WO2022080053A1

WO2022080053A1 - Vehicle air conditioning device

Info

Publication number: WO2022080053A1
Application number: PCT/JP2021/033464
Authority: WO
Inventors: 寛人矢田; 伸治梯; 直樹加藤
Original assignee: 株式会社デンソー
Priority date: 2020-10-16
Filing date: 2021-09-13
Publication date: 2022-04-21
Also published as: JP2022065827A

Abstract

A vehicle air conditioning device comprises: an air blowing unit (42); an indoor air rate adjustment unit (43); a heating air volume adjustment unit (44); and heating units (10, 30). In the vehicle air conditioning device, a normal heating mode and a power-saving heating mode are provided as heating modes for heating a vehicle cabin. The power-saving heating mode reduces the heating capacity of the heating units compared with the normal heating mode. In the power-saving heating mode, at least one of the following is executed: control to increase the airflow rate of the air blowing unit (42), as compared to the normal heating mode; control to increase the indoor air rate using the indoor air rate adjustment unit (43), as compared to the normal heating mode; and control to increase the ratio of heating air volume using the heating air volume adjustment unit (44), as compared to the normal heating mode.

Description

Vehicle air conditioner

Cross-reference of related applications

This application is based on Japanese Patent Application No. 2020-174559 filed on October 16, 2020, and the contents of the description are incorporated herein by reference.

This disclosure relates to a vehicle air conditioner that heats the interior of a vehicle.

Conventionally, Patent Document 1 discloses a vehicle air conditioner applied to a hybrid vehicle. A hybrid vehicle is a vehicle that obtains driving force for traveling from an internal combustion engine (that is, an engine) and an electric motor. In a hybrid vehicle, the engine may be stopped even while the vehicle is running in order to improve fuel efficiency. Therefore, the temperature of the engine cooling water may not rise to a temperature that can be used as a heat source for heating.

On the other hand, in the vehicle air conditioner of Patent Document 1, not only the engine cooling water is used as a heat source, but also a refrigerating cycle device having an electric compressor can generate warm air. Further, in the vehicle air conditioner of Patent Document 1, the created hot air and cold air such as outside air are mixed and blown air blown into the vehicle interior so that the occupant can obtain a comfortable heating feeling during heating operation. The temperature of the car is adjusted.

Japanese Unexamined Patent Publication No. 2013-166413

However, as in Patent Document 1, in a vehicle air conditioner that adjusts the temperature of the blown air by mixing hot air and cold air during heating operation, hot air having a higher temperature than the blown air blown into the vehicle interior is produced. There must be. Therefore, in the vehicle air conditioner of Patent Document 1, the power consumption of the refrigeration cycle device increases when the temperature of the engine cooling water is low or the like.

In view of the above points, it is an object of the present disclosure to provide an air conditioner for vehicles capable of reducing power consumption while suppressing deterioration of a feeling of heating.

In order to achieve the above object, the vehicle air conditioner according to one aspect of the present disclosure includes an air passage forming section, a blowing section, an inside air rate adjusting section, a heating section, and a heated air volume adjusting section.

The air passage forming portion forms an air passage through which the blown air blown into the vehicle interior is circulated. The blower unit blows the blown air. The inside air ratio adjusting unit adjusts the inside air ratio, which is the ratio of the air in the vehicle interior to the blown air introduced into the air passage. The heating unit uses electric power to heat the blown air. The heated air volume adjusting unit adjusts the ratio of the heated air volume heated by the heating unit to the blown air.

As an operation mode for heating the interior of the vehicle, a normal heating mode and a power saving heating mode are provided, and the power saving heating mode is an operation mode in which the heating capacity of the heating unit is reduced as compared with the normal heating mode.

Furthermore, in the power-saving heating mode, control is performed to increase the amount of air blown by the blower unit compared to the normal heating mode, control to increase the internal air rate compared to the normal heating mode, and control to increase the ratio of the heated air volume compared to the normal heating mode. At least one of them is executed.

According to this, in the power-saving heating mode, the heating capacity of the heating unit is reduced as compared with the normal heating mode, so that the power consumption of the heating unit can be reduced.

Furthermore, by executing control to increase the amount of air blown by the blower unit in the power-saving heating mode as compared to the normal heating mode, it is possible to suppress a decrease in the total amount of heat absorbed by the blown air from the heating unit in the normal heating mode. can do. Therefore, it is possible to prevent the total amount of heat supplied to the vehicle interior in the power-saving heating mode from being lower than the total amount of heat supplied to the vehicle interior in the normal heating mode.

Further, in the power saving heating mode, the temperature of the blown air introduced into the air passage can be raised more than in the normal heating mode by executing the control to raise the inside air rate more than in the normal heating mode. Therefore, it is possible to prevent the temperature of the blown air blown into the vehicle interior in the power-saving heating mode from being lower than in the normal heating mode.

Further, in the power saving heating mode, by executing the control to increase the ratio of the heated air volume as compared with the normal heating mode, the air volume of the blown air heated in the heating unit can be increased as compared with the normal heating mode. Therefore, it is possible to prevent the temperature of the blown air blown into the vehicle interior in the power-saving heating mode from being lower than in the normal heating mode.

Therefore, by executing at least one of the above controls in the power-saving heating mode, it is possible to prevent the heating feeling from becoming worse than in the normal heating mode. That is, according to the vehicle air conditioner of one aspect of the present disclosure, it is possible to reduce the power consumption while suppressing the deterioration of the heating feeling.

It is a schematic whole block diagram of the air conditioner for a vehicle of 1st Embodiment. It is a block diagram which shows the electric control part of the air-conditioning apparatus for a vehicle of 1st Embodiment. It is a flowchart which shows the control process in the heating mode of the vehicle air-conditioning apparatus of 1st Embodiment. It is a flowchart which shows a part of the control process in the heating mode of the vehicle air-conditioning apparatus of 1st Embodiment. It is a schematic whole block diagram of the air conditioner for a vehicle of 2nd Embodiment.

Hereinafter, a plurality of embodiments for carrying out the present disclosure will be described with reference to the drawings. In each embodiment, the same reference numerals may be given to the parts corresponding to the matters described in the preceding embodiments, and duplicate explanations may be omitted. When only a part of the configuration is described in each embodiment, other embodiments described above can be applied to the other parts of the configuration. Not only the combination of the parts that clearly indicate that the combination is possible in each embodiment, but also the partial combination of the embodiments even if the combination is not specified if there is no problem in the combination. Is also possible.

(First Embodiment)
A first embodiment of the vehicle air conditioner 1 according to the present disclosure will be described with reference to FIGS. 1 to 4. The vehicle air conditioner 1 is applied to an electric vehicle in which a driving force for traveling a vehicle is obtained from an electric motor for traveling. The vehicle air-conditioning device 1 air-conditions the interior of an electric vehicle, which is a space to be air-conditioned.

The vehicle air conditioner 1 can switch the operation mode in order to perform air conditioning in the vehicle interior. The operation mode of the vehicle air conditioner 1 includes a cooling mode, a series dehumidifying / heating mode, a parallel dehumidifying / heating mode, and a heating mode.

The cooling mode is an operation mode in which the inside of the vehicle is cooled by cooling the blown air and blowing it into the vehicle interior. The series dehumidifying / heating mode is an operation mode in which dehumidifying / heating the interior of the vehicle is performed by reheating the cooled and dehumidified blown air and blowing it into the vehicle interior. The parallel dehumidifying and heating mode is an operation mode in which the dehumidified and heated air inside the vehicle is dehumidified and heated by reheating the cooled and dehumidified blown air with a heating capacity higher than that of the series dehumidifying and heating mode and blowing it into the vehicle interior.

The heating mode is an operation mode in which the interior of the vehicle is heated by heating the blown air and blowing it into the interior of the vehicle. Further, in the vehicle air conditioner 1 of the present embodiment, as the heating mode, a normal heating mode, a power saving heating mode, a power saving anti-fog heating mode, and a power saving low noise heating mode are provided.

The power-saving heating mode, the power-saving anti-fog heating mode, and the power-saving low-noise heating mode heat the refrigerating cycle device 10 more than the normal heating mode in order to reduce the power consumption of the refrigerating cycle device 10 forming the heating unit. This is an operation mode that reduces the capacity.

As shown in FIG. 1, the vehicle air conditioner 1 includes a refrigeration cycle device 10, a heat medium circuit 30, an indoor air conditioner unit 40, an air conditioner control device 50 shown in FIG. 2, and the like.

The refrigeration cycle device 10 adjusts the temperature of the blown air blown into the vehicle interior in the vehicle air conditioner 1. The refrigerating cycle device 10 can switch the refrigerant circuit according to the operation mode of the vehicle air conditioner 1. Specifically, the refrigerating cycle device 10 can be switched to a cooling mode refrigerant circuit, a series dehumidifying / heating mode refrigerant circuit, a parallel dehumidifying / heating mode refrigerant circuit, and a heating mode refrigerant circuit.

In the refrigerating cycle device 10, an HFO-based refrigerant (specifically, R1234yf) is used as the refrigerant. The refrigeration cycle device 10 constitutes a steam compression type subcritical refrigeration cycle in which the pressure of the discharged refrigerant discharged from the compressor 11 does not exceed the critical pressure of the refrigerant. Refrigerant oil for lubricating the compressor 11 is mixed in the refrigerant of the refrigeration cycle device 10. Some of the refrigerating machine oil circulates in the cycle together with the refrigerant.

Among the constituent devices of the refrigerating cycle device 10, the compressor 11 sucks the refrigerant in the refrigerating cycle device 10, compresses it, and discharges it. The compressor 11 is arranged in the drive unit room on the front side of the vehicle. The drive unit room forms a space in which at least a part of a device (for example, an electric motor) for generating a driving force for traveling a vehicle is arranged.

The compressor 11 is an electric compressor in which a fixed capacity type compression mechanism having a fixed discharge capacity is rotationally driven by an electric motor. The rotation speed (that is, the refrigerant discharge capacity) of the compressor 11 is controlled by the control signal output from the air conditioning control device 50.

The inlet side of the refrigerant passage of the water-refrigerant heat exchanger 12 is connected to the discharge port of the compressor 11. The water-refrigerant heat exchanger 12 has a refrigerant passage for circulating the discharged refrigerant discharged from the compressor 11 and a water passage for circulating the heat medium circulating in the heat medium circuit 30. The water-refrigerant heat exchanger 12 is a heat exchanger for heating a heat medium that heats the heat medium by exchanging heat between the discharged refrigerant flowing through the refrigerant passage and the heat medium flowing through the water passage.

The inlet side of the first three-way joint 13a having three inflow outlets communicating with each other is connected to the outlet of the refrigerant passage of the water-refrigerant heat exchanger 12. As such a three-way joint, one formed by joining a plurality of pipes or one formed by providing a plurality of refrigerant passages in a metal block or a resin block can be adopted.

Further, the refrigeration cycle device 10 includes a second three-way joint 13b to a fourth three-way joint 13d, as will be described later. The basic configuration of the second three-way joint 13b to the fourth three-way joint 13d is the same as that of the first three-way joint 13a.

The first three-way joint 13a to the fourth three-way joint 13d are branch portions for branching the flow of the refrigerant when one of the three inflow outlets is used as the inlet and two are used as the outlets. Further, when two of the three inflow ports are used as the inflow port and one is used as the outflow port, it becomes a merging portion where the flow of the refrigerant is merged.

The inlet side of the heating expansion valve 14a is connected to one of the outlets of the first three-way joint 13a. One inflow port side of the second three-way joint 13b is connected to the other outflow port of the first three-way joint 13a via a bypass passage 22a. A dehumidifying on-off valve 15a is arranged in the bypass passage 22a.

