DE112015003371B4 - Vehicle Air Conditioning Device - Google Patents

Abstract

A vehicle air conditioning apparatus comprises a refrigerant circuit (1) in which a refrigerant flows to cool a heat source (4) in a vehicle, and a refrigeration cycle circuit (3) in which a refrigerant compressed in a compressor (2) flows and the used as a heat pump. The coolant circuit (1) includes a burner (6) that heats the coolant, a radiator (7) that allows the coolant to radiate heat to outside air, and a heater core (8) that performs heat exchange between the coolant and the inside the vehicle to blown air conditioning air through. A controller (10) includes a calculation section that calculates the fuel efficiency of each of the refrigeration cycle circuit (3) and the burner (6), and an efficiency selection section that preferentially activates the heat pump or the burner (6), whichever the associated with higher fuel efficiency. Consequently, a vehicle air-conditioning device with high efficiency on a fuel consumption basis can be provided by utilizing the fact that the burner (6) is more efficient than the heat pump in terms of fuel consumption in some cases.

Description

CROSS REFERENCE TO RELATED APPLICATION

This application is based on Japanese Patent Application No. 2014-1 50102 , which is incorporated herein by reference.

TECHNICAL AREA

The present disclosure relates to a vehicle air-conditioning device that heats coolant for a heat source in a vehicle by a burner, and a refrigeration cycle circuit that is a heat pump and that heats air-conditioning air in a heater core to thereby heat a vehicle interior.

BACKGROUND ART

A vehicle air conditioning device is used as a conventional technique in the JP H06 - 183 249 A disclosed. The disclosed device includes a water-to-refrigerant heat exchanger provided in a hot water circuit where engine coolant flows. The device quickly raises a hot water temperature to a temperature necessary for a heating operation by using a refrigeration cycle circuit so that a high-temperature and high-pressure refrigerant flows from the refrigeration cycle circuit to the water-refrigerant heat exchanger. the JP H09 - 52 508 A , U.S. 2012/0 253 573 A1 , JP 2012 - 111 251 A , DE 198 33 251 A1 and JP H09 - 220 924 A disclose air conditioning devices with coolant circuits and refrigerant circuits. the DE 10 2012 212 338 A1 discloses a controller for an air conditioning device. the DE 695 04 149 T2 and DE 699 09 065 T2 each disclose further prior art. The heating efficiency of a heat pump JP H06 - 183 249 A is high because the heat pump pumps heat from air.

However, in the vehicle air conditioning device in the related art, the efficiency on a fuel consumption basis is not considered. Consequently, in some cases, the device becomes less efficient on a fuel consumption basis.

In view of the foregoing inconvenience, the present invention has an object to provide a vehicle air conditioning device that includes a burner and a heat pump and has high efficiency on a fuel consumption basis.

The disclosure of the patent document cited above as prior art is incorporated herein by reference as a description of technical elements described herein.

According to one aspect of the present disclosure, a vehicle air conditioning apparatus according to claim 1 is provided.

According to the disclosure above, the fuel efficiency of the heat pump and burner is each obtained based on operating conditions that include real-time outside air temperature, and the heat pump and burner, depending on where the higher calculated fuel efficiency is associated, is preferably activated. Consequently, a fact that the burner becomes more efficient than the heat pump on a fuel consumption basis can be exploited in some cases. Accordingly, an operation of the burner and an operating state of the heat pump can be combined depending on the fuel efficiency. Consequently, a vehicle air conditioning device that consumes less fuel can be provided, and hence the overall fuel economy of the vehicle can be enhanced.

According to another aspect of the present disclosure, a vehicle air conditioning device according to claim 2 is provided.

character list

• 1 12 is a schematic diagram of a vehicle air-conditioning device according to a first embodiment of the present disclosure;
• 2 Fig. 14 is a flowchart demonstrating a control procedure by a controller in the vehicle air-conditioning apparatus of the first embodiment;
• 3 Fig. 12 is a flowchart demonstrating a control procedure of control by the control device of the first embodiment;
• 4 Fig. 14 is a flowchart demonstrating a control procedure of electricity priority control by the control device of the first embodiment;
• 5 Fig. 12 is a flowchart demonstrating a control procedure of an electricity priority procedure by the control device of the first embodiment;
• 6 14 is a flowchart showing a control procedure of fuel priority control by the control device according to the first embodiment of the present disclosure;
• 7 Fig. 14 is a flowchart demonstrating a control procedure of a fuel priority procedure by the control device of the first embodiment;
• 8th Fig. 12 is a schematic diagram showing a spatial arrangement of the vehicle air conditioning apparatus of the first embodiment in a bus vehicle;
• 9 Fig. 14 is a diagram showing a main fuel tank and a gauge of the first embodiment;
• 10 12 is a schematic diagram of a vehicle air-conditioning device according to a second embodiment of the present disclosure;
• 11 Fig. 12 is a flowchart demonstrating a control procedure for a bypass valve provided to a bypass circuit of the second embodiment;
• 12 Fig. 12 is a schematic diagram showing a spatial arrangement of the vehicle air-conditioning apparatus of the second embodiment in a bus vehicle;
• 13 12 is a schematic diagram of a vehicle air-conditioning device according to a third embodiment of the present disclosure;
• 14 Fig. 12 is a schematic upper diagram of a refrigeration cycle circuit of the third embodiment; and
• 15 12 is a schematic diagram of a vehicle air-conditioning device according to a fourth embodiment of the present disclosure.

DESCRIPTION OF EMBODIMENTS

Hereinafter, several embodiments for implementing the present invention will be described with reference to drawings. In the respective embodiments, a part that corresponds to a matter described in a previous embodiment may be assigned the same reference numerals, and redundant explanation for the part may be omitted. When only part of a configuration is described in one embodiment, another previous embodiment may be applied to the other parts of the configuration.

The parts can be combined even if it is not expressly described that the parts can be combined. The embodiments can be partially combined even if it is not expressly described that the embodiments can be combined, provided that there is no harm in the combination.

(First embodiment)

Here, a first embodiment of the present disclosure will be detailed below using 1 until 9 described. A vehicle of the first embodiment uses a motor that rotates with electricity from a battery in a drive system of the vehicle. The vehicle is also capable of generating a driving force from engine power. A heat source that heats hot water in a hot water circuit is a machine composed of a water-cooled internal combustion engine. In addition, the vehicle is able to charge the battery by generating electricity from engine power.

1 12 is a schematic diagram of a vehicle air conditioning device according to the first embodiment of the present disclosure. The vehicle air conditioning device of the first embodiment includes a heat pump (HIP) formed of a refrigeration cycle circuit 3 and a burner 6 .

A figure of merit, which is a numerical value representing an ability of a device in terms of how much energy the device outputs for the input energy, will now be explained. In theory, a heat pump has a coefficient of power (COP) of 1.0 or higher and better input energy efficiency than a burner, which has a COP of about 0.8.

Under a typical temperature condition, that is, in a temperature zone where an outside air temperature is about -10°C or above, the heat pump exhibits even better input energy efficiency than the burner in a vehicle air conditioning device when integrated into a fan and the blower electric power input in an air blower system is taken into account. Here, the “input energy efficiency” is defined by a ratio of an amount of energy given to the air of the clinic to an amount of energy input for heating.

Performance and efficiency of the heat pump can possibly deteriorate when an outside air gets colder. In addition, since the fan and the blower as the air blowing system in the heat pump are driven by electricity, the heat efficiency can improve pump on a fuel consumption basis may decrease even further than the input energy efficiency of the heat pump. Here, “efficiency on a fuel consumption basis”, that is, “fuel efficiency” is defined by a ratio of an amount of energy given to air-conditioning air to an amount of energy of fuel consumed for heating.

The efficiency obtained by dividing an output of the engine by an energy amount of fuel input to the engine is approximately equal to 0.3, and the efficiency of a motor (alternator) that generates electricity from engine output is equal to 0.6. Thus, the electricity generation efficiency of the engine-driven motor on a fuel consumption basis, that is, the electricity generation efficiency on a fuel consumption basis obtained by dividing an output of the engine by an energy amount of fuel consumed to generate electricity is approximately equal to 0. 18 (0.6 × 0.3 = 0.18). Accordingly, in a case where the heat pump is driven by an electric compressor, fuel efficiency decreases in comparison with a case where the heat pump is directly driven by the engine.

Even in the case of an engine-driven heat pump driven by a compressor driven with shaft power obtained from the engine as described above, the air blowing system in the heat pump is electrically driven and therefore consumes electricity. Consequently, the fuel efficiency of the burner is higher than the fuel efficiency of the heat pump in some cases depending on the operating conditions.

