoor fan 27, so that the driving sound of the compressor 2 can be reduced in the case where the air volume of the indoor fan 27 decreases. Further, since the decrease in the air volume of the indoor blower 27 means that the required air conditioning capacity is also low, it is generally possible to achieve a more comfortable in-vehicle air conditioning for the passengers.

On the other hand, when the upper limit rotation speed TGNChLimHi of the compressor 2 is lowered as described above and the heating capacity of the radiator 4 in the heating mode is lowered and the heating capacity of the radiator is insufficient, the controller 32 energizes the heat medium heating electric heater 35 to generate heat and operates the circulation pump 30 as described above, thereby heating the heat medium/air heat exchanger 40 of the heat medium circulation circuit 23, and the heat medium circulation circuit 23 compensates for the insufficient heating capacity, so that the comfortable vehicle interior heating can be maintained.

In the embodiment, the compressor 2 is a compressor having a discharge volume DV1 required for the heating mode, but in the cooling mode, the discharge volume is excessive, and 50% to 70% of the discharge volume DV1 is the discharge volume required for the cooling mode. Therefore, in the embodiment, when the discharge volume required for the cooling mode is DV2, the relationship between NC1 and NC3 and the relationship between NC2 and NC4 are expressed by the following expressions (V) and (VI).

NC3＝NC1×(DV2/DV1)……(V)

NC4＝NC2×(DV2/DV1)……(VI)

Thus, the calculated upper limit rotation speed change value tgncclimmblv is a value obtained by multiplying the upper limit rotation speed change value TGNChLimBLV by (DV 2/DV 1), and therefore, the upper limit rotation speed change value TGNCcLimHi (cooling mode or the like) is also a value obtained by multiplying the upper limit rotation speed change value TGNChLimHi (heating mode or the like) by (DV 2/DV 1), and the upper limit rotation speed TGNCcLimHi is lower than TGNChLimHi (hereinafter also the same).

In this way, the controller 32 changes the upper limit rotation speed TGNCcLimHi on the control of the compressor 2 in the cooling mode or the like in the descending direction, compared with the upper limit rotation speed TGNChLimHi on the control of the compressor 2 in the heating mode or the like, thereby enabling the capacity required for the heating mode to be realized, and also enabling the cooling mode to be prevented from operating with an excessive capacity, enabling the reduction of power consumption and noise to be realized, and enabling the controllability to be improved.

In particular, by setting the discharge volume of the compressor 2 to the discharge volume DV1 required for the heating mode and setting the upper limit rotation speed tgnccllimhi on the control of the compressor 2 in the cooling mode or the like based on the ratio D2/D1 of the discharge volume DV2 to the discharge volume DV1 of the compressor 2 required for the cooling mode and the upper limit rotation speed TGNChLimHi on the control of the compressor 2 in the heating mode or the like, the upper limit rotation speed tgnccllimhi in the cooling mode can be appropriately set.

(10-2) calculating the upper limit rotation speed change value based on the blowout mode

Next, an example of a calculation procedure for calculating the upper limit rotation speed change value TGNChLimMOD, TGNCcLimMOD based on the blowing mode from the blowing port 29 will be described with reference to fig. 6. When the air from the air outlet 29 is in the foot mode blown out from the foot air outlet, the controller 32 sets the air-out mode flag fMOD to "1", and when the air-out mode is in the ventilation mode blown out from the ventilation air outlet, resets the air-out mode flag fMOD to "0".

The controller 32 sets the upper limit rotation speed change value TGNChLimMOD for the upper limit rotation speed TGNChLimHi (heating mode, etc.) to NC2 when the blowing mode flag fMOD is set, and sets NC1 when reset. Further, when the blowing mode flag fMOD is set, the upper limit rotation speed change value TGNCcLimHi for the upper limit rotation speed tgnclimhi (cooling mode or the like) is set to NC4, and when reset, NC3 is set.

The relationship between NC1 to NC4 is the same as that in the case of fig. 5, and therefore, in other words, in the case where the air-blowing mode is the foot mode (set fMOD), the controller 32 changes the upper limit rotation speed change value TGNChLimMOD, TGNCcLimMOD in the descending direction as compared with the case where the air-ventilation mode (reset fMOD). Next, when the upper limit rotation speed change value TGNChLimMOD, TGNCcLimMOD is set to the highest value (MAX) by the above-described formulas (III) and (IV), these upper limit rotation speed change values TGNChLimMOD, TGNCcLimMOD are determined as the upper limit rotation speed TGNChLimHi (heating mode, etc.), the upper limit rotation speed tgncclmhi (cooling mode, etc.), and the rotation speed NC of the compressor 2 is not controlled any more.

In the foot mode in which air is blown out from the foot air outlet far from the passenger's ear, the sound level of sound transmitted into the passenger's ear in the vehicle interior becomes lower than in the case of the ventilation mode in which air is blown out from the ventilation air outlet, and the driving sound of the compressor 2 becomes noticeable and makes the passenger feel pleasant. Accordingly, the controller 32 changes the upper limit rotation speed TGNChLimHi (heating mode, etc.), TGNCcLimHi (cooling mode, etc.) on the control of the compressor 2 in the descending direction in the foot mode as compared with the case of the ventilation mode, so that the driving sound of the compressor 2 can be reduced in the foot mode, and the air conditioning in the vehicle interior that is more comfortable for the passenger can be realized.

(10-3) calculating the upper limit rotation speed change value based on the introduction mode of the air into the air flow path 3

Next, a calculation procedure of the upper limit rotation speed change value TGNChLimREC, TGNCcLimREC based on the introduction mode (the internal air circulation mode, the external air introduction mode) of introducing air into the air flow path 3 will be described with reference to fig. 7. The controller 32 sets the introduction mode flag fREC ("1") when the introduction mode of air into the air flow path 3 is the outside air introduction mode, and resets the introduction mode flag fREC ("0") when it is the inside air circulation mode.