The heating expansion valve 14a is a heating decompression unit that reduces the pressure of the high-pressure refrigerant flowing out from the refrigerant passage of the water-refrigerant heat exchanger 12 in the heating mode or the like. Further, the heating expansion valve 14a is a heating flow rate adjusting unit that adjusts the flow rate (mass flow rate) of the refrigerant flowing out to the downstream side in the heating mode or the like.

The heating expansion valve 14a is an electric variable throttle mechanism having a valve body configured to change the throttle opening and an electric actuator for changing the opening of the valve body. The operation of the heating expansion valve 14a is controlled by a control signal (specifically, a control pulse) output from the air conditioning control device 50.

Further, the refrigeration cycle device 10 is provided with a cooling expansion valve 14b, as will be described later. The basic configuration of the cooling expansion valve 14b is the same as that of the heating expansion valve 14a.

The expansion valve 14a for heating and the expansion valve 14b for cooling have a fully open function that functions as a mere refrigerant passage without exerting a refrigerant depressurizing action and a flow rate adjusting action by fully opening the valve opening. Further, the heating expansion valve 14a and the cooling expansion valve 14b have a fully closing function of closing the refrigerant passage by fully closing the valve opening degree.

The expansion valve 14a for heating and the expansion valve 14b for cooling can switch the refrigerant circuit of the refrigeration cycle device 10 by exerting the fully closed function. Therefore, the heating expansion valve 14a and the cooling expansion valve 14b also have a function as a refrigerant circuit switching unit for switching the refrigerant circuit.

Of course, the expansion valve 14a for heating and the expansion valve 14b for cooling may be formed by combining a variable throttle mechanism having no fully closed function and an on-off valve. In this case, the on-off valve serves as the refrigerant circuit switching unit. Further, in the refrigerating cycle device 10 of the present embodiment, the heating expansion valve 14a may not have a fully closed function.

The refrigerant inlet side of the outdoor heat exchanger 16 is connected to the outlet of the heating expansion valve 14a. The outdoor heat exchanger 16 is a heat exchanger that exchanges heat between the refrigerant flowing out from the heating expansion valve 14a and the outside air blown by the outside air fan 16a. The outdoor heat exchanger 16 is arranged on the front side of the drive unit room. Therefore, when the vehicle is running, the running wind that has flowed into the drive unit room through the grill can be applied to the outdoor heat exchanger 16.

The outside air fan 16a is an electric blower whose rotation speed (that is, blowing capacity) is controlled by a control voltage output from the air conditioning control device 50.

The inlet side of the third three-way joint 13c is connected to the refrigerant outlet of the outdoor heat exchanger 16. One inflow port side of the fourth three-way joint 13d is connected to one outflow port of the third three-way joint 13c via a heating passage 22b. A heating on-off valve 15b is arranged in the heating passage 22b.

The heating on-off valve 15b is a solenoid valve that opens and closes the heating passage 22b. The dehumidifying on-off valve 15a described above is a solenoid valve that opens and closes the bypass passage 22a. The basic configurations of the dehumidifying on-off valve 15a and the heating on-off valve 15b are the same. The opening / closing operation of the dehumidifying on-off valve 15a and the heating on-off valve 15b is controlled by the control voltage output from the air conditioning control device 50.

The dehumidifying on-off valve 15a and the heating on-off valve 15b can switch the refrigerant circuit of each operation mode by opening and closing the refrigerant passage. Therefore, the dehumidifying on-off valve 15a and the heating on-off valve 15b, together with the heating expansion valve 14a and the cooling expansion valve 14b, are refrigerant circuit switching units that switch the refrigerant circuit.

The other inlet side of the second three-way joint 13b is connected to the other outlet of the third three-way joint 13c. A check valve 17 is arranged in the refrigerant passage connecting the other outlet side of the third three-way joint 13c and the other inlet side of the second three-way joint 13b. The check valve 17 allows the refrigerant to flow from the third three-way joint 13c side to the second three-way joint 13b side, and prohibits the refrigerant from flowing from the second three-way joint 13b side to the third three-way joint 13c side.

The inlet side of the cooling expansion valve 14b is connected to the outlet of the second three-way joint 13b. The cooling expansion valve 14b is a cooling pressure reducing unit that reduces the pressure of the refrigerant flowing out of the outdoor heat exchanger 16 in the cooling mode or the like. Further, the cooling expansion valve 14b is a cooling flow rate adjusting unit that adjusts the flow rate (mass flow rate) of the refrigerant flowing out to the downstream side in the cooling mode or the like.

The refrigerant inlet side of the indoor evaporator 18 is connected to the outlet of the cooling expansion valve 14b. The indoor evaporator 18 is arranged in the air conditioning case 41 of the indoor air conditioning unit 40, which will be described later. The indoor evaporator 18 is a heat exchanger for cooling the blown air that cools the blown air by exchanging heat between the low pressure refrigerant decompressed by the cooling expansion valve 14b and the blown air and evaporating the low pressure refrigerant. ..

The other inlet side of the fourth three-way joint 13d is connected to the refrigerant outlet of the indoor evaporator 18. The refrigerant inlet side of the accumulator 21 is connected to the outlet of the fourth three-way joint 13d. The accumulator 21 is a liquid storage unit that separates the gas and liquid of the refrigerant flowing out from the heat exchanger functioning as an evaporator and stores the separated liquid phase refrigerant as a surplus refrigerant in the cycle. The suction port side of the compressor 11 is connected to the gas phase refrigerant outlet of the accumulator 21.

Next, the heat medium circuit 30 will be described. The heat medium circuit 30 is a heat medium circulation circuit that circulates a heat medium. In the heat medium circuit 30, an ethylene glycol aqueous solution is used as the heat medium. In the heat medium circuit 30, a water passage of the water-refrigerant heat exchanger 12, a heat medium pump 31, a heater core 32, and the like are arranged.

The heat medium pump 31 is a water pump that pumps a heat medium to the inlet side of the water passage of the water-refrigerant heat exchanger 12. The heat medium pump 31 is an electric pump that rotationally drives an impeller (that is, an impeller) with an electric motor. The rotation speed (that is, the water pressure feeding capacity) of the heat medium pump 31 is controlled by the control voltage output from the air conditioning control device 50.

The heat medium inlet side of the heater core 32 is connected to the outlet of the water passage of the water-refrigerant heat exchanger 12. The heater core 32 is arranged in the air conditioning case 41 of the indoor air conditioning unit 40. The heater core 32 is a heat exchanger for heating blown air that heats the blown air by exchanging heat between the heat medium heated by the water-refrigerator heat exchanger 12 and the blown air that has passed through the indoor evaporator 18. ..

As is clear from the above description, in the present embodiment, the heating unit for heating the blown air by using electric power is formed by each component device arranged in the refrigerating cycle device 10 and the heat medium circuit 30.

More specifically, in the refrigerating cycle device 10, the compressor 11 discharges high-temperature and high-pressure discharged refrigerant using electric power. The discharged refrigerant discharged from the compressor 11 dissipates heat to the heat medium in the water-refrigerant heat exchanger 12. The heat medium heated by the water-refrigerant heat exchanger 12 dissipates heat to the blown air at the heater core 32. As a result, the blown air is heated.

Further, in the heating unit of the present embodiment, the temperature of the discharged refrigerant and the heat medium can be increased by increasing the refrigerant discharge capacity of the compressor 11, and the heating capacity of the blown air can be increased. Further, by reducing the refrigerant discharge capacity of the compressor 11, the temperatures of the discharged refrigerant and the heat medium can be lowered, and the heating capacity of the blown air can be reduced.

Next, the indoor air conditioning unit 40 will be described. The indoor air-conditioning unit 40 is a unit in which various components are integrated in the vehicle air-conditioning device 1 in order to blow out appropriately temperature-controlled blown air to an appropriate place in the vehicle interior. The indoor air conditioning unit 40 is arranged inside the instrument panel (that is, the instrument panel) at the front of the vehicle interior.

The indoor air conditioning unit 40 is formed by accommodating an indoor blower 42, an indoor evaporator 18, a heater core 32, etc. in an air conditioning case 41. The air-conditioning case 41 is an air passage forming portion that forms the outer shell of the indoor air-conditioning unit 40 and also forms the air passage 40a that allows the blown air blown into the vehicle interior to flow inside. The air-conditioning case 41 is made of a resin (for example, polypropylene) having a certain degree of elasticity and excellent strength.

An inside / outside air switching device 43 is arranged at the most upstream part of the blast air flow of the air conditioning case 41. The inside / outside air switching device 43 adjusts the ratio of the inside air (that is, the air inside the vehicle interior) and the outside air (that is, the air outside the vehicle interior) in the blown air introduced into the air passage 40a. Therefore, the inside / outside air switching device 43 is an inside air ratio adjusting unit that adjusts the inside air ratio RF, which is the ratio of the inside air in the blown air introduced into the air passage 40a.

More specifically, an inside air introduction port 43a and an outside air introduction port 43b are formed at a portion of the air conditioning case 41 that forms the inside / outside air switching device 43. The inside air introduction port 43a is an opening for introducing inside air into the air passage 40a. The outside air introduction port 43b is an opening for introducing outside air into the air passage 40a.

Further, an inside / outside air switching door 43c is arranged inside the inside / outside air switching device 43. The inside / outside air switching door 43c is a plate door that continuously changes the opening ratio between the opening degree of the inside air introduction port 43a and the opening degree of the outside air introduction port 43b. The inside / outside air switching door 43c is driven by an electric actuator 43d of the inside / outside air switching device. The operation of the electric actuator 43d of the inside / outside air switching device is controlled by a control signal output from the air conditioning control device 50.

An indoor blower 42 is arranged on the downstream side of the blower air flow of the inside / outside air switching device 43. The indoor blower 42 is a blower unit that blows the blown air sucked through the inside / outside air switching device 43 toward the vehicle interior. The indoor blower 42 is an electric blower that drives a centrifugal multi-blade fan with an electric motor. The rotation speed (that is, the blowing capacity) of the indoor blower 42 is controlled by a control voltage (hereinafter, referred to as a blower voltage Vb) output from the air conditioning control device 50.

The indoor evaporator 18 and the heater core 32 are arranged on the downstream side of the blower air flow of the indoor blower 42. The indoor evaporator 18 is arranged on the upstream side of the blown air flow with respect to the heater core 32. Further, in the air conditioning case 41, a cold air bypass passage 45 is formed in which the blown air that has passed through the indoor evaporator 18 is bypassed by the heater core 32 and flows to the downstream side.

The air mix door 44 is arranged on the downstream side of the blown air flow of the indoor evaporator 18 and on the upstream side of the blown air flow of the heater core 32.

The air mix door 44 adjusts the air volume ratio between the air volume passing through the heater core 32 and the air volume passing through the cold air bypass passage 45 in the air blown air after passing through the indoor evaporator 18. Therefore, the air mix door 44 is a heated air volume adjusting unit that adjusts the ratio of the air volume (that is, the heated air volume) of the air blown air heated by the heater core 32 forming the heating unit to the air blown air after passing through the indoor evaporator 18. Is.

Here, the position of the air mix door 44 can be represented by the air mix opening SW. When the air mix opening degree SW = 0%, the air mix door 44 is displaced to the so-called Max Cool position where the air passage on the heater core 32 side is fully closed and the cold air bypass passage 45 is fully opened.

Then, the air mix door 44 is displaced so as to increase the opening degree of the air passage on the heater core 32 side and decrease the opening degree of the cold air bypass passage 45 as the air mix opening degree SW increases. Further, when the air mix opening degree SW = 100%, the air mix door 44 is displaced to the so-called max hot position where the air passage on the heater core 32 side is fully opened and the cold air bypass passage 45 is fully closed.