By considering such cases, when heating a vehicle interior, the vehicle air-conditioning apparatus of the present disclosure preferentially activates the refrigeration cycle circuit 3 constituting the heat pump or the burner 6, whichever consumes less fuel. That is, either the cooling circuit circuit 3 or the burner 6, depending on where the higher calculated fuel efficiency is associated, is preferentially activated. The refrigeration cycle circuit 3 constituting the heat pump is configured to supply a hot water circuit 1 (also called coolant circuit 1) heated by the burner 6 via a water-refrigerant heat exchanger 15 (also called coolant-refrigerant heat exchanger 15)
to heat up. The water-refrigerant heat exchanger 15 is effectively used in the first embodiment. However, it should be appreciated that the water-to-refrigerant heat exchanger 15 is not essential to the present disclosure.

Referring to 1 the vehicle air conditioning apparatus comprises the hot water circuit 1 where hot water (refrigerant) to cool the heat source (E/G) 4 flows into the vehicle, and the refrigeration cycle circuit 3 constituting the heat pump where refrigerant compressed in a compressor 2 flows flows. The in-vehicle heat source 4 is a machine composed of an internal combustion engine that generates a driving force of the vehicle. The hot water circuit 1 is a circuit where water (made of antifreeze liquid) flows to water-cool the machine.

The tub water circuit 1 includes a water pump 5 which forces the hot water to flow into the heat source 4, the burner 6 which heats the hot water, a cooler 7 which allows the hot water to radiate heat to the outside air, and a heater core 8, in in which heat is exchanged between the hot water and the air conditioning system air blown into the vehicle.

The water pump 5 forces the engine-cooling hot water to circulate by rotating an impeller using a motor. The burner 6 burns fuel and heats the water flowing into the hot water circuit 1. The burner 6 is supplied with fuel from a burner fuel tank 6 t formed of a fuel tank different from a fuel tank for the engine constituting the heat source 4 .

In the radiator 7, as is known, heat is exchanged between the hot water in the hot water circuit 1 and the outside air, which is air outside the vehicle, to reduce a temperature of the hot water that becomes hot. Although not shown in the drawing, a radiator electric fan is fixed to the radiator 7 so that outside air flows to the fins of the radiator 7 .

The heater core 8 is a heat exchanger provided to close an air conditioning duct and heat outside air blown by an air conditioning fan or inside air circulating in the vehicle. Elements such as a thermostat that controls a flow rate to the radiator 7 of the hot water circuit 1 are not shown in the drawing.

The refrigeration cycle circuit 3 comprises the compressor 2 which pressurizes the refrigerant, an external heat exchanger 13 which exchanges heat with air outside the vehicle, an inter NEN heat exchanger 14 that regulates a temperature of the air conditioning air, a memory 9 in which an additional refrigerant is stored, and so on. In the present embodiment, the compressor 2 is an electric compressor driven with electricity generated by the power of the engine. However, the compressor 2 can be driven with power from the engine driven by consumption of fuel.

The vehicle is equipped with a battery 25 that supplies electricity to a wheel drive motor (M) 32 . A battery management unit 26 that manages a condition of the battery 25 such as a battery voltage, a battery temperature, and a battery remaining amount is installed in the vehicle. A remaining battery quantity of the battery 25 is thus known to a controller 10 via the battery management unit 26 . Electricity is supplied to the motor 32 from the battery 25 via a motor control circuit 31 .

Operations of a check valve 35, electromagnetic valves 36 and 37 and so on of the first embodiment will now be described. The refrigeration cycle circuit 3 has four modes as follows.

In a cooling and a cooling dehumidification mode, the refrigerant radiates heat in the water-refrigerant heat exchanger 15 and the external heat exchanger 13 and absorbs heat in the internal heat exchanger 14. Consequently, an electronic expansion valve 11 is fully open and an electronic expansion valve 12 controls a Flow rate to control a temperature of the internal heat exchanger 14 operating as an evaporator. The electromagnetic valve 37 is closed and the electromagnetic valve 36 is also closed.

In a heating mode, the refrigerant radiates heat into the water-refrigerant heat exchanger 15 and absorbs heat into the external heat exchanger 13. Consequently, the electronic expansion valve 11 regulates a flow rate to control a temperature of the external heat exchanger 13 functioning as an evaporator. The electronic expansion valve 12 is closed. Even when the fan is stopped, heat is slightly exchanged in the internal heat exchanger 14 due to a natural convection current. Consequently, when the electronic expansion valve 12 is open, a flow of the refrigerant is formed in the internal heat exchanger 14 and an amount of heat exchanged is increased, resulting in deterioration. In short, the heating capacity decreases. The electronic expansion valve 12 is closed to prevent such an inconvenience. The electromagnetic valve 37 is closed, whereas the electromagnetic valve 36 is open.

The internal heat exchanger 14 is unable to control temperature during heating. The internal heat exchanger 14 controls temperature as an evaporator during cooling and works as a dehumidifying evaporator during heating. In the refrigeration cycle circuit 3, the internal heat exchanger 14 is not available as a condenser.

During heating, the refrigerant radiates heat to the coolant in the water-refrigerant heat exchanger 15 and the coolant heats the air-conditioning air to be blown into the vehicle interior in the heater core 8 . That is, as a method of heating water, the heat pump composed of the refrigeration cycle circuit 3 and the burner 6 together heat the coolant, and then the heat is radiated to the air-conditioning air from the single heater core.

In a heating-dehumidifying mode, the refrigerant radiates heat in the water-refrigerant heat exchanger 15 and absorbs heat in the external heat exchanger 13 and the internal heat exchanger 14. Consequently, the electronic expansion valve 11 regulates a flow rate to control a temperature of the external heat exchanger 13, which works as an evaporator. The electronic expansion valve 12 also controls a flow rate. The electromagnetic valve 37 is open and the electromagnetic valve 36 is also open.

Here, the dehumidification requires a known reheating operation to heat air that has been cooled in the internal heat exchanger 14 working as an evaporator in the heater core 8 where the hot water flows. In 1 For example, a hot water reheating heat exchanger, which is basically the same as the heater core 8, and an air mix damper that controls a volume of air passing through the heater core are omitted.

In a defrost mode, the refrigerant absorbs heat or does not absorb heat, nor radiates heat into the water-refrigerant heat exchanger 15 and radiates heat into the external heat exchanger 13. Consequently, the electronic expansion valve 11 is fully opened, whereas the electronic expansion valve 12 is closed. The electromagnetic valve 37 is closed, whereas the electromagnetic valve 36 is open.

In a case where the check valve 35 is absent, a circuit that is sequentially through the compressor 2 → the water-refrigerant heat exchanger 15 → the electromagnetic valve 37 → the electromagnetic valve 36 → the accumulator 9 → the compressor 2 runs, formed during the heating-dehumidifying mode. In order to prevent such a circuit from being formed, the check valve 35 is provided between the electromagnetic valves 37 and 36 .

As in 2 the controller 10 has a calculation section (S205) that calculates each of the fuel efficiency of the refrigeration cycle circuit 3 constituting the heat pump and the burner 6 according to operating conditions including an outside air temperature outside the vehicle. The refrigeration cycle circuit 3 heats the air conditioning air through the heater core 8 where the hot water flows by heating the hot water in the hot water circuit 1 through the water-refrigerant heat exchanger with heat from the refrigerant that is pressurized in the compressor 2 and becomes hot . According to the configuration of the first embodiment, the internal heat exchanger 14 does not function as a condenser and functions only as an evaporator. Because the refrigeration cycle circuit 3 of the first embodiment adopts the water heating method, the refrigeration cycle circuit 3 heats the hot water circuit. In the case of one referred to below 15 According to the air heating method described above, the internal heat exchanger 14 works as a condenser and is equipped with an air conditioning air heating function.

The burner 6 first heats the air conditioning air via the heater core 8, in which the hot water flows, by heating the hot water in the hot water circuit 1. The controller 10 internally includes an in 2 efficiency selection section shown (S208 to S214) and preferably activates one of two heaters, i.e. either the heat pump formed of the refrigeration cycle circuit 3 or the burner 6, whichever is associated with the higher calculated fuel efficiency.

Referring to 1 In a case where the refrigeration cycle circuit 3 and the burner 6 are provided, the one with the higher efficiency is preferably activated. In addition to a case where there are two heaters including the refrigeration cycle circuit 3 and the burner 6, even in a case where, for example, three or more heaters additionally include an electric heater, each heater with the higher efficiency is preferably used in an equal manner and way activated. In such a case, the fuel efficiency of the electric heater is far below the fuel efficiency of the refrigeration cycle circuit 3. Consequently, it is always presumed that the efficiency of the refrigeration cycle circuit 3 is higher than the efficiency of the electric heater.

The controller 10 is known as an air conditioner ECU, and includes a memory as an internal storage device and a CPU as a computing device. The controller 10 controls the compressor 2, the first electronic expansion valve 11, the second electronic expansion valve 12 and the like based on information about a preset temperature in the vehicle interior set via an operation panel and sensor information such as an outside air temperature indoor air temperature and amount of solar radiation. As indicated by dotted lines from 1 is indicated, the controller 10 is electrically connected to the compressor 2 and the combustor 6 .