The controller 32 sets the upper limit rotation speed change value TGNChLimREC for the upper limit rotation speed TGNChLimHi (heating mode, etc.) to NC2 when the introduction mode flag fREC is set, and to NC1 when reset. When the introduction mode flag fREC is set, the upper limit rotation speed change value tgncclimdhi for the upper limit rotation speed tgncclimdi (cooling mode, etc.) is set to NC4, and when reset, NC3 is set.

The relationship between NC1 to NC4 is the same as that in the case of fig. 5, and therefore, in the case where the air introduction mode for introducing air into the air flow path 3 is the outside air introduction mode, the controller 32 changes the upper limit rotation speed change value TGNChLimREC, TGNCcLimREC in the descending direction as compared with the case of the inside air circulation mode. Next, when the upper limit rotation speed change value TGNChLimREC, TGNCcLimREC is set to the highest value (MAX) by the above-described formulas (III) and (IV), these upper limit rotation speed change values TGNChLimREC, TGNCcLimREC are determined as the upper limit rotation speed TGNChLimHi (heating mode, etc.), the upper limit rotation speed tgncclmhi (cooling mode, etc.), and the rotation speed NC of the compressor 2 is not controlled any more.

In the outside air introduction mode in which outside air is introduced into the air flow path 3, the amount of air blown into the vehicle interior is reduced as compared with the inside air circulation mode in which inside air is introduced, and therefore, the sound level of sound in the vehicle interior is reduced, and the driving sound of the compressor 2 becomes noticeable, so that passengers feel a sense of harshness. Therefore, the controller 32 changes the upper limit rotation speed TGNChLimHi (heating mode, etc.), TGNCcLimHi (cooling mode, etc.) in the control of the compressor 2 in the descending direction as compared with the case of the internal air circulation mode, thereby enabling the driving sound of the compressor 2 to be reduced in the external air introduction mode and the cabin air conditioning to be more comfortable for the passengers.

(10-4) calculating the upper limit rotation speed change value based on the volume AUD (Audio level) of the acoustic device

Next, an example of a calculation procedure of the upper limit rotation speed change value TGNChLimAUD, TGNCcLimAUD based on the sound volume of the acoustic device will be described with reference to fig. 8. The controller 32 calculates an upper limit rotation speed change value TGNChLimAUD, TGNCcLimAUD from information input from the vehicle side, that is, the sound volume AUD of the audio device. In this case, the controller 32 changes the upper limit rotation speed change value TGNChLimAUD, TGNCcLimAUD in the decreasing direction as the sound volume AUD becomes lower.

In the left graph of fig. 8, the horizontal axis represents the sound volume AUD of the audio device, and the predetermined values AUD1 to AUD4 are obtained by experiments based on the relationship between the sound volume AUD of the audio device and the sound level of the sound in the vehicle interior, where AUD4 < AUD3 < AUD2 < AUD 1. The vertical axis represents the upper limit rotation speed change value tgnchlimud, and the predetermined values NC1 and NC2 are the same as those in the case of fig. 5, and are set to a relationship of NC2 < NC1. In the embodiment, when the sound volume AUD is the predetermined value AUD1, the upper limit rotation speed change value tgnchlimud for the upper limit rotation speed TGNChLimHi (heating mode or the like) is set to NC1. In addition, tgnchlimud is maintained until the volume AUD decreases and becomes AUD2, and in the case of smaller than AUD2, tgnchlimud is started to decrease, and tgnchlimud is decreased at a certain rate until the volume AUD4 becomes NC 2.

When the volume AUD starts to rise from the state where TGNChLimAUD is set to NC2, TGNChLimAUD is maintained until AUD3 is set, and when the volume AUD is larger than AUD3, TGNChLimAUD starts to rise, and TGNChLimAUD is raised at a constant rate until AUD1 is set to NC1. In addition, the difference between AUD1 and AUD2, and the difference between AUD3 and AUD4 is hysteresis.

In the graph on the right side of fig. 8, the vertical axis represents the upper limit rotation speed change value TGNCcLimAUD, and the predetermined values NC3 and NC4 similar to those in the case of fig. 5 are the relationship NC4 < NC3, and the relationship NC3 < NC1 and NC4 < NC 2. The relationship between NC3 and NC1 and the relationship between NC4 and NC2 are also the same as those in the case of fig. 5 described above. In the embodiment, when the sound volume AUD is AUD1, the upper limit rotation speed change value tgnccllimud for the upper limit rotation speed tgnccllimhi (cooling mode or the like) is NC3. In addition, TGNCcLimAUD is maintained until the volume AUD decreases and becomes AUD2, and TGNCcLimAUD starts to decrease if it is smaller than AUD2, and TGNCcLimAUD is decreased at a certain rate until it becomes NC4 at AUD 4.

When the volume AUD starts to rise from the state where TGNCcLimAUD is set to NC4, TGNCcLimAUD is maintained until AUD3 is set, and when the volume AUD is larger than AUD3, TGNCcLimAUD starts to rise, and tgnclimud is raised at a constant rate until AUD1 is set to NC 3. Next, when the upper limit rotation speed change value TGNChLimAUD, TGNCcLimAUD is set to the highest value (MAX) by the above-described formulas (III) and (IV), these upper limit rotation speed change values TGNChLimAUD, TGNCcLimAUD are determined as the upper limit rotation speeds TGNChLimHi (heating mode, etc.), tgnclimhi (cooling mode, etc.), and the rotation speed NC of the compressor 2 is not controlled any more.

