DE102010024853B4 - Air conditioning for vehicle - Google Patents

Abstract

A vehicle air conditioner comprising: a vapor compression refrigerating cycle (10) including a compressor (11) for sucking, compressing and discharging a refrigerant, an outdoor heat exchanger (16) for exchanging heat between the refrigerant and outside air, and first and second indoor heat exchangers (12 , 26) for exchanging heat between the refrigerant and air to be blown into an interior of a vehicle; and an exhaust capacity control device (50a) adapted to control a refrigerant discharge capacity of the compressor (11), the refrigeration cycle (10) including refrigerant cycle switching means (13 to 24) for switching between a refrigerant circuit in a cooling mode for cooling the air by jetting off Heat absorbed by the first indoor heat exchanger (26) through the outdoor heat exchanger (16) and another refrigerant circuit in a heating mode for heating the air by radiating heat absorbed by the outdoor heat exchanger (16) through the second indoor heat exchanger (16); 12); wherein the refrigeration cycle (10) further comprises a switching failure determination means (S132) adapted to determine whether or not operation of the refrigerant cycle switching means (13 to 24) is faulty, and wherein the discharge capacity control means (50a) when the switching failure determining means (S 132) determines that the operation of the refrigerant cycle switching means (13 to 24) is defective, the refrigerant discharge capacity of the compressor (11) is reduced.

Description

The present invention relates to an air conditioning system for a vehicle including a refrigeration cycle.

Conventionally, air conditioners have been known for vehicles capable of adjusting the temperature or humidity of air blown into a vehicle interior using a vapor compression refrigeration cycle.

For example, disclosed JP H09-286 225 A Referring to an air conditioner for a vehicle having a refrigeration cycle, comprising: an outdoor heat exchanger for exchanging heat between refrigerant and outdoor air, an indoor heat exchanger for exchanging heat between the refrigerant and air, and a plurality of electromagnetic valves serving as refrigerant cycle switching means for Switching between refrigerant circuits serve to pass the refrigerant through them.

In the JP H09-286 225 A The disclosed air conditioner for a vehicle is provided such that it has a plurality of modes by being switched between the refrigerant circuits by means of the change of the operating states of the electromagnetic valves. The modes include a cooling mode for cooling air by absorbing heat absorbed by the indoor heat exchanger and dissipating the heat from the outdoor heat exchanger, and a heating mode for heating air by absorbing heat absorbed by the outdoor heat exchanger and dissipating the heat from the indoor heat exchanger.

As can be seen from the representative example of switching between the modes in the JP H09-286 225 A As can be seen in the disclosed air conditioning system for a vehicle, it has recently been required that air conditioning systems for vehicles extend the functionality. Along with the multifunction, the complicated control of components of the refrigeration cycle, such as a compressor, or the addition of a new component to the refrigeration cycle has been carried out.

The multi-functional air conditioner for a vehicle may deteriorate the durability of the cycle component driven by the complicated control system, or it is difficult to ensure the durability of the newly added cycle component.

For example, the refrigeration cycle used for the in JP H09-286 225 A disclosed air conditioning system is suitable for a vehicle, a plurality of electromagnetic valves, which serve as the refrigerant circuit switching means for switching between the refrigerant circuits. One of these electromagnetic valves is energized when, in the cooling mode, which is the most frequently used among the modes and in which the temperature of an engine compartment equipped with the electromagnetic valves tends to increase, is switched to the refrigerant circuit.

Such power supply of the electromagnetic valve in the operating mode which is the most used leads to an increase in power consumption in the entire air conditioning system of the vehicle. Further, the power supply of the electromagnetic valve at the high atmospheric temperature results in an abnormal increase in a temperature of a coil contained in the electromagnetic valve, thereby adversely affecting the durability of the electromagnetic valve.

JP H05-221 233 A discloses a vehicle air conditioning system to be adapted to a vehicle designed to move through an electric vehicle drive motor that is driven by a battery when traveling in an urban area and to move by an internal combustion engine when the vehicle Battery runs out or drives it in a suburb.

As in JP H05-221 233 A discloses a compressor of a heat pump is driven by the electric motor. That is, the heat pump cycle is powered by power supplied by the battery.

In the in JP H05-221 233 A According to the disclosed air conditioner, a heater core performs hot water heating while coolant from an internal combustion engine is hot, and then the heat pump cycle performs heating after the engine coolant becomes cool.

Accordingly, when the vehicle moves for a long time by the electric vehicle drive motor when the engine is turned off for a long time, keeping the engine coolant cool, the heating is performed by the heat pump cycle.

In the prior art of JP H05-221 233 A The heat pump cycle is powered by power supplied by the battery. When the battery runs out, heating through the heat pump cycle can not be performed. Consequently, when the battery comes to an end during heating by the heat pump cycle, it is necessary to switch by heating heating to the hot water heating using the heater core.

However, if the battery could become depleted while the vehicle is moving through the vehicle electric drive motor, heating being provided by the heat pump cycle, switching to hot water heating by the heater core is performed simultaneously as the engine is turned on. Even if, therefore, the heater is switched to the hot water heating by the heater core, the engine coolant stays cool for a while so that the heating capacity can not be exhibited.

That is, even if in the prior art of JP H05-221 233 A is switched to the heating by the heater core after the battery is off, the heating is interrupted until the temperature of the engine coolant rises to reach the appropriate temperature, and thereby the comfort of the passenger may be impaired.

Out DE 10 2004 003 501 A1 an air conditioning system for a vehicle with a refrigeration cycle is known, which can be switched into different modes, namely on the one hand a refrigeration system operation and on the other hand, a heat pump operation. This air conditioner comprises for switching between the operating modes a switchable refrigeration system shut-off device, by means of which a refrigeration system evaporator can be shut off. A reliable and optimal operation in different operating modes of the air conditioning is achieved. It does not take into account the comfort of the occupant of the vehicle, and a failure of individual components can lead to premature failure of the air conditioning.

In view of the foregoing problems, it is an object of the present invention to suppress the deterioration of the durability of circuit components included in a refrigeration cycle in an air conditioning system for a vehicle including the refrigeration cycle.

It is another object of the present invention to suppress the deterioration of the durability of refrigerant cycle switching devices in an air conditioning system for a vehicle including a refrigeration cycle.

It is another object of the present invention to improve the comfort of passengers in a vehicle compartment.

This object is achieved with an air conditioner having the features of claim 1, claim 2, claim 3 and claim 7. Advantageous embodiments and further developments are the subject of the dependent claims.

According to one aspect of the present invention, an air conditioning system for a vehicle includes a vapor compression refrigeration cycle ( 10 ). The refrigeration cycle ( 10 ) comprises: a compressor ( 11 ) for sucking, compressing and discharging a refrigerant; an outdoor heat exchanger ( 16 ) for exchanging heat between the refrigerant and outside air; first and second indoor heat exchangers ( 12 . 26 ) for exchanging heat between the refrigerant and air to be blown into an interior of a vehicle; and a refrigerant circuit switching device ( 13 . 17 . 20 . 21 . 24 ) capable of switching between a refrigerant circuit in a cooling mode for cooling the air by radiating heat released from the first indoor heat exchanger (10). 26 ) is absorbed by the outdoor heat exchanger and another refrigerant circuit in a heating mode for heating the air by radiating heat released from the outdoor heat exchanger (10). 16 ) is absorbed by the second internal heat exchanger ( 12 ). In the air conditioner, the refrigerant cycle switching device includes a plurality of electromagnetic valves ( 13 to 24 ), wherein the electromagnetic valves are adapted to be brought into a predetermined open or closed state when the power supply is terminated. In addition, if the power supply to the electromagnetic valves ( 13 to 24 ), the switching to the refrigerant circuit in the cooling mode is performed.

Since the switching to the refrigerant circuit is performed in the cooling mode by supplying the power to the electromagnetic valves (FIG. 13 to 24 ), which serve as the refrigerant circuit switching means, may be completed, the progress of the deterioration of the coil or the like due to the elevated temperature of the electromagnetic valve (FIG. 13 to 24 ) are avoided even in the cooling mode. That is, the deterioration of the durability of the refrigerant cycle switching device can be kept low. Furthermore, the deterioration of the durability of the circulating components contained in the refrigerant circuit can also be kept low.

The cooling mode is mainly used in summer. Consequently, the temperature of the engine compartment, which tends to interfere with the electromagnetic valves ( 13 to 24 ), which serve as the refrigerant circuit switching devices, become higher in summer than in other seasons. If the summer electricity continues to flow to the electromagnetic valves ( 13 to 24 ), the temperatures of the electromagnetic valves ( 13 to 24 ) even to be abnormally elevated. From this point on, it is very important to be able to measure the temperature increase of the electromagnetic valves ( 13 to 24 ) even in the cooling mode.

Since the power supply to the electromagnetic valves ( 13 to 24 Further, in the cooling mode whose frequency of use is high as compared with the refrigerant circuit in the heating mode, the power consumption in the entire air conditioner for a vehicle can be lowered. As a result, the energy consumption can be lowered over one year.

The term "electromagnetic valves capable of being brought into a predetermined open or closed state" means a so-called normally-closed electromagnetic valve which is opened when energized and closed in the case of non-power supply, and a so-called normally-opened electromagnetic valve that operates Energy supply is closed and is opened in case of non-energy supply. In addition, this term also includes an electrical three-way valve or the like, which opens a predetermined refrigerant passage when energized and opens another refrigerant passage in case of non-power supply.

If, for example, no air conditioning is carried out inside the vehicle, the supply of the current to the electromagnetic valves ( 13 to 24 ) being stopped. When the air-conditioning of the vehicle is not performed, for example, when the operation of the air conditioner for a vehicle is turned off, the flow indicated by the refrigerant cycle switching device (FIG. 13 to 24 ) the air conditioning consumed for a vehicle is zero (0).

Further, immediately after turning on the air conditioner for a vehicle, the operation of the air conditioner in the cooling mode may be started. In general, in the cooling mode in the summer, a difference between the outside air temperature and a desired air-conditioning temperature of the vehicle interior is larger than that in the heating mode in the winter. Such rapid operation is very effective in that the cooled air in the cooling mode in the summer can be quickly blown into the vehicle interior, thereby improving the passenger's air-conditioning feeling.

In addition, when switching to a refrigerant circuit different from the refrigerant circuit in the cooling mode, the power supply to at least one of the electromagnetic valves (FIG. 13 to 24 ) being stopped.

Alternatively, if the refrigerant circuit switching device ( 13 to 24 ) performs the switching to the refrigerant circuit in the cooling mode, two different parts in refrigerant flow paths of the refrigerant circuit ( 10 ) communicate with each other.

In a normal refrigeration cycle, the interior of the circuit is evacuated to a vacuum to remove moisture or water in the circuit before the refrigerant is poured into it. The reason for evacuating to vacuum is that water remaining in the refrigeration cycle inside the refrigeration cycle switching device or the refrigerating cycle decompressor freezes, and thereby may cause problems or erroneous operation of the refrigerant cycle switching device or the decompression device.

When the refrigerant cycle switching device ( 13 to 24 On the contrary, according to the above example of the invention, the switching of the refrigerant circuit is performed in the cooling mode, two different parts in refrigerant flow paths of the refrigeration cycle (FIG. 10 ), and thereby the formation of a closed circuit that does not interfere with other parts in the refrigerant flow paths that are in the refrigeration cycle (FIG. 10 ), are avoided.

Consequently, all in the refrigeration cycle ( 10 ) are evacuated to a vacuum by performing the evacuation after switching to the refrigerant circuit in the cooling mode. When evacuating to the vacuum, there is no need for power to the electromagnetic valves ( 13 to 24 ), so that power consumption during evacuation can be reduced.

According to another aspect of the present invention, an air conditioner for a vehicle includes a vapor compression refrigeration cycle ( 10 ) comprising: a compressor ( 11 ) for sucking, compressing and discharging a refrigerant; an outdoor heat exchanger ( 16 ) for exchanging heat between the refrigerant and outside air; first and second indoor heat exchangers ( 12 . 26 ) for exchanging heat between the refrigerant and air to be blown into an interior of a vehicle; and refrigerant circuit switching devices ( 13 to 24 ) for switching between a refrigerant circuit in a cooling mode for cooling the air by radiating heat released from the first indoor heat exchanger (FIG. 26 ) is absorbed by the outdoor heat exchanger and another refrigerant circuit in a heating mode for heating the air by radiating heat released from the outdoor heat exchanger (10). 16 ) is absorbed, through the second internal heat exchanger ( 12 ). When in the air conditioner, a high pressure side refrigerant pressure (Pd ) on a discharge side of the compressor ( 11 ) is equal to or less than a predetermined high pressure side reference refrigerant pressure ( f (Tamdisp)) after switching off the compressor ( 11 ), the refrigerant circuit switching device ( 13 to 24 ) the switching between the refrigerant circuits by. In this way, the deterioration of the durability of the refrigerant cycle switching device can be kept low, and thereby the deterioration of the durability of the circulating components contained in the refrigerant circuit can be minimized.

For example, the high-pressure side reference refrigerant pressure (f (Tamdisp)) may be determined to become lower in accordance with a decrease in the temperature of the outside air.

The air conditioner may further include air outlet mode switching means adapted to switch between directions of the air blown into the vehicle interior. In this case, when the air outlet mode switching means switches the air outlet mode to an operation mode in which the air is blown toward a window in the vehicle interior, the refrigerant cycle switching means (FIG. 13 to 24 ), even if the high-pressure side refrigerant pressure (Pd ) higher than the high pressure side reference refrigerant pressure ( f (Tamdisp)) is between the refrigerant circuits around.

Alternatively, if a predetermined reference switch-off time has elapsed after the compressor ( 11 ) has been switched off, the refrigerant circuit switching device ( 13 to 24 ), even if the high-pressure side refrigerant pressure ( Pd ) higher than the high pressure side reference refrigerant pressure ( f (Tamdisp)) is between the refrigerant circuits around.

According to another aspect of the present invention, an air conditioner for a vehicle includes a vapor compression refrigeration cycle ( 10 ). The refrigeration cycle ( 10 ) comprises: a compressor ( 11 ) for sucking, compressing and discharging a refrigerant; an outdoor heat exchanger ( 16 ) for exchanging heat between the refrigerant and outside air; first and second indoor heat exchangers ( 12 . 26 ) for exchanging heat between the refrigerant and air to be blown into an interior of a vehicle; and refrigerant circuit switching devices ( 13 to 24 ), which are adapted to be cooled between the refrigerant circuit in a cooling mode for cooling the air by radiant heat released from the first indoor heat exchanger (FIG. 26 ) is absorbed by the outdoor heat exchanger and another refrigerant circuit in a heating mode for heating the air by radiating heat released from the outdoor heat exchanger (10). 16 ) is absorbed by the internal heat exchanger ( 12 ) switch. If a predetermined reference pressure reduction time has elapsed in the air conditioner after the compressor ( 12 ) has been switched off, switches the refrigerant circuit switching device ( 13 to 24 ) after switching off the compressor ( 11 ) between the refrigerant circuits.

For example, the air conditioner for a vehicle may further include air outlet mode switching means adapted to switch between flow directions of the air to be blown into the vehicle interior. In this case, when the air outlet mode switching means switches the air outlet mode to a mode in which the air is blown toward a window in the vehicle interior, the refrigerant cycle switching means (FIG. 13 to 24 ) even before the reference pressure reduction time has passed after the compressor ( 11 ) has been switched off, between the refrigerant circuits.

Alternatively, the refrigerant circuit switching device ( 13 to 24 ) switch between the refrigerant circuits in the operation for turning on the air conditioning of the vehicle interior even before the reference pressure reduction time has elapsed.

According to another aspect of the present invention, an air conditioner for a vehicle includes a vapor compression refrigeration cycle ( 10 ). The refrigeration cycle ( 10 ) comprises: a compressor ( 11 ) for sucking, compressing and discharging a refrigerant; an outdoor heat exchanger ( 16 ) for exchanging heat between the refrigerant and outside air; first and second indoor heat exchangers ( 12 . 26 ) for exchanging heat between the refrigerant and air to be blown into an interior of a vehicle; and refrigerant circuit switching devices ( 13 to 24 ) capable of switching between a refrigerant circuit in a cooling mode for cooling the air by radiating heat released from the first indoor heat exchanger (10); 26 ) is absorbed by the outdoor heat exchanger and another refrigerant circuit in a heating mode for heating the air by radiating heat released from the outdoor heat exchanger (10). 16 ) is absorbed by the second internal heat exchanger ( 12 ). In the refrigeration cycle ( 10 ), the refrigerant circuit switching device comprises a plurality of electromagnetic valves ( 13 to 24 ), which are capable of being operated by being supplied with electricity, and the electromagnetic valves ( 13 to 24 ) switch between the refrigerant circuits by operating in the order of increasing pressure difference between its inlet-side refrigerant pressure and its outlet-side refrigerant pressure are actuated after the compressor ( 11 ) has been switched off. Consequently, an unnecessary load to the electromagnetic valves (FIG. 13 to 24 ) and the deterioration of the durability of the electromagnetic valves ( 13 to 24 ) can be kept low while reducing operating noise.

According to another aspect of the present invention, an air conditioner for a vehicle includes: a vapor compression refrigeration cycle ( 10 ) with a compressor ( 11 ) for sucking, compressing and discharging a refrigerant, an outdoor heat exchanger ( 16 ) for exchanging heat between the refrigerant and outside air and first and second indoor heat exchangers ( 12 . 26 ) for exchanging heat between the refrigerant and air to be blown into an interior of a vehicle; and an ejection capacity control device ( 50a) suitable for reducing a refrigerant discharge capacity of the compressor ( 11 ) to control. In addition, the refrigeration cycle ( 10 ) Refrigerant circuit switching devices ( 13 to 24 ) for switching between a refrigerant circuit in a simple heat exchanger mode so as to allow that into the compressor ( 11 ) sucked in refrigerant through the outdoor heat exchanger ( 16 ) or the first or second internal heat exchanger ( 12 . 26 ), and a refrigerant circuit in a composite heat exchanger mode, to allow that into the compressor ( 11 ) sucked in refrigerant both through the outdoor heat exchanger ( 16 ) as well as the first internal heat exchanger ( 26 ) flows. In addition, if the refrigerant circuit switching device ( 13 to 24 ) performs the switching to the refrigerant circuit in the composite heat exchanger mode, increases the discharge capacity control means ( 50a) the refrigerant discharge capacity of the compressor ( 11 ) compared to when the refrigerant circuit switching device ( 13 to 24 ) performs the switching to the refrigerant circuit in the simple heat exchanger mode. Consequently, refrigerating machine oil can be restricted in the outdoor heat exchanger ( 16 ) and the indoor heat exchangers ( 12 . 26 ) to remain. Therefore, the refrigerator oil can be used to lubricate the compressor ( 11 ) suitable for the compressor ( 11 ) and the refrigerant cycle switching devices ( 13 to 24 ), whereby the deterioration of the durability of the compressor ( 11 ) and the refrigerant cycle switching devices ( 13 to 24 ) is kept low.

According to another aspect of the present invention, an air conditioner for a vehicle includes: a vapor compression refrigeration cycle ( 10 ) with a compressor ( 11 ) for sucking, compressing and discharging a refrigerant, an outdoor heat exchanger ( 16 ) for exchanging heat between the refrigerant and outside air and first and second indoor heat exchangers ( 12 . 26 ) for exchanging heat between the refrigerant and air to be blown into an interior of a vehicle; and an ejection capacity control device ( 50a) suitable for reducing a refrigerant discharge capacity of the compressor ( 11 ) to control. The discharge capacity control device ( 50a) controls the refrigerant discharge capacity of the compressor ( 11 ) such that a discharge side refrigerant pressure ( Pd ) of the compressor ( 11 ) a predetermined target pressure ( PDO ), and the discharge capacity control device ( 50a) operates the compressor ( 11 ) such that the compressor has a refrigerant discharge capacity equal to or higher than a predetermined minimum refrigerant discharge capacity in the operation of the compressor ( 11 ). In addition, the discharge capacity control means ( 50a) the refrigerant discharge capacity of the compressor ( 11 ), when a discharge side refrigerant pressure ( Pd ) of the compressor ( 11 ) by a predetermined reference pressure or more higher than the target pressure ( PDO ). Consequently, it can restrict refrigerating machine oil to be present in the outdoor heat exchanger ( 16 ) and the indoor heat exchangers ( 12 . 26 ) to remain. Therefore, refrigerator oil can be used to lubricate the compressor ( 11 ) suitable for the compressor ( 11 ) and led back, whereby the deterioration of the durability of the compressor ( 11 ) is kept low.

According to another aspect of the present invention, an air conditioner for a vehicle includes: a vapor compression refrigeration cycle ( 10 ) with a compressor ( 11 ) for sucking, compressing and discharging a refrigerant, an outdoor heat exchanger ( 16 ) for exchanging heat between the refrigerant and outside air and first and second indoor heat exchangers ( 12 . 26 ) for exchanging heat between the refrigerant and air blown into an interior of a vehicle; an ejection capacity control device ( 50a) suitable for reducing a refrigerant discharge capacity of the compressor ( 11 ) to control; and an ejection temperature detecting means (FIG. 54 ), which is suitable for a discharge temperature ( td ) of the compressor ( 11 ) capture. When the of the ejection temperature detecting means ( 54 ) detected discharge refrigerant temperature ( td ) of the compressor ( 11 ) is equal to or higher than a predetermined reference discharge refrigerant temperature, the discharge capacity control device (FIG. 50a) the refrigerant discharge capacity of the compressor ( 11 ) or reduce it. Consequently, the deterioration in the refrigeration cycle ( 10 ) and a resin case are kept small. For example, the resin case is a case member for Housing at least one of the first and second indoor heat exchangers ( 12 . 26 ).

According to another aspect of the present invention, an air conditioner for a vehicle includes a vapor compression refrigeration cycle ( 10 ) and a discharge capacity control device ( 50a) , The vapor compression refrigeration cycle ( 10 ) includes a compressor ( 11 ) for sucking, compressing and discharging a refrigerant, an outdoor heat exchanger ( 16 ) for exchanging heat between the refrigerant and outside air and first and second indoor heat exchangers ( 12 . 26 ) for exchanging heat between the refrigerant and air to be blown into an interior of a vehicle. The discharge capacity control device ( 50a ) is used to determine a refrigerant discharge capacity of the compressor ( 11 ) to control. The refrigerant circuit ( 10 ) further comprises refrigerant circuit switching means ( 13 to 24 ), which are adapted to be cooled between the refrigerant circuit in a cooling mode for cooling the air by radiant heat released from the first indoor heat exchanger (FIG. 26 ) is absorbed by the outdoor heat exchanger and another refrigerant circuit in a heating mode for heating the air by radiating heat released from the outdoor heat exchanger (10). 16 ) is absorbed by the second internal heat exchanger ( 12 ) switch. When the refrigerant cycle switching device ( 13 to 24 ) performs switching to the refrigerant circuit in the heating mode, increases the discharge capacity control means ( 50a) a refrigerant discharge capacity of the compressor ( 11 ) compared to when the refrigerant circuit switching device ( 13 to 24 ) performs the switching to the refrigerant circuit in the cooling mode. Therefore, the refrigerator oil can be suitably connected to the compressor ( 11 ) and the refrigerant cycle switching devices ( 13 to 24 ), whereby the deterioration of the durability of the compressor ( 11 ) and the refrigerant cycle switching devices ( 13 to 24 ) is kept low.

According to another aspect of the present invention, an air conditioner for a vehicle includes: a vapor compression refrigeration cycle ( 10 ) with a compressor ( 11 ) for sucking, compressing and discharging a refrigerant, an outdoor heat exchanger ( 16 ) for exchanging heat between the refrigerant and outside air and first and second indoor heat exchangers ( 12 . 26 ) for exchanging heat between the refrigerant and air to be blown into an interior of a vehicle; an ejection capacity control device ( 50a) suitable for reducing a refrigerant discharge capacity of the compressor ( 11 ) to control; an ejection temperature detecting means (Fig. 54 ), which is adapted to a discharge refrigerant temperature ( td ) of the compressor ( 11 ) capture; and an ejection pressure detecting device ( 55 ), which is suitable, a discharge-side refrigerant pressure ( Pd ) of the compressor ( 11 ) capture. In the air conditioner, the discharge capacity control device decreases ( 50a) the refrigerant discharge capacity of the compressor ( 11 ) when an absolute value of a temperature difference between that of the discharge temperature detecting means ( 54 ) and a predicted discharge refrigerant temperature (Td) Hours ) coming from the exhaust pressure sensing device ( 55 ) detected discharge-side refrigerant pressure ( Pd ) is equal to or higher than a predetermined reference temperature difference. Therefore, it is possible to prevent the discharge refrigerant temperature ( td ) of the compressor ( 11 ) is increased unnecessarily.

For example, a warning device may be provided to warn a passenger when the temperature difference between that of the exhaust temperature detecting means (FIG. 54 ) detected discharge refrigerant temperature ( td ) and the predicted discharge refrigerant temperature ( Hours ) coming from the exhaust pressure sensing device ( 55 ) detected discharge-side refrigerant pressure ( Pd ) is equal to or higher than the predetermined reference temperature difference.

According to another aspect of the present invention, an air conditioner for a vehicle includes a vapor compression refrigeration cycle ( 10 ) and an outside air temperature detection device ( 52 ) capable of detecting an outside air temperature. The vapor compression refrigeration cycle ( 10 ) includes a compressor ( 11 ) for sucking, compressing and discharging a refrigerant, an outdoor heat exchanger ( 16 ) for exchanging heat between the refrigerant and outside air and first and second indoor heat exchangers ( 12 . 26 ) for exchanging heat between the refrigerant and air to be blown into an interior of a vehicle. The refrigeration cycle ( 10 ) further includes Refrigerant circuit switching devices ( 13 to 24 ), which are adapted to be cooled between the refrigerant circuit in a cooling mode for cooling the air by radiant heat released from the first indoor heat exchanger (FIG. 26 ) is absorbed by the outdoor heat exchanger and another refrigerant circuit in a heating mode for heating the air by radiating heat released from the outdoor heat exchanger (10). 16 ) is absorbed by the second internal heat exchanger ( 12 ) switch. In this case, if one of the outside air temperature detecting means ( 52 ) detected outside air temperature ( Tam ) is equal to or higher than a predetermined reference outside air temperature, the refrigerant cycle switching device ( 13 to 24 ) Switching to the refrigerant circuit in the cooling mode by. Therefore, a temperature increase in the compressor ( 11 ) and the refrigerant circuit switching devices ( 13 to 24 ) are kept low, whereby the deterioration of the durability of the compressor ( 11 ) and the refrigerant cycle switching devices ( 13 to 24 ) is kept low.

According to another aspect of the present invention, an air conditioner for a vehicle includes: a vapor compression refrigeration cycle ( 10 ) with a compressor ( 11 ) for sucking, compressing and discharging a refrigerant, an outdoor heat exchanger ( 16 ) for exchanging heat between the refrigerant and outside air, and first and second indoor heat exchangers ( 12 . 26 ) for exchanging heat between the refrigerant and air to be blown into an interior of a vehicle; and an ejection capacity control device ( 50a) suitable for reducing a refrigerant discharge capacity of the compressor ( 11 ) to control. The refrigeration cycle ( 10 ) further comprises: refrigerant circuit switching means ( 13 to 24 ) for switching between a refrigerant circuit in a cooling mode for cooling the air by radiating heat released from the first indoor heat exchanger (FIG. 26 ) is absorbed by the outdoor heat exchanger and another refrigerant circuit in a heating mode for heating the air by radiating heat released from the outdoor heat exchanger (10). 16 ) is absorbed by the second internal heat exchanger ( 12 ); and a switching fault determination device ( S132 ), which is suitable for determining whether an operation of the refrigerant circuit switching devices ( 13 to 24 ) is faulty or not. When the switching failure determining means ( S132 ) determines that the operation of the refrigerant circuit switching devices ( 13 to 24 ) is defective, reduces the discharge capacity control device ( 50a) the refrigerant discharge capacity of the compressor ( 11 ). In this way, the deterioration of the durability of the components of the refrigeration cycle ( 10 ) are kept low.

According to another aspect of the present invention, an air conditioner for a vehicle includes: a vapor compression refrigeration cycle ( 10 ) with a compressor ( 11 ) for sucking, compressing and discharging a refrigerant, an outdoor heat exchanger ( 16 ) for exchanging heat between the refrigerant and outside air, and first and second indoor heat exchangers ( 12 . 26 ) for exchanging heat between the refrigerant and air to be blown into an interior of a vehicle; an ejection capacity control device ( 50a) suitable for reducing a refrigerant discharge capacity of the compressor ( 11 ) to control; an ejection temperature detecting means (Fig. 54 ), which is adapted to a discharge refrigerant temperature ( td ) of the compressor ( 11 ) capture; and an ejection temperature disturbance determiner ( S132 ) which is suitable for determining whether an operation of the ejection temperature detecting means (FIG. 54 ) is faulty or not. When the ejection temperature disturbance determining means (FIG. S132 ) in the air conditioning system detects that the operation of the refrigerant circuit switching devices ( 13 to 24 ) is defective, reduces the discharge capacity control device ( 50a) the refrigerant discharge capacity of the compressor ( 11 ). In this way, the deterioration of the durability of the components of the refrigeration cycle ( 10 ) are kept low.

According to another aspect of the present invention is an air conditioner for a hybrid car. The hybrid car includes an internal combustion engine ( EC ) and an electric motor ( MG ) for driving, which are adapted to generate a driving force for driving the vehicle, and a battery ( BT ) for supplying power to the electric motor ( MG ) to drive. The air conditioner is capable of restricting the supply of power for air conditioning when a residual battery level of the battery ( BT ) falls below a predetermined air-conditioning level. In this condition, the air conditioner comprises: a vapor compression refrigeration cycle ( 10 ) with an electric compressor ( 11 ) for compressing refrigerant using the power for air conditioning and forming a heat pump cycle for heating air to be blown into an interior of a vehicle; a hot water heater ( 36 ) for heating the air using a coolant of the internal combustion engine ( EC ) as a heat source; and a control device ( 50 ) for outputting an operation request signal to the internal combustion engine ( EC ), when the remaining battery level of the battery ( BT ) falls below an allowable level obtained by adding a predetermined margin to the air-conditioning noise level.

Consequently, an operation request is made before the remaining battery level of the battery ( BT ) falls below an air conditioning noise level, previously to the internal combustion engine ( EC ). Thus, the temperature of coolant at which the remaining battery level falls below the air-conditioning noise level can be compared with the case where an operation request signal to the engine (FIG. EC ) goes high after the remaining battery level falls below the noise level.

Consequently, if the remaining battery level of the battery ( BT ) falls below the air conditioning noise level, an appropriate switch probably from the heating with the heat pump cycle to the hot water heating by the hot water heater ( 36 ) (Heating using coolant as a heat source). In this way, heating can be uninterrupted even if the remaining battery level of the battery ( BT ), thereby improving the comfort of the passenger.

For example, the controller ( 50 ) continue operation of the heat pump cycle without stopping its operation at a temperature of the coolant lower than a predetermined temperature even when an operation request signal to the engine ( EC ) is output.

If, in this way, the heating capacity in the hot water heater can not be sufficiently ensured due to a low coolant temperature, the switching to the hot water heating by the hot water heater ( 36 ) can be avoided, and thereby the comfort for the passenger can be further improved.

In addition, the vapor compression refrigeration cycle ( 10 ) an outdoor heat exchanger ( 16 ) for exchanging heat between the refrigerant and air outside of a vehicle compartment, and the vapor compression refrigeration cycle is capable of being interposed between the heat pump circuit and a defrosting circuit for defrosting the outdoor heat exchanger (US Pat. 16 ) by allowing one of the electric compressors ( 11 ) discharged high-temperature refrigerant through the outdoor heat exchanger ( 16 ) flows. In this case, when the operation request signal to the internal combustion engine ( EC ) is output, the control device ( 50 ) switching to the operation of the defrosting circuit after an operation of the heat pump cycle has been turned off.