On the downstream side of the blown air flow of the heater core 32 of the air passage 40a, a mixing space 46 that mixes the blown air heated by the heater core 32 and the blown air that has passed through the cold air bypass passage 45 and is not heated by the heater core 32. Is formed. Therefore, the temperature of the conditioned air mixed in the mixing space 46 is adjusted by adjusting the air volume ratio between the air volume passing through the heater core 32 and the air volume passing through the cold air bypass passage 45 by the air mix door 44.

At the most downstream part of the blast air flow of the air conditioning case 41, an opening hole is arranged for blowing the blast air mixed in the mixing space 46 and adjusting the temperature into the vehicle interior. Specifically, a defroster opening hole 47a, a face opening hole 47b, and a foot opening hole 47c are provided.

The defroster opening hole 47a is an opening hole for blowing air conditioning air toward the vehicle window glass FW. The face opening hole 47b is an opening hole for blowing air-conditioned air toward the upper body of the occupant in the vehicle interior. The foot opening hole 47c is an opening hole for blowing air-conditioned air toward the feet of the occupant.

The defroster opening hole 47a, the face opening hole 47b, and the foot opening hole 47c are connected to the defroster outlet, the face outlet, and the foot outlet provided in the vehicle interior, respectively, via a dedicated duct.

The defroster door 48a, the face door 48b, and the foot door 48c are arranged on the upstream side of the blast air flow of the defroster opening hole 47a, the face opening hole 47b, and the foot opening hole 47c, respectively. The defroster door 48a adjusts the opening area of the defroster opening hole 47a. The face door 48b adjusts the opening area of the face opening hole 47b. The foot door 48c adjusts the opening area of the foot opening hole 47c.

The defroster door 48a, face door 48b, and foot door 48c are outlet mode switching units for switching the outlet mode. The defroster door 48a, the face door 48b, and the foot door 48c are rotationally operated in conjunction with each other by the electric actuator 48 for the outlet mode door via a link mechanism or the like. The operation of the electric actuator 48 for the air outlet mode door is controlled by a control signal output from the air conditioning control device 50.

Specific examples of the outlet mode that can be switched by the outlet mode switching unit include face mode, bi-level mode, and foot mode.

The face mode is an outlet mode in which the air conditioning air is blown out from the face outlet with the face opening hole 47b fully opened. The bi-level mode is an outlet mode in which both the face opening hole 47b and the foot opening hole 47c are opened to blow out the conditioned air from the face outlet and also to blow out the conditioned air from the foot outlet. The foot mode is an outlet mode in which both the defroster opening hole 47a and the foot opening hole 47c are opened to blow out the conditioned air from the defroster outlet and also to blow out the conditioned air from the foot outlet.

Further, the occupant can manually operate the outlet mode changeover switch provided on the operation panel 70 to switch to the defroster mode. The defroster mode is an outlet mode in which the defroster opening hole 47a is fully opened and the air-conditioned air is blown out from the defroster outlet.

Further, the vehicle air conditioner 1 of the present embodiment includes a seat heater 90. The seat heater 90 is a seat heating device that heats the surface of the seat on which the occupant sits with an electric heater. The seat heater 90 is an auxiliary heating device that improves the heating feeling of the occupant. The operation of the seat heater 90 is controlled by a control signal output from the air conditioning control device 50.

Next, the outline of the electric control unit of the vehicle air conditioner 10 will be described with reference to FIG. The air conditioning control device 50 includes a well-known microcomputer including a CPU, ROM, RAM, and the like, and peripheral circuits thereof. The air conditioning control device 50 performs various calculations and processes based on the air conditioning control program stored in the ROM, and is connected to the output side of 11, 14a, 14b, 15a, 15b, 16a, 31, 42, 43d, 44a. , 48, 90, etc. are controlled.

On the input side of the air conditioning control device 50, there are an inside temperature sensor 61, an outside temperature sensor 62, a solar radiation sensor 63, a first refrigerant temperature sensor 64a to a third refrigerant temperature sensor 64c, an evaporator temperature sensor 64f, and a first refrigerant pressure sensor 65a. , Second refrigerant pressure sensor 65b, heat medium temperature sensor 66, humidity sensor 68, air conditioning air temperature sensor 69, and other sensor groups for air conditioning control are connected. The detection signals of these sensors are input to the air conditioning control device 50.

The internal air temperature sensor 61 is an internal air temperature detection unit that detects the vehicle interior temperature (internal air temperature) Tr. The outside air temperature sensor 62 is an outside air temperature detection unit that detects the outside air temperature (outside air temperature) Tam. The solar radiation sensor 63 is a solar radiation amount detection unit that detects the solar radiation amount As irradiated to the vehicle interior.

The first refrigerant temperature sensor 64a is a discharge refrigerant temperature detection unit that detects the temperature T1 of the discharge refrigerant discharged from the compressor 11. The second refrigerant temperature sensor 64b is a second refrigerant temperature detecting unit that detects the temperature T2 of the refrigerant flowing out from the refrigerant passage of the water-refrigerant heat exchanger 12. The third refrigerant temperature sensor 64c is a third refrigerant temperature detecting unit that detects the temperature T3 of the refrigerant flowing out from the outdoor heat exchanger 16.

The evaporator temperature sensor 64f is an evaporator temperature detection unit that detects the refrigerant evaporation temperature (evaporator temperature) Tefin in the indoor evaporator 18. The evaporator temperature sensor 64f of the present embodiment specifically detects the temperature of the heat exchange fins of the indoor evaporator 18.

The first refrigerant pressure sensor 65a is a first refrigerant pressure detecting unit that detects the pressure P1 of the refrigerant flowing out from the refrigerant passage of the water-refrigerant heat exchanger 12. The second refrigerant pressure sensor 65b is a second refrigerant pressure detecting unit that detects the pressure P2 of the refrigerant flowing out from the outdoor heat exchanger 16.

The heat medium temperature sensor 66 is a heat medium temperature detecting unit that detects the heat medium temperature TWH, which is the temperature of the heat medium flowing out of the water passage of the water-refrigerant heat exchanger 12 and flowing into the heater core 32.

The humidity sensor 68 is an inside air humidity detection unit that detects the inside air humidity Rh (relative humidity) in the vicinity of the vehicle window glass FW in the vehicle interior. The internal air humidity Rh in the vicinity of the vehicle window glass FW is a physical quantity that correlates with the susceptibility to fogging of the vehicle window glass FW. The inside air humidity Rh can be used to determine whether or not the vehicle window glass FW needs to be anti-fog. Therefore, the humidity sensor 68 also has a function as a window fogging detection unit.

The conditioned air temperature sensor 69 is an conditioned air temperature detecting unit that detects the blast air temperature TAV blown from the mixed space to the vehicle interior.

Further, an operation panel 70 arranged near the instrument panel in the front part of the vehicle interior is connected to the input side of the air conditioning control device 50. The operation signals of various operation switches provided on the operation panel 70 are input to the air conditioning control device 50.

Various operation switches provided on the operation panel 70 include an auto switch, an air conditioner switch, an air volume setting switch, a temperature setting switch, an outlet mode changeover switch, an economy switch 70a, a seat heater switch 70b, and the like.

The auto switch is an air conditioning control setting unit that sets or cancels the automatic air conditioning control of the vehicle air conditioning device 1 by the operation of the occupant. The air conditioner switch is a cooling request unit for air conditioning that requires the indoor evaporator 18 to cool the blown air by the operation of an occupant.

The air volume setting switch is an air volume setting unit for manually setting the air volume of the indoor blower 42 by the operation of the occupant. The temperature setting switch is a target temperature setting unit that sets the target temperature Tset in the vehicle interior by the operation of the occupant. The outlet mode changeover switch is an outlet mode setting unit that sets the outlet mode by the operation of the occupant.

The economy switch 70a is a heating mode switching requesting unit that requires switching between the normal heating mode and the power saving heating mode by the operation of the occupant. The seat heater switch 70b is an auxiliary heating requesting unit that requires the seat heater 90, which is an auxiliary heating device, to be supplied with electric power to generate heat by the operation of an occupant.

Here, the air conditioning control device 50 is integrally configured with a control unit that controls various controlled devices connected to the output side of the air conditioning control device 50. Therefore, in the air conditioning control device 50, the configuration (hardware and software) that controls the operation of each controlled target device constitutes a control unit that controls the operation of each controlled target device.

For example, among the air conditioning control devices 50, the configuration for controlling the refrigerant discharge capacity of the compressor 11 (specifically, the rotation speed of the compressor 11) constitutes the discharge capacity control unit 50a. The configuration for controlling the ventilation capacity of the indoor blower 42 (specifically, the rotation speed of the indoor blower 42) constitutes the ventilation capacity control unit 50b.

The configuration for controlling the operation of the inside / outside air switching device 43 (specifically, the electric actuator 43d for the inside / outside air switching device) constitutes the inside / outside air ratio control unit 50c. The configuration for controlling the operation of the air mix door 44 (specifically, the electric actuator 44a for the air mix door) constitutes the heated air volume control unit 50d.

Next, the operation of the present embodiment in the above configuration will be described. In the vehicle air conditioner 1, the operation mode is switched in order to realize appropriate air conditioning in the vehicle interior. The operation mode is switched by executing the air conditioning control program. The air conditioning control program is executed when the auto switch of the operation panel 70 is turned on (ON) and the automatic control operation is set.

In the main routine of the air conditioning control program, the detection signal of the sensor group for air conditioning control described above and the operation signal from various air conditioning operation switches are read. Then, based on the values of the read detection signal and the operation signal, the target blowing temperature TAO, which is the target temperature of the blowing air blown into the vehicle interior, is calculated.

Specifically, the target blowout temperature TAO is calculated using the following mathematical formula F1.
TAO = Kset x Tset-Kr x Tr-Kam x Tam-Ks x As + C ... (F1)
In addition, Tset is the target temperature in the vehicle interior (vehicle interior set temperature) set by the temperature setting switch, Tr is the internal air temperature detected by the internal air temperature sensor 61, Tam is the outside air temperature detected by the outside air temperature sensor 62, and As. Is the amount of solar radiation detected by the solar radiation sensor 63. Kset, Kr, Kam, and Ks are control gains, and C is a correction constant.

Then, when the target blowing temperature TAO is lower than the predetermined cooling reference temperature α with the air conditioner switch of the operation panel 70 turned on, the operation mode is switched to the cooling mode.

Further, with the air conditioner switch of the operation panel 70 turned on, the target outlet temperature TAO is equal to or higher than the cooling reference temperature α, and the outside air temperature Tam is higher than the predetermined dehumidifying / heating reference temperature β. In that case, the operation mode is switched to the series dehumidification / heating mode.

Further, when the air conditioner switch of the operation panel 70 is turned on, the target outlet temperature TAO is equal to or higher than the cooling reference temperature α, and the outside air temperature Tam is equal to or lower than the dehumidifying / heating reference temperature β. The operation mode is switched to the parallel dehumidification / heating mode.

Also, if the cooling switch of the air conditioner switch is not turned on, the operation mode is switched to the heating mode.

For this reason, the cooling mode is mainly executed when the outside temperature is relatively high, such as in summer. The series dehumidifying and heating mode is mainly performed in spring or autumn. The parallel dehumidifying and heating mode is mainly executed when it is necessary to heat the blown air with a higher heating capacity than the series dehumidifying and heating mode, such as in early spring or late autumn. The heating mode is mainly performed during low outside temperatures in winter.

In the air-conditioning control program, the detection signal and the operation signal are read, the operation mode is determined, and the operating state of various controlled devices is determined at each predetermined control cycle τ until the operation of the vehicle air-conditioning device 1 is requested to be stopped. The control routine such as output of control voltage and control signal to various controlled devices is repeated. The detailed operation in each operation mode will be described below.