As has been described, the internal heat exchanger 14 does not function at all as a condenser in the circuit configuration of the first embodiment.

According to the first embodiment, the controller 10 calculates the fuel efficiency of each of the refrigeration cycle circuit 3 and the burner 6 according to operating conditions including an outside air temperature at a current time. The controller 10 may calculate the fuel efficiency of each of the refrigeration cycle circuit 3 and the combustor 6 based on a signal from the compressor 2 and a signal from the combustor 6, respectively. The controller 10 preferably activates the refrigeration cycle circuit 3 or the burner 6, whichever is associated with the higher calculated fuel efficiency. Consequently, a fact that the burner 6 is more efficient than the refrigeration cycle circuit 3 on a fuel consumption basis in some cases can be utilized. In such cases, a vehicle air-conditioning device that consumes less fuel can be provided by combining operation of the burner 6 and operation using the refrigeration cycle circuit 3 depending on the fuel efficiency.

Because the internal heat exchanger 14 does not function as a condenser, heating using the internal heat exchanger 14 cannot be performed. In the first embodiment, the vehicle air-conditioning device includes the water-refrigerant heat exchanger 15 provided between the hot water circuit 1 and the refrigeration cycle circuit 3 to exchange heat between the refrigerant and the hot water. A method of performing heating by heating the hot water shell Device 1 with heat of the refrigeration cycle circuit 3 by incorporating the water-refrigerant heat exchanger 15 as above is called the water heating method. The method is carried out using the air heating method (described below 13 or 15 ) compared, which has no water-refrigerant heat exchanger 15. In a case where the water-refrigerant heat exchanger is absent, heating cannot be performed unless one in 13 or 15 shown configuration (air heating method) is adopted.

Because air is directly heated by the air heating method, the air heating method has high heating efficiency as an advantageous point. In addition, because it is not necessary to heat water, the air heating method has an instantaneous effect as compared with the water heating method. In addition, since the refrigeration cycle circuit 3 is detachable from a circuit on the vehicle side, installation on the vehicle becomes easy.

Meanwhile, in the case of being arranged in a bus vehicle, a heating heat exchanger is located on a ceiling by the air heating method, and heating air is blown out from the ceiling. The vehicle air conditioning device thus fails to keep the head cold and feet warm. That is, a disadvantage of the air heating method is that an occupant feels less comfortable. In addition, since warm air accumulates in an upper portion, a circulator or the like is separately required in the case of spatial arrangement to blow out heated air from the ceiling.

In contrast, an advantage of the water heating method as in the first embodiment is that an occupant feels comfortable because heated air heated in the heater core 8 is blown from a lower portion of the vehicle. The chiller 7 of the hot water circuit 1 becomes available as a part of an external condenser by partially transferring heat from the refrigerant side to the hot water in the hot water circuit 1 through the refrigeration cycle circuit 3 during a cooling operation. Consequently, the efficiency during cooling is enhanced.

Furthermore, the water heating method can be easily developed for future thermal management. For example, by means of the water heating method, it is easy to deal with exhaust heat recovery via a hot water circuit in a temperature regulation device of a battery installed in a vehicle equipped with a running battery. In addition, heating of hot water by the refrigeration cycle circuit 3 is available to preheat an engine.

A disadvantage of the water heating method is that the water heating method is inferior to the air heating method in instantaneous effect and efficiency as a refrigeration cycle circuit.

In the case of the water heating method, the external heat exchanger 13 constituting an evaporator during heating is installed on the ceiling of the bus vehicle. The internal heat exchanger 14, which works as a dehumidifying evaporator, is also installed on the ceiling. The compressor 2 is installed on the ceiling in a case where the compressor 2 is an electric compressor. In a case where the compressor 2 is belt-driven by the engine constituting the heat source 4, the compressor 2 is installed in an engine room.

Control is now using 2 described. When control starts, the controller 10 compares a room temperature Tr of an inside air sensor with a value obtained by subtracting a predetermined temperature difference Tp from a preset temperature Tset in step S201. If the room temperature Tr is higher than the value obtained by subtracting the predetermined temperature difference Tp from the preset temperature Tset, the controller 10 determines that heating is not necessary and proceeds to step S202, in which the controller 10 controls both the burner 6 and the refrigeration cycle circuit 3 constituting the heat pump turns OFF and the compressor 2 stops.

On the other hand, when the room temperature Tr is not higher than the value obtained by subtracting the predetermined temperature difference Tp from the preset temperature Tset, the controller 10 determines that heating is necessary. In such a case, the controller 10 proceeds to step S203, in which the controller 10 performs warm-up control as to whether warm-up is necessary to steeply raise a vehicle interior temperature. If a warm-up is necessary, the controller 10 performs a warm-up procedure described below. A part of the controller 10 that performs a control process in step S203 can be used as an example of a warm-up control section that boosts heating performance by activating both the refrigeration cycle circuit 3 and the burner 6. A detailed flowchart of the warm-up control in step S203 will be described below.

Subsequently, the controller 10 calculates the power necessary for heating in step S204 of FIG 2 . The necessary heating power is calculated using a deviation between an indoor air temperature at a current time detected by a sensor and the preset temperature, an amount of solar radiation, and so on.

In subsequent step S205, the controller 10 calculates a real-time heating capacity of each of the refrigeration cycle circuit 3 and the burner 6, and calculates a fuel efficiency for attaining the calculated capacity. The efficiency represents a heat output per energy of the fuel consumed per unit of time.

In a case where a compressor is rotated by a motor, when an energy consumed by the fuel to generate a rotary output of the motor is assumed to be 1, the rotary output of the motor is 0.18 ( 0.3 × 0.6 = 0.18). A real-time speed of the compressor in a refrigeration cycle circuit is ultimately derived using known compressor speed control.

It is necessary to consider the efficiency of the water-refrigerant heat exchanger 15 at the time of transferring heat generated in the refrigeration cycle circuit 3 according to the rotation speed to the hot water via the water-refrigerant heat exchanger 15 . In addition, it is necessary to rotate the blower and fan while the refrigeration cycle circuit is in operation. Consequently, it is also necessary to consider that fuel supplied to the engine is consumed when using electricity from such air-blowing devices. By considering the foregoing matters, the total heating power that can be obtained for an amount of fuel consumed can be calculated, or the fuel efficiency can be obtained empirically in advance by using a map. Appropriate parameters used to generate the map are outside air temperature, inside air temperature, and engine speed.

A compressor speed can be calculated from an engine speed and a pulley ratio. An efficiency of the refrigeration cycle circuit can be calculated since a state of a refrigeration cycle circuit is determined using the parameters specified above.

The heating capacity of the burner 6 and the fuel efficiency to achieve the capacity can be easily followed by reading out data oline performing a calculation. However, it should be noted that the data of a manufacturer of the burner and the efficiency as a heat exchanger of a heater core that conveys the heat generated in the burner into heat of the air-conditioning air must be taken into account. It is also necessary to rotate a water pump and a fan to blow out warm air by forcing warm water to flow. Consequently, the electricity necessary to turn the water pump and fan and an amount of fuel consumed by the machine to obtain the electricity must also be considered.

Finally, the energy per unit time given to heat the air by operating the burner is obtained using a total amount of fuel, and then the fuel efficiency is obtained by dividing an amount of the energy by the total amount of fuel.

For example, under a condition that an outside air temperature is -10°C and a vehicle interior temperature is 20°C, a heat load of a vehicle is found to be 15 kW. Here, the refrigeration cycle circuit efficiency (Coefficient of Performance) of a heat pump is calculated to be equal to 2.5 from, for example, an engine speed, an outside air temperature, and a vehicle interior temperature.

In short, 6.0 kW is necessary as the power from the compressor. Assuming that 30% of the energy of the fuel inputted into the engine per unit time is output as shaft power, 20 kW is necessary as an amount of fuel energy consumed per unit time. Also, if it is assumed that the fan power is 0.6 kW, the blower power is 0.4 kW, and the alternator efficiency is 0.6, then a total of 1.7 kW of shaft power is required. The world output corresponds to a fuel energy amount of approximately 5.6 kW. Thus, 25.6 kW is necessary by adding an amount of fuel energy from the compressor. Consequently, it is found that the fuel efficiency of the heat pump is approximately equal to 0.59 (15 kW/26.5 kW = 0.59).