Alternatively, the vapor compression refrigeration cycle ( 10 ) which is capable of switching between the heat pump cycle and a cooler circuit for cooling the air, an outdoor heat exchanger ( 16 ) for exchanging heat between the refrigerant and air outside the vehicle compartment and an indoor evaporator ( 26 ) for cooling the air by vaporizing refrigerant. In this case, when the operation request signal to the internal combustion engine ( EC ) is output, the control device ( 50 ) switching to the operation of the cooler circuit after the operation of the heat pump cycle is turned off.

According to another aspect of the present application, an air conditioner for a vehicle includes: a vapor compression refrigeration cycle ( 10 ) with a compressor ( 11 ) for compressing and discharging refrigerant and forming a heat pump cycle for heating air to be blown into a vehicle interior; a hot water heater ( 36 ) for heating the air using a coolant of an internal combustion engine ( EC ) as a heat source; and a control device ( 50 ) for outputting an operation request signal to the internal combustion engine (EG) when a component of the vapor compression refrigeration cycle ( 10 ) is determined to be disturbed.

In this way, when a component of the vapor compression refrigeration cycle ( 10 ) is determined to be disturbed, an appropriate switching from heating through the heat pump cycle to that to the hot water heating by the hot water heater ( 36 ) (Heating using coolant as a heat source). In this way, heating, even if the component of the vapor compression refrigeration cycle ( 10 ) is determined to be disturbed, to continue uninterrupted, thereby improving the comfort of the passenger.

According to another aspect of the present invention, an air conditioner for a vehicle includes: a vapor compression refrigeration cycle ( 10 ) with an inner condenser ( 12 ) for exchanging heat between a refrigerant and air to be blown into an interior of a vehicle, and forming a heat pump cycle for heating the air by the indoor condenser (FIG. 12 ); a housing ( 31 ) for housing the inner condenser ( 12 in it; a heating air passage ( 33 ) located in the housing ( 31 ) is configured to allow the air through the inner condenser ( 12 ) flows; a cooling air bypass passage ( 34 ) located in the housing ( 31 ) is configured to allow the air to flow while passing the inner condenser ( 12 ) bypasses; a temperature adjustment device ( 38 ) for adjusting a temperature of the air by changing a ratio of the amount of air passing through the heating air passage (FIG. 33 ) to the air passing through the cooling air bypass passage (FIG. 34 ) flows; a facial air outlet ( 41 ) located in the housing ( 31 ) to provide conditioned air whose temperature is controlled by the temperature adjuster ( 38 ) is set to blow in the direction of an upper body of a passenger in a vehicle compartment; a foot air outlet ( 42 ) located in the housing ( 31 ), the conditioned air, the temperature of which is controlled by the temperature adjuster ( 38 ) to blow towards a passenger's foot; Air outlet mode switching devices ( 41a . 41b) for switching between a two-height mode for opening both the facial air outlet ( 41 ) as well as the foot air outlet ( 42 ) and a foot mode for closing the face air outlet ( 41 ) and opening the Fußluftauslasses ( 42 ); and a control device ( 50 ) for determining a target opening degree of the temperature adjusting device ( 38 ) and determining the switching between the bi-level mode and the foot mode. If, in this case, a position in which the temperature setting device ( 36 ) the heating air passage ( 33 ) completely opens and the cooling air bypass passage ( 34 ), when a maximum heating position is defined, the controller determines ( 50 ) a target temperature of the inner condenser ( 12 ) based on a Zielauslasslufttemperatur, and the control device ( 50 ) determines a target opening degree of the temperature setting device ( 36 ) such that the target opening degree becomes an opening degree closer to the maximum heating position side when the target temperature of the indoor condenser ( 12 ) becomes lower. In addition, the control device ( 50 ) the foot mode when the target outlet air temperature is lower than a predetermined switching temperature, and the controller ( 50 ) selects the bi-level mode when the target outlet air temperature is higher than the predetermined switching temperature. In addition, when the target opening degree of the temperature adjuster (FIG. 38 ) is in relation to a predetermined opening at the maximum heating position, the control device ( 50 ) the predetermined switching temperature in comparison with when a target opening degree of the temperature adjusting device ( 38 ) is low in relation to the predetermined opening degree on a side opposite to the maximum heating position.

When heating through the heat pump cycle, it is desirable that the target temperature of the inner condenser ( 12 ) may desirably be reduced as much as possible (approaching the target outlet temperature) while achieving energy savings. In contrast, if the target temperature of the inner condenser ( 12 ) is low, the blown air temperature tends to become low. While the target temperature of the inner condenser ( 12 ) becomes lower, the target opening degree of the temperature adjuster (FIG. 38 ) desirably located closer to the maximum heating position side, thereby limiting the decrease in the blown air temperature.

That is, in order to achieve both the energy saving and the proper temperature of blown air when heating by the heat pump cycle, the target opening degree of the temperature adjuster (FIG. 38 ) is arranged at a higher frequency closer to the maximum heating position.

In order to achieve the air temperature distribution in the vehicle interior with a hot zone on the head side and a cool zone on the foot side, the face air outlet ( 41 desirably near the cooling air bypass passage (FIG. 34 ) and the foot air outlet ( 42 ) is located near the heating air passage ( 33 ), so that a blown air temperature from the face air outlet ( 41 ) lower than a blown air temperature from the foot air outlet ( 42 ).

However, if the temperature setting device ( 38 ) is near the maximum heating position, the amount of air in the cooling air bypass passage (FIG. 34 ) very small, so the temperature of air coming out of the facial air outlet ( 41 ) is as high as that from the Fußluftauslass ( 42 ). In this way, this makes the passenger feel uncomfortable, for example, with the passenger feeling that his face is getting hot.

Specifically, as mentioned above, when heating by the heat pump cycle, the temperature adjusting means (FIG. 38 ) are arranged at a higher frequency near the maximum heating position, whereby the above problems become salient.

In contrast, when the target opening degree of the temperature setting device ( 38 ) is one which is on the maximum heating position side with respect to a predetermined opening degree, the switching temperature between the foot mode and the two-height mode becomes compared with the time when a target opening degree of the temperature adjuster (FIG. 38 ) is on the opposite side of the maximum heating position, set low. When the temperature setting device ( 38 ) is near the maximum heating position, the bi-level mode for opening the face outlet ( 41 ) are hardly used. In short, there is a tendency for the foot mode to close the face outlet ( 41 ) is used.

When the temperature setting device ( 38 ) is thus close to the maximum heating position, it can be prevented that warm air from the face outlet ( 41 ), and thereby the comfort of the passenger can be improved.

According to another aspect of the present application, an air conditioner for a vehicle includes: a heat exchanger ( 36 ) for heating, which is adapted to heat between air, which is blown into an interior of a vehicle, and a coolant of an internal combustion engine ( EC ) to thereby heat the air; a housing ( 31 ) for receiving the heat exchanger ( 36 ) for heating in; a heating air passage ( 33 ) located in the housing ( 31 ) is provided to allow the air to heat through the heat exchanger ( 36 ) flows; a cooling air bypass passage ( 34 ) located in the housing ( 31 ) is provided to allow the air to flow while passing the heat exchanger ( 36 ) bypasses to heating; a temperature adjustment device ( 38 ) for adjusting a temperature of the air by changing a proportion of the through the Heizluftdurchgang ( 33 ) flowing to the air through the Kühlluftumleitungsdurchgang ( 34 ) flowing air; a face outlet ( 41 ) located in the housing ( 31 ) for blowing conditioned air whose temperature is controlled by the temperature adjuster ( 38 ), toward an upper body of a passenger in a vehicle compartment; a foot air outlet ( 42 ) located in the housing ( 31 ) for blowing the conditioned air whose temperature is controlled by the temperature adjuster ( 38 ), in the direction of a foot of the passenger; Air outlet mode switching devices ( 41a . 42a) for switching between a bi-level mode for operating both the facial air outlet ( 41 ) as well as the foot air outlet ( 42 ) and a foot mode for closing the face air outlet ( 41 ) and opening the Fußluftauslasses ( 42 ); and a control device ( 50 ) for determining a target opening degree of the temperature adjusting device ( 38 ) and determining the switching between the bi-level mode and the foot mode. In this arrangement, when a position at which the temperature adjusting means (FIG. 38 ) the heating air passage ( 33 ) completely opens and the Kühlluftumleitungsdurchgang ( 34 ) completely closes, when a maximum heating position is defined, the controller determines ( 50 ) a target opening degree of the temperature setting device ( 38 ) such that the target opening degree becomes an opening degree closer to the maximum heating position side as the temperature of the coolant becomes lower. In addition, the control device ( 50 ) the foot mode when the target outlet air temperature is lower than a predetermined switching temperature, and the controller ( 50 ) selects the bi-level mode when the target outlet air temperature is higher than the predetermined switching temperature. If the coolant temperature is lower than a predetermined temperature, the controller ( 50 ) Also, the predetermined switching temperature compared to when a temperature of a coolant is higher than the predetermined temperature, low fixed.

Consequently, when the temperature adjuster ( 38 ) is located near the maximum heating position, it can be prevented that warm air from the face air outlet ( 41 ), and thereby the comfort of the passenger can be improved.

• 1 ein komplettes Aufbaudiagramm ist, das einen Kältemittelkreis einer Klimaanlage für ein Fahrzeug in einer Kühlbetriebsart gemäß einer ersten Ausführungsform der Erfindung zeigt;
• 2 ein komplettes Aufbaudiagramm ist, das einen Kältemittelkreis der Klimaanlage für ein Fahrzeug in einer Heizbetriebsart in der ersten Ausführungsform zeigt;
• 3 ein komplettes Aufbaudiagramm ist, das einen Kältemittelkreis der Klimaanlage für ein Fahrzeug in einer ersten Entfeuchtungsbetriebsart in der ersten Ausführungsform zeigt;
• 4 ein komplettes Aufbaudiagramm ist, das einen Kältemittelkreis der Klimaanlage für ein Fahrzeug in einer zweiten Entfeuchtungsbetriebsart in der ersten Ausführungsform zeigt;
• 5 ein Blockdiagramm ist, das eine elektrische Steuerung der Klimaanlage für ein Fahrzeug in der ersten Ausführungsform zeigt;
• 6 ein Flussdiagramm ist, das die von der Klimaanlage für ein Fahrzeug in der ersten Ausführungsform durchgeführte Steuerung zeigt;
• 7 ein Flussdiagramm ist, das einen Teil der von der Klimaanlage für ein Fahrzeug in der ersten Ausführungsform durchgeführten Steuerung zeigt;
• 8 ein Flussdiagramm ist, das einen anderen Teil der von der Klimaanlage für ein Fahrzeug in der ersten Ausführungsform durchgeführten Steuerung zeigt;
• 9 ein Flussdiagramm ist, das einen weiteren Teil der von der Klimaanlage für ein Fahrzeug in der ersten Ausführungsform durchgeführten Steuerung zeigt;
• 10 ein Flussdiagramm ist, das einen noch einen weiteren Teil der von der Klimaanlage für ein Fahrzeug in der ersten Ausführungsform durchgeführten Steuerung zeigt;
• 11 ein Zeitdiagramm ist, das der in 10 gezeigten Steuerung entspricht;
• 12 ein Flussdiagramm ist, das einen Teil der von einer Klimaanlage für ein Fahrzeug gemäß einer zweiten Ausführungsform der Erfindung durchgeführten Steuerung zeigt;
• 13 ein Zeitdiagramm ist, das der in 12 gezeigten Steuerung entspricht;
• 14 ein Flussdiagramm ist, das einen Teil der von einer Klimaanlage für ein Fahrzeug gemäß einer dritten Ausführungsform der Erfindung durchgeführten Steuerung zeigt;
• 15 ein Zeitdiagramm ist, das der in 14 gezeigten Steuerung entspricht;
• 16 ein Flussdiagramm ist, das einen Teil der von einer Klimaanlage für ein Fahrzeug gemäß einer vierten Ausführungsform der Erfindung durchgeführten Steuerung zeigt;
• 17 ein Zeitdiagramm ist, das der in 16 gezeigten Steuerung entspricht;
• 18 ein Flussdiagramm ist, das einen Teil der von einer Klimaanlage für ein Fahrzeug gemäß einer fünften Ausführungsform der Erfindung durchgeführten Steuerung zeigt;
• 19 ein Flussdiagramm ist, das einen Teil der von einer Klimaanlage für ein Fahrzeug gemäß einer sechsten Ausführungsform der Erfindung durchgeführten Steuerung zeigt;
• 20 ein Flussdiagramm ist, das einen Teil der von einer Klimaanlage für ein Fahrzeug gemäß einer siebten Ausführungsform der Erfindung durchgeführten Steuerung zeigt;
• 21 ein Flussdiagramm ist, das einen Teil der von einer Klimaanlage für ein Fahrzeug gemäß einer achten Ausführungsform der Erfindung durchgeführten Steuerung zeigt;
• 22 ein Flussdiagramm ist, das die auf die in 21 gezeigten Schritte folgenden Schritte zeigt;
• 23 ein Flussdiagramm ist, das einen Teil der von einer Klimaanlage für ein Fahrzeug gemäß einer neunten Ausführungsform der Erfindung durchgeführten Steuerung zeigt; und
• 24 ein Flussdiagramm ist, das einen Teil der von einer Klimaanlage für ein Fahrzeug gemäß einer zehnten Ausführungsform der Erfindung durchgeführten Steuerung zeigt;
• 25 ein komplettes Aufbaudiagramm ist, das eine Klimaanlage für ein Fahrzeug in einer Kühlbetriebsart gemäß einer elften Ausführungsform der Erfindung zeigt;
• 26 ein komplettes Aufbaudiagramm ist, das die Klimaanlage für ein Fahrzeug in einer Heizbetriebsart in der elften Ausführungsform zeigt;
• 27 ein komplettes Aufbaudiagramm ist, das die Klimaanlage für ein Fahrzeug in einer ersten Entfeuchtungsbetriebsart in der elften Ausführungsform zeigt;
• 28 ein komplettes Aufbaudiagramm ist, das die Klimaanlage für ein Fahrzeug in einer zweiten Entfeuchtungsbetriebsart in der elften Ausführungsform zeigt;
• 29 ein Blockdiagramm ist, das eine elektrische Steuerung der Klimaanlage für ein Fahrzeug in der elften Ausführungsform zeigt;
• 30 ein Flussdiagramm ist, das die von der Klimaanlage für ein Fahrzeug in der elften Ausführungsform durchgeführte Steuerung zeigt;
• 31 ein Flussdiagramm ist, das eine Detailsteuerung bei Schritt S14 von 30 zeigt;
• 32 ein Diagramm ist, das die Entfeuchtungskapazität und die Heizkapazität in jeweiligen Betriebsarten der Klimaanlage für ein Fahrzeug in der elften Ausführungsform zeigt;
• 33 ein Flussdiagramm ist, das eine Detailsteuerung bei Schritt S14 der elften Ausführungsform zeigt;
• 34 ein Flussdiagramm ist, das eine Detailsteuerung bei Schritt S6 der elften Ausführungsform zeigt;
• 35 ein Flussdiagramm ist, das einen Teil der von einer Klimaanlage für ein Fahrzeug gemäß einer zwölften Ausführungsform der Erfindung durchgeführten Steuerung zeigt;
• 36 ein Flussdiagramm ist, das einen Teil der von einer Klimaanlage für ein Fahrzeug gemäß einer dreizehnten Ausführungsform der Erfindung durchgeführten Steuerung zeigt;
• 37 ein Flussdiagramm ist, das eine Detailsteuerung bei Schritt S6 einer vierzehnten Ausführungsform zeigt;
• 38 ein Flussdiagramm ist, das eine Detailsteuerung bei Schritt S10 der vierzehnten Ausführungsform zeigt; und
• 39 ein Flussdiagramm ist, das einen Teil der von einer Klimaanlage für ein Fahrzeug gemäß einer fünfzehnten Ausführungsform der Erfindung durchgeführten Steuerung zeigt.

Additional objects and advantages of the present invention will become more apparent from the following detailed description of preferred embodiments when taken in conjunction with the accompanying drawings, in which:

• 1 Fig. 12 is a complete configuration diagram showing a refrigerant circuit of an air conditioner for a vehicle in a cooling mode according to a first embodiment of the invention;
• 2 Fig. 12 is a complete configuration diagram showing a refrigerant circuit of the air conditioner for a vehicle in a heating mode in the first embodiment;
• 3 Fig. 12 is a complete configuration diagram showing a refrigerant circuit of the air conditioner for a vehicle in a first dehumidifying mode in the first embodiment;
• 4 Fig. 10 is a complete configuration diagram showing a refrigerant circuit of the air conditioner for a vehicle in a second dehumidifying mode in the first embodiment;
• 5 Fig. 12 is a block diagram showing an electric control of the air conditioner for a vehicle in the first embodiment;
• 6 Fig. 12 is a flowchart showing the control performed by the air conditioner for a vehicle in the first embodiment;
• 7 Fig. 10 is a flowchart showing a part of the control performed by the air conditioner for a vehicle in the first embodiment;
• 8th Fig. 10 is a flowchart showing another part of control performed by the air conditioner for a vehicle in the first embodiment;
• 9 Fig. 10 is a flowchart showing another part of the control performed by the air conditioner for a vehicle in the first embodiment;
• 10 Fig. 10 is a flowchart showing still another part of the control performed by the air conditioner for a vehicle in the first embodiment;
• 11 a time chart is that in 10 corresponds to the control shown;
• 12 Fig. 10 is a flowchart showing a part of control performed by an air conditioner for a vehicle according to a second embodiment of the invention;
• 13 a time chart is that in 12 corresponds to the control shown;
• 14 A flowchart is a part of an air conditioner for a vehicle shows control performed according to a third embodiment of the invention;
• 15 a time chart is that in 14 corresponds to the control shown;
• 16 Fig. 10 is a flowchart showing a part of control performed by an air conditioner for a vehicle according to a fourth embodiment of the invention;
• 17 a time chart is that in 16 corresponds to the control shown;
• 18 Fig. 10 is a flowchart showing a part of control performed by an air conditioner for a vehicle according to a fifth embodiment of the invention;
• 19 Fig. 10 is a flowchart showing a part of the control performed by an air conditioner for a vehicle according to a sixth embodiment of the invention;
• 20 Fig. 10 is a flowchart showing a part of control performed by an air conditioner for a vehicle according to a seventh embodiment of the invention;
• 21 Fig. 10 is a flowchart showing a part of control performed by an air conditioner for a vehicle according to an eighth embodiment of the invention;
• 22 a flow chart is that the on the in 21 shown steps following steps;
• 23 Fig. 10 is a flowchart showing a part of control performed by an air conditioner for a vehicle according to a ninth embodiment of the invention; and
• 24 Fig. 10 is a flowchart showing a part of the control performed by an air conditioner for a vehicle according to a tenth embodiment of the invention;
• 25 Fig. 12 is a complete configuration diagram showing an air conditioner for a vehicle in a cooling mode according to an eleventh embodiment of the invention;
• 26 Fig. 12 is a complete configuration diagram showing the air conditioner for a vehicle in a heating mode in the eleventh embodiment;
• 27 Fig. 12 is a complete configuration diagram showing the air conditioner for a vehicle in a first dehumidifying mode in the eleventh embodiment;
• 28 Fig. 12 is a complete configuration diagram showing the air conditioner for a vehicle in a second dehumidifying mode in the eleventh embodiment;
• 29 FIG. 12 is a block diagram showing an electric control of the vehicle air conditioner in the eleventh embodiment; FIG.
• 30 Fig. 10 is a flowchart showing the control performed by the air conditioner for a vehicle in the eleventh embodiment;
• 31 a flowchart is a detail control at step S14 from 30 shows;
• 32 FIG. 15 is a graph showing dehumidifying capacity and heating capacity in respective modes of the vehicle air conditioner in the eleventh embodiment; FIG.
• 33 a flowchart is a detail control at step S14 the eleventh embodiment shows;
• 34 a flowchart is a detail control at step S6 the eleventh embodiment shows;
• 35 Fig. 10 is a flowchart showing a part of control performed by an air conditioner for a vehicle according to a twelfth embodiment of the invention;
• 36 Fig. 10 is a flowchart showing a part of the control performed by an air conditioner for a vehicle according to a thirteenth embodiment of the invention;
• 37 a flowchart is a detail control at step S6 a fourteenth embodiment;
• 38 a flowchart is a detail control at step S10 the fourteenth embodiment shows; and
• 39 FIG. 12 is a flowchart showing a part of the control performed by an air conditioner for a vehicle according to a fifteenth embodiment of the invention. FIG.

Embodiments of the present invention and modifications thereof will be described below with reference to the accompanying drawings. In the embodiments, a part corresponding to an object described in a previous embodiment may be assigned the same reference number, and a redundant explanation for the part may be omitted. In one embodiment, when only a part of a construction is described, another previous embodiment may be applied to the other parts of the construction. The parts can be combined, even if not expressly described, that the parts can be combined. The embodiments may be partially combined even if it is not expressly described that the Embodiments can be combined, provided there is no disadvantage in the combination.

First Embodiment

A first embodiment of the invention will be described below with reference to FIG 1 to 11 described. In the present embodiment, an air conditioner for a vehicle of the invention is applied to the so-called hybrid car which receives driving force for a running vehicle from an internal combustion engine (EG) and an electric motor for driving. 1 to 4 show a complete construction diagram of an air conditioner 1 for a vehicle.

The air conditioning system for a vehicle includes a vapor compression refrigeration cycle 10 in the cooling circuit of the vehicle interior, in a heating mode (HOT cycle) for heating the vehicle interior and in a first dehumidification mode (DRY_EVA cycle) and in a second dehumidification mode (DRY_ALL cycle) Dehumidify the vehicle interior can switch. 1 to 4 Indicate refrigerant flows in the cooling mode, the heating mode, the first dehumidifying mode and the second dehumidifying mode by respective solid lines.

The first dehumidifying mode is a dehumidifying mode giving a dehumidifying capacity a higher priority than a heating capacity. The second dehumidifying mode is a dehumidifying mode giving a heating capacity a higher priority than the dehumidifying capacity. Therefore, the first dehumidifying mode can be represented by a low-temperature dehumidifying mode or a simple dehumidifying mode, and the second dehumidifying mode can be represented by a high-temperature dehumidifying mode or a dehumidifying-heating mode.

The refrigeration cycle 10 includes a compressor 11 , an indoor condenser 12 and an indoor evaporator 26 serving as an indoor heat exchanger, a thermal expansion valve 27 and a fixed throttle 14 serving as a decompression device for decompressing and expanding refrigerant, and a plurality (five in the present embodiment) electromagnetic valves 13 . 17 . 20 . 21 . 24 and the like that serve as refrigerant cycle switching devices.

The refrigeration cycle 10 uses a normal Flon-based refrigerant as the refrigerant and thus forms a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant. Further, a refrigerator oil for lubricating the compressor 11 mixed with the refrigerant. The refrigerator oil circulates along with the refrigerant through the circuit.

The compressor 11 is disposed in an engine room and serves for sucking, compressing and discharging the refrigerant in the refrigeration cycle 10 , The compressor is an electric compressor that has a compressor mechanism 11a with fixed displacement with a fixed discharge capacity using an electric motor 11b drives. In particular, various types of compressor mechanisms, such as a scroll compressor or vane compressor mechanism, may be used as the compressor mechanism 11a be used with fixed displacement.

The electric motor 11b is an AC motor whose operation (speed) is controlled by an AC voltage supplied by an inverter 61 is issued. The inverter 61 outputs an AC voltage having a frequency corresponding to a control signal supplied from an air conditioning controller 50 is output, which will be described later. The control of the rotational speed changes a refrigerant discharge capacity of the compressor 11 , In this way, the electric motor is used 11b as a discharge capacity changing means of the compressor 11 ,

The refrigerant discharge side of the compressor 11 is with the refrigerant inlet side of the inner condenser 12 connected. The inner condenser 12 is in a housing 31 arranged forming an air passage, through the air in an indoor air conditioning unit 30 the air conditioner for a vehicle flows into the vehicle interior. The inner condenser 12 is a heat exchanger for heating the air by exchanging heat between the refrigerant flowing through it and the air, which is an indoor evaporator 26 has passed through, which will be described later. The details of the indoor air conditioning unit 30 will be described later.

The refrigerant outlet side of the inner condenser 12 is with a three-way electric valve 13 connected. The electric three-way valve 13 is a refrigerant circuit switching device, its operation is controlled by a control voltage supplied by the air conditioning controller 50 is issued.

Particularly, in a power state in which power is supplied, the three-way electric valve performs 13 switching to a refrigerant circuit passing between the refrigerant outlet side of the inner condenser 12 and the refrigerant inlet side of the fixed throttle 14 combines. In a non-power state in which no power is supplied, the three-way valve performs 13 switching to a refrigerant circuit passing between the refrigerant outlet side of the inner condenser 12 and one of the refrigerant inlet and outlet ports of a first three-way connection 15 combines.

The fixed throttle 14 is a decompression device for heating and dehumidifying and is suitable from the electrical three-way valve 13 in the heating mode and the first and second dehumidifying modes, refrigerant flowing to decompress and expand. For example, a capillary tube, an orifice, or the like may be the fixed throttle 14 be suitable. Alternatively, the decompression device for heating and dehumidifying may use an electric variable throttle mechanism whose throttle passage area is set by a control signal supplied from the air conditioning controller 50 is issued. The refrigerant outlet side of the fixed throttle 14 is with one of the refrigerant inlet / outlet ports of a three-way connection 23 connected, which will be described later.

The first three way connection 15 includes three refrigerant inlet / outlet ports and serves as a branching section for branching a refrigerant flow path. Such a three-way joint may be provided by connecting refrigerant piping or forming a plurality of refrigerant passages in a metal block or resin block. Another refrigerant inlet / outlet port of the first three-way connection 15 is with one of the refrigerant inlet / outlet openings of the outdoor heat exchanger 16 connected, and another refrigerant inlet / outlet opening of the three-way connection 15 is with the refrigerant inlet side of the electromagnetic low-voltage valve 17 connected.

The electromagnetic low-voltage valve 17 includes a valve body for opening and closing a refrigerant flow path and a solenoid (coil) for driving the valve body. The electromagnetic valve 17 is a refrigerant cycle switching device whose operation is controlled by a control voltage supplied by the air conditioning controller 50 is issued. In particular, the electromagnetic low-voltage valve 17 the so-called normally closed opening and closing valve, which is open when energized and is closed when there is no power.

The refrigerant outlet side of the low-voltage electromagnetic valve 17 is via a first check valve 18 with one of the refrigerant inlet / outlet ports of a fifth three-way connection 28 connected, which will be described later. The first check valve 18 only allows that the refrigerant from the electromagnetic low voltage valve 17 to the third three-way connection 28 flows.

The outdoor heat exchanger 16 is arranged in the engine compartment and is heat between the refrigerant flowing through it and air (outside air) outside of a vehicle compartment, by a blower fan 16a blown, exchange. The fan fan 16a is an electric blower whose speed (air quantity) is controlled by a control voltage supplied by the air conditioning controller 50 is issued.

The fan fan 16a In the present embodiment, the outside air does not blow only to the outdoor heat exchanger 16 but also to a radiator (not shown) for radiating heat from the coolant of the engine EC , In particular, that flows from the blower fan 16a blown air outside the vehicle compartment in this order through the outdoor heat exchanger 16 and the spotlight.

In coolant circuits, which are characterized by in 1 to 4 shown dotted lines, a coolant pump (not shown) is provided to circulate a coolant therethrough. The coolant pump is an electric water pump whose rotational speed (amount of circulating coolant) is controlled by a control voltage output from the air conditioning controller 50 becomes.

The other of the refrigerant inlet / outlet ports of the outdoor heat exchanger 16 is with one of the refrigerant inlet / outlet ports of the second three-way connection 19 connected. The basic structure of the second three-way connection 19 is the same as the first three-way connection 15 , Another of the refrigerant inlet / outlet ports of the second three-way connection 19 is with the refrigerant inlet side of the electromagnetic high-voltage valve 20 and another of the refrigerant inlet / outlet ports is connected to one of the refrigerant inlet and outlet ports of the electromagnetic valve 21 connected for the shutdown of the heat exchanger.

The electromagnetic High voltage valve 20 and the electromagnetic heat exchanger shut-off valve 21 are refrigerant circuit switching devices whose operation is controlled by a control voltage supplied by the air conditioning controller 50 is issued. The basic structure of the valves 20 and 21 is the same as that of the low-voltage electromagnetic valve 17 , The electromagnetic high voltage valve 20 and the electromagnetic heat exchanger shut-off valve 21 are designed as the so-called normally open opening and closing valve, which are designed to be closed when energized and opened when not energized.

The refrigerant outlet side of the high-voltage electromagnetic valve 20 is via a second return valve 22 with an inlet of a throttling mechanism of a thermal expansion valve 27 connected, which will be described later. The second check valve 22 only allows that the refrigerant from the electromagnetic high voltage valve 20 to the thermal expansion valve 27 flows.

The other of the refrigerant inlet / outlet ports of the electromagnetic heat exchanger shut-off valve 21 is with one of the refrigerant inlet / outlet ports of the third three-way connection 23 connected. The basic structure of the third three-way connection 23 is the same as the first three-way connection 15 , Another of the refrigerant inlet / outlet ports of the third three-way connection 23 is, as mentioned above, with the refrigerant outlet side of the fixed throttle 14 connected. Another of the refrigerant inlet / outlet ports of the connection 23 is with the refrigerant inlet side of the electromagnetic dehumidification valve 24 connected.

The electromagnetic dehumidification valve 24 is the refrigerant cycle switching device whose operation is controlled by a control voltage supplied by the air conditioning controller 50 is issued. The basic structure of the valve 24 is the same as that of the low-voltage electromagnetic valve 17 , The electromagnetic dehumidification valve 24 also serves as a normally closed opening and closing valve. The refrigerant cycle switching device of the present embodiment is composed of (five) electromagnetic valves capable of being brought into a predetermined open or closed state when the power supply is turned off. The electromagnetic valves include the three-way electric valve 13 , the electromagnetic low-voltage valve 17 , the electromagnetic high voltage valve 20 , the electromagnetic heat exchanger shut-off valve 21 and the electromagnetic dehumidification valve 24 ,

The refrigerant outlet side of the electromagnetic dehumidification valve 24 is with one of the refrigerant inlet / outlet ports of a fourth three-way connection 25 connected. The basic structure of the fourth three-way connection 25 is the same as the first three-way connection 15 , Another of the refrigerant inlet / outlet ports of the fourth three-way connection 25 is with the outlet side of the throttling mechanism of the thermal expansion valve 27 and another of the refrigerant inlet / outlet ports is connected to the refrigerant inlet side of the interior evaporator 26 connected.

The interior evaporator 26 is on the upstream side of the air flow of the inner condenser 12 in a housing 31 the indoor air conditioning unit 30 arranged. The indoor heat exchanger 26 is a heat exchanger for cooling air by exchanging heat between the air and the refrigerant flowing through it.

The refrigerant outlet side of the indoor evaporator 26 is with the inlet side of a temperature sensing portion of the thermal expansion valve 27 connected. The thermal expansion valve 27 is a decompression device for cooling, which decompresses and expands the refrigerant flowing into it from the inlet of the throttle mechanism, to let the refrigerant flow outward from the outlet of the throttle mechanism.

In particular, the thermal expansion valve used in the present embodiment is 27 an internal pressure compensating expansion valve having a temperature sensing portion in a housing 27a and a variable throttle mechanism 27b houses. The temperature sensing section 27a is provided to the degree of superheat of the refrigerant on the outlet side of the inner evaporator 26 based on the temperature and pressure of the refrigerant on the outlet side of the interior evaporator 26 capture. The variable throttle mechanism 27b is provided to a throttle passage area (a refrigerant flow rate) according to a displacement of the Temperaturabtastabschnitts 27a such that the degree of superheat of the refrigerant on the outlet side of the evaporator 26 is in a given range.