(A) Cooling mode In the cooling mode, the air conditioning control device 50 puts the heating expansion valve 14a of the refrigeration cycle device 10 in a fully open state and puts the cooling expansion valve 14b in a throttle state that exerts a depressurizing action. Further, the air conditioning control device 50 closes the dehumidifying on-off valve 15a and closes the heating on-off valve 15b.

Therefore, in the refrigerating cycle device 10 in the cooling mode, the discharge port of the compressor 11, the water-refrigerant heat exchanger 12, the fully opened heating expansion valve 14a, the outdoor heat exchanger 16, the check valve 17, and the cooling are used. A steam compression type refrigeration cycle having a circuit configuration in which the refrigerant circulates in the order of the expansion valve 14b, the indoor evaporator 18, the accumulator 21, and the suction port of the compressor 11 is configured.

Then, in the above circuit configuration, the air conditioning control device 50 appropriately determines the control signals and the like to be output to the various control target devices, and outputs the determined control signals and the like to the various control target devices.

For example, the air conditioning control device 50 determines a control signal output to the compressor 11 so that the evaporator temperature Tefin detected by the evaporator temperature sensor 64f approaches the target evaporator temperature TEO. The target evaporator temperature TEO is determined based on the target blowout temperature TAO with reference to a control map stored in advance in the air conditioning control device 50.

In the control map of the cooling mode, it is determined that the target evaporator temperature TEO rises as the target blowout temperature TAO rises. Further, the target evaporator temperature TEO is determined to be a value within a range (specifically, 1 ° C. or higher) in which frost formation of the indoor evaporator 18 can be suppressed.

Further, the air conditioning control device 50 determines a control signal output to the cooling expansion valve 14b so that the supercooling degree SC1 of the refrigerant flowing into the cooling expansion valve 14b approaches the target supercooling degree SCO1. The target supercooling degree SCO1 is determined based on the outside air temperature Tam with reference to a control map stored in advance in the air conditioning control device 50.

In the cooling mode control map, the target supercooling degree SCO1 is determined so that the coefficient of performance (COP) of the cycle approaches the maximum value. The degree of supercooling SC1 is calculated using the temperature T3 detected by the third refrigerant temperature sensor 64c and the pressure P2 detected by the second refrigerant pressure sensor 65b.

Therefore, in the refrigerating cycle device 10 in the cooling mode, a steam compression type refrigerating cycle is configured in which the water-refrigerant heat exchanger 12 and the outdoor heat exchanger 16 function as a condenser and the indoor evaporator 18 functions as an evaporator. To. Then, in the water-refrigerant heat exchanger 12, the heat medium is heated by the refrigerant dissipating heat to the heat medium. In the outdoor evaporator 18, the refrigerant absorbs heat from the blown air and evaporates, so that the blown air is cooled.

Further, the air conditioning control device 50 determines the control voltage output to the heat medium pump 31 of the heat medium circuit 30 so as to exert a predetermined water pressure feeding capacity. Therefore, in the heat medium circuit 30 in the cooling mode, the heat medium heated by the water-refrigerant heat exchanger 12 is supplied to the heater core 32. Then, in the heater core 32, the heat medium dissipates heat to the blown air, so that the blown air is heated.

Further, the air conditioning control device 50 outputs a control signal to the electric actuator 43d for the inside / outside air switching device so that the outside air flows into the air passage 40a except during the maximum cooling in which the target blowout temperature TAO is in the extremely low temperature range. To determine. That is, the shyness rate RF is set to 0% except during the maximum cooling. On the other hand, at the time of maximum cooling, the air conditioning control device 50 determines a control signal output to the electric actuator 43d for the inside / outside air switching device so that the inside air flows into the air passage 40a. That is, at the time of maximum cooling, the inside air rate RF is set to 100%.

Further, the air conditioning control device 50 determines the blower voltage Vb to be output to the indoor blower 42 with reference to the control map stored in advance in the air conditioning control device 50 based on the target blowout temperature TAO. In the control map of the cooling mode, the blower voltage is set so that the amount of air blown is maximized when the target blowing temperature TAO is in the extremely low temperature region (that is, at the maximum cooling) or the extremely high temperature region (that is, at the maximum heating). Determine Vb. Further, the blower voltage Vb is determined so as to reduce the amount of air blown as the target blowout temperature TAO moves from the extremely low temperature region or the extremely high temperature region to the intermediate temperature region.

Further, the air conditioning control device 50 determines the air mix opening SW based on the target blowout temperature TAO, the evaporator temperature Tefin, and the heat medium temperature TWH detected by the heat medium temperature sensor 66. Then, the control signal output to the electric actuator 44a for the air mix door is determined so as to have the determined air mix opening SW. The air mix opening SW is determined so that the temperature of the blown air blown into the vehicle interior approaches the target blowout temperature TAO.

Further, the air conditioning control device 50 determines a control signal output to the electric actuator 48 for the outlet mode door with reference to the control map stored in advance in the air conditioning control device 50 based on the target outlet temperature TAO. ..

In the cooling mode control map, the outlet mode is switched in the order of face mode, buy-level mode, and foot mode as the target outlet temperature TAO rises from the low temperature range to the high temperature range. Further, as the target outlet temperature TAO decreases from the high temperature region to the low temperature region, the outlet mode is switched in the order of foot mode, buy-level mode, and face mode. In the cooling mode, the face mode is mainly selected as the outlet mode.

Therefore, in the indoor air conditioning unit 40 in the cooling mode, the blown air that has flowed into the air passage 40a via the inside / outside air switching device 43 passes through the indoor evaporator 18 and is cooled. Further, the blown air cooled by the indoor evaporator 18 flows through the heater core 32 side and the cold air bypass passage 45 according to the opening degree of the air mix door 44.

The blown air heated by the heater core 32 (that is, hot air) and the blown air that has passed through the cold air bypass passage 45 (that is, cold air) are mixed in the mixing space 46 and approach the target blowing temperature TAO. Then, the blown air whose temperature has been adjusted in the mixing space 46 is blown into the vehicle interior. As a result, cooling of the passenger compartment is realized.

(B) Series dehumidifying and heating mode In the series dehumidifying and heating mode, the air conditioning control device 50 sets the heating expansion valve 14a of the refrigeration cycle device 10 in a throttled state and the cooling expansion valve 14b in a throttled state. Further, the air conditioning control device 50 closes the dehumidifying on-off valve 15a and closes the heating on-off valve 15b.

Therefore, in the refrigerating cycle device 10 in the series dehumidifying / heating mode, the discharge port of the compressor 11, the water-refrigerant heat exchanger 12, the heating expansion valve 14a, the outdoor heat exchanger 16, the check valve 17, and the cooling expansion valve A steam compression type refrigeration cycle in which the refrigerant circulates in the order of 14b, the indoor evaporator 18, the accumulator 21, and the suction port of the compressor 11 is configured.

For example, the air conditioning control device 50 determines the control signal output to the compressor 11 as in the cooling mode.

Further, the air conditioning control device 50 refers to a control map stored in advance in the air conditioning control device 50 based on the target blowout temperature TAO so that the coefficient of performance (COP) of the cycle approaches the maximum value. The control signal output to 14b and the heating expansion valve 14a is determined. In the control map of the series dehumidifying and heating mode, the control signal is determined so as to decrease the throttle opening of the heating expansion valve 14a and increase the throttle opening of the cooling expansion valve 14b as the target outlet temperature TAO rises. do.

Therefore, in the refrigerating cycle device 10 in the series dehumidifying / heating mode, a steam compression type refrigerating cycle is configured in which the water-refrigerant heat exchanger 12 functions as a condenser and the indoor evaporator 18 functions as an evaporator. Further, when the saturation temperature of the refrigerant in the outdoor heat exchanger 16 is higher than the outside air temperature Tam, the outdoor heat exchanger 16 functions as a condenser. Further, when the saturation temperature of the refrigerant in the outdoor heat exchanger 16 is lower than the outside air temperature Tam, the outdoor heat exchanger 16 is made to function as an evaporator.

Then, in the refrigeration cycle device 10 in the series dehumidifying / heating mode, the heat medium is heated by the refrigerant dissipating heat to the heat medium in the water-refrigerant heat exchanger 12. In the indoor evaporator 18, the blown air is cooled by the refrigerant absorbing heat from the blown air.

Further, the air conditioning control device 50 determines the control voltage output to the heat medium pump 31 of the heat medium circuit 30 as in the cooling mode. Therefore, in the heat medium circuit 30 in the series dehumidifying and heating mode, the blown air is heated by the heater core 32 as in the cooling mode.

Further, as in the cooling mode, the air conditioner control device 50 includes an electric actuator 43d for the inside / outside air switching device of the indoor air conditioner unit 40, an indoor blower 42, an electric actuator 44a for the air mix door, and an electric actuator for the outlet mode door. The control signal to be output to 48 etc. is determined.

Therefore, in the indoor air conditioning unit 40 in the series dehumidifying and heating mode, the blown air flowing into the air passage 40a is cooled and dehumidified when passing through the indoor evaporator 18, as in the cooling mode. A part of the blown air cooled and dehumidified by the indoor evaporator 18 is reheated by the heater core 32. Then, the blown air whose temperature has been adjusted in the mixing space 46 is blown into the vehicle interior. As a result, dehumidifying and heating of the vehicle interior is realized.

Further, in the refrigerating cycle device 10 in the series dehumidifying and heating mode, the throttle opening of the heating expansion valve 14a is reduced and the throttle opening of the cooling expansion valve 14b is increased as the target outlet temperature TAO rises. .. According to this, as the target blowing temperature TAO rises, the heating capacity of the blown air in the heater core 32 can be improved.

More specifically, when the saturation temperature of the refrigerant in the outdoor heat exchanger 16 is higher than the outside air temperature Tam, the saturation temperature of the refrigerant in the outdoor heat exchanger 16 is increased as the target outlet temperature TAO rises. It can be lowered to reduce the temperature difference from the outside air temperature Tam. According to this, it is possible to reduce the amount of heat dissipated from the refrigerant in the outdoor heat exchanger 16 and increase the amount of heat dissipated from the refrigerant to the heat medium in the water-refrigerant heat exchanger 12.

Further, when the saturation temperature of the refrigerant in the outdoor heat exchanger 16 is lower than the outside air temperature Tam, the saturation temperature of the refrigerant in the outdoor heat exchanger 16 is lowered as the target outlet temperature TAO rises. Therefore, the temperature difference from the outside air temperature Tam can be widened. According to this, the amount of heat absorbed by the refrigerant in the outdoor heat exchanger 16 can be increased, and the amount of heat dissipated from the refrigerant to the heat medium in the water-refrigerant heat exchanger 12 can be increased.

Therefore, in the series dehumidifying and heating mode, the heating capacity of the blown air in the heater core 32 forming the heating portion can be improved as the target blowing temperature TAO rises.

(C) Parallel dehumidifying / heating mode In the parallel dehumidifying / heating mode, the air conditioning control device 50 sets the heating expansion valve 14a of the refrigeration cycle device 10 in a throttled state and the cooling expansion valve 14b in a throttled state. Further, the air conditioning control device 50 opens the dehumidifying on-off valve 15a and opens the heating on-off valve 15b.