Furthermore, to achieve an output of 15 kW, the combustor requires a fuel energy amount of approximately 18.8 kW, given the input energy efficiency (CoP) of 0.8. A total amount of electricity of a water pump and a fan accompanying operation of the burner is approximately 0.9 kW. The electricity is 1.5 kW regarding the wave power tion of the alternator and 5.0 kW in terms of fuel energy quantity. Overall, to achieve the 15 kW heating capacity, the burner requires approximately 23.8 kW of fuel energy. Consequently, it is found that the combustor fuel efficiency is approximately equal to 0.63 (15 kW/23.8 kW = 0.63). In short, the burner is more fuel efficient than the heat pump.

Calculations may be approximate calculations and detailed data, for example, a wind speed distribution in the heat exchanger or the like may be omitted. In the case of the burner, calculation cannot be performed every occasion, and the fuel efficiency of the burner can be determined to be equal to 0.8 as a fixed value.

In the warm-up procedure in step S203 of 2 both the refrigeration cycle circuit 3 and the burner 6 are started regardless of the efficiency. Consequently, the refrigeration cycle circuit 3 and the burner 6 are turned ON at the same time. In an actual sequence control, the refrigeration cycle circuit 3 and the burner 6 must always be turned ON in sequence. However, the refrigeration cycle circuit 3 and the burner 6 can be turned ON in any order.

In subsequent step S206 of 2 the controller 10 performs electricity priority control by which priority is given to reducing electricity consumption. In the vehicle of the first embodiment, a motor running in the vehicle is driven using electric power of the battery. Accordingly, the controller 10 performs control by detecting a remaining amount of the battery. The electricity priority control will be described below.

In subsequent step S207, the controller 10 determines whether a present mode is a main fuel tank fuel priority mode in which priority is given to fuel in a main fuel tank. Here, the controller 10 determines whether an additional amount of fuel remains in the main fuel tank from which fuel is supplied to the engine. If no additional amount of fuel remains in the main fuel tank, the controller 10 performs a main fuel priority procedure in step S2072. A determination as to whether an additional amount of fuel remains in the main fuel tank and the main fuel priority procedure is described below.

Further, in step S208, the controller 10 compares the fuel efficiency of the refrigeration cycle circuit 3 with the fuel efficiency of the burner 6.

When the efficiency of the energy inputted as warm air to be blown into the cabin is calculated from the energy of fuel inputted into the engine, calculation is performed taking the following matters into consideration.

In a case where heat is transferred from the refrigeration cycle circuit 3 to the hot water in the hot water circuit 1, an outside air temperature and an engine coolant temperature (hot water temperature) are first detected. A hot water flow rate is also determined by an engine speed or specifications of the water pump 5.

A state in which the refrigeration cycle circuit 3 is balanced and in a stable operating state is determined from specifications of the external heat exchanger 13 and the water-refrigerant heat exchanger 15, specifications of the compressor 2, and a rotational speed of the compressor 2 in addition to the detected temperatures and the detected Get hot water flow rate.

Consequently, the radiant efficiency to the hot water circuit 1 for an input to the compressor 2 can be calculated. Radiation efficiency can be calculated on any occasion. Alternatively, an efficiency map may be preliminarily generated from a result of a test performed in advance to calculate the radiation efficiency by referring to the map.

In a case where the compressor 2 is an electric compressor, a rotating speed of the electric compressor is variable. That is, speed can be controlled by the controller 10 and is independent of engine speed. Because the necessary power to warm the vehicle interior is determined by a room temperature, the preset temperature, and an outside air temperature, a necessary rotating speed of the electric compressor is determined by the necessary power.

In a case where heat is transferred from the hot water circuit 1 to the air conditioning air to be blown indoors, an amount of heat to be discharged indoors is calculated from specifications and a hot water flow rate of the heater core 8, the detected room temperature and an air volume of the heater core 8 .

In a case where the refrigeration cycle circuit 3 is activated using power from the engine and the compressor 2 is belt-driven by the engine, the energy input into the refrigeration cycle circuit 3 is approximately 30% of the fuel energy input into the engine considering engine efficiency.

In some cases, the alternator that works as the motor is activated by using power from the engine, and the compressor 2 is an electric compressor. In such cases, the fuel efficiency is calculated under a condition that the electric energy is obtained from the alternator with an electricity generation efficiency of approximately 60% by activating the alternator using a shaft power of approximately 30% of the fuel energy.

In the case of other electric functional components, mainly an electric fan in the external heat exchanger and an electric blower that blows air to the evaporator, it is preferable to first calculate the input power and use data obtained in advance for the electricity consumption of the respective electric Functional components were measured. In such a case, it is preferable to store data such as how many watts is consumed by the electric fan in a high air blowing mode in a memory in the form of a card.

The efficiency (Coefficient of Performance) of the burner 6 can be set approximately to 0.8 regardless of an outside air temperature and the like. Consequently, the energy inputted as warm air to be blown out in order to achieve necessary heating in the interior of the bus vehicle can be calculated by operating the refrigeration cycle circuit 3 from the energy of the fuel inputted into the engine. Consequently, the fuel efficiency can be calculated as a result.

The energy inputted as warm air to be blown out of the heater core 8 of the hot water circuit 1 to achieve the necessary heating in the interior of the bus vehicle by operating the burner 6 from the energy of the fuel inputted into the engine, can also be calculated. Consequently, the fuel efficiency can be calculated as a result.

In some cases, it is determined that the fuel efficiency of the refrigeration cycle circuit 3 is higher than the fuel efficiency of the burner 6, and fuel consumption is reduced by heating the vehicle interior using the refrigeration cycle circuit 3 and not heating the vehicle interior using the burner 6.

In such cases, the controller 10 proceeds to step S209 2 further. In step S209, the controller 10 determines whether the heating capacity of the refrigeration cycle circuit 3 is higher than the necessary heating capacity calculated in step S204. When it is determined in step S209 that the heating capacity of the refrigeration cycle circuit 3 is higher than the necessary heating capacity, the controller 10 turns ON (activates) the refrigeration cycle circuit 3 and turns OFF (deactivates) the burner 6 in step S210.

On the other hand, when it is determined at step S209 that the heating capacity of the refrigeration cycle circuit 3 is not higher than the necessary heating capacity, the controller 10 determines that capacity by the refrigeration cycle circuit 3 alone is insufficient and turns ON (activates) the refrigeration cycle circuit 3 and turns (activates ) also ON the burner 6 in step S211.

In some cases, it may be determined at step S208 that it cannot be said that the fuel efficiency of the refrigeration cycle circuit 3 is higher than the fuel efficiency of the combustor 6 because the efficiency of the refrigeration cycle circuit 3 is poor, for example, due to a low outside air temperature.

In such cases, it is determined that the burner 6 is more efficient than the refrigeration cycle circuit 3 . Accordingly, the controller 10 proceeds to step S212, in which the controller 10 determines whether the heating capacity of the burner 6 is higher than the necessary heating capacity calculated in step S204.

When it is determined in step S212 that the heating capacity of the burner 6 is higher than the necessary heating capacity, the controller 10 turns OFF (deactivates) the refrigeration cycle circuit 3 and turns ON (activates) the burner 6 in step S213.

On the other hand, when it is determined at step S212 that the heating capacity of the burner 6 is not higher than the necessary heating capacity, the controller 10 determines that capacity by the burner 6 alone is insufficient and turns ON (activates) the refrigeration cycle circuit 3 and also turns on (activates). the burner 6 ON in step S214.

As has been described, the controller 10 has the calculation section (S205) that calculates the fuel efficiency of each of the refrigeration cycle circuit 3 and the burner 6 according to the operations finds out conditions including an outside air temperature outside the vehicle. A part of the controller 10 that performs a control process in step S205 can be used as an example of the calculation section that calculates the fuel efficiency of each of the refrigeration cycle circuit 3 and the burner 6, which is a ratio of an amount of energy given for heating the air-conditioning air , to an energy amount of fuel consumed for heating.

A portion of the controller 10 that performs a control operation in steps S208 through S214 can also be used as an example of the efficiency selection section that preferentially activates either the refrigeration cycle circuit 3 or the burner 6, depending on where the higher calculated fuel efficiency is associated . The controller 10 has a selection section that selects and activates at least one of the refrigeration cycle circuit 3 and the burner 6 according to the necessary heating power derived according to a predetermined temperature condition and a heat pump operating state on a fuel consumption basis.

The heat pump operating condition on a fuel consumption basis may include the fuel efficiency of the heat pump.

The refrigeration cycle circuit 3 of the first embodiment has the water-refrigerant heat exchanger 15 and is thermally connected to the warm water circuit 1 . In short, the refrigeration cycle circuit 3 adopts the water heating method. In other words, the vehicle air-conditioning apparatus of the first embodiment includes the hot water circuit 1 where the hot water to cool the heat source flows into the vehicle, and the refrigeration cycle circuit 3 constituting the heat pump where refrigerant 2 compressed in the compressor flows.

The vehicle air-conditioning device of the present embodiment includes the water-refrigerant heat exchanger 15 provided between the hot water circuit 1 and the refrigeration cycle circuit 3 to exchange heat between the refrigerant and the tub water.