The outlet side of the temperature sensing portion of the thermal expansion valve 27 is with one of the refrigerant inlet and outlet ports of the fifth three-way connection 28 connected. The basic structure of the fifth three-way connection 28 is the same as the first three-way connection 15 , As mentioned above, another one of the refrigerant inlet and outlet ports of the fifth three-way connection 28 with the refrigerant outlet side of the fifth check valve 18 and another of the refrigerant inlet and outlet ports is connected to the refrigerant inlet side of an accumulator 29 connected.

The accumulator 29 is a low-pressure side vapor-liquid separator, which is suitable around the fifth three-way connection 28 to separate refrigerant flowing into it and to store the excess refrigerant. The outlet for gas-phase refrigerant of the accumulator 29 is with a refrigerant suction port of the compressor 11 connected.

Now the interior air conditioning unit 30 described below. The interior air conditioning unit 30 is located inside a display board (instrument panel) at the foremost part of the interior of the vehicle. The unit 30 brings in the case 31 that serves as an outer shell, a blower 32 , the above-mentioned indoor evaporator 26 , the inner condenser 12 , a heating core 36 , a PTC heater 37 and similar below.

The housing 31 forms an air passage for air that is blown into the vehicle interior. The housing 31 is made of resin (for example polypropylene) with a certain degree of elasticity and excellent strength. An inside / outside air switching box (not shown) for switching between inside air (ie, air inside the vehicle compartment) and outside air (ie, air outside the vehicle compartment) for introducing the selected air is at the most upstream side of the air flow in the housing 31 arranged.

In particular, the inside / outside air switching box is provided with an inside air inlet for introducing the inside air into the housing 31 and an outside air inlet for introducing the outside air into it. The inside / outside air switching box has therein an inside / outside air switching door for changing the quantity ratio of the inside air to the outside air by continuously setting opening areas of the inside air inlet and the outside air inlet.

The inside / outside air switching door serves as an air amount ratio changing means for switching between suction opening modes to change the ratio of the inside air amount to the outside air amount introduced into the casing. In particular, the inside / outside air switching door is powered by an electric actuator 62 driven for the inside / outside air switching door. The operation of the electric actuator 62 is controlled by a control signal supplied by the air conditioning controller 50 is issued.

The intake port modes include an inside air mode, an outside air mode, and an inside and outside air mixing mode. In the inside air mode, the inside air enters the case 31 initiated by the inside air intake is fully opened, while the outside air intake is completely closed. In outdoor air mode, the outside air enters the enclosure 31 initiated by the indoor air intake is fully closed, while the outside air intake is fully open. In the inside and outside air mixing modes, the ratio of the introduced amount of the inside air to the outside air is continuously changed by changing the opening areas of the inside air inlet and the outside air inlet in a continuous manner between the inside air mode and the outside air mode.

The fan 32 for blowing air sucked into the vehicle interior via the inside-outside air switching box is disposed on the downstream side of the air flow of the inside / outside air switching box. The fan 32 is an electric blower comprising an electric motor driven multi-blade centrifugal fan (sirocco fan) whose speed (air quantity) is controlled by the control voltage supplied by the air-conditioning control 50 is issued.

The above-mentioned indoor evaporator 26 is on the downstream side of the air flow of the blower 32 arranged. Further, a Heizluftdurchgang 33 to air through the interior evaporator 26 an air passage including a cooling air bypass passage 34 and a mixing room 35 for mixing air from the heating air passage 33 and the cooling air bypass passage 34 on the downstream side of the air flow of the interior evaporator 26 arranged.

In the heating air passage 33 are the heater core 36 , the inner condenser 12 and the PTC heater 37 arranged in this order along the direction of the air flow, as a heating device for heating air, which is the interior evaporator 26 goes through, to serve. The heater core 36 is a heat exchanger for heating air, which is the indoor evaporator 26 by exchanging heat between coolant of the engine EG for outputting driving force for driving the vehicle and air containing the interior evaporator 26 has gone through.

The PTC heater 37 is an electric heater with a PTC element (positive characteristic thermistor), which generates heat by being powered, which causes air to enter the inner condenser 12 has passed through, should be heated. The air conditioner is equipped with several (especially three) PTC heaters 37 Provided. The air conditioning control 50 controls the heating capacity of the entire PTC heaters 37 by changing the number of PTC heaters 37 being energized.

On the other hand, the Kühlluftumleitungsdurchgang 34 an air passage to allow the air to pass the inside evaporator 26 has passed through, in the mixing room 35 is initiated without the heater core 36 , the inner condenser 12 and the PTC heater 37 to go through. In this way, the temperature of the in the mixing room 35 mixed air by the ratio of the amount of air passing through the heating air 33 goes through to the amount of air that the Kühlluftumleitungsdurchgang 34 goes through, changed.

In the present embodiment, an air mix door 38 provided to the ratio of the amount of cool air entering the heating air passage 33 flows to the cool air entering the cooling air bypass passage 34 flows, on the downstream side of the air flow of the interior evaporator 26 and on the inlet sides of the heating air passage 33 and the cooling air bypass passage 34 to change continuously.

This is how the air mix door is used 38 as temperature adjusting means for adjusting the temperature of air in the mixing space 35 (Temperature of air blown into the vehicle interior). In particular, the air mix door 38 from an electric actuator 63 driven for the air mix door. The operation of the electric actuator 63 is controlled by a control signal supplied by the air conditioning controller 50 is issued.

An air outlet (not shown) for blowing the air, the temperature of which is adjusted, from the mixing space 35 in the vehicle interior as a space to be cooled is on the most downstream side of the air flow in the housing 31 arranged. Specifically, the air outlets include a face air outlet from which conditioned air is blown toward an upper body of a passenger in the vehicle compartment, a foot air outlet from which conditioned air is blown toward a passenger's foot, and a defroster outlet from the conditioned air toward Inside a front window of the vehicle is blown.

A face flap (not shown) for adjusting the area of an opening of the face air outlet is positioned on the upstream side of the air flow of the face air outlet. A foot flap (not shown) for adjusting the area of an opening of the foot air outlet is disposed on the upstream side of the air flow of the foot air outlet. A defroster flap (not shown) for adjusting the area of an opening of the defroster air outlet is disposed on the upstream side of the air flow of the defroster air outlet.

The face flap, the foot flap, and the defroster flap serve as air outlet mode switching means for switching between air outlet modes, and become in communication and cooperation with the electric actuator 64 for driving the Luftauslassbetriebsartklappe via a (not shown) connecting mechanism rotatably actuated. The operation of the electric actuator 64 is also controlled by the control signal from the air conditioning unit 50 is issued.

The air outlet modes include a face mode, a bi-level mode, a foot mode, and a foot / defroster mode. In the face mode, air is blown from the face air outlet toward the upper body of the passenger in the vehicle compartment by fully opening the face air outlet. In the two-height mode, air is blown toward the upper body and the foot of the passenger in the vehicle compartment by fully opening both the face air outlet and the foot air outlet. In the foot mode, air is mainly blown out of the foot air outlet by fully opening the foot air outlet, while the defroster air outlet is opened with a small opening degree. In the foot / defroster mode, air is blown from both the foot air outlet and the defroster air outlet by opening the foot air outlet and the defroster air outlet at the same degree.

A switch on a control panel 60 , which will be described later, is manually operated by the passenger, so that the defroster air outlet is fully opened, thereby enabling the determination of a defroster mode for blowing air from the defroster air outlet toward the inside of the front window of the vehicle.

A hybrid car to which the air conditioning 1 is applied to a vehicle of the present embodiment, in addition to the air conditioner for a vehicle includes an electric heater anti-fog device (not shown). The electric heater anti-fog device is a heating wire disposed inside or on the surface of the inside of the window glass in the vehicle compartment, and serves to prevent fogging or fogging by heating the window glass. Also, the operation of the electric heater anti-fog device may be controlled by a control signal provided by the air conditioning controller 50 is issued.

Now, an electric control of the present embodiment will be described below in reference to 5 described. The air conditioning control 50 is constructed by a known microcomputer including CPU, ROM and RAM and their peripheral circuitry. The control 50 performs various kinds of calculations and processes based on air conditioning control programs stored in the ROM, thereby to control the operations of the inverter 61 for the electric motor 11b of the compressor 11 connected to the output side of the respective electromagnetic valves 13 . 17 . 20 . 21 and 24 serving as the refrigerant cycle switching means of the blower fan 16a , the blower 32 and various types of electric actuators 62 . 63 . 64 or similar.

The air conditioning control 50 has integrated the control means for controlling the above various components with it. In the present embodiment, in particular, the discharge capacity control device is 50a an item (hardware and software) for controlling the operation (the refrigerant discharge capacity) of the electric motor 11b serving as the discharge capacity changing means of the compressor 11 serves. Obviously, the discharge capacity control device may 50a separate from the air conditioning control 50 be educated.

Detection signals from a group of sensors become the input side of the air conditioning controller 50 entered. The sensors include an inside air sensor 51 for detecting a temperature Tr of the interior of the vehicle, an outside air sensor 52 (Outside air temperature detecting means) for detecting an outside air temperature Tam and a solar radiation sensor 53 for detecting an amount of solar radiation Ts in the vehicle interior. And the sensors also include an ejection temperature sensor 54 (Discharge temperature detecting means) for detecting an ejected refrigerant temperature Td of the compressor 11 and a discharge pressure sensor 55 (Ejection pressure detecting means) for detecting a refrigerant pressure Pd on the discharge side (high-pressure side refrigerant pressure) of the compressor 11 , Furthermore, the sensors include an evaporator temperature sensor 56 (Evaporator temperature detecting means) for detecting a temperature of blown air (evaporator temperature) Te of the air from the indoor evaporator 26 and an intake temperature sensor 57 for detecting a temperature Tsi of the refrigerant flowing between the first three-way connection 15 and the low pressure electromagnetic valve 17 flows through it. In addition, the sensors include a coolant temperature sensor for detecting an engine coolant temperature Tw, a humidity sensor for detecting a relative humidity of air in the vehicle interior near the window glass therein, a near-window temperature sensor for detecting the temperature of air near the window glass in the vehicle interior, a window glass surface temperature sensor for detection the temperature of a surface of the windowpane and the like.

A discharge-side refrigerant pressure (high-pressure side refrigerant pressure) Pd of the compressor 11 In the present embodiment, a high-pressure side refrigerant pressure of the circuit is from a refrigerant discharge port side of the compressor 11 to an inlet side of the variable throttle mechanism 27b of the thermal expansion valve 27 in the cooling mode. A discharge side refrigerant pressure Pd is a high-pressure side refrigerant pressure of the circuit from the refrigerant discharge port side of the compressor 11 to the inlet side of the fixed throttle 14 in other modes. An ejection pressure sensor 55 is also provided in general refrigeration cycles for checking the abnormal increase of the high-pressure side refrigerant pressure.

In particular, the evaporator temperature sensor detects 56 the temperature of a heat exchanger blade of the interior evaporator 26 , The temperature detecting means for detecting the temperature of other parts of the interior evaporator 26 can be considered the evaporator temperature sensor 56 be used. Alternatively, temperature detecting means for directly detecting the temperature of the inside evaporator 26 flowing refrigerant itself as the evaporator temperature sensor 56 be used. Detection values of the moisture sensor of the near-window temperature sensor and the window surface temperature sensor are used to determine relative humidity RHW to calculate the surface of the windowpane.

The input side of the climate control 50 receives the input of an operating signal from each of various types of air conditioning control switches installed in the control panel 60 are provided, which is arranged near the instrument panel on the front of the vehicle compartment. Various types of air conditioning control switches provided in the control panel (not shown) include, in particular, a control switch for the air conditioner 1 for a vehicle, an operation mode selection switch, an air outlet mode selection switch, a blower air quantity setting switch 32 , a vehicle interior temperature setting switch, a saving switch to issue a command to give higher priority to the energy saving of the refrigeration cycle, or the like.

Next, the operation of the present embodiment having the above-mentioned arrangement will be described below with reference to FIG 6 described. 6 is a flowchart showing the control processing performed by the air conditioner 1 for a vehicle in the present embodiment. The control processing also becomes, when a vehicle system is turned off, by the supply of power from a battery to the air conditioning controller 50 carried out.

First, in step S1 determines whether a start switch for the pre-air conditioning or a control switch for the air conditioning 1 for a vehicle on the control panel 60 is switched on ( ON ). When the pre-air-conditioning start switch or the vehicle air conditioner operation switch is turned on, the operation proceeds to step S2 ,

The pre-air conditioning is the control of the air conditioning, which starts the air conditioning in the vehicle compartment, before the passenger drives with the vehicle. The start-up switch for pre-air conditioning is provided in a wireless terminal (remote control), which is carried by the passenger. In this way, the passenger can use the air conditioning 1 for a vehicle from a location away from the vehicle.

Further, the hybrid car to which the air conditioner for a vehicle of the present embodiment is applied may supply power from a commercial power source (external power source) to a battery to thereby charge the battery. When the vehicle is connected to the external power source, the pre-air conditioning is performed only for a predetermined time (for example, 30 minutes). In contrast, when the vehicle is not connected to the external power source, the pre-air-conditioning is performed until a remaining battery level becomes a predetermined value or less.

In step S2 , a marker, a timer, a control variable and the like are initialized (initialization). And the initial alignment of a stepping motor included in the above electric actuator and the like are performed.

In the next step S3 becomes an operating signal from the control panel 60 read, and then the operation continues to step S4 , Specifically, the operation signals include a preset vehicle interior temperature Tsoll set by a vehicle interior temperature setting switch, an air outlet mode selection signal, an intake opening mode selection signal, a blower amount setting signal 32 blown air and the like.

wobei Tsoll eine vorher festgelegte Fahrzeuginnentemperatur ist, die von dem Festlegungsschalter für die Fahrzeuginnentemperatur festgelegt wird, Tr eine von dem Innenluftsensor 51 erfasste Innenlufttemperatur ist, Tam eine von dem Außenluftsensor 52 erfasste Außenlufttemperatur ist und Ts eine Menge der von dem Sonnenstrahlungssensor 53 erfassten Sonnenstrahlung ist. Ksoll, Kr, Kam und Ks sind Steuerverstärkungen, und C ist eine Korrekturkonstante.In step S4 become signals related to the conditions of the vehicle used for the air conditioning control, that is, detection signals from the above group of sensors 51 to 57 read, and then the operation continues to step S5 , In step S5 A target exhaust air temperature TAO of air blown into the vehicle interior is calculated. Further, in the heating mode, a target heat exchanger temperature for heating is calculated. The target outlet air temperature TAO is calculated by the following equation F1: $$\text{TAO}=\text{Knom}\times \text{Tsoll}-\text{Kr}\times \text{Tr}-\text{Came}\times \text{Tam}-\text{Ks}\times \text{ts}+\text{C}$$

where Tset is a predetermined vehicle interior temperature set by the vehicle interior temperature setting switch Tr from the inside air sensor 51 detected inside air temperature, Tam is one of the outside air sensor 52 detected outside air temperature and Ts is an amount of that of the solar radiation sensor 53 is detected solar radiation. Ksoll, Kr, Kam and Ks are control reinforcements, and C is a correction constant.

The target heat exchanger temperature for heating is a value basically calculated by Formula F1 above. In some cases, the target temperature is often corrected to be set to a lower value than the TAO calculated by Formula F1 to limit energy consumption.

In the subsequent steps S6 to S16 The control states are different with the air conditioning control 50 Connected devices determined. In step S6 For example, an operation mode is selected from the cooling mode, the heating mode, the first dehumidifying mode, and the second dehumidifying mode, and the presence or absence of the power supply of the PTC heater 37 is determined according to the air conditioning environment state. The details of step S6 are described below using 7 described.

In step S61 First, it is determined whether the pre-air conditioning is performed or not. If it is determined that the pre-air conditioning in step 301 should be carried out, the operation continues to step S62 , In step S62 It is determined whether the outside temperature Tam is lower than -3 ° C or not. When the outside temperature in step S63 is determined to be lower than -3 ° C, the power supply of the PTC heater 37 in step S63 determined as necessary, and then the operation continues to step S7 ,

The reason why the power supply of the PTC heater 37 from the refrigeration cycle 10 when the outside temperature is less than -3 ° C is as follows. When at the outdoor temperature Tam of less than -3 ° C, the heating through the refrigeration cycle 10 is performed, the difference between high and low pressures of the circuit increases, thereby resulting in a reduced cycle efficiency (COP) and a reduced refrigerant evaporation temperature of the outdoor heat exchanger 16 resulting in the formation of frost on the outdoor heat exchanger 16 leads.

When the outside temperature Tam in step S62 is not determined to be lower than -3 ° C, the operation proceeds to step S64 in which it is determined whether the air outlet mode is a face mode or not. When the air outlet mode in step S64 When the face mode is determined, the operation proceeds to step S65 , in which the cold cycle is selected. Then the company continues to move S7 , The reason is that the face mode, as in the following section about step S9 is a mode that is mainly selected in summer.

When the air outlet mode in step S64 is not determined as the face mode, the operation continues to step S66 in which it is determined whether the intake opening mode is the indoor air mode or not. When the intake port mode in step S66 is not determined as the indoor air mode, the operation proceeds to step S70 , in which the HOT cycle is selected, and then goes on to step S7 ,

When the intake opening mode in step S66 When the indoor air mode is determined, the operation proceeds because of the high possibility of fogging the windowpane S67 , In step S67 the selection of the cycle is carried out according to the needs of dehumidification. In particular, when the temperature of 2 - Te (blown air temperature) in step S67 is determined to be higher than 2 (° C) (that is, 2 (° C) <2 - Te), the dehumidification is determined to be unnecessary. The company continues to move S70 , in which the HOT cycle is selected, and then goes on to step S7 ,

When in step S67 it is determined that the temperature of 2-Te satisfies the relationship of 1 (° C) <2-Te ≦ 2 (° C), it is determined that the dehumidification is less necessary, and then the operation proceeds to step S69 in which the DRY_ALL circuit is selected. The DRY_ALL circuit gives the heating capacity a higher priority than the dehumidification capacity. Then the company continues to move S7 , Further, when the temperature of 2-Te is equal to or lower than 1 (° C) (that is, 2-Te <1 (° C)), the dehumidification is determined to be necessary, and then the operation proceeds to step S68 in which a DRY_EVA circuit is selected. The DRY_EVA circuit gives the dehumidification capacity a higher priority than the heating capacity. Then the company continues to move S7 ,

When in step S61 is determined that the pre-air conditioning is not to be performed, the operation continues to step S71 in which it is determined whether the outside air temperature Tam is lower than -3 ° C or not. If the outside air temperature Tam in step S71 is determined to be lower than -3 ° C, the operation proceeds to step S72 , in which the cold cycle is selected, and then goes on to step S7 ,

When the outside air temperature in step S71 is not determined to be lower than -3 ° C, the operation proceeds to step S73 in which it is determined whether the air outlet mode is the face mode or not. When the air outlet mode in step S73 When the face mode is determined, the operation proceeds to step S74 where the KALT cycle is selected. Then the company continues to move S7 , The reason is the same as the one in step S64 ,

When the air outlet mode in step S73 is not determined as the face mode, the operation proceeds to the above step S66 ,

In the in 6 shown step S7 gets the blower 32 blown target air quantity. In particular, a fan motor voltage to be applied to the electric motor is referred to a control map field previously in the air conditioning control 60 was saved based on the in step S4 certain TAO.

In more detail, in the present embodiment, the blower motor voltage is set to a high voltage near its maximum value in an extremely low temperature range (maximum cooling range) and an extremely high temperature range (maximum heating range) of the TAO, so that the amount of air from the blower 32 is controlled to a level close to its maximum amount. As the TAO increases from the ultra-low temperature range toward the intermediate temperature range, the fan motor voltage is reduced with increasing TAO, resulting in a decrease in the amount of air from the fan 32 leads.

Further, as the TAO decreases from the extremely high temperature range to the intermediate temperature range, the blower motor voltage becomes decreases according to a decrease in the TAO, resulting in a reduction in the amount of air from the blower 32 leads. When the TAO is positioned within a predetermined intermediate temperature range, the blower motor voltage is minimized, and consequently, the amount of air from the blower also becomes 32 minimized.

In step S8 For example, an intake opening mode, that is, a switching state of the inside / outside air switching box is determined. The intake opening mode is also based on the TAO with reference to a map earlier in the air conditioning control 50 was saved, determined. The present invention basically gives higher priority to the outside air mode for introducing the outside air, but selects the inside air mode for introducing the inside air when the TAO is in the extremely low temperature range and the achievement of high cooling capacity is required. An exhaust gas concentration detecting device is provided to detect an exhaust gas concentration of the outside air. When an exhaust gas concentration is equal to or higher than a predetermined reference concentration, the inside air mode can be selected.

In step S9 an air outlet mode is determined. The air outlet mode is also based on the TAO with reference to an earlier in the air conditioning control 50 stored characteristic field determines. In the present embodiment, when the TAO increases from the low temperature range to the high temperature range, the air outlet mode is sequentially switched from the foot mode to the bi-level mode and then to the face mode.

In this way, the face mode is mainly selected in the summer, the two-height mode is mainly selected in the spring and the fall, and the foot mode is selected mainly in the winter. When the possibility of fogging the windowpane based on a relative humidity RHW of the surface of the windowpane calculated from a detection value provided by the humidity sensor or the like is determined to be high, the foot / defroster mode or the defroster mode may be selected.

In step S10 becomes a target degree of opening SW the air mix door 38 based on the TAO, an evaporator outlet temperature Te of the air from the interior evaporator 26 that is from the evaporator temperature sensor 56 is detected, and a heating temperature calculated.

The heating temperature is a value corresponding to the heating capacity of the heater (heater core 36 , Inner condenser 12 and PTC heating 37 ), in a heating air passage 33 are determined is determined. An engine coolant temperature Tw may be generally used as the heater temperature. Consequently, the target opening degree SW can be calculated by the following formula F2: $$\text{SW}=\left[\left(\text{TAO}-\text{Te}\right)/\left(\text{tw}-\text{Te}\right)\right]\times 100\left(\%\right)$$

The case of SW = 0 (%) indicates the maximum cooling position of the air mix door 38 in which the Kühlluftumleitungsdurchgang 34 is completely open and the heating air passage 33 is completely closed. In contrast, the case of SW = 100% gives the maximum heating position of the air mix door 38 in which the Kühlluftumleitungsdurchgang 34 is completely closed and the heating air passage 33 is completely open.

In step S11 becomes a refrigerant discharge capacity (specifically, the rotational speed) of the compressor 11 certainly. The type, the basic speed of the compressor 11 will be described below. For example, in the cooling mode, a target evaporator outlet air temperature TEO of the evaporator outlet air temperature Te of the air from the indoor evaporator becomes 26 based on the TAO or the like in step S4 was determined, with reference to the earlier in the air conditioning control 50 stored characteristic field determined.

A deviation En (TEO-Te) between the target evaporator outlet air temperature TEO and the evaporator outlet air temperature Te is calculated. The previously calculated deviation En-1 is subtracted from the currently calculated deviation En, thereby determining the rate of change of the deviation E point (En - (En-1)). Such deviations En and deviation change rate Epunkt are used to calculate a change amount in the rotational speed ΔfC of the compressor with respect to the former rotational speed fCn-1 of the compressor according to the fuzzy inference based on a membership function and control earlier from the air conditioning control 50 have been stored.

In the heating mode, a target high pressure PDO of an exhaust-side refrigerant pressure (high-pressure side refrigerant pressure) Pd based on the target heat-exchanger temperature for heating or the like described in step S4 S4 was determined with reference to an earlier in the air conditioning control 50 stored characteristic field determines. A deviation Pn ( PDO - Pd ) between the target high pressure PDO and the discharge-side refrigerant pressure Pd is calculated. The use of the deviation pn and a rate of change of the deviation Ppoint (Pn - (Pn-1)) with respect to the previously calculated deviation Pn- 1 determines a change amount of the rotational speed ΔfH with respect to the previous rotational speed fHn-1 of the compressor based on the fuzzy inference.

The detailed control contents of the process in step S11 in the present embodiment, using 8th described. First, in step S111 calculates a change amount of the rotational speed .DELTA.fc in the KALT cycle. 8th represents a fuzzy rules table, which is used as a rule in step S111 should be used. According to the control table, Δfc is determined based on the above deviation En and the rate of change of the deviation Epoint to prevent the formation of frost on the indoor evaporator 26 certainly.

In step S112 For example, the amount of change in the rotational speed ΔfH in each of the HOT cycle, DRY_EVA cycle and DRY_ALL cycle is determined. 8th represents a fuzzy rules table, which in step S112 as a rule should be used. According to the control map ΔfH, based on the above deviation Pn and the rate of change of the deviation P point, it is determined to prevent an abnormal increase of the high-pressure side refrigerant pressure Pd.

In the subsequent step S113 determines if one in step S6 certain mode (the circuit) is the cold circuit or not. When in step S6 certain mode (the circuit) in step S113 When the cold cycle is determined, the operation continues to move S114 in which the amount of change of the rotational speed .DELTA.f of the compressor 11 is defined as Δfc. Then the company continues to move S116 ,

If, in contrast, in step S6 certain mode (the circuit) in step S113 is not determined as the cold cycle, the operation continues to move S115 in which the amount of change of the rotational speed Δφ of the compressor 11 is defined as Δfh. Then the company continues to move S116 ,

In step S116 is a value obtained by adding the change amount of the rotational speed .DELTA.f to the previous rotational speed fn-1 of the compressor, as the temporary rotational speed f (TEMP) of the compressor defined or determined. Then the company continues to move S117 , The determination of the temporary compressor speed in step S116 will not be in every control cycle Z but in every given control interval ( 1 in the present embodiment).

In step S117 will determine if the in step S6 certain mode (the circuit) is the DRY_ALL circuit. When in step S6 certain mode (the circuit) in step S117 When the DRY_ALL cycle is determined, operation continues S118 in which the minimum speed of the compressor 11 2000 RPM is. Then the company continues to move S120 ,

If, in contrast, in step S6 certain mode (the circuit) in step S117 is not determined as the DRY_ALL cycle, the operation continues to step S119 in which the minimum speed of the compressor 11 set to 1000 rpm, and then move on to step S120 ,

In step S120 will be a higher one in step S116 certain temporary speed f (TEMP) of the compressor and in step S118 and S119 certain minimum speed determined as the current speed fn of the compressor. Then the company continues to move S12 ,

In the in 6 shown step S12 becomes an operating speed (speed) of the blower fan 16a for blowing outside air towards the outdoor heat exchanger 16 in the 6 shown step S12 certainly. A method of determining the operating speed (speed) of the basic blower fan 16a The present embodiment is as follows. That is, a first temporary operating speed (speed) of the blower fan 16a is determined in such a manner that the operating speed (speed) of the blower fan 16a with increasing discharge refrigerant temperature Td of the compressor 11 increases. A second temporary operating speed (speed) of the blower fan 16a is determined in such a manner that the operating speed (speed) of the blower fan 16a increases with increasing engine coolant temperature Tw.

A higher one of the first and second temporary operating speeds (rotational speeds) is selected. The selected operating speed (speed) is corrected, reducing the noise of the fan fan 16a and the vehicle speed are taken into account, and the corrected value is expressed as the operating speed (rotational speed) of the blower fan 16a certainly.

In step S13 The number of operated PTC heaters is determined, and the operating state of the electric heater anti-fog device is also determined. For example, in some cases, the target heat exchanger temperature for heating even at the target opening degree SW of the air mix door 38 of 100% in the heating mode can not be achieved when the power supply to the PTC heaters 37 in step S6 determined as necessary. In such cases, the number of operated PTC heaters may also be determined according to a difference between the inside air temperature Tr and the target heat exchanger temperature for heating.

If, due to the humidity and the temperature of the vehicle interior, there is a high possibility of fogging of the window glass or fogging of the window glass, the electric heater anti-fogging device is operated.

Then in step S14 the operating states of the respective electromagnetic valves 13 to 24 serving as refrigerant circuit switching means, according to the above step S6 determined certain mode. At this time, the present embodiment achieves the refrigerant circuit corresponding to the cycle. Some electromagnetic valves are controlled to open the refrigerant flow paths through which refrigerant flows, and the other electromagnetic valves are brought into a non-energized state for the refrigerant flow paths through which the refrigerant does not flow depending on the refrigerant pressure level, thereby lowering the power consumption.

The details of the procedure in step S14 will be described below using the flowchart of FIG 9 described. In step S141 will be the one in step S6 certain operating mode is read into a memory CIRCUIT VALVE. Then in step S142 determines if the air conditioning 1 is turned off for a vehicle or not, that is, whether the air conditioning is performed in the vehicle interior or not.

When in step S142 it is determined that the air conditioning 1 is turned off for a vehicle, the memory CIRCUIT VALVE in step S143 into the cooling mode (cold circuit). Then the company continues to move S144 , When in step S142 it is determined that the air conditioning 1 for a vehicle is not turned off, the operation continues to step S144 ,

The expression "the air conditioning 1 for a vehicle is off ", in step S142 is determined not only means that the control switch for the air conditioner 1 for a vehicle on the control panel 60 Turned off, but also that the amount of air from the blower 32 through an air flow setting switch on the control panel 60 is set to 0, that is, the vehicle system itself is turned off.

In step S144 become the operating states of the respective electromagnetic valves 13 to 24 certainly. In particular, when the memory CYCLE_VENTIL is put into the cooling mode (KALT circuit), all the electromagnetic valves are brought into the non-conductive state. When the CIRCUIT VALVE tank is placed in the heating mode (HOT cycle), the three-way electric valve becomes 13 , the electromagnetic high pressure valve 20 and the low pressure electromagnetic valve 17 brought into the power state, and the remaining electromagnetic valves 21 and 24 are brought into the non-power state. When the CIRCUIT_VALLE store is placed in the first dehumidification mode (DRY_EVA cycle), the three-way electric valve becomes 13 , the low pressure electromagnetic valve 17 , the electromagnetic dehumidifying valve 24 and the electromagnetic heat exchanger shut-off valve 21 brought into the power state, and the high pressure electromagnetic valve 20 is brought to the non-power state. When the CIRCUIT_VALLE store is placed in the second dehumidification mode (DRY_ALL circuit), the three-way electric valve becomes 13 , the low-pressure electromagnetic valve 17 and the electromagnetic dehumidification valve 24 brought into the power state, and the remaining electromagnetic valves 20 and 21 are brought into the non-power state.

That is, even if one of the modes is switched to the refrigerant circuit in the present embodiment, the supply of power to at least one of the electromagnetic valves becomes 13 to 24 completed.

In step S15 the presence or absence of an operation request of the engine EG is determined. Since a normal vehicle, which is designed to obtain a driving force for driving the vehicle only from the engine EG, operates the engine constantly, the engine coolant is always at a high temperature. In this way, a normal air conditioner for the vehicle can show the sufficient heating capacity by allowing the engine coolant through the heater core 36 flows.

In contrast, the hybrid car like that to which the embodiment of the invention is applied can drive by the driving force obtained only from the electric motor for driving as long as the remaining battery level is sufficient. Consequently, when the engine EG is turned off the temperature of the engine coolant only increased to about 40 ° C when the high heating capacity is needed. Consequently, the heater core can 36 do not have sufficient heating capacity.

In order to ensure the heat source required for the heating in the present embodiment, the air conditioning control is used 50 a request signal for operating the engine EG is output to an engine controller (not shown) to be used to control the engine EG to the engine coolant temperature Tw below a predetermined reference coolant temperature, even if the high heating capacity is required.