Therefore, in the refrigerating cycle device 10 in the parallel dehumidifying / heating mode, the discharge port of the compressor 11, the water-refrigerant heat exchanger 12, the heating expansion valve 14a, the outdoor heat exchanger 16, the heating passage 22b, the accumulator 21, and the compression Refrigerant circulates in the order of the suction port of the machine 11, and the discharge port of the compressor 11, the water-refrigerant heat exchanger 12, the bypass passage 22a, the expansion valve for cooling 14b, the indoor evaporator 18, the accumulator 21, and the compressor 11 A steam compression type refrigeration cycle in which the refrigerant circulates in the order of the suction port is configured. That is, a cycle is configured in which the outdoor heat exchanger 16 and the indoor evaporator 18 are connected in parallel with respect to the refrigerant flow.

Then, with the above circuit configuration, the air conditioning control device 50 appropriately determines the control signals and the like to be output to the various control target devices, and outputs the determined control signals and the like to the various control target devices.

For example, the air conditioning control device 50 determines a control signal output to the compressor 11 so that the pressure P1 detected by the first refrigerant pressure sensor 65a approaches the target condensed pressure PDO. The target condensation pressure PDO is determined so that the heat medium temperature TWH becomes a predetermined target water temperature TWO.

Further, the air conditioning control device 50 refers to a control map stored in advance in the air conditioning control device 50 based on the target blowout temperature TAO so that the coefficient of performance (COP) of the cycle approaches the maximum value. The control signal output to 14b and the heating expansion valve 14a is determined. In the control map of the parallel dehumidifying and heating mode, the control signal is determined so as to decrease the throttle opening of the heating expansion valve 14a and increase the throttle opening of the cooling expansion valve 14b as the target outlet temperature TAO rises. do.

Therefore, in the refrigeration cycle device 10 in the parallel dehumidification / heating mode, a steam compression type refrigeration cycle in which the water-refrigerant heat exchanger 12 functions as a condenser and the outdoor heat exchanger 16 and the indoor evaporator 18 function as an evaporator is provided. It is composed. Then, in the water-refrigerant heat exchanger 12, the heat medium is heated by the refrigerant dissipating heat to the heat medium. In the indoor evaporator 18, the blown air is cooled by the refrigerant absorbing heat from the blown air.

Further, the air conditioning control device 50 determines the control voltage output to the heat medium pump 31 of the heat medium circuit 30 as in the cooling mode. Therefore, in the heat medium circuit 30 in the parallel dehumidifying / heating mode, the blown air is heated by the heater core 32 as in the cooling mode.

Therefore, in the indoor air conditioning unit 40 in the parallel dehumidifying / heating mode, the blown air flowing into the air passage 40a is cooled and dehumidified when passing through the indoor evaporator 18, as in the cooling mode. A part of the blown air cooled and dehumidified by the indoor evaporator 18 is reheated by the heater core 32. Then, the blown air whose temperature has been adjusted in the mixing space 46 is blown into the vehicle interior. As a result, dehumidifying and heating the interior of the vehicle is realized.

Further, in the refrigerating cycle device 10 in the parallel dehumidifying / heating mode, the refrigerant evaporation temperature in the outdoor heat exchanger 16 can be lowered to a temperature lower than the refrigerant evaporation temperature in the indoor evaporator 18. According to this, the amount of heat absorbed by the refrigerant in the outdoor heat exchanger 16 can be increased as compared with the series dehumidifying and heating mode, and the amount of heat dissipated from the refrigerant to the heat medium in the water-refrigerant heat exchanger 12 can be increased.

Therefore, in the parallel dehumidifying / heating mode, the heating capacity of the blown air in the heater core 32 can be improved as compared with the series dehumidifying / heating mode.

(D) Heating mode In the vehicle air conditioner 1 of the present embodiment, the normal heating mode, the power saving heating mode, the power saving anti-fog heating mode, and the power saving low noise heating mode can be switched as the heating mode. Here, the power-saving anti-fog heating mode and the power-saving low-noise heating mode are included in the power-saving heating mode in a broad sense because they are operation modes in which the heating capacity of the refrigeration cycle device 10 is reduced as compared with the normal heating mode.

Switching of each operation mode in the heating mode is performed by executing the control flow shown in FIG. The control flow shown in FIG. 3 is executed as a subroutine of the main routine of the air conditioning control program. The control flow shown in FIG. 3 is executed when the heating mode is selected in the main routine.

In step S1 of FIG. 3, the detection signal of the sensor group for air conditioning control connected to the input side of the air conditioning control device 50 and the operation signal from the air conditioning operation switch are read. In step S2, as shown in FIG. 4, the values of the first flag FLG1 and the second flag FLG2 are determined. The first flag FLG1 and the second flag FLG2 are flags used for determining whether or not to operate in the power saving heating mode.

In step S21 of FIG. 4, as shown in the control characteristic diagram shown in FIG. 4, the value of the first flag FLG1 is determined based on the temperature difference (Tr-Tset) obtained by subtracting the target temperature Tset from the internal air temperature Tr. do.

Specifically, when the temperature difference (Tr-Tset) is in the process of increasing, when the temperature difference (Tr-Tset) becomes the first determination value (1 ° C. in the present embodiment) or more, the first The flag FLG1 is set to 1. When the temperature difference (Tr-Tset) is in the process of decreasing, the first flag FLG1 is set to 0 when the temperature difference (Tr-Tset) becomes equal to or less than the second determination value (-1 ° C. in this embodiment). And. The difference between the first determination value and the second determination value is the hysteresis width for preventing control hunting.

Therefore, the first flag FLG1 is a flag indicating that the internal air temperature Tr has risen to the extent that the heating feeling of the occupant is not deteriorated even if the power saving heating mode is executed.

In step S22, the second flag FLG2 is set to 1 when the economy switch 70a is turned on (ON). When the economy switch 70a is turned off (OFF), the second flag FLG2 is set to 0.

In step S23, whether or not the amount of decrease in the internal temperature Tr per predetermined reference time ΔT (value obtained by subtracting the current internal temperature Trn from the previous internal temperature Trn-1) is equal to or greater than the reference temperature decrease amount KΔT. Is determined. If it is determined in step S23 that the decrease amount ΔT is equal to or greater than the reference temperature decrease amount KΔT, the process proceeds to step S24, the second flag FLG2 is set to 0, and the process proceeds to step S25.

In step S25, whether or not the increase amount ΔH of the inside air humidity Rh per predetermined reference time (value obtained by subtracting the previous inside air humidity Rhn-1 from the current inside air humidity Rhn) is equal to or more than the reference humidity increase amount KΔH. Is determined. If it is determined in step S25 that the increase amount ΔH is equal to or greater than the reference humidity increase amount KΔH, the process proceeds to step S26, the second flag FLG2 is set to 0, and the process proceeds to step S27.

In step S27, it is determined whether or not the seat heater switch 70b is turned on, that is, whether or not the seat heater 90 is operating. If it is determined in step S27 that the seat heater 90 is operating, the process proceeds to step S28, and the second flag FLG2 is set to 1 to return to the main routine.

Therefore, the second flag FLG2 is a flag indicating that the occupant manually requests the switch to the power saving heating mode, or the air conditioning control device 50 automatically switches to the power saving heating mode.

Next, in step S3 of FIG. 3, it is determined whether or not the first flag FLG1 is 1 and the second flag FLG2 is 1.

If it is determined in step S3 that at least one of the first flag FLG1 and the second flag FLG2 is 0, the process proceeds to step S6. In step S6, the operation mode is switched to the normal heating mode, and the process returns to the main routine. If it is determined in step S3 that the first flag FLG1 is 1 and the second flag FLG2 is 1, the process proceeds to step S4.

In step S4, it is determined whether or not the anti-fog determination flag FLG3 is 1. The anti-fog determination flag FLG3 is a flag indicating that the vehicle window glass FW needs to be anti-fog. Therefore, step S4 is an anti-fog determination unit for determining whether or not anti-fog is required for the vehicle window glass FW.

The anti-fog determination flag FLG3 is set to 1 when the inside air humidity Rh is in the process of rising and when the inside air humidity Rh becomes 1 or more than the first reference inside air humidity KRh1. Further, the anti-fog determination flag FLG3 becomes 0 when the inside air humidity Rh is in the descending process and when the inside air humidity Rh becomes equal to or less than the second reference inside air humidity KRh2.

The first standard internal air humidity KRh1 is a higher value than the second standard internal air humidity KRh2. The difference between the first reference internal air humidity KRh1 and the second reference internal air humidity KRh2 is a hysteresis width for preventing control hunting.

If it is determined in step S4 that the anti-fog determination flag FLG3 is 1, it is determined that anti-fog of the vehicle window glass FW is necessary, and the process proceeds to step S9. In step S9, the mode is switched to the power-saving anti-fog heating mode, and the process returns to the main routine. If it is determined in step S4 that the anti-fog determination flag FLG3 is 0, it is determined that the anti-fog of the vehicle window glass FW is not necessary, and the process proceeds to step S5.

In step S5, it is determined whether or not the low noise determination flag FLG4 is 1. The low noise determination flag FLG4 is a flag indicating that the occupant is requesting low noise in the vehicle interior. Therefore, step S5 is a noise reduction request determination unit that determines whether or not the occupant requests noise reduction in the vehicle interior.

The low noise determination flag FLG4 is basically 0, but when the occupant is having a conversation in the vehicle interior, when the occupant turns on the audio switch, or when the car navigation system is voice-guided. It becomes 1 when you are there.

If it is determined in step S5 that the low noise determination flag FLG4 is 1, it is determined that the occupant is requesting low noise, and the process proceeds to step S8. In step S8, the mode is switched to the power saving and low noise heating mode, and the process returns to the main routine.

If it is determined in step S5 that the low noise determination flag FLG4 is 0, it is determined that the occupant has not requested low noise, and the process proceeds to step S7. In step S7, the mode is switched to the power saving heating mode, and the process returns to the main routine. The detailed operation in each operation mode provided as the heating mode will be described below.

(D-1) Normal heating mode In the normal heating mode, the air conditioning control device 50 sets the heating expansion valve 14a of the refrigeration cycle device 10 in a throttled state and the cooling expansion valve 14b in a fully closed state. Further, the air conditioning control device 50 closes the dehumidifying on-off valve 15a and opens the heating on-off valve 15b.

Therefore, in the refrigerating cycle device 10 in the normal heating mode, the discharge port of the compressor 11, the water-refrigerant heat exchanger 12, the heating expansion valve 14a, the outdoor heat exchanger 16, the heating passage 22b, the accumulator 21, the compressor. A steam compression type refrigeration cycle in which the refrigerant circulates in the order of the suction ports of 11 is configured.

For example, the air conditioning control device 50 determines the control signal output to the compressor 11 as in the parallel dehumidifying / heating mode.

Further, the air conditioning control device 50 determines a control signal output to the heating expansion valve 14a so that the supercooling degree SC2 of the refrigerant flowing into the heating expansion valve 14a approaches the target supercooling degree SCO2. The target supercooling degree SCO2 is determined based on the heat medium temperature TWH with reference to the control map for the heating mode stored in advance in the air conditioning control device 50.

In the control map of the normal heating mode, the target supercooling degree SCO2 is determined so that the coefficient of performance (COP) of the cycle approaches the maximum value. The degree of supercooling SC2 is calculated using the temperature T2 detected by the second refrigerant temperature sensor 64b and the pressure P1 detected by the first refrigerant pressure sensor 65a.

Therefore, in the refrigerating cycle device 10 in the normal heating mode, a steam compression type refrigerating cycle is configured in which the water-refrigerant heat exchanger 12 functions as a condenser and the outdoor heat exchanger 16 functions as an evaporator. Then, in the water-refrigerant heat exchanger 12, the heat medium is heated by the refrigerant dissipating heat to the heat medium.

Further, the air conditioning control device 50 determines the control voltage output to the heat medium pump 31 of the heat medium circuit 30 as in the cooling mode. Therefore, in the heat medium circuit 30 in the normal heating mode, the blown air is heated by the heater core 32 as in the cooling mode.