When the sound volume AUD of the audio device provided in the vehicle is small, the sound level of the sound in the vehicle interior becomes low, and the driving sound of the compressor 2 becomes noticeable, so that passengers feel a sense of harshness. Accordingly, by changing the upper limit rotation speed TGNChLimHi (heating mode, etc.), TGNCcLimHi (cooling mode, etc.) on the control of the compressor 2 in the descending direction based on the sound volume AUD of the audio equipment provided in the vehicle as the sound volume AUD becomes smaller by the controller 32, the driving sound of the compressor 2 can be reduced in the state where the sound volume AUD of the audio equipment is low, and thus, the in-vehicle air conditioning that is more comfortable for the passengers can be realized.

(10-5) calculating the upper limit rotation speed change value (one) based on the vehicle speed VSP

Next, an example of a calculation procedure for calculating the upper limit rotation speed change value TGNChLimVSP, TGNCcLimVSP based on the vehicle speed VSP will be described with reference to fig. 9. The controller 32 sets the vehicle speed flag fVSP ("1") when the vehicle speed VSP detected by the vehicle speed sensor 52 falls below a predetermined low value VSP1 (for example, 0 to 3km/h or the like) and stops or substantially stops, and resets the vehicle speed flag fVSP ("0") when the vehicle speed VSP rises due to traveling and becomes equal to or higher than VSP2 (for example, 8km/h or the like) higher than VSP 1.

The controller 32 sets the upper limit rotation speed change value TGNChLimVSP for the upper limit rotation speed TGNChLimHi (heating mode, etc.) to NC2 when the vehicle speed flag fVSP is set, and sets NC1 when reset. Further, when the vehicle speed flag fVSP is set, the upper limit rotation speed change value tgnccllimvsp for the upper limit rotation speed tgnclimhi (cooling mode or the like) is set to NC4, and when reset is set to NC3.

The relationship between NC1 to NC4 is the same as that in the case of fig. 5 described above, that is, the controller 32 changes the upper limit rotation speed change value TGNChLimVSP, TGNCcLimVSP in a direction lower than that in the traveling when the vehicle is stopped or substantially stopped. Next, when the upper limit rotation speed change value TGNChLimVSP, TGNCcLimVSP is set to the highest value (MAX) by the above-described formulas (III) and (IV), these upper limit rotation speed change values TGNChLimVSP, TGNCcLimVSP are determined as the upper limit rotation speeds TGNChLimHi (heating mode, etc.), tgnclimhi (cooling mode, etc.), and the rotation speed NC of the compressor 2 is not controlled any more.

When the vehicle is stopped, the sound level of the sound in the vehicle interior becomes lower than that during traveling. Therefore, the controller 32 changes the upper limit rotation speed TGNChLimHi (heating mode, etc.), TGNCcLimHi (cooling mode, etc.) in the control of the compressor 2 to be lower than that in the running mode when the vehicle is stopped, so that the driving sound of the compressor 2 can be reduced even when the sound level of the sound in the vehicle interior is stopped and the comfort can be further improved.

(10-6) calculating the upper limit rotation speed change value (two) based on the vehicle speed VSP

Next, another example of the calculation sequence for calculating the upper limit rotation speed change value TGNChLimVSP, TGNCcLimVSP based on the vehicle speed VSP will be described with reference to fig. 10. The controller 32 calculates an upper limit rotation speed change value TGNChLimVSP, TGNCcLimVSP from the vehicle speed VSP detected by the vehicle speed sensor 52. In this case, the controller 32 changes the upper limit rotation speed change value TGNChLimVSP, TGNCcLimVSP in the descending direction as the vehicle speed VSP becomes lower.

In the graph on the left side of fig. 10, the horizontal axis represents the vehicle speed VSP, and the predetermined values VSP1 to VSP4 are obtained by experiments based on the relationship between the vehicle speed VSP and the sound level of the sound in the vehicle cabin, with VSP4 < VSP3 < VSP2 < VSP 1. In the embodiment, the VSP4 is set to a speed of a stopped or substantially stopped state such as 0 to 3km/h, and the VSP1 is set to a speed of 45km/h or more, for example. The vertical axis represents the upper limit rotation speed change value TGNChLimVSP, and the predetermined values NC1 and NC2 are the same as those in the case of fig. 5, and are set to have a relationship of NC2 < NC1. In the embodiment, when the vehicle speed VSP is the predetermined value VSP1, the upper limit rotation speed change value TGNChLimVSP for the upper limit rotation speed TGNChLimHi (heating mode or the like) is set to NC1. Further, TGNChLimVSP is maintained until the vehicle speed VSP falls and becomes VSP2, and in the case of less than VSP2, TGNChLimVSP is started to fall, and TGNChLimVSP is reduced at a certain rate before the vehicle speed VSP becomes NC2 at VSP 4.

When the vehicle speed VSP starts to rise from a state where TGNChLimVSP is NC2, TGNChLimVSP is maintained until VSP3 is set, and when the vehicle speed VSP is greater than VSP3, TGNChLimVSP is started to rise, and TGNChLimVSP is raised at a constant rate until VSP1 is set to NC 1. In addition, the difference between VSP1 and VSP2 and the difference between VSP3 and VSP4 is hysteresis.