As a result, the engine coolant temperature Tw is increased to thereby provide the high heating capacity. Such an operation request signal of the engine EG causes the engine EG to be operated even when the engine EG does not have to be operated as a driving source for driving the vehicle, thereby deteriorating the fuel efficiency of the vehicle. Consequently, it is desirable that a frequency of outputting the operation request signal for the engine EG be reduced as much as possible.

If on the outdoor heat exchanger 16 Frost is formed, is in step S16 the control of the defrosting of the outdoor heat exchanger 16 carried out. It is known that when the outdoor heat exchanger 16 As in the refrigerant circuit in the heating mode absorbs heat from the refrigerant, a decrease in the refrigerant evaporation temperature at the outdoor heat exchanger 16 down to about -12 ° C frost on the outdoor heat exchanger 16 forms.

Such frost formation makes it difficult for the air outside the vehicle compartment through the outdoor heat exchanger 16 to flow, leaving the outdoor heat exchanger 16 can not exchange heat between the refrigerant and the air outside the vehicle compartment. Consequently, if there is frost on the outdoor heat exchanger 16 is formed, a control method for forcibly bringing the refrigerant circuit is performed in the cooling mode. Since the high-pressure refrigerant, as described later, heat at the outdoor heat exchanger 16 dissipates, the at the outdoor heat exchanger 16 formed frost are melted in the cooling mode on the coolant circuit.

In step S17 be from the climate control 50 Control signals and control voltages to different types of components 61 . 13 . 17 . 20 . 21 . 24 . 16a . 32 . 62 . 63 and 64 output. For example, a control signal is sent to an inverter 61 for the electric motor 11b of the compressor 11 output, so the speed of the compressor 11b the number in step S11 certain turns.

Now in step S17 executed output of the control signals of the respective electromagnetic valves 13 to 24 hereinafter using the in 10 shown flowchart and the in 11 shown flow chart described.

First, in step S171 determines whether the switching between the circuits (refrigerant circuits) in step S6 is performed or not. That is, it is determined whether the mode is switched or not. When in step S171 is determined that the switching between the circuits is not performed, the switching between the respective electromagnetic valves 13 to 24 not performed, and the operation returns to a control flow for outputting control signals to other respective components.

When in step S171 is determined that the switching between the circuits is performed, the operation proceeds to step S172 , In step S172 Whether or not switching from the cold circuit to the cold circuit is performed or not is determined whether the switching from the cold circuit to the cold circuit is performed or not.

When in step S172 it is determined that switching from one other than the cold cycle to the cold cycle or from the cold cycle to other than the cold cycle should not be performed, the operation proceeds to step S173 , in which control signals to the respective electromagnetic valves 13 to 24 be output to achieve the cycle after switching.

This is because the switching between the circuits (refrigerant circuits) due to a small pressure difference between the inlet-side refrigerant pressure and the outlet-side refrigerant pressure of each of the electromagnetic valves 13 to 24 in the other than the COLD circuit (that is, the HOT circuit, DRY_EVA circuit and DRY_ALL circuit) the durability of the respective electromagnetic valves 13 to 24 not so badly affected.

When in step S172 it is determined that the switching from the other circuit to the cold circuit is performed to the cold circuit, or when it is determined that the switching from the cold circuit to a cycle other than the cold circuit is performed the operation continues to step S174 in which the discharge capacity control means 50a the air conditioning control device 50 the operation of the compressor 11 off. Then the company continues to move S175 , That is, the speed of the compressor 11 is set to 0 rpm, and then the operation goes to step S175 , In this way, the high-pressure side refrigerant pressure of the circuit is reduced.

In step S175 the operation is stopped until a predetermined reference pressure reduction time (specifically, 20 seconds) has elapsed, and then the operation proceeds to step S176 , In step S176 gets an earlier in the air conditioning control 50 stored high pressure side reference refrigerant pressure f (Tamdisp) based on the outside air temperature Tam determined.

The high-pressure side reference refrigerant pressure f (Tamdisp) is a high pressure side refrigerant pressure on the discharge side of the compressor 11 , the durability of the electromagnetic valves 13 to 24 due to a small pressure difference between the inlet side and outlet side refrigerant pressures of the valves 13 to 24 not adversely affected. Further, the high-pressure side reference refrigerant pressure f is the high-pressure side refrigerant pressure at which it is estimated that the operating noise from the electromagnetic valves 13 to 24 is not heard by any passenger.

The experiments of the inventors have shown through experiments that the operating noise of the electromagnetic valves 13 to 24 can not be heard by any passenger without the durability of the electromagnetic valves 13 to 24 adversely affect when a pressure difference between the inlet-side and outlet-side refrigerant pressures of the respective electromagnetic valves 13 to 24 is less than 0.2 MPa.

In the next step S177 is determined whether the discharge-side refrigerant pressure Pd is equal to or lower than that in step S176 certain high pressure side reference refrigerant pressure f (Tamdisp) is. When in step S177 it is determined that the discharge-side refrigerant pressure Pd is equal to or less than the high-pressure side reference refrigerant pressure f (Tamdisp), the pressure difference between the inlet-side and outlet-side refrigerant pressures becomes each of the electromagnetic valves 13 to 24 smaller, and then the operation continues to step S180 ,

When in step S177 it is determined that the discharge-side refrigerant pressure Pd is not equal to or smaller than the high-pressure side reference refrigerant pressure f (Tamdisp), the operation proceeds to step S178 in which it is determined whether the air outlet mode is a defroster mode or a foot / defroster mode. When in step S178 it is determined that the air outlet mode is the defroster mode or the foot / defroster mode, the operation proceeds to step S180 ,

This is based on the following reasons. When the air outlet mode is a defroster mode or a foot / defroster mode, it is necessary to remove the fogging of the windowpane or prevent the windowpane from being fogged. Consequently, the refrigeration cycle should 10 be operated in such a manner that the fogging is prevented or the fitting is removed quickly, while the prevention of fogging or defogging is given a higher priority than the improvement of the durability of the electromagnetic valves 13 to 24 and reducing operating noise to emphasize safety for the passenger (to ensure a field of view).

When in step S178 it is determined that the air outlet mode is not the defroster or foot / defroster mode, the operation proceeds to step S179 in which it is determined whether a predetermined reference switch-off time (in particular 100 seconds) has elapsed after the high-pressure-side reference pressure f (Tamdisp) in step S176 was determined. When in step S179 it is determined that the reference OFF time after the compressor is turned off 11 has passed, the operation continues to step S180 ,

This is based on the following reasons. If it takes too long for the discharge side refrigerant pressure Pd equal to or lower than the high-pressure side reference refrigerant pressure f (Tamdisp) is the operation of the refrigeration cycle 10 long time off, whereby the air conditioning feeling, for example, by a feeling of heat or coldness of a passenger is deteriorated. Alternatively, in step S174 determine whether the reference off time after the compressor 11 was turned off, passed or not.

When in step S179 it is determined that the reference switch-off time after the determination of the high-pressure-side reference refrigerant pressure f (Tamdisp) has not passed, the operation continues to move S177 , In step S180 Control signals to the respective electromagnetic valves 13 to 24 output to achieve the circuit after switching. Then the company continues to move S181 ,

In step S181 operates the discharge capacity controller 50a the air conditioning control device 50 the compressor 11 again. That is, the control signal is turned on in such a manner the inverter 61 for the electric motor 11b of the compressor 11 output that the speed of the compressor 11 the in step S11 certain speed is.

That is, in the present embodiment, when switching from a cycle other than the cold cycle to the cold cycle or switching from the cold cycle to a cycle other than the cold cycle, the control signals become the following timing to the respective electromagnetic valves 13 to 24 output when the air outlet mode is not the defroster mode or the foot / defroster mode. As in the time diagram of 11 shown are the electromagnetic valves 13 to 24 to the earlier of the two, the time when the discharge refrigerant pressure Pd equal to or smaller than the high-pressure side reference refrigerant pressure f (Tamdisp), or the time when the reference OFF time since the determination of the high pressure side reference refrigerant pressure f (Tamdisp) has passed, switched.

In the in 6 shown step S18 the operation is stopped during a control cycle τ. When it is determined that the control cycle τ has passed, the operation returns to step S3 , In the present embodiment, the control cycle τ is set to 250 ms. This is because the air conditioning controllability of the vehicle interior is not adversely affected even due to a long control cycle as compared with the engine control or the like. Further, the amount of communication for the air-conditioning control is limited in the vehicle interior, and thus the communication amount in a control system that must perform the high-speed control such as the engine control or the like can be sufficiently ensured.

The air conditioner 1 for a vehicle of the present embodiment is controlled as mentioned above, and according to the in the control step S6 selected mode operated in the following manner.

Cooling mode (COLD circuit: see FIG. 1)

In the cooling mode, the air-conditioning control sets 50 all electromagnetic valves in the non-power state. Consequently, the electric three-way valve connects 13 the refrigerant outlet side of the inner condenser 12 with one of the refrigerant inlet and outlet ports of the first three-way connection 15 so that the low pressure electromagnetic valve 17 is closed, the high pressure electromagnetic valve 20 is open, the electromagnetic heat exchanger shut-off valve 21 is open, and the electromagnetic dehumidification valve 24 closed is.

Consequently, as indicated by the arrows in 1 illustrated, the vapor compression refrigeration cycle constructed in the refrigerant in this order by the compressor 11 , the inner condenser 12 , the electric three-way valve 13 , the first three-way connection 15 , the outdoor heat exchanger 16 , the second three-way connection 19 , the electromagnetic high pressure valve 20 , the second check valve 22 , the variable throttle mechanism 27b of the thermal expansion valve 27 , the fourth three-way connection 25 , the indoor evaporator 26 , the temperature sensing section 27a of the thermal expansion valve 27 , the fifth three-way connection 28 , the accumulator 29 and the compressor 11 circulated.

In the refrigerant circuit in the cooling mode, this flows from the three-way electric valve 13 to the first three way connection 15 flowing refrigerant not to the side of the electromagnetic low pressure valve 17 because of the low pressure electromagnetic valve 17 closed is. That of the outdoor heat exchanger 16 in the second three-way connection 19 flowing refrigerant does not flow to the electromagnetic heat exchanger shut-off valve 21 because of the electromagnetic dehumidifying valve 24 closed is. That from the variable throttling mechanism 27b of the thermal expansion valve 27 flowing refrigerant does not flow to the side of the electromagnetic dehumidification valve 24 out, because the valve 24 closed is. That from the temperature sensing section 27a of the thermal expansion valve 27 in the fifth three way connection 28 flowing refrigerant flows through the action of the second check valve 22 not to the second check valve 22 out.

Consequently, that of the compressor 11 compressed refrigerant by exchanging heat with the air (cooling air), which is the indoor evaporator 26 has passed through, in the inner condenser 12 cooled. Further, the refrigerant becomes by exchanging heat with the outside air in the outside evaporator 16 cooled and then through the thermal expansion valve 27 decompresses and expands. That of the thermal expansion valve 27 decompressed low-pressure refrigerant flows into the interior evaporator 26 and absorbs heat from the blower 32 blown air, whereby it vaporizes itself. In this way, the air that is the interior evaporator 26 goes through, cooled.

Since at this time the opening degree of the air mix door 38 , as mentioned above, flows in Part (or everything) of the interior evaporator 26 cooled air from the Kühlluftumleitungsdurchgang 34 in the mixing room 35 , And part (or all) of the interior evaporator 26 cooled air flows into the heating air passage 33 and then heated again while holding the heater core 36 , the inner condenser 12 and the PTC heater 37 goes through to the mixing room 35 to stream.

In this way, the airs in the mixing room 35 thereby to adjust the temperature of the blown into the vehicle interior air to a desired temperature, so that the cooling operation can be performed in the vehicle compartment. In the cooling mode, the air conditioner has the higher dehumidification capacity of the air, but hardly has the heating capacity

That from the interior evaporator 26 flowing refrigerant flows over the Temperaturabtastabschnitt 61a of the thermal expansion valve 27 in the accumulator 29 , The refrigerant is from the accumulator 29 separated into vapor and liquid phases, and the refrigerant in the vapor phase enters the compressor 11 sucked in and compressed again by this.

As from the description with reference to 1 2, in the refrigerant circuit in the cooling mode, there are two different parts in the refrigerant flow paths of the refrigeration cycle 10 in contact with each other. In short, in the refrigerant circuit in the cooling mode, no closed circuit is formed which does not interfere with other parts of the refrigerant circuit 10 connected refrigerant flow paths is formed formed.

Heating mode (HOT circuit: see Fig. 2)

In the heating mode, the air-conditioning control sets 50 the electric three-way valve 13 , the electromagnetic high pressure valve 20 and the low pressure electromagnetic valve 17 in the power state and other electromagnetic valves 21 and 24 in the non-power state. In this way, the electrical three-way valve connects 13 the refrigerant outlet side of the inner condenser 12 with the refrigerant inlet side of the fixed throttle 14 so that the low pressure electromagnetic valve 17 is open, the electromagnetic high pressure valve 20 is closed, the electromagnetic heat exchanger shut-off valve 21 is open and the electromagnetic dehumidification valve 24 closed is.

In this way, as indicated by the arrows in 2 shown, the vapor compression refrigeration cycle constructed in the refrigerant in this order by the compressor 11 , the inner condenser 12 , the electric three-way valve 13 , the fixed throttle 14 , the third three-way connection 23 , the electromagnetic heat exchanger shut-off valve 21 , the second three-way connection 19 , the outdoor heat exchanger 16 , the first three-way connection 15 , the low-pressure electromagnetic valve 17 , the first check valve 18 , the fifth three-way connection 28 , the accumulator 29 and the compressor 11 circulated.

In the refrigerant circuit in the heating mode, this flows out of the fixed throttle 14 to the third three-way connection 23 flowing refrigerant does not go to the side of the electromagnetic dehumidification valve 24 out, because the valve 24 closed is. That from the electromagnetic heat exchanger shut-off valve 21 in the second three-way connection 19 flowing refrigerant does not flow to the high pressure electromagnetic valve 20 out, because the valve 20 closed is. That from the outdoor heat exchanger 16 in the first three-way connection 15 flowing refrigerant does not flow to the electrical three-way valve 13 because the electric three-way valve 13 the refrigerant outlet side of the inner condenser 12 with the refrigerant inlet side of the fixed throttle 14 combines. That of the first check valve 18 in the fifth three way connection 28 flowing refrigerant does not flow to the thermal expansion valve 27 because of the electromagnetic dehumidifying valve 24 closed is.

That of the compressor 11 Compressed refrigerant is made by exchanging heat with that from the blower 32 blown air in the inner condenser 12 cooled. In this way, the air, which is the inner condenser 12 goes through, heated. At this time, the opening degree of the air mix door 38 adjusted so that the temperature in the mixing chamber 35 mixed and blown into the vehicle interior air in the same manner as in the cooling mode is set to a predetermined temperature, whereby the heating operation is to be made possible in the vehicle interior. In the heating mode, the air conditioner does not have the dehumidifying capacity of the air.

That from the inner condenser 12 flowing refrigerant is from the fixed throttle 14 decompressed to enter the outdoor heat exchanger 16 to stream. That in the outdoor heat exchanger 16 flowing refrigerant absorbs heat from the air outside the vehicle compartment, from the blower fan 16 is blown to vaporize itself. That from the outdoor heat exchanger 16 flowing refrigerant flows through the low pressure electromagnetic valve 17 , the first check valve 18 and similar in the accumulator 29 , The refrigerant is from the accumulator 29 separated into vapor and liquid phases, and the refrigerant in the vapor phase enters the compressor 11 sucked in and compressed again by this.

First dehumidification mode (DRY_EVA cycle: see FIG. 3)

In the first dehumidifying mode, the air conditioning controller suspends 50 the electric three-way valve 13 , the low pressure electromagnetic valve 17 , the electromagnetic heat exchanger shut-off valve 21 and the electromagnetic dehumidification valve 24 in the power state and the electromagnetic high pressure valve 20 in the non-power state. In this way, the electrical three-way valve connects 13 the refrigerant outlet side of the inner condenser 12 with the refrigerant inlet side of the fixed throttle 14 so that the low pressure electromagnetic valve 17 is open, the electromagnetic high pressure valve 20 is open, the electromagnetic heat exchanger shut-off valve 21 is closed and the electromagnetic dehumidification valve 24 is open.

In this way, as indicated by the arrows in 3 shown, the vapor compression refrigeration cycle constructed in the refrigerant in this order by the compressor 11 , the inner condenser 12 , the electric three-way valve 13 , the fixed throttle 14 , the third three-way connection 23 , the electromagnetic dehumidifying valve 24 , the fourth three-way connection 25 , the indoor evaporator 26 , the temperature sensing section 27a of the thermal expansion valve 27 , the fifth three-way connection 28 , the accumulator 29 and the compressor 11 circulated.

In the refrigerant circuit in the first dehumidifying mode, that flows from the fixed throttle 14 to the three way connection 23 flowing refrigerant not to the electromagnetic heat exchanger shut-off valve 21 out, because the valve 21 closed is. That of the electromagnetic dehumidification valve 24 in the fourth three-way connection 25 flowing refrigerant flows through the action of the second check valve 22 not to the variable throttle mechanism 27b of the thermal expansion valve 27 out. That of the temperature sensing section 27a of the thermal expansion valve 27 to the third three-way connection 28 flowing refrigerant flows through the action of the first check valve 18 not to the first check valve 28 out.

In this way, that of the compressor 11 cooled refrigerants by exchanging heat with air (cooling air), which is the indoor evaporator 26 has passed through, in the inner condenser 12 cooled. In this way, the air, which is the inner condenser 12 goes through, heated. That from the inner condenser 12 flowing refrigerant is from the fixed throttle 14 decompressed to enter the indoor evaporator 26 to stream.

The low pressure refrigerant entering the inside evaporator 26 flows, absorbs heat from the blower 32 Blown air to vaporize itself. Then the air, which is the interior evaporator 26 passes through, cooled and dehumidified. In this way, that of the interior evaporator 26 cooled and dehumidified air is reheated when the heater core 36 , the inner condenser 12 and the PTC heater 37 goes through to the mixing room 35 to be blown into the vehicle interior. That is, the dehumidification of the vehicle interior can be performed. In the first dehumidifying mode, the air conditioner may have the proper dehumidifying capacity of the air, but has the small heating capacity.

The refrigerant coming out of the interior evaporator 26 flows, flows over the Temperaturabtastabschnitt 61a of the thermal expansion valve 27 in the accumulator 29 , The refrigerant is from the accumulator 29 separated into vapor and liquid phases, and the refrigerant in the vapor phase enters the compressor 11 sucked in and compressed again by this.

Second dehumidification mode (DRY_ALL cycle: see FIG. 4)

In the second dehumidifying mode, the air conditioning controller suspends 50 the electric three-way valve 13 , the low pressure electromagnetic valve 17 and the electromagnetic dehumidification valve 14 in the power state and the other electromagnetic valves 20 and 21 in the non-power state. In this way, the electrical three-way valve connects 13 the refrigerant outlet side of the inner condenser 12 with the refrigerant inlet side of the fixed throttle 14 so that the low pressure electromagnetic valve 17 is open, the electromagnetic high pressure valve 20 is open, the electromagnetic heat exchanger shut-off valve 21 is open and the electromagnetic dehumidification valve 24 is open.

Consequently, the vapor compression refrigeration cycle, as indicated by the arrows in FIG 4 shown constructed in the following manner. The refrigerant circulates through the compressor in this order 11 , the inner condenser 12 , the electrical Three-way valve 13 , the fixed throttle 14 , the third three-way connection 23 , the electromagnetic heat exchanger shut-off valve 21 , the second three-way connection 19 , the outdoor heat exchanger 16 , the first three-way connection 15 , the low-pressure electromagnetic valve 17 , the first check valve 18 , the fifth three-way connection 28 , the accumulator 29 and the compressor 11 , Further, the refrigerant circulates through the compressor in this order 11 , the inner condenser 12 , the electric three-way valve 13 , the fixed throttle 14 , the third three-way connection 23 , the electromagnetic dehumidifying valve 24 , the fourth three-way connection 25 , the indoor evaporator 26 , the temperature sensing section 27a of the thermal expansion valve 27 , the fifth three-way connection 28 , the accumulator 29 and the compressor 11 ,

That is, in the second dehumidifying mode, this flows from the fixed throttle 14 in the third three way connection 23 flowing refrigerant both in the direction of the electromagnetic heat exchanger shut-off valve 21 as well as the electromagnetic dehumidification valve 24 out. Both from the first check valve 18 in the fifth three way connection 28 flowing refrigerant as well as that of the Temperaturabtastabschnitt 27a of the thermal expansion valve 27 in the fifth three way connection 28 flowing refrigerants are at the fifth three-way connection 28 merged into a flow, which then leads to the accumulator 29 flows.

In the refrigerant circuit in the second dehumidifying mode, this flows out of the outdoor heat exchanger 16 in the first three-way connection 15 flowing refrigerant not in the direction of the electrical three-way valve 13 because the electric three-way valve 13 the refrigerant outlet side of the inner condenser 12 with the refrigerant inlet side of the fixed throttle 14 combines. That of the electromagnetic dehumidification valve 24 in the fourth three-way connection 25 flowing refrigerant flows through the action of the second check valve 22 not in the direction of the variable throttle mechanism 27b of the thermal expansion valve 27 out.

This will replace the compressor 11 compressed refrigerant in the inner condenser 12 Heat with the air (cooling air), which is the indoor evaporator 26 has gone through, out. Consequently, the air that is the inner condenser 12 goes through, heated. That from the inner condenser 12 flowing refrigerant is from the fixed throttle 14 decompressed and then from the third three-way connection 23 split to the outdoor heat exchanger 16 and the interior evaporator 26 to stream.

That in the outdoor heat exchanger 16 flowing refrigerant absorbs heat from the air outside the vehicle compartment, from the blower fan 16a is blown to vaporize itself. That from the outdoor heat exchanger 16 flowing refrigerant flows through the low pressure electromagnetic valve 17 , the first check valve 18 and similar in the fifth three-way connection 28 , That in the interior evaporator 26 flowing low-pressure refrigerant absorbs heat from the blower 32 Blown air to vaporize itself. In this way, the air that is the interior evaporator 26 passes through, cooled and dehumidifies:

The from the interior evaporator 26 cooled and dehumidified air is reheated while heating the core 36 , the inner condenser 12 and the PTC heater 37 goes through, and gets from the mixing room 35 blown into the vehicle interior. At this time, in the second dehumidifying mode, heat released from the outdoor heat exchanger 16 is absorbed, compared to the first dehumidifying mode on the inner condenser 12 be dissipated so that the air can be heated to a higher temperature than in the first dehumidifying mode. That is, in the second dehumidifying mode, dehumidification and heating can be performed while exhibiting high heating capacity and dehumidifying capacity.

That from the interior evaporator 26 flowing refrigerant flows into the fifth three-way connection 28 to get out of the outdoor heat exchanger 16 flowing refrigerant to be combined and then into the accumulator 29 to stream. The refrigerant is from the accumulator 29 deposited in vaporous and liquid phases. The vapor-phase refrigerant is added to the compressor 11 sucked in and compressed again by this.

As mentioned above, each of the refrigerant circuits in the cooling mode, the heating mode, and the first dehumidifying mode is a refrigerant circuit in a simple heat exchanger mode to allow that of the compressor 11 sucked in refrigerant through the outdoor heat exchanger 16 or the inner heat exchanger (in particular the inner condenser 12 and the interior evaporator 26 ) flows. The refrigerant circuit in the second dehumidifying mode is a refrigerant circuit in a composite heat exchanger mode to allow that from the compressor 11 sucked in refrigerant through both the outdoor heat exchanger 16 as well as the inner heat exchanger (in particular the inner evaporator 26 ) flows.

The air conditioner for a vehicle of the present embodiment is structured as mentioned above and thus operated, and thus can exhibit the following excellent results.

(A) The refrigeration cycle 10 In the present embodiment, the supply of power to the respective electromagnetic valves stops 13 to 24 serving as refrigerant circuit switching means, thereby enabling switching to the refrigerant circuit (cold cycle) in the cooling mode. In this way, the Refrigeration circuit 10 the progress of deterioration of a coil or the like due to a temperature increase of the electromagnetic valves 13 to 24 prevent even in the cooling mode. That is, the deterioration of the durability of the refrigerant cycle switching devices can be kept low. Further, the deterioration of the durability of circulatory components contained in the refrigeration cycle can be kept low.

Since the cooling mode is mainly used in the summer, the temperature of the engine compartment where the electromagnetic valves tend 13 to 24 arranged to become higher than in other seasons. Consequently, in the summer, electricity will continue to be supplied to the respective electromagnetic valves 13 to 24 and this may result in abnormal temperature increase of the electromagnetic valves 23 to 24 to lead. From this point on, it is very beneficial to increase the temperature of the electromagnetic valves 13 to 24 even in the cooling mode.

Further, the supply of power to the electromagnetic valves 13 to 24 in the cooling mode whose frequency of use is higher than that of the refrigerant circuit in the heating mode (HOT cycle), so that the power consumption of the entire air conditioner for a vehicle can be lowered. As a result, energy consumption can be reduced throughout the year.

(B) The switching to the cooling mode (cold cycle) is performed when in the control step S142 it is determined that the air conditioning 1 is turned off for a vehicle. In other words, when turning off a control switch of the air conditioner 1 it is determined that the amount of air from the blower 32 of the air amount setting switch is set to 0, and it is determined that the air conditioning in the vehicle interior is not to be performed as in the case of turning off the vehicle system itself, is in the control step S143 switching to the cooling mode (cold cycle) performed.

Therefore, when the air conditioning of the vehicle interior is not performed, that of the refrigerant cycle switching devices ( 13 to 24 ) consumed energy of the air conditioner for a vehicle to be set to 0.

Further, the operation of the cooling mode after operating the air conditioning for a vehicle can be performed quickly. This is very advantageous in that the cooled air in the cooling mode can be sent to the vehicle interior in the summer with a difference between the outside air temperature and a desired air conditioning temperature of the vehicle interior greater than in the heating mode in the winter. In this way, the passenger's climate feeling can be improved.

(C) As in the section about the control step S144 explains, the refrigerant circuit ends 10 In the present embodiment, the supply of power to at least one electromagnetic valve of the respective electromagnetic valves 13 to 24 even if it switches to the refrigerant circuit in one of the other modes.

Consequently, when switching to a refrigerant circuit other than that in the cooling mode, the power consumption of the entire air conditioner for a vehicle can be lowered, and the frequency of use of the electromagnetic valves 13 to 24 can be reduced to the deterioration of the durability of the electromagnetic valves compared to the case of the power supply of all the electromagnetic valves 13 to 24 to restrict.

In short, in a refrigerant circuit other than that in the cooling mode, the supply of power to the electromagnetic valve, which is not directly related to the formation of the refrigerant circuit, is turned off, so that the power consumption of the entire air conditioner for a vehicle compared to the case of the power supply of all electromagnetic valves 13 to 24 can be lowered.

(D) If in the refrigeration cycle 10 In the present embodiment, the refrigerant circuit is switched to the cooling mode, two different parts in the in the refrigeration cycle 10 contained refrigerant flow paths interconnected. In this way everyone could be in the refrigeration cycle 10 contained refrigerant flow paths are evacuated to vacuum by switching to the refrigerant circuit in the cooling mode and by evacuating to vacuum before the refrigerant in the production of the refrigeration cycle 10 is filled. Further, when evacuating the flow paths, no power is needed to the electromagnetic valves 23 to 24 to be supplied, whereby the estimated energy consumption is lowered.

(E) As in the section on the control steps S117 to S119 explained, will be in the air conditioning 1 for a vehicle of the present embodiment, the minimum speed of the compressor 11 depending on whether the operating mode (the circuit) is the second dehumidifying mode (DRY_ALL circuit) or not. In particular, the minimum speed of the compressor 11 in the second dehumidifying mode, which is a composite heat exchanger mode, set higher than the minimum speed of the compressor 11 in the simple heat exchanger mode except the second dehumidifying mode.

That is, the speed of the compressor 11 in the composite heat exchanger mode tends to be higher than the speed of the compressor 11 in the simple heat exchanger mode. Consequently, the refrigerant flow in the composite heat exchanger mode to two parallel heat exchangers (in particular the outdoor heat exchanger 16 and the indoor heat exchanger 26 ), and flows through them, but even in this mode, the reduction in the flow rate of the refrigerant flowing through the two heat exchangers can be kept small.

Refrigeration oil can in the outdoor heat exchanger 16 and the interior evaporator 26 remain. As a result, the refrigerator oil can be suitably connected to the compressor 11 and the respective electromagnetic valves 13 to 24 be guided back, and this may cause the deterioration of the durability of the compressor 11 and the refrigerant circuit switching devices 13 to 24 restrict. Furthermore, the deterioration of the durability of the circulating components contained in the refrigeration cycle can be kept low.

(F) As in the section about the control step S177 explains, the refrigerant circuit in the refrigeration cycle 10 switched in the present embodiment, when the high-pressure side refrigerant pressure Pd equal to or less than a predetermined high pressure side reference refrigerant pressure f (Tamdisp) after switching off the compressor 11 is. Consequently, the electromagnetic valves 13 to 24 are actuated after the pressure difference between the inlet side and outlet side refrigerant pressures of each of the electromagnetic valves 13 to 24 gets small.

In this way it can be prevented that the electromagnetic valves 13 to 24 be exposed to an unnecessary load due to the pressure difference. In this way, the deterioration of the durability of the electromagnetic valves 13 to 24 be limited and the deterioration of the circulating components contained in the refrigeration cycle can be kept low.

After the pressure difference between the inlet-side refrigerant pressure and the outlet-side refrigerant pressure of each of the respective electromagnetic valves 13 to 24 becomes small, become the electromagnetic valves 13 to 24 operated, causing the operating noise of the valves 13 to 24 is reduced. In this way, the switching between the refrigerant circuits can be performed without making the passenger feel uncomfortable.

Further, as mentioned above, the discharge pressure sensor 55 a sensor that is used in a general refrigeration cycle can be the air conditioning 1 for a vehicle, the deterioration of the durability of the electromagnetic valves 13 to 24 keep low and the operating noise of the electromagnetic valves 13 to 24 reduce, without the cost of the air conditioning 1 for a vehicle increase.

(G) As in the section about the control step S176 explains, is in the refrigeration cycle 10 the present embodiment, the high-pressure side reference refrigerant pressure f (Tamdisp) to be lowered with decreasing outside air temperature Tam. In this way, the refrigeration cycle of the present embodiment can quickly detect the small pressure difference between the inlet-side and outlet-side refrigerant pressures of the respective electromagnetic valves 13 to 24 determine or determine the deterioration of the durability of the electromagnetic valves 13 to 24 is kept low while the operating noise of the electromagnetic valves 13 to 24 is reduced.

(H) As in the section about the control step S178 will be explained in a case where the air outlet mode in the refrigeration cycle 10 of the present invention is switched to the defroster mode or foot / defroster mode, the refrigerant circuit is forcibly switched even if the high-pressure side refrigerant pressure Pd is higher than the high pressure side reference refrigerant pressure f (Tamdisp).

Consequently, the prevention of fogging of the windowpane in the vehicle compartment may require a higher priority than the reduction of the operating noise. That is, the refrigeration cycle of the present embodiment can give high priority to safety during driving of the vehicle.

(I) As in the section about the control step S179 is explained in a case where the reference switch-off time in the refrigeration cycle 10 has passed the present embodiment, the refrigerant circuit forcibly switched even if the high-pressure side refrigerant pressure Pd higher than the high pressure side reference refrigerant pressure f (Tamdisp) is. Consequently, if it takes a long time until the high-pressure side refrigerant pressure Pd on the high pressure side reference refrigerant pressure f (Tamdisp) is lowered, the limitation on the deterioration of the passenger's air-conditioning feeling such as heat sensation or Feel cold, a higher priority than the reduction of work noise or the like.