Here, the inside air rate in the normal heating mode is RF1. Further, the blower voltage in the normal heating mode is Vb1. Further, the air mix opening degree in the normal heating mode is set to SW1. Further, in the heating mode, the foot mode is mainly selected as the outlet mode regardless of the operation mode.

Therefore, in the indoor air conditioning unit 40 in the normal heating mode, the blown air that has flowed into the air passage 40a via the inside / outside air switching device 43 passes through the indoor evaporator 18. Then, at least a part of the blown air that has passed through the indoor evaporator 18 is heated by the heater core 32. Further, the blown air whose temperature has been adjusted in the mixing space 46 is blown into the vehicle interior. As a result, heating of the vehicle interior is realized.

(D-2) Power-saving heating mode In the power-saving heating mode, the air-conditioning control device 50 sets the heating expansion valve 14a of the refrigeration cycle device 10 to a throttled state and all the cooling expansion valves 14b, as in the normal heating mode. Closed. Further, the air conditioning control device 50 closes the dehumidifying on-off valve 15a and opens the heating on-off valve 15b. Therefore, in the refrigerating cycle device 10 in the power-saving heating mode, a steam compression type refrigerating cycle in which the refrigerant circulates is configured in exactly the same manner as in the normal heating mode.

Here, in the power saving heating mode, the second target water temperature TWO2 and the second target outlet temperature TAO2 are used when determining the control signal and the like. The second target water temperature TWO2 is a value obtained by subtracting a predetermined predetermined temperature a2 from the target water temperature TWO, and is a value lower than the target water temperature TWO. The second target outlet temperature TAO2 is a value obtained by subtracting a predetermined predetermined temperature b2 from the target outlet temperature TAO, and is a value lower than the target outlet temperature TAO.

The air conditioning control device 50 determines the control signal output to the compressor 11 as in the normal heating mode. Since the second target water temperature TWO2 is adopted in the power saving heating mode, the target condensation pressure PDO is also lower than that in the normal heating mode. Therefore, in the power-saving heating mode, the rotation speed of the compressor 11 is reduced as compared with the normal heating mode. That is, in the power-saving heating mode, the heating capacity of the heating unit is reduced as compared with the normal heating mode.

Further, the air conditioning control device 50 determines the control signal output to the heating expansion valve 14a so that the coefficient of performance (COP) of the cycle approaches the maximum value, as in the normal heating mode.

Therefore, in the refrigeration cycle device 10 in the power-saving heating mode, the steam compression type refrigeration in which the water-refrigerant heat exchanger 12 functions as a condenser and the outdoor heat exchanger 16 functions as an evaporator, as in the normal heating mode. The cycle is configured. Then, in the water-refrigerant heat exchanger 12, the heat medium is heated by the refrigerant dissipating heat to the heat medium. In the power-saving heating mode, the temperature of the heat medium heated by the water-refrigerant heat exchanger 12 is lower than that in the normal heating mode.

Further, the air conditioning control device 50 determines the control voltage output to the heat medium pump 31 of the heat medium circuit 30 as in the normal heating mode. Therefore, in the heat medium circuit 30 in the heating mode, the blown air is heated by the heater core 32 as in the normal heating mode. In the power saving heating mode, the temperature of the blown air heated by the heater core 32 is lower than that in the normal heating mode.

Further, the air conditioning control device 50 determines a control signal output to the electric actuator 43d for the inside / outside air switching device so that the inside air rate is RF2. The shyness rate RF2 is set to a value equal to or higher than the shyness rate RF1 in the normal heating mode. Therefore, in the power saving heating mode, the inside air rate RF can be maintained or increased as compared with the normal heating mode.

Further, in the air conditioning control device 50, the blower voltage output to the indoor blower 42 is Vb2. The blower voltage Vb2 is higher than the blower voltage Vb1 output in the normal heating mode. Specifically, the value obtained by adding a predetermined voltage c2 to the blower voltage Vb1 is defined as the blower voltage Vb2 in the power saving heating mode. Therefore, in the power-saving heating mode, the amount of air blown is increased as compared with the normal heating mode.

Here, the predetermined voltage c2 will be described. First, the amount of air blown by the indoor blower 42 in the normal heating mode is defined as Af1, and the amount of air blown by the indoor blower 42 in the power-saving heating mode is defined as Af2. Further, the amount of heat radiated from the heat medium in the heater core 32 in the normal heating mode to the blown air per unit air volume is defined as ΔHr1, and the heat medium in the heater core 32 in the power saving heating mode is released to the blown air per unit air volume. The amount of heat is defined as ΔHr2.

At this time, the predetermined voltage c2 is determined so as to satisfy the following mathematical formula F2.
Af1 × ΔHr1 = Af2 × ΔHr2 ... (F2)
As described above, in the power saving heating mode, the second target water temperature TWO2 is adopted. Therefore, the temperature of the heat medium flowing into the heater core 32 is lower than that in the normal heating mode. Therefore, the heat dissipation amount ΔHr2 in the power saving heating mode is smaller than the heat dissipation amount ΔHr1 in the normal heating mode.

On the other hand, by determining the predetermined voltage c2 so as to satisfy the formula F2, the total heat absorption amount that the blown air absorbs heat from the heat medium in the normal heating mode and the blown air from the heat medium in the power saving heating mode. The total amount of heat absorbed can be equal to the total amount of heat absorbed.

Further, the air conditioning control device 50 determines a control signal output to the electric actuator 44a for the air mix door so as to have the air mix opening degree SW2. The air mix opening SW2 is set to a value equal to or higher than the air mix opening SW1 in the normal heating mode. Therefore, in the power saving heating mode, the ratio of the heated air volume to the normal heating mode can be maintained or increased. In the power saving electric mode, the control signal output to the electric actuator 44a for the air mix door may be determined so that the air mix opening degree SW2 becomes 100%.

Further, the air conditioning control device 50 determines a control signal output to the electric actuator 48 or the like for the outlet mode door, as in the normal heating mode.

Therefore, in the indoor air conditioning unit 40 in the power saving heating mode, the blown air that has flowed into the air passage 40a via the inside / outside air switching device 43 passes through the indoor evaporator 18. Then, a part or all of the blown air that has passed through the indoor evaporator 18 is heated by the heater core 32. Further, the blown air whose temperature has been adjusted in the mixing space 46 is blown into the vehicle interior. As a result, heating of the vehicle interior is realized.

(D-3) Power-saving anti-fog heating mode In the power-saving anti-fog heating mode, the air conditioning control device 50 sets the heating expansion valve 14a of the refrigeration cycle device 10 to a throttled state and expands for cooling, as in the normal heating mode. The valve 14b is fully closed. Further, the air conditioning control device 50 closes the dehumidifying on-off valve 15a and opens the heating on-off valve 15b. Therefore, in the refrigerating cycle device 10 in the power-saving anti-fog heating mode, a steam compression type refrigerating cycle in which the refrigerant circulates is configured in exactly the same manner as in the normal heating mode.

Here, in the power-saving anti-fog heating mode, the third target water temperature TWO3 and the third target outlet temperature TAO3 are used when determining the control signal and the like.

The third target water temperature TWO3 is a value obtained by subtracting a predetermined temperature a3 from the target water temperature TWO. The third target water temperature TWO3 is a value lower than the target water temperature TWO and a value higher than the second target water temperature TWO2. The third target outlet temperature TAO3 is a value obtained by subtracting a predetermined predetermined temperature b3 from the target outlet temperature TAO. It is a value lower than the target blowout temperature TAO and higher than the second target blowout temperature TAO2.

The air conditioning control device 50 determines the control signal output to the compressor 11 as in the normal heating mode. In the power-saving anti-fog heating mode, the third target water temperature TWO3 is adopted, so that the target condensation pressure PDO is a lower value than in the normal heating mode and a higher value than in the power-saving heating mode. Become.

Therefore, the rotation speed of the compressor 11 in the power-saving anti-fog heating mode is lower than that in the normal heating mode and higher than that in the power-saving heating mode. That is, in the power-saving anti-fog heating mode, the heating capacity of the heating unit is reduced as compared with the normal heating mode, and the heating capacity of the heating unit is improved as compared with the power-saving heating mode.

Therefore, in the refrigerating cycle device 10 in the power-saving anti-fog heating mode, the water-refrigerant heat exchanger 12 functions as a condenser and the outdoor heat exchanger 16 functions as an evaporator, as in the normal heating mode. Refrigeration cycle is configured. Then, in the water-refrigerant heat exchanger 12, the heat medium is heated by the refrigerant dissipating heat to the heat medium. In the power-saving anti-fog heating mode, the temperature of the heat medium heated by the water-refrigerant heat exchanger 12 is lower than that in the normal heating mode and higher than that in the power-saving heating mode.

Further, the air conditioning control device 50 determines the control voltage output to the heat medium pump 31 of the heat medium circuit 30 as in the normal heating mode. Therefore, in the heat medium circuit 30 in the heating mode, the blown air is heated by the heater core 32 as in the normal heating mode. In the power-saving anti-fog heating mode, the temperature of the blown air heated by the heater core 32 is lower than that in the normal heating mode and higher than that in the power-saving heating mode.

Further, the air conditioning control device 50 determines a control signal output to the electric actuator 43d for the inside / outside air switching device so that the inside air rate is RF3. The inside air rate RF3 is set to a value of the inside air rate RF1 or more in the normal heating mode and a value of the inside air rate RF2 or less in the power saving heating mode.

Therefore, in the power-saving anti-fog heating mode, the inside air rate RF can be maintained or increased with respect to the normal heating mode, and the inside air rate RF can be maintained or decreased with respect to the power-saving heating mode.

Further, in the air conditioning control device 50, the blower voltage output to the indoor blower 42 is Vb3. The blower voltage Vb3 is a higher value than the blower voltage Vb1 output in the normal heating mode, and is lower than the blower voltage Vb2 output in the power saving heating mode. Specifically, the value obtained by adding a predetermined voltage c3 to the blower voltage Vb output in the normal heating mode is defined as the blower voltage Vb in the power saving heating mode.

Therefore, in the power-saving anti-fog heating mode, the amount of air blown is increased as compared with the normal heating mode, and the amount of air blown is decreased as compared with the power-saving heating mode.

The predetermined voltage c3 is the total amount of heat absorbed by the blown air from the heat medium in the normal heating mode and the total amount of heat absorbed by the blown air from the heat medium in the power-saving anti-fog heating mode, similarly to the predetermined voltage c2 in the power-saving heating mode. It is determined so that the amount of heat absorption can be made equivalent. Therefore, a value smaller than the predetermined voltage c2 is adopted as the predetermined voltage c3.

Further, the air conditioning control device 50 determines a control signal output to the electric actuator 44a for the air mix door so as to have the air mix opening degree SW3. The air mix opening SW3 is set to a value equal to or higher than the air mix opening SW1 in the normal heating mode, and is set to a value equal to or lower than the air mix opening SW2 in the power saving heating mode.

Therefore, in the power-saving heating mode, the ratio of the heated air volume can be maintained or increased with respect to the normal heating mode, and the ratio of the heated air volume can be maintained or decreased with respect to the power-saving heating mode.

Further, the air conditioning control device 50 determines the control signal output to the electric actuator 48 or the like for the outlet mode door, as in the normal heating mode.

Therefore, in the indoor air-conditioning unit 40 in the power-saving anti-fog heating mode, the blown air that has flowed into the air passage 40a via the inside / outside air switching device 43 passes through the indoor evaporator 18. Then, a part of the blown air that has passed through the indoor evaporator 18 is heated by the heater core 32. Further, the blown air whose temperature has been adjusted in the mixing space 46 is blown into the vehicle interior. As a result, heating of the vehicle interior is realized.