In the graph on the right side of fig. 10, the vertical axis represents the upper limit rotation speed change value TGNCcLimVSP, and the predetermined values NC3 and NC4 are the same as those in the case of fig. 5, and are the relationships NC4 < NC3, and are the relationships NC3 < NC1 and NC4 < NC 2. The relationship between NC3 and NC1 and the relationship between NC4 and NC2 are also the same as those in the case of fig. 5 described above. In the embodiment, when the vehicle speed VSP is VSP1, the upper limit rotation speed change value tgnccllimvsp for the upper limit rotation speed tgnccllimhi (cooling mode or the like) is NC3. In addition, tgnccdlimvsp is maintained until the vehicle speed VSP falls and becomes VSP2, and in the case of less than VSP2, tgnccdlimvsp is started to fall, and tgnclimvsp is reduced at a certain rate before the vehicle speed VSP becomes NC4 at VSP 4.

When the vehicle speed VSP starts to rise from a state where tgnccdimvsp is NC4, tgnclimvsp is maintained until VSP3 is changed, and when the vehicle speed VSP is greater than VSP3, tgnclimvsp is started to rise, and tgnclimvsp is raised at a constant rate until VSP1 is changed to NC3. Next, when the upper limit rotation speed change value TGNChLimVSP, TGNCcLimVSP is set to the highest value (MAX) by the above-described formulas (III) and (IV), these upper limit rotation speed change values TGNChLimVSP, TGNCcLimVSP are determined as the upper limit rotation speed TGNChLimHi (heating mode, etc.), the upper limit rotation speed tgncclmhi (cooling mode, etc.), and the rotation speed NC of the compressor 2 is not controlled any more.

Even if the upper limit rotation speed TGNChLimHi (heating mode, etc.), TGNCcLimHi (cooling mode, etc.) on the control of the compressor 2 is continuously changed in the descending direction by the controller 32 based on the change in the vehicle speed VSP as the vehicle speed VSP becomes lower (including stopping), the driving sound of the compressor 2 can be reduced at the time of stopping, etc., and a more comfortable in-vehicle air conditioning for the passengers can be realized.

(10-7) calculating the upper limit rotation speed change value based on the outside air temperature Tam

Next, an example of a calculation procedure for calculating the upper limit rotation speed change value TGNChLimTam, TGNCcLimTam based on the outside air temperature Tam will be described with reference to fig. 11. The controller 32 calculates an upper limit rotation speed change value TGNChLimTam, TGNCcLimTam from the outside air temperature Tam detected by the outside air temperature sensor 33. In this case, the controller 32 changes the upper limit rotation speed change value TGNChLimTam, TGNCcLimTam in the falling direction as the outside air temperature Tam becomes lower.

In the graph on the left side of fig. 11, the horizontal axis represents the outside air temperature Tam, and the predetermined values Tam1 to Tam4 are obtained by experiments based on the relationship between the outside air temperature Tam and the sound level of the sound in the vehicle interior, with the relationship between Tam4 < Tam3 < Tam2 < Tam 1. The vertical axis represents the upper limit rotation speed change value tgnchlimtham, and the predetermined values NC1 and NC2 are the same as those in the case of fig. 5, and are set to a relationship of NC2 < NC1. In the example, when the outside air temperature Tam is a predetermined value Tam1 that is high, an upper limit rotation speed change value tgnchlimram for an upper limit rotation speed TGNChLimHi (heating mode or the like) is set to NC1. In addition, tgnchlimram is maintained until the outside air temperature Tam decreases and becomes Tam2, and in the case where it is smaller than Tam2, tgnchlimram is started to decrease, and tgnchlimram is decreased at a certain rate until it becomes NC2 at a lower predetermined value Tam 4.

When the outside air temperature Tam is raised from the state where tgnchlimram is set to NC2, tgnchlimram is maintained until Tam3 is set, and when it is greater than Tam3, tgnchlimram is raised, and tgnchlimram is raised at a constant rate until Tam1 is set to NC 1. In addition, the difference between Tam1 and Tam2, and the difference between Tam3 and Tam4 are hysteresis.

In the graph on the right side of fig. 11, the vertical axis represents the upper limit rotation speed change value tgnccllimtham, and the predetermined values NC3 and NC4 similar to those in the case of fig. 5 are set to the relationship NC4 < NC3, and are set to the relationship NC3 < NC1 and NC4 < NC 2. The relationship between NC3 and NC1 and the relationship between NC4 and NC2 are also the same as those in the case of fig. 5 described above. In the example, when the outside air temperature Tam is Tam1, the upper limit rotation speed change value tgnccllimtham for the upper limit rotation speed tgnccllimhi (cooling mode or the like) is NC3. In addition, tgnccllimtham is maintained until the outside air temperature Tam decreases and becomes Tam2, and in the case of less than Tam2, tgnccllimtham is started to decrease, and tgnccllimtham is decreased at a rate before becoming NC4 at Tam 4.

When the outside air temperature Tam is raised from the state where tgnccllimtham is set to NC4, tgnccllimtham is maintained until Tam3 is set, and when it is greater than Tam3, tgnccllimtham is raised at a constant rate until Tam1 is set to NC3. Next, when the upper limit rotation speed change value TGNChLimTam, TGNCcLimTam is set to the highest value (MAX) by the above-described formulas (III) and (IV), these upper limit rotation speed change values TGNChLimTam, TGNCcLimTam are determined as the upper limit rotation speeds TGNChLimHi (heating mode, etc.), tgnclimhi (cooling mode, etc.), and the rotation speed NC of the compressor 2 is not controlled any more.

By changing the upper limit rotation speed TGNChLimHi (heating mode, etc.), TGNCcLimHi (cooling mode, etc.) in the control of the compressor 2 in the descending direction as the outside air temperature Tam becomes lower in this way, even when the equipment (the bracket of the compressor 2, the rubber hose, etc.) constituting the vehicle hardens at a low outside air temperature and noise due to vibration becomes large, the upper limit rotation speed TGNChLimHi (heating mode, etc.), TGNCcLimHi (cooling mode, etc.) of the compressor 2 can be reduced, and the generation of noise due to vibration can be reduced.