Second Embodiment

In the present embodiment, the output of control signals to the electromagnetic valves 13 to 24 that in step S17 is executed, for example, with respect to the first embodiment, as in a flowchart of 12 and a time chart of 13 shown, modified. 12 and 13 are diagrams, respectively 10 and 11 correspond to the first embodiment. The same or equivalent parts as those in the first embodiment are denoted by the same reference numerals. This is the same as in the following drawings.

In particular, the output process of the control signals to the respective electromagnetic valves 13 to 24 that in step S17 is executed in the present embodiment, the control steps S176 . S177 and S179 of the first embodiment.

It will determine if a previously in step S175 certain reference pressure reduction time (in particular 20 seconds) has passed or not. If it is determined that the predetermined reference pressure reduction time (in particular 20 seconds) has passed, the operation proceeds directly to step S180 , If it is determined that the reference pressure reduction time has not elapsed, the operation proceeds to step S178 ,

That is, in the present embodiment, when the air outlet mode is not a defroster mode or a foot / defroster mode, switching from a cycle other than the cold cycle to the cold cycle or switching from the cold cycle to a cycle other than the cold circuit, as in the time diagram of 13 shown, the control signals to the respective electromagnetic valves 13 to 24 output when the reference pressure reduction time since the compressor 11 was turned off, has passed.

The entire structure and control of other components of the air conditioning 1 for a vehicle are the same as those of the first embodiment. Consequently, the air conditioning 1 for a vehicle of the present embodiment achieve the same results as those disclosed in cases (A) to (E) and (H) in the first embodiment, and may also have the following excellent results:

(J) In the refrigeration cycle 10 In the present embodiment, the refrigerant circuit is switched when in the control step S175 It is determined that the predetermined reference pressure reduction time has elapsed. After the pressure difference between the inlet side and outlet side refrigerant pressures of the electromagnetic valves 13 to 24 small, can the respective electromagnetic valves 13 to 24 thus activated and operated.

Consequently, as in the case (F) of the first embodiment, the respective electromagnetic valves can be prevented from being prevented 13 to 24 be exposed to an unnecessary load due to the pressure difference. Consequently, the deterioration of the durability of the electromagnetic valves 13 to 24 can be kept low, and also the deterioration of the durability of the circulating components contained in the refrigeration cycle can be kept low. Further, the switching between the refrigerant circuits can be performed without making the passenger feel uncomfortable.

Even if in the control step S171 is determined that the switching between the circuits is to be performed, as in the case immediately after turning ON the control switch for the air conditioner 1 for a vehicle on the control panel 60 the refrigerant circuit even before the reference pressure reduction time has passed is switched by turning on the air conditioning of the vehicle interior.

This is based on the following reason. Since the refrigerant pressure in the refrigeration cycle is balanced when the vehicle interior air conditioning circuit is activated, the refrigerant circuit can be switched without waiting for the reference time to elapse, with the durability of the electromagnetic valves 13 to 24 is hardly adversely affected and the operating noise is reduced. Consequently, heating or cooling in the vehicle interior can be performed quickly, and thereby the passenger's air conditioning feeling can be improved.

Third Embodiment

In the present embodiment, the output of control signals to the electromagnetic valves 13 to 24 that in step S17 is executed as in a flow chart of 14 and a time chart of 15 shown modified by way of example with reference to the first embodiment. 14 and 15 are diagrams, respectively 10 and 11 correspond to the first embodiment.

In particular, this takes in step S17 in the present embodiment, output methods of the control signals to the respective ones electromagnetic valves 13 to 24 the control steps S178 and S180 the first embodiment, as in 14 shown off. Further, in step S172 determines whether switching from another circuit than the cold circuit to the cold circuit is performed or not.

When in step S172 is determined that the switching from the other circuit than the cold circuit to the cold circuit should not be performed, the operation continues to step S1801 , In step S1801 are control signals to the electromagnetic high pressure valve 20 , the electromagnetic heat exchanger shut-off valve 21 and the electromagnetic dehumidification valve 24 is output to reach the circuit after switching, and then the operation proceeds to step S181 ,

This is based on the following reasons. In the HOT cycle, DRY_EVA cycle, and DRY_ALL cycle, there is a pressure difference between the inlet side refrigerant pressure and the outlet side refrigerant pressure of each of the electromagnetic valves 13 to 24 small, so the durability of the electromagnetic valves 13 to 24 Even if it is switched between the circuits (refrigerant circuits), is hardly adversely affected.

When in step S177 In the present embodiment, it is determined that the discharge-side refrigerant pressure Pd not equal to or less than the high-pressure side reference refrigerant pressure f (Tamdisp), the operation continues to step S179 , When it is determined that the discharge-side refrigerant pressure Pd equal to or smaller than the high-pressure side reference refrigerant pressure f (Tamdisp), the operation continues to step S1802 ,

In step S1802 Control signals to the low pressure electromagnetic valve 17 , the electromagnetic high pressure valve 20 , the electromagnetic heat exchanger shut-off valve 21 and the electromagnetic dehumidification valve 24 output to reach the circuit after switching. After the predetermined waiting time (especially 10 seconds) in step S1803 was applied, the operation continues to step S1804 in which a control signal to the electrical three-way valve 13 is issued, and then goes on to step S181 ,

The investigations by the inventors have shown that when switching to the cold cycle from a circuit other than the cold cycle, the pressure difference between the inlet side and outlet side refrigerant pressures of the three-way electric valve 13 larger than the other electromagnetic valves 17 . 20 . 21 and 24 is. The pressure differences of the respective other electromagnetic valves 17 . 20 . 21 and 24 are essentially the same.

That is, in the present embodiment, when the air outlet mode is not the defroster mode or the foot / defroster mode, the electromagnetic valves become, as shown in the timing chart of FIG 15 shown, when switching from a circuit other than the KALT cycle to the KALT circuit operated in the order of increasing pressure difference between its inlet-side refrigerant pressure and outlet-side refrigerant pressure.

The entire structure and control of other components of the air conditioning 1 for a vehicle are the same as those of the first embodiment. Consequently, the air conditioning 1 for a vehicle of the present embodiment, achieve the same results as those disclosed in cases (A) to (G) and (I) of the first embodiment, and also have the following excellent results.

(K) In the air conditioner 1 for a vehicle of the present embodiment are used by the electromagnetic valves 13 to 24 the electromagnetic valves 17 to 24 is operated in the order of increasing pressure difference between its inlet-side refrigerant pressure and outlet-side refrigerant pressure, and the switching between refrigerant circuits is performed. It prevents the electromagnetic valves 17 to 24 with the small pressure difference of an unnecessary load, and thereby the deterioration of the durability of the valves can be kept low, resulting in a reduction of the working noise.

The electromagnetic valves 17 to 24 with the small pressure difference can be operated to promote the compensation of the refrigerant pressure in the circuit, and thereby a pressure difference of a next electromagnetic valve (electrical three-way valve 13 ), after operating the electromagnetic valves 17 to 24 be operated with the small pressure difference can be reduced. Consequently, the next electromagnetic valve (three-way electric valve 13 ), which is to be operated, is exposed to an unnecessary load, and thereby the deterioration of its durability can be kept low, resulting in the reduction of the work noise.

In this way, the deterioration of the durability of the electromagnetic valves 13 to 24 be kept low. Furthermore, the deterioration of the durability of in the Refrigeration circuit contained circuit components are kept low. In addition, the working noise of the electromagnetic valves 13 to 24 can be reduced, and the switching between the refrigerant circuits can be performed without making the passenger feel uncomfortable when switching between the refrigerant circuits.

Fourth Embodiment

In the present embodiment, the in step S17 executed output of control signals to the electromagnetic valves 13 to 24 as in a flowchart of 16 and a time chart of 17 shown modified by way of example with reference to the third embodiment. 16 and 17 are diagrams, respectively 10 and 11 correspond to the first embodiment.

In particular, in the output method of the control signal to the electromagnetic valves 13 to 24 that, as in 16 shown in step S17 of the present embodiment, in comparison with the third embodiment in step S172 determines whether the switching from the cold circuit is performed on another than the cold circuit or not. Continue to swap step S1802 and step S1804 the places.

The research conducted by the inventors has shown that the pressure difference between the inlet-side and outlet-side refrigerant pressures of the three-way electric valve 13 when switching from the KALT circuit to a circuit other than the KALT circuit smaller than that of the other electromagnetic valves 17 . 20 . 21 and 24 is. The respective pressure differences of other electromagnetic valves 17 . 20 . 21 and 24 are essentially the same.

That is, in the present embodiment, when the air outlet mode is not the defroster operation level or the foot / defroster mode, when switching from the cold cycle to a cycle other than the cold cycle, as in the time chart of FIG 17 4, the electromagnetic valves are sequentially operated in the order of increasing pressure difference between their inlet side refrigerant pressure and their outlet side refrigerant pressure.

The entire structure and control of other components of the air conditioning 1 for a vehicle are the same as those of the third embodiment. Consequently, the air conditioning 1 for a vehicle of the present embodiment achieve the same results as those of the cases (A) to (G) and (I) of the first embodiment and the case (K) of the third embodiment.

The in step S17 According to the third and fourth embodiments executed outputs of the control signals for the respective electromagnetic valves 13 to 24 can be combined with each other. In this way, when switching from another circuit than the cold circuit to the cold circuit and also from the cold circuit to another than the cold circuit, the same results as those of the case (K) can be obtained in the third embodiment become.

Fifth Embodiment

In the present embodiment, the method in step S11 by way of example with reference to the first embodiment according to the in 18 modified flowchart shown modified. 18 is a diagram that is part of 8th corresponds to the first embodiment.

In particular, in step S11 the present embodiment compared to 8th a method in step S110 and a determination method of the present rotational speed fn of the compressor in the HOT cycle, DRY_EVA cycle and DRY_ALL cycle is as in the steps S121 to S124 shown, modified.

First, in step S110 determines if one in step S6 certain mode (circuit) is the cold circuit or not. When in step S110 it is determined that in step S6 certain mode (circuit) is the cold circuit, the normal control method as in the first embodiment with reference to 8th described, performed.

The normal control method includes determining a change amount of the rotational speed of the compressor in the KALT cycle in the same manner as step S111 from 8th , where the temporary speed f (TEMP) of the compressor in the same way as in step S116 is determined and a greater of the temporary speed f (TEMP) of the compressor and the minimum speed of the compressor (in particular, 1000 rpm) as the current speed of the compressor in the same manner as in step S120 is determined.

When in step S110 it is determined that in step S6 certain mode (the circuit) is not the cold circuit, the control procedure of step S112 to step S115 and then step S116 performed in this order. The control procedures of step S112 until step S115 and step S116 are the same as those of the first embodiment.

In the subsequent step S121 becomes a larger value in step S116 certain temporary speed f (TEMP) of the compressor and the predetermined (in the present embodiment 1000 Rpm) minimum speed of the compressor 11 as the temporary speed f (TEMP1) is defined or determined and then the operation proceeds to step S122 , The minimum speed of the compressor 11 is a value to be able to make the refrigerator oil suitable to the compressor 11 to lead back.

In step S122 is determined whether a value (PDO-Pd) provided by the high-pressure side refrigerant pressure Pd from the target pressure PDO is subtracted equal to or less than a predetermined reference pressure (especially -0.3 MPa) or not. When in step S122 it is determined that the relationship (PDO - Pd) ≦ -0.3 MPa is satisfied, an actual high-pressure side refrigerant pressure is an abnormally high pressure that is 0.3 MPa or more higher than the target pressure, or the temperature of air, the from the inner condenser 12 blown is an abnormally high temperature, and then the operation continues to step S123 ,

In step S123 sets the discharge capacity control means 50a the air conditioning control device 50 the speed of the compressor 11 at 0 rpm, that is, turns on the compressor 11 and then the operation continues to move S12 , When in step S122 when it is determined that the relation (PDO - Pd) <-0.3 MPa is not satisfied, the operation proceeds to step S124 in which the current speed of the compressor fn than that in step S121 certain temporary speed f (TEMP1) of the compressor is defined. Then the company continues to move S12 ,

The entire structure and control of other components of the air conditioning 1 for a vehicle are the same as those of the first embodiment. Consequently, the air conditioning 1 For a vehicle of the present embodiment, not only achieve the same results as those described in cases (A) to (D) and (F) to (I) of the first embodiment, but also have the following excellent results.

(L) In some refrigeration cycles, the refrigerant discharge capacity of the compressor becomes 11 is controlled such that the high-pressure side refrigerant pressure Pd becomes the predetermined target pressure PDO in the same manner as in the heating mode (HOT cycle), the first dehumidifying mode (DRY_EVA cycle), the second dehumidifying mode (DRY_ALL cycle) of the present embodiment. However, when a pressure difference between an actual discharge-side refrigerant pressure and the target pressure is small, the rotational speed of the compressor becomes 11 decreases, resulting in a decrease in the flow rate of the refrigerant passing through the outdoor heat exchanger 16 , the inner condenser 12 and the interior evaporator 26 flows.

In contrast, the compressor can 11 in the present embodiment, as in the above section about step S121 and step S124 be operated at the speed which is higher than the predetermined minimum speed. In short, the compressor can 11 be operated so that it has a refrigerant discharge capacity that is higher than the predetermined minimum refrigerant discharge capacity. In this way, the refrigerator oil suitable to the compressor 11 be recycled, reducing the deterioration of the durability of the compressor 11 is kept low. Furthermore, the deterioration of the durability of the circulating components contained in the refrigeration cycle can be kept low.

On the other hand, when the actual high-pressure side refrigerant pressure Pd is equal to or higher than the target pressure PDO is, can the high-pressure side refrigerant pressure Pd abnormally increased or the temperature of air coming out of the inner condenser 12 can be abnormally increased by allowing the compressor to blow 11 has a refrigerant discharge capacity equal to or more than the minimum refrigerant discharge capacity.

In contrast, in the present embodiment, since the operation of the compressor 11 as in the section on the steps S121 and S124 is switched off when the actual high-pressure side refrigerant pressure Pd by a reference pressure or more higher than the target pressure PDO is, the above contradictory facts can be avoided. That is, the abnormal increase of the high-pressure side refrigerant pressure Pd and the abnormal increase in the temperature of air coming out of the inner condenser 12 can be avoided.

Sixth Embodiment

In the present embodiment, the method in step S11 by way of example with reference to the first embodiment according to the in 19 modified flowchart shown modified. 19 is a diagram that is part of 8th corresponds to the first embodiment. Especially in step S11 The present embodiment is the step S113 added, and the steps S114 . S115 and S120 are in terms of 8th in the steps S114 ' . S115 ' and S120 ' modified. Further, the steps are S116 to S119 paths can.

First, in step S1131 based on the discharge refrigerant temperature Ts of the compressor 11 with reference to the predetermined control map field, a change amount of the rotational speed .DELTA.fT certainly. ΔfT is a change amount of the rotational speed of the compressor 11 for controlling an increase in the rotational speed of the compressor to a melt fracture of the housing made of resin material or of the valve body of each of the electromagnetic valves 13 to 24 to prevent.

In more detail, the amount of change of the rotational speed .DELTA.fT is determined in such a manner as to increase with the ejecting refrigerant temperature Td of the compressor 11 in a predetermined temperature range (in the present embodiment, not less than 120 ° C and less than 135 ° C) of the discharge refrigerant temperature Td of the compressor 11 decreases. Further, the change amount of the rotational speed ΔfT is determined in such a manner as to be equal to or higher than the maximum value (135 ° C in the present embodiment) in the predetermined temperature range of the discharge refrigerant temperature Td of the compressor 11 stay.

In the subsequent step S113 is determined similarly to the first embodiment, whether in step S6 certain mode (circuit) is the cold circuit or not. When in step S6 certain operating mode (circulation) in step S113 When the cold cycle is determined, the operation continues to move S114 ' , In step S114 ' becomes a smaller one of ΔfC or ΔfT than the change amount Δf of the rotational speed of the compressor 11 determined or defined. Then the company continues to move S120 ' ,

When in step S113 in contrast it is determined that in step S6 certain operating mode (circuit) is not the cold circuit, the operation continues to step S115 ' , In step S115 ' becomes a smaller one of ΔfH and ΔfT than the amount of change of the rotational speed Δf of the compressor 11 determines, and then the operation continues to step S120 ' , In step S120 ' For example, the present rotational speed of the compressor is determined by adding the amount of change of the rotational speed Δf to the previous rotational speed fn-1 of the compressor, and the operation proceeds to step S12 ,

That is, if in the steps S114 ' and S115 ' ΔfT is selected, the refrigerant discharge capacity of the compressor 11 at the refrigerant discharge temperature Td of the compressor 11 , which is equal to or higher than the predetermined reference discharge refrigerant temperature (120 ° C in the present embodiment), can be effectively maintained or reduced. Further, the degree of reduction of the refrigerant discharge capacity of the compressor 11 be increased with increasing discharge refrigerant temperature.

When the discharge refrigerant temperature Td of the compressor 11 is equal to or higher than the reference ejection refrigerant temperature with the reference ejection refrigerant temperature fixed to 120 ° C, the predetermined change amount of the rotational speed ΔfT can be determined. In this case, the amount of change of the rotational speed ΔfT may be set to 0 to maintain the rotational speed fn of the compressor. Alternatively, the change amount of the rotational speed ΔfT may be set to a negative value so that the current rotational speed fn of the compressor is lower than the previous rotational speed fn-1 of the compressor.

The entire structure and control of other components of the air conditioning 1 for a vehicle are the same as those of the first embodiment. Consequently, the air conditioning 1 For a vehicle of the present embodiment, not only achieve the same results as those described in cases (A) to (D) and (F) to (I) of the first embodiment, but also have the following excellent results.

(M) As in the section on the control steps S114 ' and S115 ' described, can the refrigeration cycle 10 In the present embodiment, a refrigerant discharge capacity of the compressor 11 maintain or decrease when the discharge refrigerant temperature Td of the compressor 11 is equal to or higher than the predetermined reference discharge refrigerant temperature. In this way, it can be avoided that the discharge refrigerant temperature Td of the compressor 11 unnecessarily increases. As a result, the deterioration of the durability of the resin case 31 and the valve body of each of the electromagnetic valves 13 to 24 be kept low.

The discharge temperature sensor 54 is provided as discharge temperature detecting means. For example, a discharge refrigerant temperature Td of the compressor 11 in comparison with the case where the discharge refrigerant temperature Td is calculated (or estimated) by using the high-pressure side refrigerant pressure Pd. This is because the relationship between the refrigerant pressure and the refrigerant temperature does not become a relationship that can be estimated from a saturation gas line on a Mollier diagram when refrigerant is lacking in the cycle.

Consequently, the air conditioning 1 for a vehicle of the present embodiment, surely keeping deterioration of the durability of the housing and the cycle components small. Furthermore, the deterioration of the durability of the circulating components contained in the refrigeration cycle can be kept low.

Seventh Embodiment

In the present embodiment, the method in step S11 by way of example with reference to the first embodiment according to the in 20 modified flowchart shown modified. 20 is a diagram that is part of 8th corresponds to the first embodiment. In particular, in step S11 the present embodiment with respect to 8th the steps S1141 and S1151 added, and the steps S117 and S119 are omitted.

When in step S1141 it is determined that the operating mode (circuit) is the cold circuit, the minimum speed of the compressor 11 set to 1000 rpm. When in step S1151 it is determined that the operating mode (circuit) is not the cold circuit, the minimum speed of the compressor 11 set to 2000 rpm. Then the company continues to move S116 ,

In step S116 is similar to the first embodiment, the temporary speed f (TEMP) of the compressor determined. In the next step S120 Similar to the first embodiment, a larger of the temporary speed f (TEMP) of the compressor and in step S1141 or step S1151 determined certain minimum speed of the compressor as the current speed of the compressor, and the operation continues to step S12 ,

The entire structure and control of other components of the air conditioning 1 for a vehicle are the same as those of the first embodiment. This way, the air conditioning 1 For a vehicle of the present embodiment, not only achieve the same results as those described in cases (A) to (D) and (F) to (I) of the first embodiment, but also have the following excellent results.

(N) As in the section on the control steps S1141 and S1151 explains, changes the air conditioning 1 for a vehicle of the present embodiment, the minimum speed of the compressor 11 accordingly, whether the mode (cycle) is the cooling mode (cold cycle) or not. In particular, the minimum speed of the compressor 11 in the cooling mode (cold cycle) higher than the minimum speed of the compressor 11 in any mode other than the cooling mode.

Consequently, the refrigerant discharge capacity of the compressor tends 11 after switching the circuit to a circuit other than the cold circuit, to be increased in comparison with the case of switching to the cold circuit. Therefore, the flow rate of the refrigerant, which is the outdoor heat exchanger 16 is increased when switched to a circuit other than the cold cycle in which the density of the refrigerator oil tends to become higher than in the cold cycle due to a decrease in the outside air temperature Tam.

As a result, it is possible to prevent the refrigerating machine oil in the outdoor heat exchanger 16 is restrained, and thus it may be suitable to the compressor 11 and the respective electromagnetic valves 13 to 24 to be led back. Consequently, the deterioration of the durability of the compressor 11 and the electromagnetic valves 13 to 24 be kept low. Furthermore, the deterioration of the durability of the circulating components contained in the refrigeration cycle can be kept low.

(Eighth Embodiment)

In the present embodiment, the method in step S11 by way of example with reference to the first embodiment according to the in 21 and 22 modified flow charts modified. 21 and 22 are diagrams that are part of 8th correspond to the first embodiment. In particular, in step S11 the present embodiment, the steps S125 and S131 added, and the steps S116 to S120 be in relation to 8th omitted.

In the in 21 shown step S125 becomes a predicted discharge refrigerant temperature Hours based on that of the ejection pressure sensor 55 certain high pressure side refrigerant pressure Pd determined. In the refrigeration cycle 10 with the on the suction side of the compressor 11 provided accumulator 29 , that is from the compressor 11 aspirated suction refrigerant as in the refrigeration cycle 10 the air conditioning 1 for a vehicle of the present embodiment, a saturated vapor phase refrigerant such that the discharge refrigerant temperature of the compressor 11 based on the high pressure side refrigerant pressure Pd can be estimated.

In the present embodiment, the predicted discharge refrigerant temperature becomes Hours based on the high pressure side refrigerant pressure Pd with reference to in step S125 shown Steuerkennlinienfeld previously in the air conditioning control 50 saved was estimated.

Then in the in 22 shown step S126 determines whether the high-pressure side refrigerant pressure Pd is higher than 0.19 MPa and lower than 2.01 MPa. That is, it is determined whether the relation of 0.19 MPa <Pd <2.01 MPa is satisfied or not. If the relationship is 0.19 MPa <Pd <2.01 in step S126 is not met, the operation continues to move S127 in which the maximum speed of the compressor 11 set to 10,000 rpm, and then the operation continues to step S130 ,

When the relationship is 0.19 MPa <Pd <2.01 MPa in step S126 is met, the operation continues to move S128 , In step S128 It is determined whether an absolute value of a value provided is that in step S125 estimated predicted discharge refrigerant temperature Hours from that through the ejection temperature sensor 54 detected discharge refrigerant temperature td is subtracted equal to or greater than 30 percent of the predicted discharge refrigerant temperature Hours is.

In this way, it is determined whether refrigerant in the refrigeration cycle 10 missing or not. As mentioned above, this is in the compressor 11 sucked refrigerant in the refrigeration cycle 10 , which is on the suction side of the compressor 11 with the accumulator 29 is provided, a saturated vapor-phase refrigerant, so that the absence of the refrigerant based on the high-pressure side refrigerant pressure Pd can be estimated. However, if refrigerant in the refrigeration cycle 10 is missing, the liquid-phase refrigerant can not be in the accumulator 29 be stored.

As a result, the degree of superheat of the suction refrigerant entering the compressor 11 is increased, which leads to an increase in the discharge refrigerant temperature Td. When the discharge refrigerant temperature Td deviates by 30 percent of the predicted discharge refrigerant temperature STd or more from the predicted discharge refrigerant temperature STd, it is determined that refrigerant in the refrigeration cycle 10 in the present embodiment is missing. The range of 0.19 MPa <Pd <2.01 MPa is in step S126 is set as a range in which the absence of the refrigerant can be determined with high accuracy.

When an absolute value of a value obtained by subtracting the predicted discharge refrigerant temperature STd from the discharge refrigerant temperature Td is determined in step S128 30 Percent or more of the predicted discharge refrigerant temperature STd, the operation proceeds to step S129 in which the maximum speed of the compressor 11 set to 0 rpm. Then the company continues to move S130 , When the absolute value of a value provided by subtracting the predicted discharge refrigerant temperature STd from the discharge refrigerant temperature Td is determined in step S128 is not equal to or more than 30 percent of the predicted discharge refrigerant temperature STd, the operation proceeds to step S127 ,

In step S130 becomes the temporary speed f (TEMP) of the compressor in the same way as in step S113 of the first embodiment. In the next step S131 will be a smaller of the temporary speed f (TEMP) of the compressor and in step S127 or S129 determined maximum speed of the compressor as the current speed of the compressor. Then the company continues to move S12 ,

The entire structure and control of other components of the air conditioning 1 for a vehicle are the same as those of the first embodiment. Consequently, the air conditioning 1 For a vehicle of the present embodiment, not only achieve the same results as those described in cases (A) to (D) and (F) to (I) of the first embodiment, but also have the following excellent results.

(O) If in the air conditioner 1 for a vehicle of the present embodiment, as in the section about the control step S128 10, the absolute value of a value obtained by subtracting the predicted discharge refrigerant temperature STd from the discharge refrigerant temperature Td is equal to or more than 30 percent of the predicted discharge refrigerant temperature STd set as a predetermined reference temperature becomes the absence of the refrigerant in FIG refrigeration circuit 10 determines, with the maximum speed of the compressor 11 set to 0 rpm.

In this way, the speed of the compressor 11 in step S131 set to 0 rpm, leaving the compressor 11 can be turned off. The abnormal increase of the discharge refrigerant temperature Td of the compressor 11 is avoided, and this may cause the deterioration of the durability of the housing 31 and the valve body of the electromagnetic valves 13 to 24 be kept low. Furthermore, the deterioration of the durability of the circulating components contained in the refrigeration cycle can be kept low.

Ninth Embodiment

In the present embodiment, the method in step S11 by way of example with reference to the first embodiment according to the in 23 modified flowchart shown modified. 23 is a diagram that is part of 8th corresponds to the first embodiment. In particular, in step S11 the present embodiment, the steps S132 to S135 added, and the steps S116 to S120 are in terms of 8th omitted.

In step S132 it is determined whether at least one of the electromagnetic valves 13 to 24 and / or the ejection temperature sensor 54 is disturbed. If it is determined that the valve or the sensor is disturbed, a fault flag will appear 1 set, and then the operation continues to step S133 , In this way, the step contains S132 In the present embodiment, both the function of the switching noise determination device and the discharge temperature noise determination device.

The fault of the electromagnetic valves 13 to 24 can be determined as follows. If, for example, a current value passing through the electromagnetic valves 13 to 24 flows, abnormally increased, can every coil of the electromagnetic valves 13 to 24 be determined as short-circuited and disturbed. Further, regardless of the power state of the valves, no current flows through the respective electromagnetic valves 13 to 24 flows, the electromagnetic valves can 13 to 24 be determined as disconnected or disturbed.

The failure of the discharge temperature sensor 44 For example, it may be determined when a detection signal of the ejection temperature sensor 54 at maximum power or at minimum power. Further, when the detection signal of the ejection temperature sensor 54 is set to 0, the ejection temperature sensor 54 be determined as disconnected or disturbed.

In the subsequent step S133 It is determined whether or not a disturbance flag is 1 (= 1). When in step S133 when it is determined that the trouble flag is not equal to 1, the operation proceeds to step S134 in which the maximum speed of the compressor 11 set to 10,000 rpm. Then the company continues to move S136 , When in step S133 If it is determined that the disturbance flag is 1 (= 1), the operation goes to step S135 in which the maximum speed of the compressor 11 set to 0 rpm. Then the company continues to move S136 ,

In the steps S136 and S137 becomes the temporary speed f (TEMP) of the compressor in the same way as in the steps S130 and S131 of the eighth embodiment, and a smaller one of the temporary speed f (TEMP) of the compressor and in step S134 or S135 certain maximum speed of the compressor is determined as the current speed of the compressor. Then the company continues to move S12 ,

The entire structure and control of other components of the air conditioner for a vehicle are the same as those of the first embodiment. Consequently, the air conditioning 1 For a vehicle of the present embodiment, not only achieve the same results as those described in cases (A) to (D) and (F) to (I) of the first embodiment, but also have the following excellent results.

(P) As in the section about the control step S132 Explained, the air conditioning determines 1 for a vehicle of the present embodiment, at least one of the electromagnetic valves 13 to 24 and / or the ejection temperature sensor 54 is disturbed or not. When the fault is determined, the maximum speed of the compressor becomes 11 set to 0 rpm.

That way the compressor can work 11 in step S137 with the compressor speed set to 0 rpm 11 can be turned off, and thereby the abnormal increase of the pressure or the temperature of the refrigerant in the circuit due to the operation failure of the respective electromagnetic valves 13 to 24 , which serve as the refrigerant circuit switching means, are kept low.

Consequently, the abnormal pressure increase of the refrigerant in the cycle can be restricted. As a result, the deterioration of the durability of the circuit components can be kept low while restricting secondary failure or failure of the circuit components. Further, the abnormal temperature increase of the refrigerant in the cycle can be restricted, and thereby the deterioration of the durability of the circulating components contained in the refrigeration cycle can be kept low.

Tenth Embodiment

In the present embodiment, the method in step S6 by way of example with reference to the first embodiment according to the in 24 modified flowchart shown modified. 24 is a diagram that is part of 7 corresponds to the first embodiment. In particular, in step S6 In the present embodiment, the method of in 8th shown step S71 in a procedure in step S711 changed.

In step S711 It is determined whether or not the outside air temperature Tam is lower than -3 ° C or the outside air temperature is higher than 30 ° C or not. When in step S711 when it is determined that the outside air temperature Tam is lower than -3 ° C or higher than 30 ° C, the operation proceeds to step S72 , in which the cold cycle is selected. Then the company continues to move S7 ,

When in step S711 it is determined that the outside temperature Tam is not lower than -3 ° C and not higher than 30 ° C, that is, when -3 ≤ Tam ≤ 30, the operation proceeds to step S73 , The entire structure and control of other components of the air conditioner 1 for a vehicle are the same as those of the first embodiment. Consequently, the air conditioning 1 For a vehicle of the present embodiment, not only achieve the same results as those described in cases (A) to (I) of the first embodiment, but also have the following excellent results.

(Q) In the air conditioner 1 For a vehicle of the present embodiment, the switching to the refrigerant circuit in the cooling mode (cold cycle) as in the step by step S711 explained, not only performed when the outside air temperature Tam is lower than -3 ° C, but also when the temperature Tam is higher than 30 ° C, which is the predetermined reference outside air temperature. Consequently, the switching even if the temperature of the interior of the engine room with the refrigeration cycle mounted thereon 10 the outside air temperature, which tends to rise, is hardly made to the heating mode, the first dehumidifying mode or the second dehumidifying mode.

That is, when switching to the heating mode is in the Vorklimatisierung in step S66 determines that the intake port mode is not the inside air mode. When switching to the first or second dehumidification mode is in the pre-air conditioning in step S66 determines that the intake port mode is the inside air mode.

Consequently, when the outside air temperature is higher than the reference outside air temperature (30 ° C), the temperature of the compressor can be prevented 11 and the electromagnetic valves 13 to 24 due to the operation of the air conditioner in the heating mode or the first or second dehumidifying mode continues to increase. As a result, the deterioration of the durability of the compressor 11 and the electromagnetic valves 13 to 24 be kept low. Furthermore, the deterioration of the durability of the circulating components contained in the refrigeration cycle can be kept low.

(Modifications of First to Tenth Embodiments)

The present invention is not limited to the first to tenth embodiments described above, and various modifications can be made to these embodiments without departing from the spirit and scope of the invention.