Consequently, the vehicle interior can be heated by using both the refrigeration cycle circuit 3 and the hot water circuit 1 as described above in step S211 and step S214. Also, when a hot water temperature is low, the vehicle interior can be efficiently heated by using both the refrigeration cycle circuit 3 and the hot water circuit 1 after the heating efficiency of the heater core 8 of the hot water circuit 1 is increased by raising the hot water temperature with an operation of the refrigeration cycle circuit 3. The water-refrigerant heat exchanger 15 of the first embodiment is installed under a floor of the vehicle.

In some cases, the controller 10 is required to perform warm-up to quickly boost heating performance by quickly raising a temperature of hot water as in step S203 of FIG 2 . In such cases, the controller 10 quickly increases the heating power by activating both the refrigeration cycle circuit 3 and the burner 6.

More specifically, when warm-up is required, for example, when the cold heat source 4 is started, a temperature of hot water can be quickly raised by activating both the refrigeration cycle circuit 3 and the burner 6 regardless of the necessary power. In other words, a temperature rise rate of the hot water can be increased.

For example, warm-up is required in a case where a hot water temperature is below a predetermined temperature when heating is required. Such a case occurs when it is determined from a hot water temperature, a hot water heat capacity, a capacity of the refrigeration cycle circuit 3, a capacity of the burner 6 and so on that a predetermined blowout temperature is not reached within a predetermined time in a normal operation mode. In such a case, a present mode automatically changes to a warm-up mode.

That is, referring to 3 the controller 10 refers to necessary parameters such as a hot water temperature in the memory when the procedure in step S203 of 2 starts. In step S2031, the controller 10 calculates a necessary time T2 taken until a predetermined blow-out temperature of the air-conditioning air is reached.

In subsequent step S2032, the controller 10 compares the necessary time T2 with a predetermined time T1. When the necessary time T2 is longer than the predetermined time T1, the controller 10 determines that warm-up is necessary and performs a warm-up procedure in step S2033. Through the warm-up procedure, a temperature of the hot water is quickly raised by turning on (activating) both the refrigeration cycle circuit 3 and the burner 6 .

step S206 of 2 will now be described. The vehicle of the first embodiment is a hybrid vehicle in which the motor 32 rotating with electricity from the battery 25 is used in the driving system of the vehicle. The vehicle is also capable of generating a driving force from engine power. Furthermore, the vehicle is able to charge the battery 25 by generating electricity from the engine power.

The controller 10 has a remaining electricity amount determination section (S2061). 4 which confirms a state of charge of the battery 25 and determines whether the electricity is insufficient. The controller 10 also has an electricity consumption obtaining section (S20621) that calculates or acquires electricity consumption of each of the burner 6 and the refrigeration cycle circuit 3 . The controller 10 has an electricity selection section (S20622 to S20628). 5 which preferentially selects and activates either the burner 6 or the refrigeration cycle circuit 3 using the smaller amount of electricity when it is determined that an amount of electricity is insufficient. The electricity selection section will be described in detail below.

Referring to 2 and 4 When the electricity priority control starts in step S206, the controller 10 first compares a battery remaining amount AH2 with a predetermined remaining amount AH1 in step S2061 of FIG 4 . When a comparison result shows that the battery remaining amount AH2 is not greater than the predetermined remaining amount AH1 and the controller 10 determines that no additional electricity remains in the battery, the controller 10 performs an electricity priority procedure in step S2062. A part of the controller 10 that performs a control process in step S2061 can be used as an example of the remaining electricity amount determination section that confirms a charge state of the battery 25 and determines whether the electricity is insufficient.

5 1 illustrates the electricity priority procedure in detail. First, in step S20621, the controller 10 calculates the electricity consumption of the refrigeration cycle circuit 3. In order to calculate the electricity consumption of the refrigeration cycle circuit 3, the electricity consumption of electrical functional components such as the fan and the blower is stored in the memory in the form of data temporarily stored. For example, a map that includes a large number of data items related to how many watts are consumed by the fan in a high air blow mode is tentatively stored in memory. Electricity consumption of the electric compressor varies with a state of the refrigeration cycle circuit. Consequently, the controller 10 calculates the electricity consumption according to environmental conditions such as an outside air temperature at a current time, or finds a value calculated in advance through a test by referring to the map. A part of the controller 10 that performs a control process in step S20621 can be used as an example of the electricity consumption obtaining section that calculates or measures the electricity consumption of each of the burner 6 and the refrigeration cycle circuit 3.

In the first embodiment, the compressor 2 is an electric compressor. However, when the compressor 2 is a belt-driven compressor, the electricity consumption of the compressor 2 is 0. However, it should be noted that the belt-driven compressor 2 is driven by driving the engine and therefore consumes fuel from the engine. The electricity consumption of the burner 6 is stored in the form of initial data. The electricity consumption of the burner 6 is calculated by also adding the electricity consumption of the water pump 5 and the fan of the heater core 8 as well.

In subsequent step S20622 of 5 the controller 10 compares the electricity consumption of the burner 6, which is pre-stored in memory, with the calculated electricity consumption of the refrigeration cycle circuit 3. If the burner 6 consumes less electricity than the refrigeration cycle circuit 3, the controller 10 proceeds to step S20623, in which the controller 10 determines whether the heating capacity of the burner 6 is higher than the necessary heating capacity. When the heating capacity of the burner 6 is higher than the necessary heating capacity, the controller 10 turns OFF the refrigeration cycle circuit 3 and turns ON the burner 6 alone in step S20624.

If it is determined at step S20623 that the heating capacity of the burner 6 is not more than the necessary heating capacity, the heating capacity by the burner alone is insufficient. Consequently, the controller 10 brings both the refrigeration cycle circuit 3 and the burner 6 into an operative state in step S20625.

If it is determined in step S20622 that the electricity consumption of the refrigeration cycle circuit 3 is not greater than the electricity consumption of the burner 6, the controller 10 proceeds to step S20626 in which the controller 10 determines whether the heating capacity of the refrigeration cycle circuit 3 is higher than the necessary heating capacity is. If the heat output of the cooling circuit circuit 3 is higher than the required heat output, the Control ler 10 turns ON the refrigeration cycle circuit 3 and turns OFF the burner 6 in step S20627.

On the other hand, when it is determined that the heating capacity of the refrigeration cycle circuit 3 is not higher than the necessary heating capacity at step S20626 in 5 is, the heating performance by the refrigeration cycle circuit 3 alone is insufficient. Consequently, the controller 10 turns ON both the refrigeration cycle circuit 3 and the burner 6 in step S20628. A part of the controller 10 that performs a control process in steps S20622 to S20628 can be used as an example of the electricity selection section that preferentially activates either the burner 6 or the refrigeration cycle circuit 3 depending on which less electricity is consumed when determined becomes that an amount of electricity is insufficient.

According to the 5 As illustrated in the control illustrated, when a residual amount of electricity in the battery is relatively small, either the burner 6 or the refrigeration cycle circuit 3, whichever less electricity is consumed, is preferentially selected and activated. Consequently, consumption of the electricity remaining in the battery can be restricted. Alternatively, when a residual amount of electricity in the battery is relatively small, either the burner 6 or the refrigeration cycle circuit 3 using the smaller amount of electricity can be preferentially selected and activated.

A fuel priority control in step S207 of 2 to preferably save fuel in the main fuel tank will now be described in detail. First, in step S2071, determined by 6 the controller 10 determines whether an additional amount of fuel remains in the main fuel tank by comparing a fuel amount L2 remaining in the main fuel tank with a predetermined remaining amount L1 set in advance. If it is found that no additional fuel remains in the main fuel tank, the controller 10 performs a main fuel priority procedure in step S2072.

The burner 6 of the first embodiment is supplied with fuel from the burner fuel tank 6t of the first embodiment, in which fuel to be consumed by the burner 6 itself is stored. The main fuel tank 20 is a fuel tank of 9 , in which fuel used to drive the engine constituting the heat source 4 is stored. The main fuel tank 20 includes a measuring device 21 which measures a residual amount of fuel in the main fuel tank 20 . The measuring device 21 is formed from a part of a known fuel measuring device.

For example, as in 9 As shown, the gauge 21 that measures a remaining amount of fuel in the main fuel tank 20 can output a signal from part of signal lines of the fuel gauge attached to the main fuel tank 20, and the signal can be received directly by the controller 10. Alternatively, the controller 10 may receive a signal indicative of a remaining amount of fuel from a gauge ECU that drives the fuel gauge as one of gauges on an instrument panel via a multi-signal line.