(D-4) Power Saving Low Noise Heating Mode In the power saving low noise heating mode, the air conditioning control device 50 sets the blower voltage output to the indoor blower 42 to Vb4. The blower voltage Vb4 is lower than the blower voltage Vb2 output in the power saving heating mode.

Specifically, the value obtained by subtracting a predetermined predetermined voltage c4 from the blower voltage Vb2 output in the power saving heating mode is defined as the blower voltage Vb4 in the power saving low noise heating mode. Therefore, in the power-saving heating mode, the amount of air blown is reduced as compared with the power-saving heating mode. The predetermined voltage c4 is determined so as to reduce the noise of the indoor blower 42.

Other operations are the same as in the power saving heating mode. Therefore, in the power-saving and low-noise heating mode, the heating feeling is lowered by reducing the amount of air blown by the indoor blower 42 as compared with the power-saving heating mode, but the interior of the vehicle is heated in the same manner as in the power-saving heating mode. be able to.

As described above, in the vehicle air conditioner 1 of the present embodiment, comfortable air conditioning in the vehicle interior can be realized by switching the operation mode.

By the way, in the vehicle air conditioner 1 of the present embodiment, the blown air is heated by the refrigerating cycle device 10 forming the heating portion and the heat medium circuit 30 in the heating mode to produce warm air. Then, in the normal heating mode, the warm air created by the heating unit and the outside air introduced via the inside / outside air switching device 43 are mixed to appropriately adjust the temperature of the blown air blown into the vehicle interior.

More specifically, in the normal heating mode, the outside air having a lower temperature and lower humidity than the inside air is introduced into the air passage 40a of the indoor air conditioning unit 40. Then, the low temperature and low humidity outside air is reheated to a temperature desired by the occupant and blown into the vehicle interior. Therefore, the temperature inside the vehicle interior can be sufficiently raised, and comfortable heating with excellent anti-fog property of the vehicle window glass FW can be realized.

However, in order to adjust the temperature of the blown air by mixing the warm air created by the heating part and the outside air as in the normal heating mode, it is necessary to create hot air that is hotter than the blown air. Therefore, in the normal heating mode, the power consumption of the refrigeration cycle device 10 tends to increase.

On the other hand, in the vehicle air conditioner 1 of the present embodiment, the power saving heating mode (including the power saving anti-fog heating mode and the power saving low noise heating mode) that reduces the heating capacity of the heating unit as compared with the normal heating mode). Can be executed. Therefore, in the power saving heating mode, the power consumption of the heating unit can be reduced.

Further, since the amount of air blown by the indoor blower 42 is increased in the power-saving heating mode as compared with the normal heating mode, it is possible to suppress a decrease in the total amount of heat absorbed by the blown air from the heating portion in the normal heating mode. .. In other words, it is possible to prevent the total amount of heat supplied to the vehicle interior in the power-saving heating mode from being lower than the total amount of heat supplied to the vehicle interior in the normal heating mode.

In addition to this, in the power saving heating mode, the inside air ratio RF of the inside / outside air switching device 43 is increased as compared with the normal heating mode, and the introduction ratio of the inside air having a higher temperature than the outside air is increased. Therefore, the temperature of the blown air introduced into the air passage 40a can be raised more than in the normal heating mode. As a result, it is possible to prevent the temperature of the blown air blown into the vehicle interior in the power-saving heating mode from being lower than in the normal heating mode.

In addition to this, in the power saving heating mode, the air mix opening SW is increased as compared with the normal heating mode to increase the ratio of the heated air volume. Therefore, it is possible to increase the air volume of the blown air heated by the heater core 32 forming the heating portion as compared with the normal heating mode. As a result, it is possible to prevent the temperature of the blown air blown into the vehicle interior in the power-saving heating mode from being lower than in the normal heating mode.

As a result, it is possible to prevent the feeling of heating from becoming worse in the power-saving heating mode than in the normal heating mode. That is, according to the vehicle air conditioner 1 of the present embodiment, it is possible to reduce the power consumption while suppressing the deterioration of the heating feeling.

Here, in the power-saving heating mode described above, the control to increase the amount of air blown by the indoor blower 42 as compared with the normal heating mode, the control to increase the internal air coefficient RF as compared with the normal heating mode, and the ratio of the heated air amount to be increased. Any control to displace the air mix door 44 can be performed independently.

Therefore, it is possible to suppress the deterioration of the heating feeling by executing at least one control in the power saving heating mode. Of course, by executing two or more controls, it is possible to effectively suppress the deterioration of the heating feeling.

Further, the vehicle air conditioner 1 of the present embodiment is provided with an anti-fog determination unit. Then, when the anti-fog determination unit determines that anti-fog of the vehicle window glass FW is necessary, the power-saving anti-fog heating mode is executed. According to this, it is possible to suppress the occurrence of window fogging by executing the power saving heating mode.

Furthermore, in the power-saving anti-fog heating mode, the heating capacity of the heating unit is improved as compared with the power-saving heating mode, and the heating capacity is closer to that of the normal heating mode. In addition, the amount of air blown by the indoor blower 42 is reduced as compared with the power-saving heating mode to bring it closer to the amount of air blown in the normal heating mode. That is, in the power-saving anti-fog heating mode, the control state of the heating unit and the indoor blower 42 is returned from the power-saving heating mode to the normal heating mode.

Therefore, in order to prevent fogging of the vehicle window glass FW, for example, it is necessary to carry out dedicated control such as creating low-humidity and high-temperature blown air to increase the amount of blown air blown toward the vehicle window glass FW. There is no.

Furthermore, in the power-saving anti-fog heating mode, the inside air rate is lowered as compared with the power-saving heating mode, and the inside air rate is closer to that of the normal heating mode. In addition to this, in the power-saving anti-fog heating mode, the ratio of the heated air volume is reduced as compared with the power-saving heating mode to approach the ratio of the heated air volume in the normal heating mode. According to this, the anti-fog property of the vehicle window glass FW can be further improved.

Here, both the control for lowering the internal air rate and the control for displacing the air mix door 44 for reducing the ratio of the heated air volume can be independently executed as compared with the power saving heating mode described above. Therefore, the anti-fog property can be improved by executing at least one control in the power-saving anti-fog heating mode.

Further, the vehicle air conditioner 1 of the present embodiment is provided with a noise reduction requirement determination unit. Then, when it is determined by the noise reduction request determination unit that the occupant is requesting noise reduction, the power saving low noise heating mode is executed. According to this, even if the amount of air blown by the indoor blower 42 is increased as compared with the normal heating mode by executing the power-saving heating mode, it is possible to suppress that the occupant's ears are disturbed.

Further, the vehicle air conditioner 1 of the present embodiment is provided with an economy switch 70a. According to this, it is possible to switch between the normal heating mode and the power saving heating mode by the operation of the occupant.

Further, in the present embodiment, the air conditioning control device 50 can automatically switch between the normal heating mode and the power saving heating mode without requiring the operation of the occupant.

Specifically, the vehicle air conditioner 1 of the present embodiment includes an internal air temperature sensor 61 that detects the internal air temperature Tr. Then, when the decrease amount ΔT of the internal air temperature Tr per reference time becomes equal to or more than the predetermined reference temperature decrease amount KΔT, the mode is switched to the normal heating mode even if the power saving heating mode is set. According to this, when the door of the vehicle is opened by getting on and off the occupant, it is possible to switch to the normal heating mode without requiring the operation of the occupant.

Further, the vehicle air conditioner 1 of the present embodiment includes a humidity sensor 68 that detects the inside air humidity Rh. Then, when the increase amount ΔH of the inside air humidity Rh per reference time becomes equal to or more than the predetermined reference humidity increase amount KΔH, the mode is switched to the normal heating mode even if the power saving heating mode is set. According to this, when the inside air humidity Rh rises due to getting on and off the occupant in rainy weather or the like, it is possible to switch to the normal heating mode without requiring the operation of the occupant.

Further, in the vehicle air conditioner 1 of the present embodiment, when the seat heater 90 is activated, the mode is switched to the power saving heating mode even if the normal heating mode is set. According to this, it is possible to switch to the power saving heating mode without requiring the operation of the occupant.

(Second Embodiment)
In the present embodiment, the vehicle air conditioner 1 in which the configuration of the indoor air conditioner unit 40 is changed with respect to the first embodiment will be described. As shown in FIG. 5, the foot opening hole 47c of the indoor air conditioning unit 40 of the present embodiment is connected to the first foot outlet 41c and the second foot outlet 41d via the foot duct 41b forming an air passage. ing.

The first foot outlet 41c and the second foot outlet 41d are both outlets that blow out the second blown air toward the feet of the occupants. However, the second foot outlet 41d is open so as to blow out the second blown air in a direction away from the occupant than the first foot outlet 41c. Therefore, the air volume of the second blown air blown to the occupant from the second foot outlet 41d is smaller than the air volume of the second blown air blown to the occupant from the first foot outlet 41c.

A foot switching door 48e is arranged inside the foot duct 41b. The foot switching door 48e switches between an air passage that flows into the foot duct 41b from the foot opening hole 47c and blows out air from the first foot outlet 41c and an air passage that blows out from the second foot outlet 41d.

The foot switching door 48e is included in the outlet mode switching unit together with the defroster door 48a, the face door 48b, and the foot door 48c. The foot switching door 48e is rotated and operated in conjunction with the defroster door 48a, the face door 48b, and the foot door 48c by the electric actuator 48 for the outlet mode door.

As the outlet mode switched by the outlet mode switching unit of the present embodiment, in addition to the face mode, the bi-level mode, and the defroster mode described in the first embodiment, the first foot mode and the second foot mode are included. be.

The first foot mode is an outlet mode in which both the defroster opening hole 47a and the foot opening hole 47c are opened to blow out air-conditioned air from the defroster outlet and blow out air-conditioned air from the first foot outlet 41c. Therefore, the first foot mode is substantially the same as the foot mode described in the first embodiment.

The second foot mode is an outlet mode in which both the defroster opening hole 47a and the foot opening hole 47c are opened to blow out the conditioned air from the defroster outlet and also to blow out the conditioned air from the second foot outlet 41d. Other configurations are the same as those of the first embodiment.

Next, the operation of the present embodiment in the above configuration will be described. The operation of the vehicle air conditioner 1 of the present embodiment is basically the same as that of the first embodiment. Therefore, the operation mode can be switched as in the first embodiment.

Then, in (a) cooling mode, (b) series dehumidification / heating mode, and (c) parallel dehumidification / heating mode, the air conditioning control device 50 raises the outlet mode and the target outlet temperature TAO rises from the low temperature range to the high temperature range. As a result, the face mode, the bi-level mode, and the first foot mode are switched in this order.

Further, in the (d-1) normal heating mode, the air conditioning control device 50 switches the outlet mode to the first foot mode. Further, in the (d-2) power-saving heating mode, (d-3) power-saving anti-fog heating mode, and (d-4) power-saving low noise heating mode, the air conditioning control device 50 sets the outlet mode to the second. Switch to foot mode. Other operations are the same as in the first embodiment.

Therefore, the same effect as that of the first embodiment can be obtained in the vehicle air conditioner 1 of the present embodiment. That is, in the vehicle air conditioner 1 of the present embodiment, comfortable air conditioning in the vehicle interior can be realized by switching the operation mode. Further, according to the vehicle air conditioner 1 of the present embodiment, it is possible to reduce the power consumption while suppressing the deterioration of the heating feeling.

Further, the outlet mode switching unit of the present embodiment switches to the first foot mode in the normal heating mode and to the second foot mode in the power saving heating mode. According to this, it is possible to reduce the air volume of the blown air blown directly to the occupant in the power saving heating mode in which the temperature of the blown air blown into the vehicle interior is lower than that in the normal heating mode. Therefore, it is possible to suppress deterioration of the heating feeling due to a decrease in the temperature of the blown air blown into the vehicle interior.