(1) The means applied to each embodiment described above can be applied to other embodiments. For example, the control process in step S11 of the fifth to ninth embodiments of the method in step S11 of the second to fourth embodiments. The control process in step S16 The tenth embodiment may refer to the step S16 the second to ninth embodiments are applied.

(2) In the above eighth embodiment, in step S4 S128 determines if refrigerant in the refrigeration cycle 10 missing or not. When it is determined that refrigerant in the refrigeration cycle 10 is missing, the operation of the compressor 11 stops and reduces its refrigerant discharge capacity. If also in step S128 it is determined that the refrigerant in the refrigeration cycle 10 is missing, a warning device may be provided to warn a passenger of the destination.

Although in the ninth embodiment in step S133 it is determined that a fault flag is 1 (= 1), a warning means may be provided to warn a passenger of the disturbance of the refrigeration cycle 10 to give. A warning lamp for warning by light or a buzzer for warning by sound may be suitable as the warning means.

(3) Although in the above embodiments, a normal Flon-based refrigerant as the refrigerant for the refrigeration cycle 10 is suitable, the refrigerant is not limited in this way. For example, a hydrocarbon refrigerant or carbon dioxide may be used. Alternatively, the refrigeration cycle 10 be a supercritical refrigeration cycle whose high-temperature side refrigerant pressure exceeds a critical pressure of the refrigerant.

(4) In the above embodiments, in the steps S62 and S71 For example, in the first embodiment, it determines whether the outside air temperature Tam is lower than -3 ° C. Alternatively, it may be determined whether the outside air temperature Tam is equal to or lower than -3 ° C. Similarly, even in the step S711 According to the tenth embodiment, it is determined whether the outside air temperature Tam is equal to or lower than -3 ° C or equal to or higher than 30 ° C. Other steps may be modified in the same manner without likewise departing from the spirit and scope of the invention.

(5) The on the air conditioning 1 for a vehicle of the invention applied refrigeration cycle 10 As described in the above embodiments, a fixed air conditioner, a water heater having an air conditioning function, a cooling and heating apparatus for an automatic dispenser, and the like can be applied.

Eleventh Embodiment

An eleventh embodiment of the invention will be described below with reference to FIG 25 to 34 described. In the present embodiment, an air conditioner for a vehicle of the invention is applied to the so-called hybrid car which is a driving force for a running vehicle of an internal combustion engine (internal combustion engine). EC and an electric motor for driving. 25 to 28 show a total construction diagram of an air conditioner 1 for a vehicle according to the eleventh embodiment and the following embodiments described later.

The air conditioning system for a vehicle includes a vapor compression refrigeration cycle 10 in the refrigerant circuit in a cooling mode (KALT circuit) for cooling the vehicle interior, in a heating mode (HOT cycle) for heating the vehicle interior and in a first dehumidifying mode (DRY_EVA cycle) and in a second dehumidifying mode (DRY_ALL cycle) for Dehumidify the vehicle interior can switch. 25 to 28 Indicate the refrigerant flows in the cooling mode, the heating mode, the first dehumidifying mode and the second dehumidifying mode by respective solid lines.

The cooling mode is a mode that causes the refrigeration cycle 10 in the COLD circuit is to have a cooling capacity and dehumidification capacity. Thus, the cooling mode can be represented as a cooling dehumidifying mode.

The heating mode and the first and second dehumidifying modes are modes in which the refrigeration cycle 10 is operated as a heat pump cycle. In the three modes using the heat pump cycle, the heating mode has a high heating capacity but has no dehumidifying capacity. Consequently, the heating mode is suitable as a heat pump cycle without dehumidification.

In the three modes using the heat pump cycle, the first and second dehumidifying modes have the dehumidifying capacity, but have a lower heating capacity than in the heating mode. Consequently, the first and second dehumidifying modes are operated as a heat pump cycle with the dehumidifying capacity.

The first dehumidifying mode is a dehumidifying mode giving a dehumidifying capacity a higher priority than a heating capacity. The second dehumidifying mode is a dehumidifying mode giving a heating capacity a higher priority than the dehumidifying capacity. Therefore, the first dehumidifying mode can be represented by a low-temperature dehumidifying mode or a simple dehumidifying mode, and the second dehumidifying mode can be represented by a high-temperature dehumidifying mode or a dehumidifying-heating mode.

32 shows the dehumidifying capacity and the heating capacity in the cooling mode, the heating mode, the first and second dehumidifying modes. That is, in the cooling mode, the dehumidification capacity is high but there is no heating capacity. Consequently, when the cooling mode is selected in the heater, another heater (eg, the heater core 36 , the PTC heater 37 , which will be described later) as the refrigeration cycle 10 combined to be operated.

In the heating mode, the heating capacity is high, but there is no dehumidification capacity. In the first dehumidification mode, the dehumidification capacity is medium, but the heating capacity is small. In the second dehumidifying mode, the dehumidifying capacity is small but the heating capacity is medium.

The refrigeration cycle 10 includes a compressor 11 , an indoor condenser 12 and an indoor evaporator 26 serving as an indoor heat exchanger, a thermal expansion valve 27 and a fixed throttle 14 serving as a decompression device for decompressing and expanding refrigerant, and a plurality (five in the present embodiment) electromagnetic valves 13 . 17 . 20 . 21 . 24 and the like that serve as refrigerant cycle switching devices.

The refrigeration cycle 10 uses a normal Flon-based refrigerant as the refrigerant and thus forms a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant. Further, a refrigerator oil for lubricating the compressor 11 mixed with the refrigerant. The refrigerator oil circulates along with the refrigerant through the circuit.

The compressor 11 is positioned in an engine compartment and serves to suck, compress and expel the refrigerant into the refrigeration cycle 10 , The compressor is an electric compressor that has a compressor mechanism 11a with fixed displacement with a fixed discharge capacity using an electric motor 11b drives. In particular, various types of compressor mechanisms may be used, such as a scroll compressor mechanism or a compressor Vane compressor mechanism as the compressor mechanism 11a be used with fixed displacement.

The electric motor 11b is an AC motor whose operation (number of revolutions) is controlled by an AC voltage supplied by an inverter 61 is issued. The inverter 61 outputs an AC voltage having a frequency corresponding to a control signal from an air conditioning controller to be described later 50 is issued. The control of the rotational speed changes a refrigerant discharge capacity of the compressor 11 , In this way, the electric motor is used 11b as a discharge capacity changing means of the compressor 11 ,

An electrical power supply of the inverter 61 is performed by a battery BT. The battery BT is also used to supply electric power to a drive electric motor MG.

The refrigerant discharge side of the compressor 11 is with the refrigerant inlet side of the inner condenser 12 connected. The inner condenser 12 is in a housing 31 arranged forming an air passage, through the air in an indoor air conditioning unit 30 the air conditioner for a vehicle flows into the vehicle interior. The inner condenser 12 is a heat exchanger for heating the air by exchanging heat between the refrigerant flowing through it and the air, the interior evaporator to be described later 26 has gone through. The details of the indoor air conditioning unit 30 will be described later.

The refrigerant outlet side of the inner condenser 12 is with a three-way electric valve 13 connected. The electric three-way valve 13 is a refrigerant cycle switching device, its operation is by one of the air conditioning controller 50 output control voltage controlled.

In particular, the electrical three-way valve performs 13 in a power supply state in which power is supplied, switching to a refrigerant circuit passing between the refrigerant outlet side of the interior condenser 12 and the refrigerant inlet side of the fixed throttle 14 combines. In a non-power state in which no power is supplied, the three-way valve performs 13 switching to a refrigerant circuit passing between the refrigerant outlet side of the inner condenser 12 and one of the refrigerant inlet and outlet ports of a first three-way connection 15 combines.

The fixed throttle 14 is a decompression device for heating and dehumidifying, and is suitable in the heating mode and the first and second dehumidifying modes of the three-way electric valve 13 to decompress and expand flowing refrigerant. For example, a capillary tube, an orifice, or the like may be the fixed throttle 14 be suitable. Alternatively, the decompression device for heating and dehumidifying may use an electric variable throttle mechanism whose throttle passage area is one of the air conditioning control 50 output control signal is set. The refrigerant outlet side of the fixed throttle 14 is with one of the refrigerant inlet / outlet ports of a three-way connection to be described later 23 connected.

The first three way connection 15 includes three refrigerant inlet / outlet ports and serves as a branching section for branching a refrigerant flow path. Such a three-way joint may be provided by connecting refrigerant piping or by forming a plurality of refrigerant passages in a metal block or resin block. Another refrigerant inlet / outlet port of the first three-way connection 15 is with one of the refrigerant inlet outlet openings of the outdoor heat exchanger 16 connected, and another refrigerant inlet / outlet opening of the three-way connection 15 is with the refrigerant inlet side of the electromagnetic low-voltage valve 17 connected.

The electromagnetic low-voltage valve 17 includes a valve body for opening and closing a refrigerant flow path and a solenoid (coil) for driving the valve body. The electromagnetic valve 17 is a refrigerant cycle switching device whose operation is controlled by one of the air conditioning controller 50 output control voltage is controlled. In particular, the electromagnetic low-voltage valve 17 the so-called normally closed opening and closing valve, which is open when energized and is closed when there is no power.

The refrigerant outlet side of the low-voltage electromagnetic valve 17 is via a first check valve 18 with one of the refrigerant inlet / outlet ports of a fifth three-way connection to be described later 28 connected. The first check valve 18 only allows that refrigerant from the electromagnetic low voltage valve 17 to the fifth three-way connection 28 flows.

The outdoor heat exchanger 16 is arranged in the engine compartment and is to heat between the refrigerant flowing through it and by a blower fan 16a replace blown air (outside air) outside of a vehicle compartment. The blower fan 16a is an electric blower whose speed (air quantity) is controlled by one of the air conditioning controller 50 controlled control voltage controlled.

The fan fan 16a In the present embodiment, the outside air does not blow only to the outdoor heat exchanger 16 but also to a radiator (not shown) for radiating heat from engine coolant EC , In particular, that flows from the blower fan 16a blown air outside the vehicle compartment in this order through the outdoor heat exchanger 16 and the spotlight.

In coolant circuits, which are characterized by in 25 to 28 shown dotted lines, a coolant pump (not shown) is provided to circulate a coolant therethrough. The coolant pump is an electric water pump whose speed (amount of circulating coolant) by one of the air conditioning controller 50 output control voltage is controlled.

The other of the refrigerant inlet / outlet ports of the outdoor heat exchanger 16 is with one of the refrigerant inlet / outlet ports of the second three-way connection 19 connected. The basic structure of the second three-way connection 19 is the same as the first three-way connection 15 , Another of the refrigerant inlet / outlet ports of the second three-way connection 19 is with the refrigerant inlet side of the electromagnetic high-voltage valve 20 and another of the refrigerant inlet / outlet ports is connected to one of the refrigerant inlet and outlet ports of the electromagnetic valve 21 connected for the shutdown of the heat exchanger.

The electromagnetic high voltage valve 20 and the electromagnetic heat exchanger shut-off valve 21 are refrigerant circuit switching devices whose operation is controlled by one of the air conditioning controller 50 output control voltage is controlled. The basic structure of the valves 20 and 21 is the same as that of the low-voltage electromagnetic valve 17 , The electromagnetic high voltage valve 20 and the electromagnetic heat exchanger shut-off valve 21 are designed as the so-called normally open valve opening and closing valve, which is designed to be closed when energized and open when not energized.

The refrigerant outlet side of the high-voltage electromagnetic valve 20 is via a second check valve 22 with an inlet of a throttle mechanism of a thermal expansion valve to be described later 27 connected. The second check valve 22 only allows that the refrigerant from the electromagnetic high voltage valve 20 to the thermal expansion valve 27 flows.

The other of the refrigerant inlet / outlet ports of the heat exchanger shut-off valve 21 is with one of the refrigerant inlet / outlet ports of the third three-way connection 23 connected. The basic structure of the third three-way connection 23 is the same as the first three-way connection 15 , Another of the refrigerant inlet / outlet ports of the third three-way connection 23 is, as mentioned above, with the refrigerant outlet side of the fixed throttle 14 connected. Another of the refrigerant inlet / outlet ports of the connection 23 is with the refrigerant inlet side of the electromagnetic dehumidification valve 24 connected.

The electromagnetic dehumidification valve 24 is a refrigerant cycle switching device whose operation is controlled by one of the air conditioning controller 50 output control voltage is controlled. The basic structure of the valve 24 is the same as that of the low-voltage electromagnetic valve 17 , The electromagnetic dehumidification valve 24 also serves as a normally closed opening and closing valve. The refrigerant cycle switching device of the present embodiment is composed of (five) electromagnetic valves capable of being brought into a predetermined open or closed state when the supply of power is turned off. The electromagnetic valves include the three-way electric valve 13 , the electromagnetic low-voltage valve 17 , the electromagnetic high voltage valve 20 , the heat exchanger shut-off valve 21 and the electromagnetic dehumidification valve 24 ,

The refrigerant outlet side of the electromagnetic dehumidification valve 24 is with one of the refrigerant inlet / outlet ports of a fourth three-way connection 25 connected. The basic structure of the fourth three-way connection 25 is the same as the first three-way connection 15 , Another of the refrigerant inlet / outlet ports of the fourth three-way connection 25 is with the outlet side of the throttling mechanism of the thermal expansion valve 27 and another of the refrigerant inlet / outlet ports is connected to the refrigerant inlet side of the interior evaporator 26 connected.

The interior evaporator 26 is on the upstream side of the air flow of the inner condenser 12 in a housing 31 the indoor air conditioning unit 30 arranged. The interior evaporator 26 is a heat exchanger for cooling air through Exchanging heat between the air and the refrigerant flowing through it.

The refrigerant outlet side of the indoor evaporator 26 is with the inlet side of a temperature sensing portion of the thermal expansion valve 27 connected. The thermal expansion valve 27 That is, a decompression device for cooling that decompresses and expands the refrigerant flowing into it from the inlet of the throttling mechanism to make the refrigerant flow outward from the outlet of the throttling mechanism.

In particular, the thermal expansion valve used in the present embodiment is 27 an internal pressure compensating expansion valve including a temperature sensing section in a housing 27a and a variable throttle mechanism 27b houses. The temperature sensing section 27a is provided to the degree of superheat of the refrigerant on the outlet side of the inner evaporator 26 based on the temperature and pressure of the refrigerant on the outlet side of the interior evaporator 26 capture. The variable throttle mechanism 27b is provided to a throttle passage area (a refrigerant flow rate) corresponding to a displacement of the Temperaturabtastabschnitts 27a adjust so that the degree of superheat of the refrigerant on the outlet side of the evaporator 26 is in a given range.

The outlet side of the temperature sensing portion of the thermal expansion valve 27 is with one of the refrigerant inlet and outlet ports of the fifth three-way connection 28 connected. The basic structure of the fifth three-way connection 28 is the same as the first three-way connection 15 , As mentioned above, another one of the refrigerant inlet and outlet ports of the fifth three-way connection 28 with the refrigerant outlet side of the fifth check valve 18 and another of the refrigerant inlet and outlet ports is connected to the refrigerant inlet side of an accumulator 29 connected.

The accumulator 29 is a low-pressure side vapor-liquid separator, which is suitable from the fifth three-way connection 28 to separate refrigerant flowing into it and to store the excess refrigerant. The outlet for vapor phase refrigerant of the accumulator 29 is with a refrigerant suction port of the compressor 11 connected.

Now, an indoor air conditioning unit will be described below 30 described. The interior air conditioning unit 30 is disposed inside a display board (instrument panel) in the foremost part of the vehicle interior. The unit 30 brings in the case 31 that serves as an outer shell, a blower 32 , the above-mentioned indoor evaporator 26 , the inner condenser 12 , a heating core 36 , a PTC heater 37 and similar below.

The housing 31 forms an air passage for air that is blown into the vehicle interior. The housing 31 is made of resin (for example, polypropylene) with a certain degree of elasticity and excellent strength. An indoor / outdoor air switching box 40 for switching between indoor air (ie, air inside the vehicle compartment) and outside air (ie, air outside the vehicle compartment) to introduce the selected air is at the most upstream side of the airflow in the housing 31 arranged.

In particular, the inside-outside air switching box 40 with an interior air inlet 40a for introducing the internal air into the housing 31 and an outside air inlet 40b to introduce the outside air into it. The indoor / outdoor air switching box 40 It has an inside / outside air switching door 40c for changing the ratio of the amount of the inside air to the outside air by continuously setting opening areas of the inside air inlet 40a and the outside air intake 40b ,

The indoor / outdoor air switching door 40c serves as an air quantity ratio changing means for switching between Ansaugöffnungsbetriebsarten to the ratio of the in the housing 31 to change the introduced indoor air quantity to the outside air quantity. In particular, the inside / outside air switching door becomes 40c from an electric actuator 62 for the inside / outside air switching door 40c driven. The operation of the electric actuator 62 is by one of the air conditioning control 50 controlled control signal controlled.

The intake port modes include an inside air mode, an outside air mode, and an inside and outside air mixing mode. In the inside air mode, the inside air enters the case 31 initiated by the inner air inlet 40a completely open while the outside air intake 40b completely closed. In outdoor air mode, the outside air enters the enclosure 31 initiated by the inner air inlet 40a is completely closed while the outside air intake 40b is completely opened. In the inside and outside air mixing modes, the ratio of the introduced amount of the inside air to the outside air is continuously changed by the opening areas of the inside air inlet 40a and the outside air intake 40b be set in a continuous manner between the inside air mode and the outside air mode.

The fan 32 for blowing air over the inside / outside air switching box 40 is sucked into the vehicle interior, on the downstream side of the air flow of the inside / outside air switching box 40 arranged. The fan 32 is an electric blower comprising an electric motor driven multi-blade centrifugal fan (sirocco fan) whose speed (air blowing amount) by that of the air conditioning control 50 output control voltage is controlled.

The interior evaporator 26 is on the downstream side of the air flow of the blower 32 arranged. Further, a Heizluftdurchgang 33 to air, which is the indoor evaporator 26 goes through it to let flow through it, an air passage that passes a Kühlluftumleitungsdurchgang 34 includes, and a mixing room 35 for mixing air from the heating air passage 33 and the cooling air bypass passage 34 on the downstream side of the air flow of the interior evaporator 26 educated.

In the heating air passage 33 are the heater core 36 , the inner condenser 12 and the PTC heater 37 arranged in this order along the direction of air flow to serve as a heater for heating air to the interior evaporator 26 goes through, to serve.

The heater core 36 is a heat exchanger for heating air, which is the indoor evaporator 26 by exchanging heat between coolant of the engine EG for outputting driving force for driving the vehicle and air containing the interior evaporator 26 has gone through.

The PTC heater 37 is an electric heater with a positive-characteristic thermistor (PTC) element that generates heat by supplying power, thereby heating the air that supplies the indoor condenser 12 has gone through. The air conditioner is equipped with several (especially three) PTC heaters 37 Provided. The air conditioning control 50 controls the heating capacity of the entire PTC heaters 37 by changing the number of PTC heaters 37 being energized.

On the other hand, the Kühlluftumleitungsdurchgang 34 an air passage to allow the air to pass the inside evaporator 26 has passed through, in the mixing room 35 is initiated without the heater core 36 , the inner condenser 12 and the PTC heater 37 to go through. In this way, the temperature of the in the mixing room 35 mixed air by the ratio of the amount of air passing through the heating air 33 goes through to the amount of air that the Kühlluftumleitungsdurchgang 34 goes through, changed.

In the present embodiment, an air mix door 38 provided to the ratio of the amount of cooling air entering the heating air passage 33 flows to that of cooling air into the Kühlluftumleitungsdurchgang 34 flows, on the downstream side of the air flow of the interior evaporator 26 and on the inlet sides of the heating air passage 33 and the cooling air bypass passage 34 to change continuously.

This is how the air mix door is used 38 as a temperature adjusting means for adjusting the temperature of air in the mixing space 35 (Temperature of air blown into the vehicle interior). In particular, the air mix door 38 from an electric actuator 63 driven for the air mix door. The operation of the electric actuator 63 is by one of the air conditioning control 50 controlled control signal controlled.

diffusers 41 - 43 for blowing the air, the temperature of which is adjusted, from the mixing chamber 35 in the vehicle interior as a space to be cooled are on the most downstream side of the air flow in the housing 31 arranged. The air outlets 41 - 43 In particular, they include a facial air outlet 41 , is blown from the conditioned air in the direction of an upper body of a passenger in the vehicle compartment, a Fußluftauslass 42 , is blown out of the conditioned air in the direction of a foot of the passenger, and a Entfrosterluftauslass 43 from which air is blown toward the inside of a front window of the vehicle.

A face flap 41a for adjusting the opening area of the face air outlet 41 is positioned on the upstream side of the airflow of the face air outlet. A foot flap 42a for adjusting the area of an opening of the foot air outlet 42 is on the upstream side of the air flow of the foot air outlet 42 positioned. A defroster flap 43a for adjusting the area of an opening of the defroster air outlet 43 is on the upstream side of the air flow of the defroster air outlet 43 positioned.

The face flap 41a , the foot flap 42a and the defroster flap 43a serve as air outlet mode switching means for switching between air outlet modes, and become in communication and cooperation with the electric actuator 64 for driving the air outlet mode door by use of a link mechanism (not shown). The operation of the electric actuator 64 is also by that of the air conditioning control 50 controlled control signal controlled.

The air outlet modes include a face mode, a bi-level mode, a foot mode and a foot / defroster mode. In face mode, air is removed from the face air outlet 41 blown toward the upper body of the passenger in the vehicle compartment by the face air outlet 41 is completely opened. In the two-height mode, air is blown toward the upper body and the foot of the passenger in the vehicle compartment by both the face air outlet 41 as well as the foot outlet 42 be completely opened. In the foot mode, air is mainly from the foot air outlet 42 blown by the foot air outlet 42 is fully opened while the defroster air outlet 43 is opened in a small opening degree. In the foot defroster mode, air is released from both the foot air outlet 42 as well as the defroster air outlet 43 blown by the foot air outlet 42 and the defroster air outlet 43 be opened to the same extent.

An air outlet mode switch 60c a control panel 60 , which will be described later, is manually operated by the passenger, so that the defroster air outlet 43 is fully opened, thereby enabling a defroster mode for blowing air from the defroster air outlet 43 set in the direction of the inner surface of the front window of the vehicle.

When the foot mode is set as the air outlet mode, air becomes at least from the foot air outlet 42 blown. When the foot / defroster mode or the defroster mode is selected, an air flow amount ratio of air discharged from the defroster air outlet becomes 43 is made larger than in the foot mode, thereby preventing fogging on the front window of the vehicle. In this way, the foot / defroster mode and the defroster mode are suitable as a defogging method.

A hybrid car to which the air conditioning 1 is applied to a vehicle of the present embodiment, in addition to the air conditioner for a vehicle includes an electric heater anti-fog device 47 and a seat heater 48 , The electric heater anti-fog device 47 is a heating wire, which is arranged in the interior or on the surface of the inner surface of the window in the vehicle compartment, and serves to prevent by heating the window glass fogging or fogging. Also, the operation of the electric heater anti-fog device 47 can be done by a by the air conditioning control 50 output control signal are controlled.

The seat heater 48 is disposed inside or on the surface of the seat of the vehicle compartment to directly warm the body of a passenger to improve the heating feeling. In the present embodiment, the seat heater is 48 a heating wire that generates heat by electric current.

The operation of the electric heater anti-fog device 47 and the seat heater 48 can be controlled by control signals provided by the air conditioning controller 50 be issued.

Now, an electric control of the present embodiment will be described below with reference to FIG 29 described. The air conditioning control 50 is constructed by a known microcomputer including a CPU, a ROM and RAM and their peripheral circuitry. The control 50 performs various kinds of calculations and processes based on air conditioning control programs stored in the ROM, thereby to control the operations of the inverter 61 for the electric motor 11b of the compressor 11 connected to the output side, the respective electromagnetic valves 13 . 17 . 20 . 21 and 24 serving as refrigerant circuit switching devices, the blower fan 16a , the blower 32 and different types of electric actuators 62 . 63 . 64 or control similar.

The air conditioning control 50 has integrated the control means for controlling the above various components with it. In the present embodiment, the air conditioning control is 50 in particular, configured to perform a switching control of the cooling mode, the heating mode, and the first and second dehumidifying modes.

In the present embodiment, the air conditioning controller includes 50 therein an ejection capacity control means 50a , which is suitable for the operation of the electric motor 11b controlling the discharge capacity changing means of the compressor 11 is. The discharge capacity control means may be separate from the air conditioning controller 50 be constructed.

Detection signals from a group of sensors become the input side of the air conditioning controller 50 entered. The sensors include an inside air sensor 51 for detecting a temperature Tr of the interior of the vehicle, an outside air sensor 52 (Outside air temperature detecting means) for detecting an outside air temperature Tam and a solar radiation sensor 53 for detecting a solar radiation amount Ts in the vehicle interior. And the sensors also include an ejection temperature sensor 54 (Discharge temperature detecting means) for Detecting an ejected refrigerant temperature Td of the compressor 11 and a discharge pressure sensor 55 (Discharge pressure detecting means) for detecting a refrigerant pressure Pd on the discharge side (high-pressure side refrigerant pressure) of the compressor 11 , Furthermore, the sensors include an evaporator temperature sensor 56 (Evaporator temperature detecting means) for detecting a blown air temperature (evaporator temperature) Te of air from the indoor evaporator 26 and an intake temperature sensor 57 for detecting a temperature Tsi of the refrigerant flowing between the first three-way connection 15 and the low pressure electromagnetic valve 17 flows. In addition, the sensors include a coolant temperature sensor for detecting an engine coolant temperature Tw and a relative humidity sensor 45 for detecting the relative humidity RWH of air in the vehicle interior near the windowpane therein or on the windowpane.

In particular, the evaporator temperature sensor detects 56 the temperature of a heat exchanger blade of the interior evaporator 26 , The temperature detecting means for detecting the temperature of other parts of the interior evaporator 26 can be considered the evaporator temperature sensor 56 be used. Alternatively, the temperature detecting means for directly detecting the temperature of the refrigerant itself by the interior evaporator 26 flows as the evaporator temperature sensor 56 be used.

The relative humidity sensor 45 by three sensors, such as a humidity sensor for detecting a relative humidity of air in the vehicle compartment near the window of the vehicle, a temperature sensor near the window glass for detecting an air temperature in the vehicle compartment near the window glass, and a window glass surface temperature sensor for detecting a surface temperature of the window glass; built up.

In the present embodiment, the relative humidity sensor is 45 on the surface of the windowpane of the vehicle at a side position of the rearview mirror, which is positioned, for example, in a middle upper portion of the windowpane of the vehicle.

The input side of the climate control 50 receives an input of an operating signal from each of the various types of air conditioning control switches installed in the control panel 60 are provided, which is arranged near the instrument panel on the front of the vehicle compartment. Various types of air conditioning control switches operating in the control panel 60 in particular, include a control switch (not shown) for the air conditioner 1 for a vehicle, an air-conditioning switch 60a to turn on / off the compressor 11 to thereby turn on / off the air conditioning, an automatic switch (not shown) for setting and releasing the automatic control of the air conditioner 1 , a mode selector switch, a suction mode switch 60b for selectively switching an air intake mode, the air outlet mode switch 60c for selecting an air outlet mode, an air quantity setting switch for the blower 32 , a vehicle interior temperature setting switch, a economy switch for outputting a command to give higher priority to the energy saving of the refrigeration cycle, or the like.

Next, the operation of the present embodiment having the above-mentioned arrangement will be described below with reference to FIG 30 described. 30 is a flowchart showing the control processing performed by the air conditioner 1 for a vehicle in the present embodiment. The control processing is performed by supplying power from a battery BT to the air conditioning controller 50 performed even when a vehicle system is turned off.

First, in step S1 determines whether a start switch for the pre-air conditioning or a control switch for the air conditioning 1 for a vehicle on the control panel 60 is on (ON). When the pre-air-conditioning start switch or the vehicle air conditioner operation switch is turned on, the operation proceeds to step S2 ,

The pre-air conditioning is the control of the air conditioning, which starts the air conditioning in the vehicle compartment, before the passenger drives in the vehicle. The pre-air conditioning start switch is provided in a wireless terminal (remote control) carried by the passenger. In this way, the passenger can use the air conditioning 1 for a vehicle from a location remote from the vehicle.

Furthermore, the hybrid car to which the air conditioning 1 for a vehicle of the present embodiment, supply power from a commercial power source (external power source) to a battery to thereby charge the battery. When the vehicle is connected to the external power source, the pre-air conditioning is performed only for a predetermined time (for example, 30 minutes). In contrast, when the vehicle is not connected to the external power source, the pre-air-conditioning is performed until a remaining battery level becomes a predetermined value or less.

In step S2 a marker, a timer, a control variable and the like are initialized (initialization). And the initial alignment of a stepping motor included in the above electric actuator and the like is performed.

In the next step S3 becomes an operating signal from the control panel 60 read, and then the operation goes to step S4 , Specifically, the operation signals include a vehicle interior preset temperature Tset defined by a vehicle interior temperature setting switch, an air outlet mode selection signal, an intake opening mode selection signal, an air quantity setting signal from the blower 32 and similar.

wobei Tsoll eine Fahrzeuginnenvoreinstellungstemperatur ist, die von dem Fahrzeuginnentemperatur-Festlegungsschalter festgelegt wird, Tr eine von dem Innenluftsensor 51 erfasste Innenlufttemperatur ist, Tam eine von dem Außenluftsensor 52 erfasste Außenlufttemperatur ist und Ts eine von dem Sonnenstrahlungssensor 53 erfasste Sonnenstrahlungsmenge ist. Ksoll, Kr, Kam und Ks sind Steuerverstärkungen, und C ist eine Korrekturkonstante.In step S4 For example, signals related to the conditions of the vehicle used for the air conditioning control, that is, detection signals from the above group of sensors 51 to 57 read, and then the operation continues to step S5 , In step S5 A target exhaust air temperature TAO of air blown into the vehicle interior is calculated. Further, in the heating mode, a target heat exchanger temperature for heating is calculated. The target outlet air temperature TAO is calculated by the following equation F1: $$\text{TAO}=\text{Knom}\times \text{Tsoll}-\text{Kr}\times \text{Tr}-\text{Came}\times \text{Tam}-\text{Ks}\times \text{ts}+\text{C}$$

where Tset is a vehicle interior preset temperature set by the vehicle interior temperature setting switch, Tr in from the inside air sensor 51 detected inside air temperature, Tam is one of the outside air sensor 52 detected outside air temperature and Ts is one of the solar radiation sensor 53 recorded solar radiation amount is. Ksoll, Kr, Kam and Ks are control gains, and C is a correction constant.

The target heat exchanger temperature for heating is a value that is basically calculated by Formula F1 above. In some cases, the target temperature is often corrected to be set to a lower value than the TAO calculated by Formula F1 to minimize power consumption.

In the subsequent steps S6 to S16 Control states are different with the air conditioning control 50 Connected devices determined. In step S6 For example, an operation mode is selected from the cooling mode, the heating mode, the first dehumidifying mode, and the second dehumidifying mode, and the presence or absence of the power supply of the PTC heater 37 is determined according to the air conditioning environment condition. The details of step S6 will be explained later.

In step S7 from 30 is the target air volume for air coming from the blower 32 blown, determined. In particular, a blower motor voltage to be applied to the electric motor based on the in step S4 determined TAO with reference to a control map field previously in the air conditioning control 50 was saved.

In more detail, in the present embodiment, a blower motor voltage in an extremely low temperature range (maximum cooling range) and an extremely high temperature range (maximum heating range) of the TAO is set to a high voltage near its maximum value, so that the amount of air from the blower 32 is controlled to a level near its maximum. As the TAO increases from the extremely low temperature range toward the mid-temperature range, the fan motor voltage is decreased with increasing TAO, resulting in a decrease in the amount of air from the fan 32 results.