(11) Another construction example 1

Next, fig. 12 shows another configuration of the vehicle air conditioner 1 according to the present invention. In the present embodiment, the heat medium/air heat exchanger 40 of the heat medium circulation circuit 23 is provided on the air downstream side of the radiator 4. The others are the same as the example of fig. 1. The present invention is also effective in the vehicle air conditioner 1 in which the heat medium/air heat exchanger 40 is disposed downstream of the radiator 4 as described above.

(12) Another construction example 2

Next, fig. 13 shows still another configuration of the vehicle air conditioner 1 according to the present invention. In the present embodiment, the receiver dryer 14 and the subcooler 16 are not provided in the outdoor heat exchanger 7, and the refrigerant pipe 13A extending from the outdoor heat exchanger 7 is connected to the refrigerant pipe 13B via the solenoid valve 17 and the check valve 18. The refrigerant pipe 13D branched from the refrigerant pipe 13A is connected to the refrigerant pipe 13C downstream of the internal heat exchanger 19 via the solenoid valve 21. The other is the same as the example of fig. 12. The present invention is also effective in the vehicle air conditioner 1 using the refrigerant circuit R without the outdoor heat exchanger 7 of the receiver dryer section 14 and the supercooler section 16.

(13) Another construction example 3

Next, fig. 14 shows still another configuration of the vehicle air conditioner 1 according to the present invention. In this case, the heat medium circulation circuit 23 of fig. 13 is replaced with an electric heater 73. In the case of the aforementioned heat medium circulation circuit 23, the heat medium heating electric heater 35 is provided outside the vehicle outside the air flow path 3, and therefore, electrical safety is ensured, but the structure is complicated. On the other hand, if the electric heater 73 is provided in the air flow path 3 as shown in fig. 14, the structure is significantly simplified. In this case, the electric heater 73 is an auxiliary heating device. The present invention is also effective in the vehicle air conditioner 1 using the refrigerant circuit R of the electric heater 73.

(14) Another construction example 4

Next, fig. 15 shows still another configuration of the vehicle air conditioner 1 according to the present invention. In the present embodiment, as compared with fig. 1, the receiver dryer 14 and the supercooler 16 are not provided in the outdoor heat exchanger 7, and the refrigerant pipe 13A extending from the outdoor heat exchanger 7 is connected to the refrigerant pipe 13B via the solenoid valve 17 and the check valve 18. The refrigerant pipe 13D branched from the refrigerant pipe 13A is connected to the refrigerant pipe 13C downstream of the internal heat exchanger 19 via the solenoid valve 21. The others are the same as the example of fig. 1. The present invention is also effective in the vehicle air conditioner 1 using the refrigerant circuit R without the outdoor heat exchanger 7 of the receiver dryer section 14 and the supercooler section 16.

(15) Another construction example 5

Next, fig. 16 shows still another configuration of the vehicle air conditioner 1 according to the present invention. In this case, the heat medium circulation circuit 23 of fig. 15 is replaced with an electric heater 73. The present invention is also effective in the air conditioner 1 for a vehicle in which the refrigerant circuit R of the electric heater 73 is used.

(16) Another construction example 6

Next, fig. 17 shows still another configuration of the vehicle air conditioner 1 according to the present invention. The piping structures of the refrigerant circuit R and the heat medium circulation circuit 23 in the present embodiment are substantially the same as those in the case of fig. 1, but the radiator 4 is not provided in the air flow path 3, but is disposed outside thereof. Alternatively, the heat medium/refrigerant heat exchanger 74 in this case is disposed in the radiator 4 in a heat exchange relationship. The heat medium/refrigerant heat exchanger 74 is connected to the heat medium pipe 23A between the circulation pump 30 of the heat medium circuit 23 and the heat medium heating electric heater 35, and the heat medium/air heat exchanger 40 (auxiliary heating device) of the heat medium circuit 23 is provided in the air flow path 3.

According to the above configuration, the heat medium discharged from the circulation pump 30 exchanges heat with and is heated by the refrigerant flowing through the radiator 4, and then, after being heated by the heat medium heating electric heater 35 (in the case of generating heat by energization), is radiated at the heat medium/air heat exchanger 40, thereby heating the air supplied from the air flow path 3 into the vehicle interior. That is, the air in the air flow path 3 is indirectly heated by the radiator 4. The present invention is also effective in the vehicle air conditioner 1 having such a configuration. Further, as compared with the case where the electric heater as described above is disposed in the air flow path 3, it is possible to realize electrically safer heating of the vehicle interior.

(17) Another construction example 7

Next, fig. 18 shows still another configuration of the vehicle air conditioner 1 according to the present invention. In this figure, the same reference numerals as those in fig. 1 denote the same or similar functions. In the present embodiment, the refrigerant pipe 13F and the solenoid valve 22 are not present, the refrigerant pipe 13E is connected to the refrigerant pipe 13J, and the outdoor expansion valve 6 is connected to the refrigerant pipe 13J. Further, the check valve 18 is not present at the outlet of the subcooling portion 16, and the outlet of the subcooling portion 16 is directly connected to the refrigerant pipe 13B.

A solenoid valve 76 (constituting a flow path switching device) that is closed when dehumidification and heating and MAX cooling, which will be described later, are interposed in the refrigerant pipe 13G between the discharge side of the compressor 2 and the inlet side of the radiator 4. In this case, the refrigerant pipe 13G branches into a bypass pipe 77 on the upstream side of the solenoid valve 76, and the bypass pipe 77 is connected to the refrigerant pipe 13J on the downstream side of the outdoor expansion valve 6 via a solenoid valve 78 (which also constitutes a flow path switching device) that is opened during dehumidification, heating, and MAX cooling. The bypass pipe 77, the solenoid valve 76, and the solenoid valve 78 constitute a bypass device 79. The solenoid valve 76 and the solenoid valve 78 are also connected to the controller 32.