The present disclosure is not limited to the above-described embodiment, and can be variously modified as follows without departing from the spirit of the present disclosure.

In the above-described embodiment, an example in which the vehicle air conditioner 1 according to the present disclosure is applied to an electric vehicle has been described, but the application of the vehicle air conditioner 1 is not limited to this.

The vehicle air conditioner 1 is applied to a vehicle or the like in which it is difficult to use the exhaust heat of the driving drive source as a heat source for heating, for example, the amount of heat generated by the driving drive source for traveling is smaller than that of a normal engine vehicle. It is valid. For example, the vehicle air conditioner 1 may be applied to a hybrid vehicle in which a driving force for traveling is obtained from an internal combustion engine and an electric motor.

In the above-described embodiment, the vehicle air-conditioning device 1 capable of switching to various operation modes has been described, but at least if the normal heating mode and the power-saving heating mode are configured to be executable, the above-mentioned effects can be obtained. Can be done. That is, it is possible to reduce the power consumption while suppressing the deterioration of the feeling of heating.

The configuration of the vehicle air conditioner 1 is not limited to the configuration disclosed in the above-described embodiment.

In the above-described embodiment, an example in which the heating portion is formed by the refrigeration cycle device 10 and the heat medium circuit 30 has been described, but the present invention is not limited thereto.

For example, the heat medium circuit 30 may be abolished and the heating unit may be formed by a refrigeration cycle device 10 having an indoor condenser instead of the water-refrigerant heat exchanger 12. The indoor condenser is a heat exchanger for heating blown air that heats blown air by exchanging heat between the blown refrigerant discharged from the compressor 11 and blown air. The indoor condenser may be arranged in the air passage 40a of the indoor air conditioning unit 40 in the same manner as the heater core 32. Further, the heating portion may be formed by an electric heater that generates heat by being supplied with electric power.

In the above-described embodiment, an example in which the seat heater 90 is adopted as the auxiliary heating device has been described, but the auxiliary heating device is not limited to this. For example, a steering heater, a seat blower, and a radiant heater may be adopted as the auxiliary heating device.

The steering heater is an auxiliary heating device that heats the steering with an electric heater. The seat blower is an auxiliary heating device that blows warm air heated by an electric heater from the inside of the seat toward the occupants. The radiant heater is an auxiliary heating device that irradiates the occupant with the heat source light.

In the above-described embodiment, an example is described in which the second foot outlet 41d adopts an outlet that blows out the second blown air in a direction farther from the occupant than the first foot outlet 41c, but the present invention is not limited to this. For example, the outlet for blowing the second air blown toward the feet of the occupant on the front seat side is the first foot outlet 41c, and the outlet for blowing out the second air blown toward the feet of the occupant on the rear seat side is the second outlet. The foot outlet 41d may be used.

In the above-described embodiment, an example in which the humidity sensor 68 is used as the window fogging detection unit has been described, but the window fogging detection unit is not limited to this. For example, a dew condensation sensor, an optical fogging sensor, or the like may be adopted.

The dew condensation sensor has a pair of electrodes arranged on the surface of the vehicle window glass FW, and detects the electric resistance value between the electrodes. Then, in the anti-fog determination unit described in step S4 of FIG. 3, when the electric resistance value between the electrodes becomes equal to or less than the predetermined reference resistance value due to dew condensation on the surface of the vehicle window glass FW, the vehicle window glass FW It may be determined that anti-fog is necessary.

The optical fogging sensor has a light emitting element and a light receiving element, reflects the light generated by the light emitting element on the surface of the vehicle window glass FW, and detects the intensity of the reflected light by the light receiving element. Then, the anti-fog determination unit may determine that anti-fog of the vehicle window glass FW is necessary when the reflection intensity becomes equal to or less than a predetermined reference intensity due to dew condensation on the surface of the vehicle window glass FW.

Further, in the above-described embodiment, an example in which R1234yf is adopted as the refrigerant of the refrigeration cycle device 10 has been described, but the refrigerant is not limited to this. For example, R134a, R600a, R410A, R404A, R32, R407C and the like may be adopted. Alternatively, a mixed refrigerant or the like in which a plurality of types of these refrigerants are mixed may be adopted.

Further, in the above-described embodiment, an example in which an ethylene glycol aqueous solution is used as the heat medium of the heat medium circuit 30 has been described, but the present invention is not limited to this. As the heat medium, dimethylpolysiloxane, a solution containing nanofluid or the like, an antifreeze liquid, an aqueous liquid refrigerant containing alcohol or the like, a liquid medium containing oil or the like may be adopted.

The control mode of the vehicle air conditioner 1 is not limited to the control mode disclosed in the above-described embodiment.

In the above embodiment, as described in step S2 of FIG. 3, the decrease amount ΔT of the internal air temperature Tr per reference time, the increase amount ΔH of the internal air humidity Rh per reference time, and whether the auxiliary heating device is operating. The second flag FLG2 is changed based on whether or not. That is, the air-conditioning control device 50 automatically controls switching between the normal heating mode and the power-saving heating mode regardless of the request of the occupant.

As such automatic control, for example, the decrease amount ΔT of the internal air temperature Tr per reference time becomes the reference temperature decrease amount KΔT or more, and the increase amount ΔH of the internal air humidity Rh per reference time is the reference humidity increase amount KΔH or more. When becomes, the second flag FLG2 may be set to 1.

Further, learning control that stores the outside air temperature Tam, the inside air temperature Tr, the inside air humidity Rh, etc. when the occupant operates the economy switch 70a, and switches between the normal heating mode and the power saving heating mode based on the stored information. May be adopted.

In addition, automatic control may be adopted to switch to the normal heating mode when it is necessary to quickly raise the internal air temperature Tr, such as when the operation of the heating mode is started, and to switch to the power saving heating mode at the time of other heating.

Further, the automatic control may be abolished and the normal heating mode and the power saving heating mode may be switched only by operating the occupant's economy switch 70a.

In the above-described embodiment, as described in step S5 of FIG. 3, an example of determining that the occupant is requesting the reduction of noise in the vehicle interior when the occupant is having a conversation in the vehicle interior will be described. However, it is not limited to this. For example, a noise reduction requesting unit that requires the execution of the power saving and noise saving heating mode by the operation of the occupant may be provided. Then, the noise reduction request determination unit may determine that the occupant is requesting noise reduction in the vehicle interior when the noise reduction request unit is operated.

In the above-described embodiment, as the first flag FLG1, a flag indicating that the internal air temperature Tr has risen to such an extent that the heating feeling of the occupant is not deteriorated even when the power saving heating mode is executed is adopted, but the present invention is limited to this. Not done.

For example, as the first flag FLG1, a flag indicating that the heat medium temperature TWH has risen to such an extent that the heating feeling of the occupant is not deteriorated even when the power saving heating mode is executed may be adopted.

In this case, for example, similar to the temperature difference (Tr-Tset), when the heat medium temperature TWH is in the process of rising, the first flag FLG1 is set when the heat medium temperature TWH becomes equal to or higher than the first determination value. Let it be 1. When the heat medium temperature TWH is in the descending process, the first flag FLG1 may be set to 0 when the heat medium temperature TWH becomes equal to or less than the second determination value.

Further, the operation of the economy switch 70a may be prohibited until the first flag FLG1 becomes 1. Further, when the first flag FLG1 becomes 1, a notification unit may be provided to notify the occupant that the operation of the economy switch 70a has become effective. The notification unit may be displayed on the display of the operation panel 70, or may be issued by the economy switch 70a.

In the above-described embodiment, in order to achieve both power saving of the vehicle air conditioner 1 and antifogging property of the vehicle window glass FW in the power-saving anti-fog heating mode, the heating capacity of the heating unit is increased from that in the normal heating mode. Also, the heating capacity of the heating unit is improved compared to the power-saving heating mode. On the other hand, when giving priority to the anti-fog property of the vehicle window glass FW, the heating capacity may be improved as compared with the normal heating mode.

Although the present disclosure has been described in accordance with the examples, it is understood that the present disclosure is not limited to the examples and structures. The present disclosure also includes various variations and variations within a uniform range. In addition, various combinations and forms, as well as other combinations and forms that include only one element, more, or less, are within the scope and scope of the present disclosure.

Claims

An air passage forming portion (41) forming an air passage (40a) for circulating blown air blown into the vehicle interior, and an air passage forming portion (41).
The blower unit (42) that blows the blown air and
The inside air ratio adjusting unit (43) for adjusting the inside air ratio (RF), which is the ratio of the air in the vehicle interior to the blown air introduced into the air passage, and the inside air ratio adjusting unit (43).
The heating unit (10, 30) that heats the blown air using electric power,
A heated air volume adjusting unit (44) for adjusting the ratio of the heated air volume heated by the heating unit to the blown air is provided.
As an operation mode for heating the interior of the vehicle, a normal heating mode and a power saving heating mode are provided.
The power-saving heating mode is an operation mode in which the heating capacity of the heating unit is reduced as compared with the normal heating mode.
Further, in the power-saving heating mode, a control for increasing the amount of air blown by the blower unit as compared with the normal heating mode, a control for increasing the internal air ratio as compared with the normal heating mode, and the heating air amount as compared with the normal heating mode. A vehicle air conditioner that performs at least one of the controls that increase the proportion of.
It is equipped with an anti-fog determination unit (S4) that determines whether or not anti-fog is required for the vehicle window glass (FW).
When it is determined by the antifogging determination unit that antifogging of the vehicle window glass is necessary during the execution of the power saving heating mode, the heating capacity is improved as compared with the power saving heating mode. The vehicle air conditioner according to claim 1, wherein the power-saving anti-fog heating mode that reduces the amount of air blown is smaller than the power-saving heating mode.
Further, in the power-saving anti-fog heating mode, at least one of a control for lowering the internal air ratio as compared with the power-saving heating mode and a control for reducing the ratio of the heated air volume as compared with the power-saving heating mode is performed. The vehicle air conditioner according to claim 2 to be executed.
It is equipped with a noise reduction request determination unit (S5) that determines whether or not the occupant is requesting noise reduction.
When it is determined by the noise reduction request determination unit that the occupant is requesting noise reduction during the execution of the power saving heating mode, the amount of air blown is reduced as compared with the power saving heating mode. The vehicle air conditioner according to any one of claims 1 to 3, which executes a power low noise heating mode.
The vehicle air conditioner according to any one of claims 1 to 4, further comprising a heating mode switching request unit (70a) for switching between the normal heating mode and the power saving heating mode by an operation of an occupant.
The vehicle is provided with an internal air temperature detection unit (61) that detects the internal air temperature (Tr) in the vehicle interior.
Any one of claims 1 to 5 for switching to the normal heating mode when the amount of decrease in the internal temperature (ΔT) per predetermined reference time becomes equal to or greater than the amount of decrease in the predetermined reference temperature (KΔT). The vehicle air conditioner described in 1.
The vehicle is provided with an inside air humidity detection unit (68) for detecting the inside air humidity (Rh) in the vehicle interior.
Any one of claims 1 to 6 for switching to the normal heating mode when the increase amount (ΔH) of the inside air humidity per predetermined reference time becomes equal to or more than the predetermined reference humidity increase amount (KΔH). The vehicle air conditioner described in 1.
Equipped with an auxiliary heating device (90) that improves the feeling of heating of the occupants
The vehicle air conditioner according to any one of claims 1 to 7, wherein the auxiliary heating device is switched to the power saving heating mode when the auxiliary heating device is activated during the execution of the normal heating mode.