Further, when the TAO decreases from the extremely high temperature range toward the middle temperature range, the blower motor voltage is decreased in accordance with a decrease in the TAO, resulting in a decrease in the amount of air from the blower 32 leads. When the TAO is within a predetermined intermediate temperature range, the fan motor voltage is minimized, and consequently, the amount of air from the fan becomes too 32 minimized.

In step S8 For example, an intake opening mode, that is, a switching state of the inside / outside air switching box is determined. The intake opening mode is also based on the TAO with reference to Control map field determined previously in the climate control 50 was saved. The present embodiment basically gives higher priority to the outside air mode for introducing the outside air, but selects the inside air mode for introducing the inside air when the TAO is in the extremely low temperature range and it is required that a high cooling capacity is achieved. An exhaust gas concentration detecting device for detecting an exhaust gas concentration of the outside air is provided. When an exhaust gas concentration is equal to or higher than a predetermined reference concentration, the inside air mode can be selected.

In step S9 an air outlet mode is determined. The air outlet mode is also determined based on the TAO with reference to a control map field previously in the air conditioning control 50 was saved. When the TAO in the present embodiment increases from the low temperature range to the high temperature range, the air outlet mode is sequentially switched from the foot mode to the bi-level mode, and then to the face mode.

Consequently, the face mode is selected mainly in the summer, the two-height mode is mainly selected in both spring and autumn, and the foot mode is selected mainly in the winter. When it is determined based on a relative humidity RWH of the surface of the window glass detected by the humidity sensor or the like that the possibility of fogging the windowpane is high, the foot / defroster mode or the defroster mode can be selected.

In step S10 is based on the TAO, an evaporator outlet air temperature Te of the air from the indoor evaporator 26 that is from the evaporator temperature sensor 56 is detected, and a heating temperature, a target opening degree SW of the air mix door 38 calculated.

The heating temperature is a value corresponding to the heating capacity of the heater (heater core 36 , Inner condenser 12 and PTC heating 37 ), in a heating air passage 33 are determined is determined. An engine coolant temperature Tw may be generally used as the heater temperature. In this way, the target opening degree SW can be calculated by the following formula F2: $$\text{SW}=\left[\text{TAO}-\text{Te})/\left(\text{tw}-\text{Te}\right)\right]\times 100\left(\%\right)$$

The case of SW = 0 (%) indicates the maximum cooling position of the air mix door 38 in which the Kühlluftumleitungsdurchgang 34 is completely open and the heating air passage 33 is completely closed. In contrast, the case SW = 100% gives the maximum heating position of the air mix door 38 in which the Kühlluftumleitungsdurchgang 34 is completely closed and the heating air passage 33 is completely open.

In step S11 becomes a refrigerant discharge capacity (specifically, the rotational speed) of the compressor 11 certainly. The way, the basic speed of the compressor 11 will be described below. For example, in the cooling mode, a target evaporator outlet air temperature TEO of the evaporator outlet air temperature Te of the air from the indoor evaporator becomes 26 based on in step S4 certain TAO or the like with reference to the previously in the air conditioning control 50 stored control map field determined.

A deviation En (TEO - Te) between the target evaporator outlet air temperature TEO and the evaporator outlet air temperature Te is calculated. The previous calculated deviation En- 1 is subtracted from the currently calculated deviation En to thereby calculate the rate of change of the deviation E point (En - (En-1)). Such deviations En and deviation change rate Epunkt are used to calculate a change amount of the compressor rotational speed ΔfC with respect to the compressor previous compressor speed fCn-1 according to the fuzzy inference based on a membership function and control earlier from the air conditioning controller 50 have been stored.

In the heating mode, a target high pressure PDO of an exhaust-side refrigerant pressure (high-pressure side refrigerant pressure) Pd based on the target heat-exchanger temperature for heating or the like described in step S4 S4 were determined with reference to an earlier in the air conditioning control 50 stored characteristic field determines. A deviation Pn (PDO-Pd) between the target high pressure PDO and the discharge-side refrigerant pressure Pd is calculated. The use of the deviation Pn and a rate of change of the deviation Ppoint (Pn - (Pn-1)) with respect to the previously calculated deviation Pn- 1 determines a change amount of the rotational speed ΔfH with respect to the previous rotational speed fHn-1 of the compressor based on the fuzzy inference.

In the in 30 shown step S12 becomes an operating speed (speed) of the blower fan 16a for blowing outside air towards the outdoor heat exchanger 16 in the 30 shown step S12 certainly. A method of determining the operating speed (speed) of the basic blower fan 16a The present embodiment is as follows. That is, a first temporary operating speed (speed) of the blower fan 16a is determined in such a manner that the operating speed (speed) of the blower fan 16a with increasing discharge refrigerant temperature Td of the compressor 11 increases. A second temporary operating speed (speed) of the blower fan 16a is determined in such a manner that the operating speed (speed) of the blower fan 16a increases with increasing engine coolant temperature Tw.

A higher of the first and second temporary operating speeds (speeds) becomes selected. The selected operating speed (speed) is corrected, with the noise reduction of the blower fan 16a and the vehicle speed are taken into account, and the corrected value is expressed as the operating speed (rotational speed) of the blower fan 16a certainly.

In step S13 is the number of operated PTC heaters 37 determines, and the operating state of the electric heater anti-fog device 47 is also determined. For example, in some cases, the target heat exchanger temperature for heating may be in the heating mode even at the target opening degree SW of the air mix door 38 of 100% can not be obtained when in step S6 it is determined that the power supply of the PTC heaters 37 necessary is. In such cases, the number of operated PTC heaters 37 also be determined according to a difference between the inside air temperature Tr and the target heat exchanger temperature for heating.

If, due to the humidity and temperature of the vehicle interior, there is a high possibility of fogging on the windowpane or if fogging occurs on the windowpane, the electric heater anti-fogging device becomes 47 actuated.

Then in step S14 the operating states of the respective electromagnetic valves 13 . 17 . 20 . 21 . 24 serving as refrigerant circuit switching means, according to the above step S6 determined certain mode. At this time, the present embodiment reaches the refrigerant circuit corresponding to the cycle. Some electromagnetic valves are controlled to open the refrigerant flow paths through which refrigerant flows, and the other electromagnetic valves are brought into a non-power supply state depending on the refrigerant pressure level for the refrigerant flow paths through which no refrigerant flows, thereby lowering the power consumption.

The details of the procedure in step S14 will be described below using the flowchart of FIG 31 described. First, in step S141 the in step S6 certain operating mode is read into a memory CIRCUIT VALVE. Then in step S142 determines if the air conditioning 1 for a vehicle is turned off or not, that is, whether the air conditioning control is performed in the vehicle interior or not.

When in step S142 it is determined that the air conditioning 1 for a vehicle is turned off, the memory CIRCUIT_VALLE in step S143 set to the cooling mode (cold cycle). Then the company continues to move S144 , When in step S142 it is determined that the air conditioning 1 for a vehicle is not turned off, the operation continues to step S144 ,

The phrase "A / C 1 for a vehicle is turned off" is used in step S142 is determined not only means that the control switch for the air conditioner 1 for a vehicle on the control panel 60 OFF, but also that the amount of air from the blower 32 through an air flow setting switch on the control panel 60 is set to 0, that is, the vehicle system itself is turned off.

In step S144 become the operating states of the respective electromagnetic valves 13 . 17 . 20 . 21 . 24 certainly. In particular, when the memory CYCLE_VALVE is set to the cooling mode (cold cycle), all the electromagnetic valves are brought into the non-conductive state. When the CIRCUIT VALVE tank is set to the heating mode (HOT cycle), the three-way electric valve becomes 13 , the electromagnetic high pressure valve 20 and the low pressure electromagnetic valve 17 brought into the power state, and the remaining electromagnetic valves 21 and 24 are brought into the non-power state. When the CIRCUIT VALVE tank is set to the first dehumidification mode (DRY_EVA circuit), the three-way electric valve becomes 13 , the low-pressure electromagnetic valve 17 , the electromagnetic dehumidifying valve 24 and the electromagnetic heat exchanger shut-off valve 21 brought into the power state, and the high pressure electromagnetic valve 20 is brought to the non-power state. When the CIRCUIT VALVE tank is set to the second dehumidification mode (DRY_ALL circuit), the three-way electric valve becomes 13 , the low-pressure electromagnetic valve 17 and the electromagnetic dehumidification valve 24 brought into the power state, and the remaining electromagnetic valves 20 and 21 are brought into the non-power state.

That is, in the present invention, the supply of power to at least one of the electromagnetic valves 13 . 17 . 20 . 21 . 24 even if switching to the refrigerant circuit of any of the modes.

In step S15 becomes the presence or absence of an operation request of the engine EC certainly. This is a general vehicle designed to be a driving force for driving the vehicle only from the engine EC The engine coolant is stable at a high temperature to get the engine running steadily. consequently For example, a general air conditioner for the vehicle may have sufficient heating capacity by passing the engine coolant through the heater core 36 to flow.

In contrast, the hybrid car, such as that to which the embodiment of the invention is applied, can travel by the driving force for driving, which is obtained only from the electric motor for driving, as long as the remaining battery level is sufficient. Consequently, if the engine EC is switched off, the temperature of the engine coolant only rises to about 40 ° C when the high heating capacity is needed. Consequently, the heater core can 36 do not have sufficient heating capacity.

In the present embodiment, for heating using the heater core 36 necessary heat source is provided by the air conditioning control 50 a request signal for operating the motor EC to a motor controller (not shown) which is to be used to drive the motor EC even if the high heating capacity is needed to control the engine coolant temperature Tw, which is lower than a predetermined reference coolant temperature.

In this way, the engine coolant temperature Tw is increased to thereby provide the high heating capacity. Such an operation request signal of the engine EC causes the engine EC is pressed, even if the engine EC does not have to be operated as a driving source for driving the vehicle, whereby the fuel efficiency of the vehicle is deteriorated. Consequently, it is desirable that a frequency of the output of the operation request signal for the engine EC is reduced as much as possible.

If frost is formed on the outdoor heat exchanger, in step S16 the control of the defrosting of the outdoor heat exchanger 16 carried out. It is known that when the outdoor heat exchanger 16 As in the refrigerant circuit in the heating mode absorbs heat from the refrigerant, a decrease in the refrigerant evaporation temperature at the outdoor heat exchanger 16 down to about -12 ° C frost on the outdoor heat exchanger 16 forms.

Such frost formation makes it difficult for the air outside the vehicle compartment to pass through the outdoor heat exchanger 16 flows, leaving the outdoor heat exchanger 16 can not exchange heat between the refrigerant and the air outside the vehicle compartment. Consequently, if there is frost on the outdoor heat exchanger 16 is formed, a control method is performed to forcibly bring the refrigerant circuit in the cooling mode. Since the high-pressure side refrigerant, as described later, heat at the outdoor heat exchanger 16 dissipates, the at the outdoor heat exchanger 16 formed frost are melted at the refrigerant circuit in the cooling mode.

In step S17 be from the climate control 50 Control signals and control voltages to different types of components 61 . 13 . 17 . 20 . 21 . 24 . 16a . 32 . 62 . 63 and 64 output. For example, a control signal is sent to an inverter 61 for the electric motor 11b of the compressor 11 output, so the speed of the compressor 11 the in step S11 certain speed is.

In the in 30 shown step S18 the operation is stopped during a control cycle τ. When it is determined that the control cycle τ has elapsed, the operation returns to step S3 back. In the present embodiment, the control cycle τ is set to 250 ms. This is because the controllability of the air conditioning of the vehicle interior itself is not adversely affected even due to a long compared to the engine control or the like long control cycle. Further, the amount of communication for the air-conditioning control in the vehicle interior is kept low, and thus the communication amount in a control system which has to perform the high-speed control such as the engine control or the like can be sufficiently ensured.

Next, the frost formation determination method in the above step S16 described in more detail below. 33 is a flowchart that is part of the process in step S16 shows.

First, in the steps S20 to S22 a frost formation determination value that is a determination reference value for determining frost formation. In the present embodiment, different frost formation values are set based on whether an engine EG is operated or off.

In particular, in step S20 determines if the engine EC is operated or not (motor is ON or not). If the engine EC is off (if NO), operation continues to step S21 in which the frost formation determination value is at a first reference temperature T1 (-12 ° C in the present embodiment) is set. If the engine EC on the contrary, if it is YES (if YES), the operation proceeds to step S22 in which the frost formation determination value is at a second reference temperature T2 (-11 ° C in the present embodiment), which is higher than the first reference temperature T1 is set.

After the frost formation values in step S21 or S22 have been set, the operation continues to step S23 in which determines whether frost on the outdoor heat exchanger 16 is formed or not. In the present embodiment, it is determined whether from an intake temperature sensor 57 detected refrigerant suction temperature is lower than the frost formation determination value or not.

If the refrigerant suction temperature is lower than the frost formation determination value (if YES), it is determined that the frost on the outdoor heat exchanger 16 is formed, and then the operation continues to step S24 , In step S24 It is determined whether or not a defroster flag is zero (0). If it is determined that the defroster marker 0 is (if YES), the operation continues to step S25 to S27 and then to step S28 in which the defrost mark is set to 1.

The defroster flag is a flag for determining whether or not the defroster mode is selected. When selecting the defroster mode, the defroster flag is set to 1. If the defrost mode is not selected, the defrost flag is set to 0. The defroster count represents a remaining execution time in the defroster mode. In the present embodiment, this is shown in the flowchart 33 shown method performed in a cycle of 0.25 seconds. A count of the defroster count corresponds to 0.25 seconds of the remaining time in the defroster mode.

In the present embodiment, in the steps S25 to S27 Accordingly, whether the outside air temperature is higher or lower than a predetermined temperature, various defroster counts are set. In particular, in step S25 determines whether or not the outside air temperature is higher than a predetermined temperature (0 ° C in the present embodiment). If the outside air temperature is equal to or lower than the predetermined temperature (if NO), the operation proceeds to step S26 in which the defroster count is set to a first count (count of 2400 = 10 minutes in the present embodiment). When in step S25 in contrast, the outside air temperature is higher than the predetermined temperature (if YES), the operation goes to step S27 in which the defroster count is set to a second count (count of 1200 = 5 minutes in the present embodiment) smaller than the first count. Consequently, the air conditioning in the defroster mode is performed for a longer time at a lower outside air temperature, which tends to cause frost formation.

When the engine is operated to cause the engine coolant to increase in temperature, as in the procedures in the steps S20 to S22 set a frost formation determination value higher than that provided when the engine is turned off without increasing the temperature of the engine coolant. As a result, compared with the time when the engine is off, the air conditioner tends to be brought into the defroster mode when the engine is operated.

When in step S23 it is determined that the refrigerant intake temperature is higher than the frost formation determination value (if NO) or if in step S23 if it is determined that the defroster flag is already set to 1, the operation proceeds to step S29 ,

In step S29 it is determined whether the defroster count is higher than 0 (defroster count> 0). If the defroster count is equal to or lower than 0 (if NO), it is determined that the defroster mode is not initially set, or it is determined that the defroster mode is set with the defroster count set to 0. Then the company continues to move S30 in which the defrost mark is set to 0. Consequently, a mode other than the defroster mode (another mode than the defroster mode) is selected.

When in step S29 on the other hand, it is determined that the defroster count is greater than 0 (if YES), the operation proceeds to step S31 in which it is determined that the defroster count is decreased by 1 (updated defroster count = defrost count -1).

Subsequently, in step S32 determines whether defrosting is complete or not. In the present embodiment, when the refrigerant suction temperature is higher than a predetermined temperature (for example, 10 ° C) (if YES), it is determined that the defrosting is completed, and the operation proceeds to step S33 , To step in 33 To end the defroster control, the defroster count is set to 0, and then the operation proceeds to step S30 in which the defrost mark is set to 0.

When in step S32 on the contrary, if it is determined that the refrigerant suction temperature is equal to or lower than 10 ° C (if NO), it is determined that the defrosting is not completed, and then the operation proceeds to step S34 in which the defroster flag is held at 1 to continue the defroster control (defroster mode).

In the in 30 The control processing shown becomes the determination result of frost formation on the outdoor heat exchanger 16 in step S16 about the execution of a cycle and the PTC selection procedure in step S6 mirrored away after the process of steps S17 and S18 are executed, and the operation returns to step S3 back. Especially if in step S16 the defroster flag is set af 1, in step S6 a cooling circuit selected.

Now the above cycle and the PTC selection process in step S6 described in more detail below. 34 is a flowchart that forms part of the in 30 shown step S6 shows

First, in step S40 determines whether the defroster flag is set to 1 (= 1) or not, that is, whether the defroster mode is set or not. If the defroster mark 1 is (if YES), the operation proceeds to the steps S41 to S43 to perform the defroster control.

In step S41 it is determined whether blown air at a target outlet air temperature TAO can be generated using engine coolant. In the present embodiment, when the coolant temperature is equal to or lower than TAO (if NO), it is determined that it is not possible to generate the blown air having the target exhaust air temperature TAO using the engine coolant, and then the operation proceeds to step S42 in which a service request for the engine EC (ON-switching of the motor) is selected.

As a result, when the engine EC is turned off in the in 30 shown step S15 a request signal for starting the engine EC output to a motor controller. The operation of the engine EC can increase the temperature of the engine coolant.

When in step S41 it is determined that the coolant temperature is higher than TAO (if YES), it may be determined that the blown air may be formed with the target outlet air temperature using the engine coolant, and then the operation proceeds to step S43 in which the radiator circuit (defrosting circuit) is selected. As a result, the temperature of the outdoor heat exchanger becomes 16 increased by the cooler circuit, thereby performing the defrosting, and the cooling air, the interior evaporator 26 has passed through, is from the heater core 36 is re-heated by using the engine coolant as a heat source to be thus converted into the warm air that can be blown into the vehicle interior.

As mentioned above, even if in the steps S4 to S43 the defroster flag is set to 1 (= 1), that is, even when the defroster mode is set, the operation of the heat pump cycle continues without switching to the radiator circuit until the coolant temperature rises to TAO. Once the coolant temperature exceeds TAO, the switching to the radiator circuit is performed so that the passenger can be prevented from losing his feeling of warmth due to cold air blown to the radiator circuit when switching to the radiator circuit.

As in the description of the steps S41 and S42 specified, the operation of the engine EC only required if the temperature of the engine coolant is equal to or lower than TAO. When the temperature of the engine coolant is higher than TAO, the operation of the engine becomes EC not required. For example, the heater may be in the early stage after turning off the engine EC using residual heat remaining in the engine coolant. As a result, reducing the frequency of turning ON the engine results in fuel economy savings.

If, on the other hand, the defroster flag is in step S40 is not 1 (if NO), that is, if the defroster mode is not set, the operation proceeds to step S44 to perform the normal cycle selection.

In step S44 whether or not there is an automatic air outlet for the face (FACE), that is, whether or not the air outlet mode is determined as a face mode based on the TAO (referring to step S9 ).

If it is determined that the automatic air outlet is assigned to the face (if YES), the operation proceeds to step S43 in which the radiator circuit (the cooling mode) is selected. That is, if TAO is in a low temperature range, it is determined that the air outlet mode, as in the section above step S9 described, which is facial mode. In this case, the heating using the heat pump is determined to be unnecessary, and the cooling by the radiator circuit is selected.

As mentioned above, the determination of the air outlet mode based on the TAO is performed first in the in 30 shown step S9 carried out. Consequently, if the determination in step S44 is performed for the first time, the air outlet mode (automatic air outlet) is not yet determined. If the determination in step S44 is performed for the first time, procedures are after the step S44 (especially the Procedure of step S44 to S43 or the procedures of step S44 until step S45 and later) omitted. Alternatively, in step S44 the determination of a temporary air outlet mode (initialization of the air outlet mode) or the like is performed.

When in step S44 it is determined that the air outlet mode is not the face mode (if NO), it is determined that the heater is needed, and then the operation proceeds to step S45 , In step S45 It is determined whether or not the remaining level of the battery BT (hereinafter referred to as the remaining battery level) is sufficient. Specifically, it is determined whether or not the remaining battery level falls below an allowable level provided by adding a predetermined margin to an air-conditioning noise level.

In the present embodiment, the used allowable level used is determined by multiplying the air-conditioning noise level by a safety ratio of 1.2 (air-conditioning noise level × 1.2). That is, when the remaining battery level is less than the value obtained by multiplying the air-conditioning noise level with the safety ratio of 1.2 (air-conditioning noise level × 1.2) (if YES), in step S45 determines that the battery level is insufficient, and then the operation proceeds to step S46 ,

The air conditioning noise level means a small remaining battery level, which can disturb the air conditioning. In the present embodiment, the air-conditioning noise level is previously set based on specifications of a vehicle or the like. When the remaining battery level reaches the air-conditioning noise level, the power supply for the air-conditioning is restricted (reduced) due to the power consumption for the acceleration of the vehicle or the like, requiring more power for driving the vehicle. As a result, this condition disturbs the air conditioning.

Any remaining battery level detection methods may include any other suitable method. For example, a remaining battery level may be determined based on charging current information, charging time, discharging current, discharging time of the battery BT, and the like. Alternatively, a remaining battery level may be determined from a specific weight of an electrolyte of the battery BT. For convenience, the voltage of the battery BT may be used as the remaining battery level.

In step S46 becomes an operating requirement for the engine EC selected to select the heating with low energy consumption, that is, the heating using an engine coolant as a heat source. If the engine EC is turned off, as a result in step S15 from 30 a request signal is issued to the engine control to the engine EC turn. Then the operation of the engine EC increase the temperature of the engine coolant.

Subsequently, in step S47 determines whether the blown air having the target outlet air temperature TAO can be generated using the engine coolant. In the present embodiment, when the coolant temperature is higher than TAO (if YES), it can be determined that the blown air having the target exhaust air temperature TAO can be generated by using the engine coolant, and then the operation proceeds to step S43 in which the radiator circuit (the cooling mode) is selected. In this way, the cooling air, which is the indoor evaporator 26 has passed through, from the heater core 36 is re-heated using the engine coolant as a heat source so as to be converted into hot air that can be blown into the vehicle interior.

When in step S45 it is determined that the remaining battery level is sufficient (if NO) or if in step S47 it is determined that the blown air having the target outlet air temperature TAO is not to be formed using the coolant (if NO), the operation proceeds to step S48 and the following steps to select the heating through the heat pump cycle.

In the procedures after the step S48 In accordance with the need for dehumidification, a circuit is selected from the HOT circuit, DRY_EVA circuit, DRY_ALL circuit (heating mode, first dehumidifying mode and second dehumidifying mode).

In step S48 is determined based on a relative humidity RHW of the surface of the glass of the window glass, whether there is a possibility of fogging of the window pane. In the present embodiment, it is determined whether or not the RHW is higher than 100. If the RHW is higher than 100 (if YES), it is determined that there is a possibility of fogging the window glass, and then the operation proceeds to step S49 ,

In step S49 Based on an evaporator outlet temperature Te, the degree of the need for dehumidification is determined. According to the determination result, in the steps S50 to S52 an operating mode from the heating mode, the first dehumidifying mode and the second dehumidifying mode selected.

Specifically, when the evaporator outlet air temperature Te is high, it is determined that the dehumidification (the degree of necessity of which is high) is necessary, and the DRY_EVA cycle (the first dehumidifying mode) having a high dehumidifying capacity is selected (step S50 ). When the evaporator outlet air temperature Te is low, it is determined that the dehumidification is not necessary, and the HOT cycle (the heating mode) having a high heating capacity without dehumidifying capacity is selected (step S52 ). When the evaporator outlet air temperature Te is moderate and it is determined that the degree of dehumidification demand is small, the DRY_ALLS (first dehumidifying mode) in which the defrosting capacity is small is selected (step S51 ).

In the present embodiment, the degree of dehumidification demand is determined based on the evaporator outlet air temperature Te and one in step S49 from 34 determined characteristic field determined. The selection of the operating mode using the characteristic field controls the temperature of the indoor evaporator 26 to about 2 ° C.

If an RHW in step S48 is equal to or lower than 100 (if NO), it is determined that there is no possibility of fogging the windowpane. Then the company continues to move S52 in which the HOT cycle (the heating mode) having the high heating capacity without dehumidifying capacity is selected.

The air conditioner 1 for a vehicle of the present embodiment, as mentioned above, is controlled according to the one in the control step S6 selected mode operated in the following manner.

Cooling mode (COLD circuit: see Fig. 25)

In the cooling mode, the air-conditioning control sets 50 all electromagnetic valves in the non-power state. Consequently, the electric three-way valve connects 13 the refrigerant outlet side of the inner condenser 12 with one of the refrigerant inlet and outlet ports of the first three-way connection 15 so that the low pressure electromagnetic valve 17 is closed, the high pressure electromagnetic valve 20 is open, the electromagnetic heat exchanger shut-off valve 21 is open and the electromagnetic dehumidification valve 24 closed is.

In this way, as indicated by the arrows in 25 shown, the vapor compression refrigeration cycle constructed in the refrigerant in this order by the compressor 11 , the inner condenser 12 , the electric three-way valve 13 , the first three-way connection 15 , the outdoor heat exchanger 16 , the second three-way connection 19 , the electromagnetic high pressure valve 20 , the second check valve 22 , the variable throttle mechanism 27b of the thermal expansion valve 27 , the fourth three-way connection 25 , the indoor evaporator 26 , the temperature sensing section 27a of the thermal expansion valve 27 , the fifth three-way connection 28 , the accumulator 29 and the compressor 11 circulated.

In the refrigerant circuit in the cooling mode, the refrigerant flowing from the three-way electric valve flows 13 to the first three way connection 15 flows, not to the side of the electromagnetic low pressure valve 17 because the electromagnetic valve 17 closed is. That from the outdoor heat exchanger 16 in the second three-way connection 19 flowing refrigerant does not flow to the electromagnetic heat exchanger shut-off valve 21 because of the electromagnetic dehumidifying valve 24 closed is. The refrigerant that comes from the variable throttle mechanism 27b of the thermal expansion valve 27 flows, does not flow to the side of the electromagnetic dehumidifying valve 24 out, because the valve 24 closed is. The refrigerant discharged from the temperature sensing section 27a of the thermal expansion valve 27 in the fifth three way connection 28 flows, flows due to the action of the second check valve 22 not to the second check valve 22 out.

In this way, that of the compressor 11 compressed refrigerant by exchanging heat with the air (cooling air), which is the indoor evaporator 26 has passed through, in the inner condenser 12 cooled. Further, the refrigerant becomes by exchanging heat with the outside air in the outside evaporator 16 cooled and then from the thermal expansion valve 27 decompresses and expands. That of the thermal expansion valve 27 decompressed low-pressure refrigerant flows into the interior evaporator 26 and absorbs heat from the blower 32 blown air, whereby it vaporizes itself. In this way, the air that is the interior evaporator 26 goes through, cooled.

Since at this time the opening degree of the air mix door 38 As noted above, a portion (or all) of the interior evaporator flows 26 cooled air from the Kühlluftumleitungsdurchgang 34 to the mixing room 35 , And part (or all) of the interior evaporator 26 cooled air flows into the heating air passage 33 and then heated again while holding the heater core 36 , the inner condenser 12 and the PTC heater 37 goes through to the mixing room 35 to stream.

In this way, the airs in the mixing room 35 mixes to thereby adjust the temperature of the blown off in the vehicle interior air to a desired temperature, so that the cooling operation can be performed in the vehicle compartment. In the cooling mode, the air conditioner has the higher dehumidification capacity of the air, but hardly has the heating capacity.

That from the interior evaporator 26 flowing refrigerant flows over the Temperaturabtastabschnitt 27a of the thermal expansion valve 27 in the accumulator 29 , The refrigerant is from the accumulator 29 separated into vapor and liquid phases, and the refrigerant in the vapor phase is discharged from the compressor 11 sucked in and compressed again.

Heating mode (HOT cycle: see Fig. 26)

In the heating mode, the air-conditioning control sets 50 the electric three-way valve 13 , the electromagnetic high pressure valve 20 and the low pressure electromagnetic valve 17 in the power state and other electromagnetic valves 21 and 24 in the non-power state. In this way, the electrical three-way valve connects 13 the refrigerant outlet side of the inner condenser 12 with the refrigerant inlet side of the fixed throttle 14 so that the low pressure electromagnetic valve 17 is open, the electromagnetic high pressure valve 20 is closed, the electromagnetic heat exchanger shut-off valve 21 is open and the electromagnetic dehumidification valve 24 closed is.

As indicated by the arrows in 26 Thus, the vapor compression refrigerating cycle in which refrigerant is constituted by the compressor in this order is thus constructed 11 , the inner condenser 12 , the electric three-way valve 13 , the fixed throttle 14 , the third three-way connection 23 , the electromagnetic heat exchanger shut-off valve 21 , the second three-way connection 19 , the outdoor heat exchanger 16 , the first three-way connection 15 , the low-pressure electromagnetic valve 17 , the first check valve 18 , the fifth three-way connection 28 , the accumulator 29 and the compressor 11 circulated.

In the refrigerant circuit in the heating mode, the refrigerant flowing from the fixed throttle flows 14 to the third three-way connection 23 does not flow to the side of the electromagnetic dehumidifying valve 24 out, because the valve 24 closed is. The refrigerant coming from the electromagnetic heat exchanger shut-off valve 21 in the second three-way connection 19 flows, does not flow to the electromagnetic high-pressure valve 20 out, because the valve 20 closed is. The refrigerant coming from the outdoor heat exchanger 16 in the first three-way connection 15 flows, does not flow to the electric three-way valve 13 because the electric three-way valve 13 the refrigerant outlet side of the inner condenser 12 with the refrigerant inlet side of the fixed throttle 14 combines. The refrigerant coming from the first check valve 18 in the fifth three way connection 28 flows, does not flow to the thermal expansion valve 27 because of the electromagnetic dehumidifying valve 24 closed is.

That of the compressor 11 Compressed refrigerant is made by exchanging heat with that from the blower 32 blown air in the inner condenser 12 cooled. In this way, the air, which is the inner condenser 12 goes through, heated. At this time, the opening degree of the air mix door 38 set so that the temperature of the air in the mixing chamber 35 is mixed and blown into the vehicle interior, in the same manner as in the cooling mode is set to a predetermined temperature, thereby enabling the heating operation in the vehicle interior. In the heating mode, the air conditioner does not have the dehumidifying capacity of the air.

That from the inner condenser 12 flowing refrigerant is from the fixed throttle 14 decompressed to enter the outdoor heat exchanger 16 to stream. That in the outdoor heat exchanger 16 flowing refrigerant absorbs heat from outside the vehicle compartment, which is from the blower fan 16a is blown to vaporize itself. That from the outdoor heat exchanger 16 flowing refrigerant flows through the low pressure electromagnetic valve 17 , the first check valve 18 and similar in the accumulator 29 , The refrigerant is from the accumulator 29 separated into vapor and liquid phases, and the refrigerant in the vapor phase enters the compressor 11 sucked in and compressed again by this.

First dehumidification mode (DRY _EVA cycle: see Fig. 27)

In the first dehumidifying mode, the air conditioning controller suspends 50 the electric three-way valve 13 , the low-pressure electromagnetic valve 17 , the electromagnetic heat exchanger shut-off valve 21 and the electromagnetic dehumidification valve 24 in the power state, and the high-pressure electromagnetic valve 20 in the non-power state. In this way, the electrical three-way valve connects 13 the refrigerant outlet side of the inner condenser 12 with the refrigerant inlet side of the fixed throttle 14 so that the electromagnetic Low-pressure valve 17 is open, the electromagnetic high pressure valve 20 is open, the electromagnetic heat exchanger shut-off valve 21 is closed and the electromagnetic dehumidification valve 24 is open.