If the controller 10 determines that the fuel used to drive the engine decreases (in the case of NO in step S2071 of 6 ), the controller 10 proceeds to step S2072. In step S2072, the controller 10 determines a preference between the two heaters, that is, gives priority to heating by the burner 6 supplied with fuel from the burner fuel tank 6t over heating by the refrigeration cycle circuit 3. Step S2072 is performed regardless of whether the efficiency is good or bad, that is, the controller 10 performs control to preferentially consume fuel in the burner fuel tank 6t over fuel in the main fuel tank 20 in which fuel stored used to power the machine. A part of the controller 10 that performs a control process in step S2072 can be used as an example of a burner priority control section that performs control to give priority to heating by the burner 6 over heating by the refrigeration cycle circuit 3 regardless of fuel efficiency by giving priority to consumption of fuel in the burner fuel tank 6t over consumption of fuel in the main fuel tank when a residual amount of fuel in the main fuel tank 20 measured by the meter 21 is smaller than the predetermined residual amount.

Step S2072 is detailed in 7 described. First, in step S20721, the controller 10 determines whether the heating capacity of the burner 6 is higher than the necessary heating capacity, that is, whether the burner 6 alone is sufficient for heating. When it is found that the heating capacity of the burner 6 is higher than the necessary heating capacity, the controller 10 turns OFF the heat pump of the refrigeration cycle circuit 3 and preferentially turns ON the burner 6 alone in step S20722. If it is found that the heating power from the burner is not higher than the necessary heating power, the controller 10 switches both the Refrigeration cycle circuit 3 and burner 6 ON in step S20723.

In the manner as above, the necessary heating capacity and the heat pump operation efficiency are calculated on a fuel consumption basis from an outside air temperature, a room temperature, and the preset temperature. After the calculation, one of the two devices that has the higher efficiency is preferentially activated, and if the necessary heating power cannot be achieved by the preferentially activated device alone, the other device is also activated. In the present embodiment, the efficiency is approximately estimated on a fuel consumption basis according to the operating conditions from a viewpoint of overall vehicle efficiency, and the device of the two devices which has the higher efficiency, that is, consumes less fuel, is preferably activated. The overall fuel economy of the vehicle can thus be enhanced.

According to the configuration as above, when the fuel used to drive the engine constituting the heat source 4 decreases, the fuel in the burner fuel tank 6t of the first embodiment can be preferentially consumed. Consequently, a decrease in fuel in the main fuel tank 20 from 9 , which is consumed by the machine constituting the heat source 4, can be restricted. A mileage of the vehicle can thus be extended.

A calculation of the necessary power (necessary heating power) performed in steps S204, S209 and S212 of 2 involved will now be described. The necessary heating capacity is the capacity of the refrigeration cycle circuit 3 balanced with a necessary vehicle heat load. The necessary vehicle heat load is determined by an outside air temperature, a room temperature, an amount of solar radiation, the insulating properties of the vehicle, the preset temperature, the number of occupants, and so on.

It is difficult to know exactly all the parameters. Consequently, the insulating properties of the vehicle are approximately estimated simply from a size of the vehicle. The insulating properties cannot be calculated on every occasion and may be preliminarily stored in an internal memory of the controller 10 in the form of initial data. The necessary vehicle thermal load is calculated from the inside and outside air temperatures of the vehicle.

8th 12 is a diagram used to describe a spatial arrangement of the vehicle air conditioning device of the first embodiment in a height direction in a bus vehicle. The refrigeration cycle circuit 3 is provided to the ceiling portion of the bus vehicle. On the other hand, the hot water circuit 1 is provided together with the engine constituting the heat source 4 in a lower portion of the bus vehicle. Warm air can be blown around the feet of occupants in the vehicle compartment through the heater core 8 where the warm water flows.

The water-refrigerant heat exchanger 15 is heavy and is provided in the lower portion of the vehicle. Accordingly, refrigerant tubes 3h of the refrigerant cycle circuit 3 extend from the ceiling portion to the lower portion.

In the first embodiment, the heat pump formed of the refrigeration cycle circuit 3 is combined with the burner 6 . A heat pump system itself is expensive compared to an electric heater. However, because a configuration of a refrigerating bus air conditioner in the related art is modified only for use as a heat pump, an increase in cost over the cost in the related art is limited.

The heat pump is characterized by absorbing heat from air. Consequently, a figure of merit for the input power exceeds 1.0 and therefore has a higher input energy efficiency than the burner 6 and an electric heater. The burner 6 is provided to the hot water circuit 1 which is a coolant circuit for a bus machine. The burner 6 is extensively used for raising a temperature when the engine starts and for heating during the winter months. When cost and efficiency are taken into account, it is believed that a combination of the burner 6 and the heat pump is optimal in terms of performance and efficiency.

An operational effect of the first embodiment will be described below. The fuel efficiency of each of the heat pump and the burner 6 is calculated according to operating conditions including an outside air temperature at a current time. Either the heat pump or the burner 6, whichever has the higher calculated fuel efficiency, is preferably activated.

Consequently, a fact can be utilized that the burner 6 becomes more efficient in some cases than the heat pump is on a fuel consumption basis. A vehicle air-conditioning device that consumes less fuel can be provided by combining an operation of the burner 6 and an operation state of the heat pump depending on the fuel efficiency.

The refrigeration cycle circuit 3 constituting the heat pump includes the internal heat exchanger 14 that regulates a temperature of the air conditioning air. The hot water circuit 1 includes the heater core 8 in which heat is exchanged between the hot water and the air conditioning air. Consequently, the vehicle interior can be heated by both the heat pump and the hot water circuit 1. In such a case, the water-refrigerant heat exchanger 15 provided between the hot water circuit 1 and the refrigeration cycle circuit 3 to exchange heat between the refrigerant and the hot water is not essential.

Further, according to the first embodiment, the fuel efficiency of each of the refrigeration cycle circuit 3 and the burner 6 is calculated according to operating conditions including an outside air temperature at a current time. Either the refrigeration cycle circuit 3 constituting the heat pump or the burner 6 which has the higher calculated fuel efficiency is preferentially activated.

Consequently, a fact that the burner 6 is more efficient than the heat pump on a fuel consumption basis can be exploited in some cases. A vehicle air-conditioning device that consumes less fuel can be provided by combining an operation of the burner 6 and an operation state of the heat pump depending on the fuel efficiency. In addition, by incorporating the water-refrigerant heat exchanger 15 in which heat is exchanged between the refrigerant and the hot water, the vehicle interior can be efficiently heated by both the heat pump and the hot water circuit 1 while exchanging heat between the heat pump and the hot water circuit 1 .

According to the first embodiment, the water-refrigerant heat exchanger is provided under the floor of the vehicle. Consequently, because the heavy-duty heat exchanger is provided under the floor, the vehicle becomes more stable and it is easy to install the heat exchanger. In addition, since a position where the hot water circuit 1 is installed varies less in a vertical direction, power consumption of the water pump 5 that forces the hot water to flow can be reduced.

Also, a pressure drop on the hot water side results in a greater impact on vehicle fuel economy than a pressure drop on the refrigerant side. Consequently, if the hot water circuit 1 is made shorter by providing the water-refrigerant heat exchanger 15 closer to the tub water circuit 1 under the floor, a total capacity for the water pump 5 and the compressor 2 can be smaller, although the capacity for the compressor 2 increases will. Because a gas flows on the refrigerant side and a liquid flows in the tub water circuit 1, the vehicle can be made shorter by making a pipe on the hot water side than in a case where the water-refrigerant heat exchanger 15 is located on the ceiling side, due to of a difference in density will be lighter.

According to the first embodiment, in a case where, for example, warm-up performance is required where the heat source 4 is started when a temperature of hot water is low, both the heat pump and the burner 6 are activated regardless of the necessary heating performance. A temperature of the hot water can thus be raised quickly.

Further, according to the first embodiment, when a remaining amount of electricity in the battery is small, either the burner 6 or the heat pump is preferably selected and activated using the smaller amount of electricity. Consequently, mileage can be secured to a maximum possible extent while saving an amount of electricity used.

According to the first embodiment, when fuel used to drive the engine decreases, fuel is preferentially consumed in the burner fuel tank 6t. Consequently, a decrease in fuel used to drive the engine can be restricted.

(Second embodiment)

A second embodiment of the present disclosure will be described. In the respective embodiments below, components that are the same as the components of the above first embodiment are denoted by the same reference numerals and description is not repeated. A description is given of the different configurations. In the second embodiment and the following embodiments, the same reference numerals as the reference numerals used in the first embodiment above denote the same configurations and descriptions given in the above. The second embodiment has discloses a bypass circuit that selectively disables the exchange of heat between the hot water and a refrigerant in a water-to-refrigerant heat exchanger.