Since the bypass device 79 is constituted by the bypass pipe 77, the solenoid valve 76, and the solenoid valve 78, as described later, it is possible to smoothly switch between the dehumidification and heating mode and the MAX cooling mode in which the refrigerant discharged from the compressor 2 is directly flowed into the outdoor heat exchanger 7 and the heating mode and the MAX cooling mode in which the refrigerant discharged from the compressor 2 is flowed into the radiator 4. In the present embodiment, the auxiliary heater 70 (PTC heater) constituting the auxiliary heating device is provided in the air flow path 3 on the upstream side (air upstream side) of the radiator 4 with respect to the air flow of the air flow path 3, and the auxiliary heater 70 is also connected to the controller 32. The auxiliary heater 70 is provided with an auxiliary heater temperature sensor 75 for detecting the temperature of the auxiliary heater 70, and the auxiliary heater temperature sensor 75 is connected to the controller 32. In addition, the evaporation capacity adjusting valve 11 described above is not provided in the present embodiment.

With the above configuration, the operation of the vehicle air conditioner 1 according to the present embodiment will be described. In the present embodiment, the controller 32 switches and executes each operation mode (no internal circulation mode exists in the present embodiment) of the heating mode, the dehumidification cooling mode, the MAX cooling mode (maximum cooling mode), and the sub-heater alone mode. The operation in selecting the heating mode, the dehumidification cooling mode, and the flow of the refrigerant and the auxiliary heater-only mode are the same as those in the foregoing embodiment (fig. 1), and therefore, the description thereof will be omitted. However, in the present embodiment (fig. 18), in the heating mode, the dehumidification cooling mode, and the cooling mode described above, the solenoid valve 76 is opened and the solenoid valve 78 is closed. The same applies to the respective blowing modes and the introduction modes described above, and therefore, the description thereof is omitted.

(17-1) dehumidification and heating mode of the air conditioner 1 for vehicle of fig. 18

On the other hand, in the case where the dehumidification and heating mode is selected, in the present embodiment (fig. 18), the controller 32 opens the solenoid valve 17 and closes the solenoid valve 21. The solenoid valve 76 is closed, the solenoid valve 78 is opened, and the valve opening of the outdoor expansion valve 6 is set to be fully closed. Then, the compressor 2 is operated. The air conditioning controller 32 operates the

blowers

15 and 27, and the air mixing damper 28 is basically set in the following state: all the air blown from the indoor blower 27 and passing through the air flow path 3 of the heat absorber 9 is ventilated to the sub heater 70 and the radiator 4, but the air volume is also adjusted.

Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 to the refrigerant pipe 13G flows into the bypass pipe 77 without flowing into the radiator 4, and reaches the refrigerant pipe 13J on the downstream side of the outdoor expansion valve 6 via the solenoid valve 78. At this time, since the outdoor expansion valve 6 is fully closed, the refrigerant flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 is then air-cooled by the outside air traveling or ventilated by the outdoor blower 15, thereby condensing. The refrigerant flowing out of the outdoor heat exchanger 7 flows from the refrigerant pipe 13A through the solenoid valve 17 into the receiver-dryer section 14 and the subcooler section 16 in this order. Here, the refrigerant is supercooled.

The refrigerant flowing out of the subcooling portion 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13B and reaches the indoor expansion valve 8 through the internal heat exchanger 19. The refrigerant is depressurized in the indoor expansion valve 8, flows into the heat absorber 9, and evaporates. At this time, the air blown from the indoor fan 27 is cooled by the heat absorption effect, and moisture in the air condenses and adheres to the heat absorber 9, so that the air in the air flow path 3 is cooled and dehumidified. The refrigerant evaporated in the heat absorber 9 flows through the internal heat exchanger 19 and through the refrigerant pipe 13C to the accumulator 12, and then is sucked into the compressor 2 through the accumulator 12, and the above-described cycle is repeated.

At this time, since the valve opening of the outdoor expansion valve 6 is set to be fully closed, the refrigerant discharged from the compressor 2 can be suppressed or prevented from flowing backward from the outdoor expansion valve 6 into the radiator 4. This suppresses or eliminates a decrease in the refrigerant circulation amount, thereby ensuring air conditioning ability. In the dehumidification and heating mode, the controller 32 energizes the auxiliary heater 70 to generate heat. As a result, the air cooled and dehumidified by the heat absorber 9 is further heated while passing through the auxiliary heater 70, and the temperature rises, so that dehumidification and heating of the vehicle interior are performed.

As in the case of fig. 4, the controller 32 controls the rotation speed NC of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO, which is a target value of the heat absorber temperature Te, and controls the energization (heating by heat generation) of the auxiliary heater 70 based on the auxiliary heater temperature Tptc and the target heat radiator temperature TCO detected by the auxiliary heater temperature sensor 75, so that the air temperature drop blown out from the blowout port 29 into the vehicle interior is accurately prevented by the heating by the auxiliary heater 70 while properly cooling and dehumidifying the air in the heat absorber 9. Thus, the temperature of the air blown into the vehicle interior can be controlled to an appropriate heating temperature while dehumidifying the air, and comfortable and efficient dehumidification and heating of the vehicle interior can be achieved.