In this way, as indicated by the arrows in 27 shown, the vapor compression refrigeration cycle constructed in the refrigerant in this order by the compressor 11 , the inner condenser 12 , the electric three-way valve 13 , the fixed throttle 14 , the third three-way connection 23 , the electromagnetic dehumidifying valve 24 , the fourth three-way connection 25 , the indoor evaporator 26 , the temperature sensing section 27a of the thermal expansion valve 27 , the fifth three-way connection 28 , the accumulator 29 and the compressor 11 circulated.

In the refrigerant circuit in the first dehumidifying mode, the refrigerant flowing from the fixed throttle flows 14 to the third three-way connection 23 does not flow to the electromagnetic heat exchanger shut-off valve 21 out, because the valve 21 closed is. The refrigerant coming from the electromagnetic dehumidification valve 24 in the fourth three-way connection 25 flows, flows through the action of the second check valve 22 not to the variable throttle mechanism 27b of the thermal expansion valve 27 out. The refrigerant discharged from the temperature sensing section 27a of the thermal expansion valve 27 to the fifth three-way connection 28 flows, flows through the action of the first check valve 18 not to the first check valve 18 out.

In this way, that of the compressor 11 compressed refrigerant by exchanging heat with the air (cooling air), which is the indoor evaporator 26 has passed through, in the inner condenser 12 cooled. In this way, air becomes the inner condenser 12 goes through, heated. That from the inner condenser 12 flowing refrigerant is through the fixed throttle 14 decompressed to enter the indoor evaporator 26 to stream.

That in the interior evaporator 26 flowing low-pressure refrigerant absorbs heat from the blower 32 Blown air to vaporize itself. Then the air, which is the interior evaporator 26 passes through, cooled and dehumidified. In this way, that of the interior evaporator 26 cooled and dehumidified air is reheated when the heater core 36 , the inner condenser 12 and the PTC heater 37 goes through to the mixing room 35 to be blown into the vehicle interior. That is, the dehumidification of the vehicle interior can be performed. In the first dehumidifying mode, the air conditioner may have the proper dehumidifying capacity of the air, but has the small heating capacity.

That from the interior evaporator 26 flowing refrigerant flows over the Temperaturabtastabschnitt 61a of the thermal expansion valve 27 in the accumulator 29 , The refrigerant is from the accumulator 29 separated into vapor and liquid phases, and the refrigerant in the vapor phase enters the compressor 11 sucked in and compressed again by this.

Second dehumidification mode (DRY_ALL cycle: see FIG. 28)

In the second dehumidifying mode, the air conditioning controller suspends 50 the electric three-way valve 13 , the low-pressure electromagnetic valve 17 and the electromagnetic dehumidification valve 24 in the power state and the other electromagnetic valves 20 and 21 in the non-power state. In this way, the electrical three-way valve connects 13 the refrigerant outlet side of the inner condenser 12 with the refrigerant inlet side of the fixed throttle 14 so that the low pressure electromagnetic valve 17 is open, the electromagnetic high pressure valve 20 is open, the electromagnetic heat exchanger shut-off valve 21 is open and the electromagnetic dehumidification valve 24 is open.

In this way, as indicated by the arrows in 28 illustrated, the vapor compression refrigeration cycle constructed in the following manner. The refrigerant circulates through the compressor in this order 11 , the inner condenser 12 , the electric three-way valve 13 , the fixed throttle 14 , the third three-way connection 23 , the electromagnetic heat exchanger shut-off valve 21 , the second three-way connection 19 , the outdoor heat exchanger 16 , the first three-way connection 15 , the low-pressure electromagnetic valve 17 , the first check valve 18 , the third three-way connection 28 , the accumulator 29 and the compressor 11 , Further, the refrigerant circulates through the compressor in this order 11 , the inner condenser 12 , the electric three-way valve 13 , the fixed throttle 14 , the third three-way connection 23 , the electromagnetic dehumidifying valve 24 , the fourth three-way connection 25 , the indoor evaporator 26 , the temperature detecting section 27a of the thermal expansion valve 27 , the fifth three-way connection 28 , the accumulator 29 and the compressor 11 ,

That is, in the second dehumidifying mode, the refrigerant flowing from the fixed throttle flows 14 in. the third three-way connection 23 flows, both in the direction of the electromagnetic heat exchanger shut-off valve 21 as well as the electromagnetic dehumidifying valve 24 out. Both the refrigerant coming from the first check valve 18 in the fifth three way connection 28 flows, as well as the refrigerant, from the Temperaturabtastabschnitt 27a of the thermal expansion valve 27 in the fifth three way connection 28 flows are at the fifth three-way connection 28 united to a flow, which then to the accumulator 29 flows.

In the refrigerant circuit in the second dehumidifying mode, the refrigerant flowing from the outdoor heat exchanger flows 16 in the first three-way connection 15 does not flow in the direction of the electrical three-way valve 13 because the electric three-way valve 13 the refrigerant outlet side of the inner condenser 12 with the refrigerant inlet side of the fixed throttle 14 combines. That of the electromagnetic dehumidification valve 24 in the fourth three-way connection 25 flowing refrigerant flows through the action of the second check valve 22 not in the direction of the variable throttle mechanism 27b of the thermal expansion valve 27 out.

This will replace the compressor 11 compressed refrigerant in the inner condenser 12 Heat with the air (cooling air) coming from the inside evaporator 26 has gone through. In this way, the air, which is the inner condenser 12 goes through, heated. That from the inner condenser 12 flowing refrigerant is from the fixed throttle 14 decompressed and then from the third three-way connection 23 split to the outdoor heat exchanger 16 and the interior evaporator 26 to stream.

That in the outdoor heat exchanger 16 flowing refrigerant absorbs heat from the air outside the vehicle compartment, from the blower fan 16a is blown to vaporize itself. That from the outdoor heat exchanger 16 flowing refrigerant flows through the low pressure electromagnetic valve 17 , the first check valve 18 and similar in the fifth three-way connection 28 , That in the interior evaporator 26 flowing low-pressure refrigerant absorbs heat from the blower 32 Blown air to vaporize itself. In this way, the air that is the interior evaporator 26 passes through, cooled and dehumidified.

The from the interior evaporator 26 cooled and dehumidified air is reheated while heating the core 36 , the inner condenser 12 and the PTC heater 37 goes through, and gets from the mixing room 35 blown into the vehicle interior. At this time, in the second dehumidifying mode, as compared with the first dehumidifying mode, from the outdoor heat exchanger 16 absorbed heat on the inner condenser 12 be dissipated so that the air can be heated to a higher temperature than in the first dehumidifying mode. That is, in the second dehumidifying mode, dehumidification and heating can be performed while showing the high heating capacity and the dehumidifying capacity.

That from the interior evaporator 26 flowing refrigerant flows into the fifth three-way connection 28 to get out of the outdoor heat exchanger 16 flowing refrigerant to be combined and then into the accumulator 29 to stream. The refrigerant is from the accumulator 29 deposited in vaporous and liquid phases. The vapor phase refrigerant in from the compressor 11 sucked in and compressed again.

The present embodiment can improve the passenger's comfort. Especially in the steps S45 and S46 For example, the request to turn the engine ON is made earlier before the remaining battery level drops below the air-conditioning noise level, thereby increasing the temperature of a coolant. Even if the remaining battery level falls below the noise level and the power supply for the air conditioning is restricted to make it impossible to perform the heating by the heat pump cycle, the heating by the heat pump cycle can be quickly applied to the heater (hot water heater) using the engine coolant as a Heat source to be switched. Consequently, the heating can be continued without interruption, whereby the comfort for the passenger is improved.

In a case where the blown air with the target outlet air temperature TAO in the steps S47 to S52 even if in step S46 If a request is made to turn the engine ON, can not be generated using the engine coolant, the heating may be continued using the heat pump cycle without switching to hot water heating. It can be prevented that the cooling air is blown into the vehicle interior after switching to the hot water heater, when the temperature of the coolant is not high enough. Consequently, the comfort of the passenger can be further improved.

In the present embodiment, when the temperature of the engine coolant is low, the request to turn the engine ON is made, and then switching to the operation of the defrost cycle (cooler cycle) is performed to defrost in the steps S40 to S43 to control. As a result, heating by the heater core 36 be continued using the engine coolant as a heat source, while the outdoor heat exchanger 16 is defrosted.

Further, since switching over to the defrosting circuit (radiator circuit) is performed after turning off the operation of the heat pump cycle to thereby perform the defroster control, the possibility of frost on the outdoor heat exchanger 16 is reduced in the next operation of the heat pump cycle for a short time.

Twelfth Embodiment

In a twelfth embodiment of the invention, with respect to the in 34 The flowchart shown in the eleventh embodiment has omitted the circuit selection method for the defroster control.

35 is a flowchart that forms part of the in 30 shown step S6 shows. First, in the step S50 (corresponds to the in 34 shown step S44 ) determines whether an automatic air outlet for the face (FACE) exists, that is, whether based on the TAO (with reference to step S9 ) certain air outlet mode is the face mode or not.

If it is determined that the automatic air outlet is for the face (if YES), it is determined that the heating by the heat pump cycle is unnecessary, and the operation proceeds to step S51 (corresponds to the in 34 shown step S43 ) in which the radiator circuit (the cooling mode) is selected. If the air outlet mode is not the face mode (if NO), it is determined that the heater is necessary, and the operation proceeds to step S52 (corresponds to the in 34 shown step S45 ), in which it is determined whether the remaining battery level is sufficient or not.

If it is determined that the remaining battery level is insufficient (if YES), the operation proceeds to step S53 (corresponds to the in 34 shown step S46 ) in which the request to operate the engine EG (engine ON) is selected to select the heater using the engine coolant as a heat source.

Subsequently, in step S54 (corresponds to the in 34 shown step S47 ) determines whether or not the blown air having the target outlet air temperature TAO can be generated using the engine coolant. When it is determined that the blown air having the target outlet air temperature TAO can be generated using the engine coolant (if YES), the operation proceeds to step S51 in which the radiator circuit (the cooling mode) is selected.

If, in contrast, in step S52 it is determined that the remaining battery level is sufficient (if NO) or if in step S54 it is determined that it is not possible to generate the blown air with the target outlet air temperature TAO using the engine coolant (if NO), the operation proceeds to the steps S55 to S99 (correspond to the steps S48 to S52 in 34 ) to select the heating through the heat pump cycle.

In the steps S55 to S59 In accordance with the need for dehumidification, a cycle is selected from the HOT circuit, the DRY_EVA circuit, the DRY_ALL circuit (heating mode, first dehumidifying mode and second dehumidifying mode).

In the present embodiment, as in the eleventh embodiment, since the temperature of the coolant is increased beforehand by making a request to turn ON the engine before the remaining battery level lowers to the air conditioning noise level, the heater, even if the remaining battery level is lowered to the air-conditioning noise level to be continued without being interrupted, whereby the comfort of the passenger is improved.

Further, similar to the eleventh embodiment, in a case where the blown air having the target outlet air temperature TAO can not be generated by using the engine coolant even if the request for engine ON is made, the heating is continued using the heat pump cycle. without switching to the hot water heating. Consequently, when the temperature of the coolant is not high enough, the cooling air can be prevented from being blown into the vehicle interior due to switching to hot water heating. Furthermore, the comfort of the passenger can be further improved.

In the present embodiment, when the temperature of the engine coolant is low, the request to turn ON the engine is made, and then the operation of the air conditioner of step S53 to S51 switched to the radiator circuit, allowing the heater through the heater core 36 is continued by using the engine coolant as a heat source, and the dehumidifying capacity of the radiator circuit can improve the anti-fogging property of a window glass of a vehicle.

In the heat pump cycle with a dehumidifying function for dehumidifying using the interior evaporator 26 causes the interior evaporator 26 the dew condensation by absorbing heat from the blown air. That at the interior evaporator 26 Adhesive condensation water causes an unpleasant odor when it is dried after switching off the heat pump cycle.

From this point on, in the present embodiment, after the heat pump cycle is turned off, switching to the radiator circuit is performed, so that it is possible to prevent the interior evaporator from being prevented 26 adherent dew condensation water is dried during operation of the cooler cycle. Therefore, it can prevent the unpleasant odor.

Thirteenth Embodiment

A thirteenth embodiment of the invention will be related to a circuit selection in the malfunction of components of the refrigeration cycle 10 (electromagnetic valves 13 . 17 . 20 . 21 and 24 in the present embodiment).

36 is a flowchart that forms part of the in 30 shown step S6 shows. First, in step S70 determines whether the automatic air outlet for the face (FACE) is, that is, whether based on the TAO (with reference to step S9 ) certain air outlet mode is the face mode or not.

If it is determined that the automatic air outlet is for the face (if YES), it is determined that the heating by the heat pump cycle is not necessary, and then the operation proceeds to step S71 in which the radiator circuit (the cooling mode) is selected. If the air outlet mode is not the face mode (if NO), it is determined that the heater is necessary, and the operation proceeds to step S72 in which it is determined whether one or more electromagnetic valves are disturbed or not. The term "electromagnetic valve failure" as used herein means, for example, a state in which the electromagnetic valve can not be turned ON due to the disconnection of an electric wire of the electromagnetic valve, or the like.

If it is determined that all the electromagnetic valves are not disturbed (if NO), operation proceeds to the steps S73 to S77 to select the heating through the heat pump cycle.

In the steps S73 to S77 In accordance with the need for dehumidification, a circuit is selected from the HOT circuit, the DRY_EVA circuit and the DRY_ALL circuit (heating mode, first dehumidifying mode and second dehumidifying mode).

When in step S72 is determined that one or more electromagnetic valves are disturbed (if YES), the operation proceeds to step S78 in which a request is made to turn the engine ON. Then the company continues to move S71 in which the radiator circuit (cooling mode) is selected.

That is, as in the step described above S144 from 31 shown, one or more electromagnetic valves are powered (ON) when setting the heat pump cycle. If one or more electromagnetic valves are disturbed, operation of the heat pump cycle is impossible. In particular, the heating or the dehumidification heating is made impossible by the heat pump cycle.

Consequently, in the present embodiment, when one or more electromagnetic valves are disturbed, the request to turn ON the engine is made, so that the heating (hot water heating) by the heater core 36 can be performed using the engine coolant as a heat source. As a result, even if the electromagnetic valve is disturbed, the heater can be continued without being interrupted, and thereby the comfort of the passenger can be improved.

Since in setting the cooler cycle (cooling mode), as in the above-mentioned step S144 from 31 shown, all electromagnetic valves are not powered, the operation of the cooler circuit (cooling mode) is available, even if one or more electromagnetic valves are disturbed.

Consequently, the dehumidification heating can be performed when one or more electromagnetic valves are disturbed because the request to turn ON the engine is made while the radiator circuit (the cooling mode) is selected.

The failure of the electromagnetic valve includes not only the separation of an electric wire of the electromagnetic valve as described above, but also a fixation of the electromagnetic valve. In the case of the disturbance of the electromagnetic valve due to the fixation of the valve, the operation of the radiator circuit (cooling mode) is made impossible, and hence the operation of the refrigeration cycle becomes 10 even preferably switched off without selecting the cooler mode.

(Fourteenth Embodiment)

A fourteenth embodiment of the invention is directed to determining the air outlet mode in step S9 from 30 aligned. Specifically, the switching temperature between a foot (FOOT) mode and a two-height (B / L) mode is changed according to the one described in US Pat 30 shown step S10 calculated target opening degree SW of the air mix door 38 changed.

First, the calculation processing of the target opening degree SW of the air mix door becomes 38 in the previous step S10 described in more detail below. 37 is a flowchart that is part of step S10 in 30 shows.

In step S150 For example, a control water temperature TW is determined to be a target opening degree SW of the air mix door 38 to calculate. In the present embodiment, a higher of the engine coolant temperature Tw and a target temperature of the interior condenser is set as the control water temperature TW.

The inner condenser target temperature is basically the same as the above target temperature of the heat exchanger for heating. However, in some cases, the indoor condenser target temperature is a value provided by slightly correcting the heat exchanger target temperature for heating.

Subsequently, in step S151 a corrected evaporator temperature f1 (corrected evaporator temperature) is calculated to the target opening degree SW of the air mix door 38 to calculate. In the present embodiment, the corrected evaporator temperature f <b> 1 is set based on the evaporator outlet air temperature Te (evaporator temperature) and one in step S <b> 1 S151 from 37 calculated characteristic field calculated.

Then in step S152 a heating temperature determined by the target opening degree SW of the air mix door 38 to calculate. The heating temperature will be based on the in step S150 certain control water temperature TW and in step S151 determined corrected evaporator temperature f1 calculated. In the present embodiment, the heating temperature is determined by a in step S152 from 37 determined mathematical formula determined. The formula of step S152 is determined by experiments.

In step S153 becomes the TAO, the evaporator outlet air temperature Te and the heating temperature the target opening degree SW of the air mix door 38 calculated.

Although in the present embodiment in the in step S153 from 37 is added to the evaporator outlet air temperature Te (Te + 2), a value added to the evaporator outlet air temperature Te may be suitably changed. And it is not necessarily required that any value be added to the evaporator outlet air temperature Te.

In the present embodiment, a denominator in the mathematical formula of step S153 set to less than 10. This is because it is prevented that the target opening degree SW is excessively increased due to the denominator being too small.

As from the mathematical formula of step S153 1, the higher the TAO becomes, the higher the target opening degree SW (or an opening degree on the maximum heating position side) becomes. When the engine coolant temperature Tw is higher than the interior condenser target temperature, as shown in the formulas in the steps S150 . S152 and S153 1, the lower the engine coolant temperature Tw, the larger (or as an opening degree on the maximum heating position side) the target opening degree SW is determined. When the engine coolant temperature Tw is lower than the interior condenser target temperature, the lower the interior condenser target temperature is, the higher (or as an opening degree on the maximum heating position side) the target opening degree SW is determined.

Then, the determination method of the air outlet mode in the in 30 shown step S9 described in more detail below. 38 is a flowchart that is part of the step S9 in 30 shows.

In step S190 It is determined whether or not the target opening degree SW is close to the maximum heating position (SW = 100%). More specifically, when the target opening degree SW is larger than a predetermined opening degree (95% in the present embodiment) (if YES), it is determined that the target opening degree SW is near the maximum heating position (hereinafter referred to as "MAX HOT" is), and then the operation proceeds to step S191 ,

In step S191 For example, a FOOT B / L switching temperature (predetermined switching temperature) is set to a first predetermined temperature (30 ° C in the present embodiment). The FOOT B / L switching temperature is a temperature of the TAO serving as a threshold for switching between the foot mode and the two-height mode.

When the target opening degree SW in step S190 is equal to or lower than 95% (if NO), it is determined that the target opening degree SW is not close to MAX HOT, and then the operation proceeds to step S192 , In step S192 For example, the FOOT B / L switching temperature is set to a second predetermined temperature (35 ° C in the present embodiment) higher than the first predetermined temperature.

After in step S191 and S192 If the FOOT B / L changeover temperature has been set, the operation proceeds to step S193 to determine the air outlet mode. In step S193 is an air outlet mode based on the TAO and in step S193 in 38 determined characteristic field determined.

In the one in the step S193 from 38 shown characteristic field is the switching temperature of the air outlet mode with a hysteresis width of 5 ° C set to prevent hunting of the controller.

Next, the operation and effect of the present embodiment will be described below. As mentioned above, the selection of the heating by the heat pump cycle is performed, for example, when the blown air having the target outlet air temperature TAO can not be generated by using the engine coolant due to the low engine coolant temperature Tw.

When heating by the heat pump cycle, power for air conditioning supplied from the battery BT drives the compressor 11 on. Consequently, it is desirable that the target temperature of the inner condenser 12 when heating with the heat pump cycle is set as low as possible (to come close to the target outlet air temperature TAO), thereby reducing energy consumption.

However, if the target temperature of the inner condenser 12 is low, the blown air temperature tends to become low. It is desirable that the target opening degree SW of the air mix door 38 is closer to the MAX HOT side when the target temperature of the inner condenser 12 becomes lower, thereby limiting the lowering of the blown air temperature.

In other words, the target opening degree SW of the air mix door comes 38 even though the TAO is not so high, more often near MAX HOT, to achieve both the reduction in energy consumption and the appropriate blown air temperature for heating using the heat pump cycle.

In the present invention, the target temperature of the inner condenser 12 as stated above, are basically set to the same value as the TAO. The target opening degree SW of the air mix door 38 is determined in such a manner that the target opening degree SW is closer to the MAX HOT side when the target temperature of the indoor condenser becomes lower. Thus, in the present embodiment, both the lowering of the power consumption and the matching blown air temperature can be achieved, but the target opening degree SW of the air mix door 38 comes closer frequently to MAX HOT, even if the TAO is not so high.

As in 25 to 28 is shown in the present embodiment, the face air outlet 41 near a cooling air bypass passage 34 arranged, and the foot air outlet 42 is near a heating air passage 33 arranged so that the temperature of air coming out of the face air outlet 41 is blown lower than that of the foot air outlet 42 is to achieve the air temperature distribution in the vehicle interior with a hot zone on the head side and a cool zone on the foot side.

However, if the air mix door 38 Being near MAX HOT, the temperature of air coming out of the face air outlet 41 is blown substantially as high as the temperature of air blown out of the foot air outlet because the amount of air passing through the cooling air bypass passage 34 flows, gets very small, and this may cause a passenger to feel uncomfortable, for example, he may feel that the passenger's face is getting hot.

In particular, the air mix door is located in the present embodiment 38 when heating with the heat pump cycle at a higher frequency, as described above, near MAX HOT. The above-mentioned problem may become conspicuous when the two-height mode is selected, with the air mix door 38 near MAX HOT is to the face air outlet 41 to open.

Considering this point, the present embodiment performs such methods as those in the steps S190 to S193 by. When the target opening degree SW of the air mix door 38 With respect to the predetermined opening degree (95% or more in the present embodiment) on the MAX HOT side, the FOOT B / L switching temperature becomes compared to when the degree SW of the door 38 with respect to the given opening degree (less than 95% in the present embodiment) the opposite side of MAX HOT is set low. If the air mix door 38 Therefore, when the air conditioner is near MAX HOT, the air conditioner can hardly be in the two-height mode for opening the face air outlet 41 to be brought. In short, the air conditioner can easily enter the foot mode for closing the face air outlet 41 to be brought.

If therefore the air mix door 38 Being near MAX HOT can prevent the warm air from the facial air outlet 41 is blown, thereby improving the comfort of the passenger.

(Fifteenth Embodiment)

In the above fourteenth embodiment, heating with the heat pump cycle prevents warm air from the face air outlet 41 is blown. In a fifteenth embodiment, when the coolant temperature is relatively low (for example, about 35 to 40 ° C), the warm air from the face air outlet is prevented 41 is blown.

39 is a flowchart that is part of step S9 in 30 shows. This in 39 The flowchart shown is one provided by step S190 of in 38 shown flow chart in the step S200 is changed and in which other steps are the same as those in the in 38 shown flowchart are shown.

In step S200 It is determined whether the coolant temperature is relatively low or not. In the present embodiment, when a temperature difference between the coolant temperature and TAO is less than 3 ° C (if YES), it is determined that the coolant temperature is relatively low, and the operation proceeds to step S201 (corresponds to step S191 in 38 ).

In step S201 For example, the FOOT B / L switching temperature is set to a first predetermined temperature (30 ° C in the present embodiment).

If a temperature difference between the coolant temperature and TAO in step S200 on the contrary, if it is equal to or higher than 3 ° C (if NO), it is determined that the coolant temperature is high, and the operation proceeds to step S202 (corresponds to the in 38 shown step S192 ).

In step S202 For example, the FOOT B / L switching temperature is set to a second predetermined temperature (35 ° C in the present embodiment) higher than the first predetermined temperature.

After in the steps S201 and S202 If the FOOT B / L changeover temperature has been set, the operation proceeds to step S203 (corresponds to the in 38 shown step S193 ) to determine an air outlet mode. In step S203 the air outlet mode is based on the TAO and the in step S203 from 39 determined characteristic field determined.

Now, the operation and effect of the present embodiment will be described below. If the engine EC is operated continuously, the engine coolant temperature Tw becomes a high temperature of, for example, about 80 ° C. If the engine EC is operated intermittently, the engine coolant temperature Tw only a low temperature of, for example, about 35 to 40 ° C.

Like in the steps S150 . S152 and S153 from 37 shown formulas becomes, the target opening degree SW of the air mix door 38 a large opening degree (an opening degree on the MAX HOT side) as compared with when the engine coolant temperature Tw becomes a high temperature of, for example, 80 ° C when the coolant temperature Ts is only a low temperature of about 35 to 40 ° C.

That is, when the engine coolant temperature Tw is a low temperature, the target opening degree SW of the air mix door is located 38 with a higher frequency near MAX HOT, even though TAO is not that high. As in the fourteenth embodiment, the following problem is pronounced. For example, the passenger feels uncomfortable, for example, the passenger feels his face as hot.

Considering this point, the present embodiment performs such methods as those in the steps S200 to S203 by. When the engine coolant temperature Tw is lower than a predetermined temperature (when a temperature difference between the coolant temperature and TAO is less than 3 ° C), the FOOT B / L switching temperature becomes in comparison with when the temperature Tw is higher than the predetermined temperature (When a temperature difference between the coolant temperature and TAO in the present embodiment is greater than 3 ° C), set low. If the air mix door 38 Therefore, when the air conditioner is near MAX HOT, the air conditioner can hardly be in the two-height mode for opening the face air outlet 41 to be brought. In short, the air conditioner can easily enter the foot mode for closing the face air outlet 41 to be brought.

If therefore the air mix door 38 Being near MAX HOT can prevent the warm air from the facial air outlet 41 is blown, and thereby the comfort of the passenger can be improved.

(Modifications of Eleventh to Fifteenth Embodiments)

The present invention is not limited to the above-described eleventh to fifteenth embodiments, and various modifications can be made to these embodiments without departing from the spirit and scope of the invention.

For example, the allowable level in step S45 the eleventh embodiment and in step S52 the twelfth embodiment to be suitably modified.

For example, the method in step S47 the eleventh embodiment are omitted. That is, when the request to turn ON the motor in step S46 The operation can be continued without any conditions to step S43 go in which the cooler cycle can be selected.

For example, in step S72 The thirteenth embodiment determines whether the electromagnetic valve is disturbed or not. Alternatively it can be determined if another component of the refrigeration cycle 10 when the electromagnetic valve is disturbed.

For example, in step S190 In the fourteenth embodiment, the predetermined opening value to be compared with the target opening degree SW is appropriately modified.

For example, the preset value for the FOOT B / L switching temperature may be in the steps S191 and S192 the fourteenth embodiment and in the steps S201 and S202 of the fifteenth embodiment are suitably modified.

For example, in step S200 In the fifteenth embodiment, the manner of determining whether the coolant temperature is relatively low or not is appropriately modified.

Although the air conditioner for a vehicle is applied to hybrid cars in the above respective eleventh to fifteenth embodiments, the object of the application of the invention is not limited to the hybrid cars. The invention can be applied to a variety of vehicles including, for example, a vehicle or the like that achieves fuel economy by turning off an engine.

It should be understood that such changes and modifications are within the scope of the present invention as defined by the appended claims.

Claims (7)

Air conditioning system for a vehicle comprising: a vapor compression refrigerating cycle (10) including a compressor (11) for sucking, compressing and discharging a refrigerant, an outdoor heat exchanger (16) for exchanging heat between the refrigerant and outside air, and first and second indoor heat exchangers (12, 26) for exchanging heat between the refrigerant and air to be blown into an interior of a vehicle; and an exhaust capacity control device (50a) adapted to control a refrigerant discharge capacity of the compressor (11); wherein the refrigeration cycle (10) comprises refrigerant cycle switching means (13 to 24) for switching between a refrigerant circuit in a cooling mode for cooling the air by radiating heat absorbed by the first indoor heat exchanger (26) through the outdoor heat exchanger (16) and another refrigerant circuit in a heating mode for heating the air by radiating heat absorbed by the outdoor heat exchanger (16) through the second indoor heat exchanger (12); wherein the refrigeration cycle (10) further comprises a switching disturbance determining means (S132) adapted to determine whether or not an operation of the refrigerant cycle switching means (13 to 24) is faulty, and wherein the discharge capacity control means (50a), when the switchover failure determining means (S132) determines that the operation of the refrigerant circuit switching means (13 to 24) is faulty, decreases the refrigerant discharge capacity of the compressor (11). A vehicle air conditioner comprising: a vapor compression refrigerating cycle (10) including a compressor (11) for sucking, compressing and discharging a refrigerant, an outdoor heat exchanger (16) for exchanging heat between the refrigerant and outside air, and first and second indoor heat exchangers (12 , 26) for exchanging heat between the refrigerant and air to be blown into an interior of a vehicle; a discharge capacity control device (50a) adapted to control a refrigerant discharge capacity of the compressor (11); a discharge temperature detecting means (54) adapted to detect a discharge refrigerant temperature (Td) of the compressor (11); and an ejection temperature disturbance determining means (S132) adapted to determine whether or not an operation of the ejection temperature detecting means (54) is faulty, wherein the ejection capacity controlling means (50a) detects when the ejection temperature disturbance determining means (S132) detects Operation of the refrigerant circuit switching means (13 to 24) is defective, the refrigerant discharge capacity of the compressor (11) is reduced. An air conditioner for a hybrid car, wherein the hybrid car has an engine (EG) and an electric motor (MG) for driving which are adapted to generate driving force for driving the vehicle, and a battery (BT) for supplying power to the electric motor ( MG), wherein the air conditioner is adapted to restrict the supply of power for air conditioning when a remaining battery level of the battery (BT) falls below a predetermined air-conditioning level, the air conditioner comprising: a vapor compression refrigerating cycle (10) including an electric compressor (11) for compressing refrigerant using the power for air conditioning and forming a heat pump cycle for heating air to be blown into an interior of a vehicle; a hot water heater (36) for heating the air by using a coolant of the internal combustion engine (EG) as a heat source; and a controller (50) for outputting an operation request signal to the internal combustion engine (EG) when the remaining battery level of the battery (BT) falls below an allowable level obtained by adding a predetermined margin to the air-conditioning noise level. Air conditioning for one vehicle after Claim 3 wherein the control means (50) continues to operate the heat pump cycle without stopping its operation at a temperature of the coolant lower than a predetermined temperature even when an operation request signal is output to the engine (EG). Air conditioning for one vehicle after Claim 3 or 4 wherein the vapor compression refrigeration cycle (10) includes an exterior heat exchanger (16) for exchanging heat between the refrigerant and air outside a vehicle compartment, the vapor compression refrigeration cycle being capable of switching between the heat pump cycle and a defrost cycle for defrosting the outdoor heat exchanger (16) by allowing in that a high-temperature refrigerant discharged from the electric compressor (11) flows through the outdoor heat exchanger (16), and when the operation request signal is output to the engine (EG), the controller (50) switches to the operation of the defrost cycle after operation of the heat pump cycle has been switched off. Air conditioning for one vehicle after Claim 3 or 4 wherein the vapor compression refrigeration cycle (10) comprises an outdoor heat exchanger (16) for exchanging heat between the refrigerant and air outside the vehicle compartment and an interior evaporator (26) for cooling the air by vaporizing refrigerant, the refrigerant circuit (10) being capable of intervening the heat pump cycle and a cooler circuit for cooling the air, and wherein the control means (50), when the operation request signal to the internal combustion engine (EC) is output, performs the switching to the operation of the cooler circuit after the operation of the heat pump cycle has been turned off. Air conditioning system for a vehicle comprising: a vapor compression refrigerating cycle (10) including a compressor (11) for compressing and discharging refrigerant, and forming a heat pump cycle for heating air to be blown into a vehicle interior; a hot water heater (36) for heating the air by using a coolant of an internal combustion engine (EG) as a heat source; and a control device (50) for outputting an operation request signal to the internal combustion engine (EG) when a component of the vapor compression refrigeration cycle (10) is determined to be disturbed.

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