Referring to 10 In the second embodiment, a vehicle air-conditioning apparatus includes a bypass circuit 15b through which refrigerant bypasses a water-refrigerant heat exchanger 15, and a bypass valve 15v. According to the configuration as above, in a case where it is unnecessary or undesirable to transfer heat between a refrigeration cycle circuit 3 and a hot water circuit 1 via the water-refrigerant heat exchanger 15, the refrigerant passes through the bypass circuit 15b and flows by bypassing the water -refrigerant heat exchanger 15. Consequently, the exchange of heat between the refrigeration cycle circuit 3 and the hot water circuit 1 via the water-refrigerant heat exchanger 15 can be prevented. The bypass valve 15v is connected to a controller 10, and the controller 10 opens and closes the bypass valve 15v.

For example, during a cooling operation, a hot water temperature of the hot water circuit 1 becomes higher than a refrigerant temperature on a side of the refrigeration cycle circuit 3 in some cases. In such cases, the heat undesirably migrates from the hot water circuit 1 to the refrigeration cycle circuit 3. Consequently, the bypass valve 15v of the bypass circuit 15b is opened to allow the refrigerant to flow through the bypass circuit 15b. Accordingly, migration of heat from the hot water circuit 1 to the refrigeration cycle circuit 3 can be suppressed by preventing heat exchange in the water-refrigerant heat exchanger 15 . Consequently, during cooling in 10 an increase in a heat radiation load on an external heat exchanger 13 constituting an external condenser can be prevented.

Exchange of heat between the refrigeration cycle circuit 3 and the hot water circuit 1 via the water-refrigerant heat exchanger 15 can be prevented by allowing hot water to flow in the hot water circuit 1 by bypassing the water-refrigerant heat exchanger 15 . However, allowing the refrigerant to bypass the water-refrigerant heat exchanger 15 is more effective in downsizing. For example, a tube diameter of a compressor discharge tube on the refrigerant side is generally smaller than a tube diameter of the hot water circuit 1. Accordingly, a valve diameter of the bypass valve 15v that controls the bypass circuit 15b may become smaller when the bypass circuit 15b is provided on the refrigerant side.

The vehicle air conditioning device can be constituted even when an exchange of heat between the refrigeration cycle circuit 3 and the hot water circuit 1 via the water-refrigerant heat exchanger 15 is prohibited by allowing the refrigerant to always pass through the bypass circuit 15b during a cooling operation. However, under a condition where heat can be transferred from the refrigeration cycle circuit 3 to the hot water circuit 1, efficiency becomes higher by transferring heat. Efficiency becomes higher because a radiator 7 functioning as an external condenser can be used to radiate heat from the refrigeration cycle circuit 3 .

Also, as in 12 As shown, the water-refrigerant heat exchanger 15 is provided under a floor of a vehicle. Because the water-refrigerant heat exchanger 15 is provided under the floor closer to the hot water circuit 1, refrigerant pipes 3h to the water-refrigerant heat exchanger 15 extend over a long distance from a ceiling portion to a lower portion of the vehicle.

Consequently, by providing the bypass circuit 15b on the refrigerant side, a route where the refrigerant flows can be significantly shorter. Accordingly, the refrigeration cycle circuit efficiency can be enhanced by reducing an undesirable pressure loss. That is, the path where the refrigerant flows can be significantly shorter by allowing the refrigerant to bypass the water-refrigerant heat exchanger 15 on the refrigerant side. Accordingly, the refrigeration cycle circuit efficiency can be enhanced by reducing an undesirable pressure loss.

In such a case, as in 10 shown, the water-refrigerant heat exchanger 15 is provided with a temperature sensor 15c at a refrigerant-side inlet. The temperature sensor 15c is connected to the controller 10, and the controller 10 receives a signal related to a refrigerant-side inlet temperature of the water-refrigerant heat exchanger 15 from the temperature sensor 15c. The controller 10 compares a hot water temperature of the hot water circuit 1 with the refrigerant side inlet temperature. When the refrigerant-side inlet temperature is found to be higher than the hot water temperature, the controller 10 opens the bypass valve 15v and lets the refrigerant flow through the bypass circuit 15b by bypassing the water-refrigerant heat exchanger 15 . The vehicle air conditioning device can fer ner include a water temperature detector provided to the water-refrigerant heat exchanger 15 on a hot water inlet side to detect the hot water temperature.

Control on the bypass valve 15v provided to the bypass circuit 15b will now be described in accordance with FIG 11 described. Referring to 11 At step S111, the controller 10 determines whether a present mode is a cooling operation mode when the control on the bypass valve 15v starts. When the present mode is found to be the cooling mode, the controller 10 compares a water temperature of the hot water circuit 1 with a compressor discharge temperature, which is a temperature of the refrigerant discharged from the compressor 2, in step S112. When the hot water temperature is found to be higher than the compressor discharge temperature, the controller 10 opens the bypass valve 15v in step S113 to allow the refrigerant to flow through the bypass circuit 15b by bypass around the water-refrigerant heat exchanger 15.

In some cases, a result of the comparison between a water temperature of the hot water circuit 1 and a temperature of refrigerant from the compressor 2 in step S112 shows that a refrigerant temperature is higher than the hot water temperature. In such cases, the controller 10 closes the bypass valve 15v not to flow the refrigerant through the bypass circuit 15b and flows the refrigerant through the water-refrigerant heat exchanger 15 in step S<b>114 . When a result of a determination in step S111 as to whether a present mode is the cooling operation mode shows that the present mode is not the cooling mode, the controller 10 meters the bypass valve 15v in step S115 so that refrigerant does not flow through the bypass circuit 15b and always lets the refrigerant flow through the water-refrigerant heat exchanger 15 .

A spatial arrangement of the vehicle cumulating device of the second embodiment in a height direction in a bus vehicle is shown in FIG 12 described. The refrigeration cycle circuit 3 is provided to a ceiling portion of the bus vehicle. On the other hand, the hot water circuit 1 is provided together with an engine constituting a heat source 4 in a lower portion of the bus vehicle. Hot air can be blown around feet of occupants in a vehicle interior through a heater core 8 where the hot water flows.

The water-refrigerant heat exchanger 15 is located in the lower portion of the vehicle. Consequently, the refrigerant pipes 3h of the refrigeration cycle circuit 3 extend from the ceiling portion to the bottom portion. The bypass valve 15v is provided in an upper portion of the vehicle near the ceiling portion by bridging the two refrigerant pipes 3h to form the bypass circuit 15b of a type to allow the refrigerant to bypass the water-refrigerant heat exchanger 15 .

An operational function and an effect of the second embodiment will be described below. According to the second embodiment, runs in a case where it is unnecessary or undesirable. To transfer heat from the hot water circuit 1 to the refrigeration cycle circuit 3 via the water-refrigerant heat exchanger 15, the refrigerant flows through the bypass circuit 15b and bypasses the water-refrigerant heat exchanger 15. Consequently, the exchange of heat between the refrigeration cycle circuit 3 and the Hot water circuit 1 are prevented via the water-refrigerant heat exchanger 15.

For example, during a cooling operation, a hot water temperature becomes higher than a temperature on the refrigeration cycle circuit side in some cases. In such cases, the heat undesirably migrates from the hot water circuit 1 to the refrigeration cycle circuit 3. However, by preventing the exchange of heat by allowing the refrigerant to flow through the bypass circuit 15b, an increase in a load on the external heat exchanger 13 can be prevented , which works as a condenser during cooling.

According to the second embodiment, since the radiator 7 can be used as an external condenser during cooling, the efficiency can be higher than in a case where the heat on one side of the refrigeration cycle circuit 3 does not always transfer to the hot water circuit 1 during the cooling operation will.

According to the second embodiment, under a condition where heat can be transferred from the refrigeration cycle circuit side to the hot water side even during the cooling operation, efficiency by transferring heat can be higher. Consequently, the refrigerant side inlet temperature detected by the temperature sensor and a hot water temperature are compared, and the bypass circuit 15b is not opened under a condition where heat can be transferred to the hot water side to heat between the refrigerant and the hot water via the water-refrigerant heat exchanger 15 To deceive. The radiator 7 is thus ver in a reliable manner as a part of the condenser turns. Consequently, the efficiency of the refrigeration cycle circuit can be suitably enhanced.

(Third embodiment)

A third embodiment of the present disclosure will be described. A different portion from the above embodiments will be described. An overall configuration of the third embodiment of the present disclosure is according to FIG 13 described. The above first embodiment includes the water-refrigerant heat exchanger 15 provided between the hot water circuit 1 and the refrigeration cycle circuit 3 to exchange heat between the refrigerant and the hot water. A method of heating the hot water circuit 1 with heat of the refrigeration cycle circuit 3 by incorporating the water-refrigerant heat exchanger 15 as above is called a water heating method. The method is contrasted with an air heating method by which air changed into air conditioning air is heated in the refrigeration cycle circuit 3 and the hot water circuit 1 in the absence of the water-refrigerant heat exchanger 15 . In the 13 The third embodiment shown adopts the air heating method.