Further, since the auxiliary heater 70 is disposed on the air upstream side of the radiator 4, although the air heated by the auxiliary heater 70 passes through the radiator 4, in the dehumidification and heating mode described above, the refrigerant does not flow to the radiator 4, and therefore, the disadvantage that the radiator 4 absorbs heat from the air heated by the auxiliary heater 70 is also eliminated. That is, the temperature of the air blown into the vehicle interior is suppressed from being lowered by the radiator 4, so that the COP is also improved.

(17-2) MAX cooling mode (maximum cooling mode) of the air conditioner 1 for vehicle of fig. 18

In addition, in the MAX cooling mode, the controller 32 opens the solenoid valve 17 and closes the solenoid valve 21. The solenoid valve 76 is closed, the solenoid valve 78 is opened, and the valve opening of the outdoor expansion valve 6 is set to be fully closed. Then, the compressor 2 is operated, and the auxiliary heater 70 is not energized. The controller 32 operates the

blowers

15 and 27, and the air mixing damper 28 is set in the following state: the ratio of the air blown from the indoor blower 27 and passing through the air flow path 3 of the heat absorber 9 to the sub-heater 70 and the radiator 4 is adjusted.

The refrigerant flowing out of the subcooling portion 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13B and reaches the indoor expansion valve 8 through the internal heat exchanger 19. The refrigerant is depressurized in the indoor expansion valve 8, flows into the heat absorber 9, and evaporates. The air blown from the indoor blower 27 is cooled by the heat absorption at this time. In addition, since moisture in the air condenses and adheres to the heat absorber 9, the air in the air flow path 3 is dehumidified. The refrigerant evaporated in the heat absorber 9 flows through the internal heat exchanger 19 and through the refrigerant pipe 13C to the accumulator 12, and then is sucked into the compressor 2 through the accumulator 12, and the above-described cycle is repeated. At this time, since the outdoor expansion valve 6 is fully closed, the refrigerant discharged from the compressor 2 can be similarly prevented or prevented from flowing back into the radiator 4 from the outdoor expansion valve 6. This suppresses or eliminates a decrease in the refrigerant circulation amount, thereby ensuring air conditioning ability.

Here, in the cooling mode, since the high-temperature refrigerant flows through the radiator 4, although direct heat conduction from the radiator 4 to the HVAC unit 10 is not generated, in the MAX cooling mode, the refrigerant does not flow to the radiator 4, and therefore, the air in the air flow path 3 from the heat absorber 9 is not heated by the heat transferred from the radiator 4 to the HVAC unit 10. Therefore, in the environment where the interior of the vehicle is strongly cooled, particularly in the environment where the outside air temperature Tam is high, the interior of the vehicle can be rapidly cooled, and comfortable air conditioning of the interior of the vehicle can be realized. In the MAX cooling mode, the controller 32 also controls the rotation speed NC of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO as a target value thereof, as in the case of fig. 4.

In the vehicular air conditioner 1 of the present embodiment, the controller 32 also changes the upper limit rotation speed TGNChLimHi of the compressor target rotation speed TGNCh used in the heating mode and the upper limit rotation speed TGNCcLimHi of the compressor target rotation speed TGNCc used in the dehumidification heating mode, the dehumidification cooling mode, the cooling mode, and the MAX cooling mode using the above formulas (III) and (IV) based on the air volume (blower voltage BLV) of the indoor blower 27, the blowing mode from each of the outlets, the introduction mode of introducing air into the air flow path 3, the volume AUD (audio level) of the audio equipment provided in the vehicle, the vehicle speed VSP, and the outside air temperature Tam, as described above. Thus, in the present embodiment, the driving sound of the compressor 2 in a state where the sound level of the sound in the vehicle interior is low can be reduced, and thus, the air conditioning in the vehicle interior that is comfortable for the passengers can be realized.

In the embodiment of fig. 6, the calculation of the upper limit rotation speed change value TGNChLimMOD, TGNCcLimMOD in the air blowing mode is switched between the foot mode and the ventilation mode, but in the case where the ratio of the blowing amounts from the foot air blowing port and the ventilation air blowing port can be continuously changed, the upper limit rotation speed change value TGNChLimMOD, TGNCcLimMOD may be changed in the descending direction as the ratio of the blowing amount from the foot air blowing port increases as in the case of the blower voltage BLV of fig. 5 or the like.

In the embodiment of fig. 7, the calculation of the upper limit rotation speed change value TGNChLimREC, TGNCcLimREC in the introduction mode is switched between the external air introduction mode and the internal air circulation mode, but in the case where the ratio of the external air introduction to the internal air circulation can be continuously changed, the upper limit rotation speed change value TGNChLimREC, TGNCcLimREC may be changed in the direction in which the ratio of the external air introduction increases as in the case of the blower voltage BLV of fig. 5 or the like.

Further, in the embodiment, the controller 32 determines the highest value among the upper limit rotation speed change values TGNChLimBLV and tgncclmbv based on the air volume of the indoor blower 27, the upper limit rotation speed change values TGNChLimMOD and tgnclimmod based on the blowing mode, the upper limit rotation speed change values TGNChLimREC and tgnclimrec based on the introduction mode, the upper limit rotation speed change values tgnchlimud and tgnclimud based on the sound volume of the acoustic device, the upper limit rotation speed change values TGNChLimVSP and tgnccllimvsp based on the vehicle speed, and the upper limit rotation speed change values tgnchlimram and tgnccllimtm based on the outside air temperature Tam as the upper limit rotation speed TGNChLimHi (heating mode or the like) and the upper limit rotation speed tgnclimhi (cooling mode or the like), respectively.

However, in the inventions of claims 1 to 6 and the inventions related thereto, it is also possible to determine, as the upper limit rotation speed, any one of the upper limit rotation speed changing values TGNChLimBLV and tgncclmbv based on the air volume of the indoor blower 27, the upper limit rotation speed changing values TGNChLimMOD and tgnccllimmod based on the blowing mode, the upper limit rotation speed changing values TGNChLimREC and tgnclimrec based on the introduction mode, and the upper limit rotation speed changing values tgnchlimud and tgnccllimud based on the volume of the audio equipment, or the higher value of the upper limit rotation speed changing values TGNChLimVSP and tgnccllimvsp based on the vehicle speed, the upper limit rotation speed changing values tgnchlimram and tgnccllimtm based on the outside air temperature Tam, and the upper limit rotation speed tgnclimhi (heating mode and the like) and the upper limit rotation speed tgnclimhi (cooling mode and the like), respectively.

Further, in the inventions of claim 7, claim 8, and the inventions related thereto, it is also possible to combine two or more of the upper limit rotation speed change values TGNChLimBLV and TGNCcLimBLV based on the air volume of the indoor blower 27, the upper limit rotation speed change values TGNChLimMOD and tgnccllimmod based on the blowing mode, the upper limit rotation speed change values tgnchllimrec and tgnccllimrec based on the introduction mode, the upper limit rotation speed change values tgnchlimud and tgnccllimmaud based on the volume of the audio equipment, the upper limit rotation speed change values TGNChLimVSP and tgnccllimvsp based on the vehicle speed, and the upper limit rotation speed change values tgnchlimtm and tgnccllimtm based on the outside air temperature Tam, and to determine the higher value of the combined values as the upper limit rotation speed TGNChLimHi (heating mode or the like) and the upper limit rotation speed tgnclimhi (cooling mode or the like), respectively.

In addition, the numerical values and constituent members shown in the embodiments are not limited thereto, and various changes can be made without departing from the spirit of the present invention.

(symbol description)

1. An air conditioning apparatus for a vehicle;

2. a compressor;

3. an air flow path;

4. a heat sink;

6. an outdoor expansion valve;

7. an outdoor heat exchanger;

8. an indoor expansion valve;

9. a heat absorber;

23. a thermal medium circulation circuit;

26. a suction switching shutter;

27. indoor blower (blower fan);

29. a blow-out port;

30. a circulation pump;

31. a blow-out port switching baffle;

32. a controller (control device);

40. a heat medium/air heat exchanger (auxiliary heating device);

70. auxiliary heater (auxiliary heating device);

r refrigerant circuit.

Claims

1. An air conditioning apparatus for a vehicle, comprising:

an air flow path through which air supplied into the vehicle interior flows;

a refrigerant circuit having an electrically operated compressor for compressing a refrigerant and a heat exchanger for directly or indirectly exchanging heat between the air supplied from the air flow path to the vehicle interior and the refrigerant;

an indoor blower for circulating air in the air circulation path;

A ventilation outlet and a foot outlet for blowing air from the air flow path into the vehicle interior; and

the control device is used for controlling the control device,

the compressor and the indoor blower are controlled by the control device to regulate the air in the vehicle interior, and the air blowing mode of the air blown into the vehicle interior can be switched to at least a ventilation mode of blowing out the ventilation air outlet and a foot mode of blowing out the foot air outlet,

it is characterized in that the method comprises the steps of,

in the case of the foot mode, the control device changes the upper limit rotation speed on the control of the compressor in a decreasing direction as compared with the case of the ventilation mode.

2. The vehicular air-conditioning apparatus according to claim 1, wherein,

in the case where the vehicle is stopped, the control device changes the upper limit rotation speed on the control of the compressor in a direction of decreasing, as compared with when the vehicle is running.

3. The vehicular air-conditioning apparatus according to claim 1, wherein,

the control device changes the upper limit rotation speed on the control of the compressor in the descending direction as the outside air temperature becomes lower.

4. The vehicular air-conditioning apparatus according to claim 1, wherein,

the vehicular air conditioning apparatus includes an auxiliary heating device provided in the air flow path,

the control device performs heating by the auxiliary heating device when the refrigerant discharged from the compressor is radiated in the heat exchanger to heat the vehicle interior and the heating capacity of the heat exchanger is insufficient due to a decrease in an upper limit rotation speed in control of the compressor.

5. The vehicular air-conditioning apparatus according to claim 1, wherein,

the refrigerant circuit has: a radiator as the heat exchanger for radiating heat from the refrigerant and directly or indirectly heating air supplied from the air flow path into the vehicle interior; a heat absorber as the heat exchanger for absorbing heat from a refrigerant and cooling air supplied from the air flow path into the vehicle interior; and an outdoor heat exchanger disposed outside the vehicle and radiating or absorbing heat from the refrigerant,

the control device performs at least a heating mode in which the refrigerant discharged from the compressor is radiated in the radiator and the refrigerant after the radiation is decompressed, and then the refrigerant is absorbed in the outdoor heat exchanger, and a cooling mode in which the refrigerant discharged from the compressor is radiated in the outdoor heat exchanger and the refrigerant after the radiation is decompressed, then the refrigerant is absorbed in the heat absorber,

And changing an upper limit rotation speed (tgnccilimhi) on control of the compressor in the cooling mode in a decreasing direction compared to the upper limit rotation speed (TGNChLimHi) on control of the compressor in the heating mode.

6. The vehicular air-conditioning apparatus according to claim 5, wherein,

the discharge volume of the compressor is set to a discharge volume (DV 1) required for the heating mode,

an upper limit rotational speed (TGNCcLimHi) on the control of the compressor in the cooling mode is set based on a ratio (D2/D1) of a discharge volume (DV 2) of the compressor required for the cooling mode to the discharge volume (DV 1) and an upper limit rotational speed (TGNChLimHi) on the control of the compressor in the heating mode.