A planar spatial arrangement of a refrigeration cycle circuit 3 in a ceiling portion by the air heating method of FIG 13 shown third embodiment according to 14 described. As in 13 and 14 1, a vehicle air-conditioning apparatus includes a hot water circuit 1 where hot water flows into a vehicle to cool a heat source 4, and the refrigeration cycle circuit 3 forms a heat pump where refrigerant compressed in a compressor 2 flows. The in-vehicle heat source 4 is a machine composed of an internal combustion engine that generates a driving force of the vehicle. The hot water circuit 1 is a circuit where the hot water made of antifreeze liquid flows to water-cool the machine.

The hot water circuit 1 includes a water pump 5 that forces the hot water to flow into the heat source 4, a burner 6 that heats the hot water, a chiller 7 that allows the hot water to radiate heat to the outside air, and a heater core 8, in in which heat is exchanged between the hot water and the air conditioning system air to be blown into the vehicle.

The water pump 5 forces the engine cooling water to circulate by rotating an impeller using a motor. The burner 6 has a burner that burns fuel and heats water flowing into the hot water circuit 1 . The burner 6 is supplied with fuel from a special burner fuel tank 6 t formed of a fuel tank different from a fuel tank for the engine constituting the heat source 4 . In the radiator 7, as is known, heat is exchanged between the hot water in the hot water circuit 1 and outside air, which is air outside the vehicle, to lower a temperature of the hot water that becomes hot. Although not shown in the drawing, a radiator fan is attached to the radiator 7 to force outside air to flow to radiator fins.

The heater core 8 is a heat exchanger that is provided to close an air-conditioning duct and heat air-conditioning air that is outside air blown by an air-conditioning fan or inside air that circulates in the vehicle. Elements such as a thermostat that controls a flow rate to the radiator 7 from the hot water circuit 1 are not shown in the drawing.

In 13 and 14 For example, the vehicle air conditioning device includes a pair of a first refrigeration cycle circuit 3a and a second refrigeration cycle circuit 3b. The first refrigeration cycle circuit 3a and the second refrigeration cycle circuit 3b are collectively simply referred to as the refrigeration cycle circuit 3 . Referring to 14 an inlet port is provided between the internal heat exchangers 14a1 and 14a2 forming two evaporators. Internal air is drawn from the intake port and air passes through internal heat exchangers 14a1 and 14a2 and internal heat exchangers 14b1 and 14b2 forming the internal condensers as indicated by arrows Y141 and Y142. The air is blown into the air conditioning duct by fans 14b1b and 14b2b.

Each of the first refrigeration cycle circuit 3a and the second refrigeration cycle circuit 3b includes the compressor 2 that pressurizes the refrigerant, an external heat exchanger 13 that exchanges heat with air outside the vehicle, internal heat exchangers 14a and 14b that regulate a temperature of air conditioning air, and an accumulator 9 in which an additional refrigerant is stored. The internal heat exchangers 14a and 14b are housed in the air conditioning duct 150 and serve as an evaporator and an internal condenser, respectively.

The extent to which air conditioning air passing through the air conditioning duct 150 exchanges heat with the internal heat exchanger 14b is disclosed controlled by an opening degree of an air mix door 16. 13 14 shows a state in a cooling operation during which the air mix door 16 blocks air flowing through the internal condenser to allow the air conditioning air to flow by bypassing the internal heat exchanger 14b. 13 12 shows in detail one of the first refrigeration cycle circuit 3a and the second refrigeration cycle circuit 3b. Note that the other second refrigeration cycle circuit 3b is a same configuration. In 13 Because the internal heat exchanger 14b functions as a condenser, the internal heat exchanger 14b is provided with a temperature regulating function.

The controller 10 has a calculation section that calculates the fuel efficiency of each of the refrigeration cycle circuit 3 and the burner 6 according to operating conditions including an outside air temperature outside the vehicle. The refrigeration cycle circuit 3 heats air-conditioning air via the internal heat exchanger 14b with heat of the refrigerant that is pressurized in the compressor 2 and becomes hot.

The burner 6 first heats the hot water in the hot water circuit 1 to heat the air conditioning air above the heater core 8 where the hot water flows. The controller 10 internally includes an efficiency selection section which is the same as that in FIG 2 counterpart shown (S208 to S214) is to preferentially activate one of two heaters, i.e. either the refrigeration cycle circuit 3 or the burner 6, depending on where the higher calculated fuel efficiency is associated. During heating, the internal heat exchanger 14b of FIG 13 as an internal condenser and heats up the air conditioning air while the external heat exchanger 13 works as an evaporator.

According to the disclosure, the fuel efficiency of each of the refrigeration cycle circuit 3 and the burner 6 is calculated according to the operating conditions including an outside air temperature at a current time. Either the refrigeration cycle circuit 3 or the burner 6, depending on where the higher calculated efficiency is associated, can be preferentially activated. Consequently, a fact that the burner 6 is more efficient than the refrigeration cycle circuit 3 on a fuel consumption basis can be utilized in some cases. Thus, a vehicle air conditioner that consumes less fuel can be provided by combining an operation of the burner 6 and an operation state of the heat pump depending on fuel efficiency.

The refrigeration cycle circuit 3 constituting the heat pump includes the internal heat exchangers 14a and 14b that regulate a temperature of the air conditioning air, and the hot water circuit 1 includes the heater core 8 in which heat is exchanged between the hot water and the air conditioning air. Consequently, a vehicle interior can be heated separately by both the refrigeration cycle circuit 3 and the hot water circuit 1 . In the third embodiment, a water-refrigerant heat exchanger 15 provided between the hot water circuit 1 and the refrigeration cycle circuit 3 for exchanging heat between the refrigerant and the hot water is absent.

14 Fig. 12 is an upper spatial arrangement diagram on a ceiling surface of the bus vehicle. 14 14 shows internal heat exchangers 14a1 and 14a2 that cool air-conditioning air as internal evaporators, internal heat exchangers 14b1 and 14b2 that heat air-conditioning air as internal condensers, and external heat exchangers 13a and 13b that work as evaporators during heating.

By providing a pair of internal heat exchangers 14a1 and 14a2, a pair of internal heat exchangers 14b1 and 14b2, and a pair of external heat exchangers 13a and 13b as in FIG 14 1, and also by providing a pair of the compressors 2, the vehicle interior is air-conditioned using the two refrigeration cycle circuits 3a and 3b.

The two external heat exchangers 13a and 13b are provided with external heat exchanger fans 13ab and 13bb, respectively, to allow the external heat exchangers 13a and 13b to exchange heat with outside air. Furthermore, three

Fans 14b1b and three fans 14b2b are provided to force the air conditioning air to pass from the internal heat exchanger 14a1 to the internal heat exchanger 14b1 and from the internal heat exchanger 14a2 to the internal heat exchanger 14b2, respectively.

(Fourth embodiment)

A fourth embodiment of the present invention will now be described. A different portion from the above embodiments will be described. An overall configuration of the fourth embodiment of the present disclosure is according to FIG 15 described. A refrigeration cycle circuit 3 of the fourth embodiment is of a type used in a domestic heat pump. An external heat exchanger 13 and an internal heat exchanger 14 exchange roles as an evaporator and a condenser during heating and cooling.

(Other embodiments)

Although preferred embodiments of the present disclosures are described in the above, it should be appreciated that the present disclosure is not particularly limited to the respective embodiments described above and can be modified in various ways within the scope of the present disclosure. The structures in the above embodiments are mere examples, and the scope of the present disclosure is not limited to the scope described above.

An electric heater can be used instead of the burner 6, or the burner 6 and an electric heater can be used in combination. The heat source is not limited to the engine and may be any other heat generating body in the vehicle. The hot water as a fluid in the hot water circuit 1 can be any liquid to cool µm the heat source. The compressor can be powered either electrically or by the engine.

In the case of an engine-driven compressor, fuel economy characteristics of the engine can be prestored in the form of data, and the efficiency of the refrigeration cycle circuit 3 can be calculated by considering the fuel economy characteristic of the engine at the time of calculation. The controller 10 is not limited to the air conditioner ECU, and part of the functions can be allocated to an engine ECU. The fuel efficiency of the refrigeration cycle circuit 3 is calculated according to operating conditions including an outside air temperature outside the vehicle, whereas the input energy efficiency of the combustor 6 is fixed in the above embodiments. The input energy efficiency of the combustor 6 can be calculated according to operating conditions including an outside air temperature outside the vehicle.

In the above embodiments, fuel efficiency is compared to fuel efficiency. However, a comparison is only made to find out which device to use to reduce the fuel consumption of the vehicle. Consequently, a comparison made between fuel economy and fuel economy at a current time can be used as an efficiency-to-efficiency comparison. In short, the fuel efficiency of the present disclosure can be any parameter that indicates less fuel consumption.

In the present disclosure, the water-to-refrigerant heat exchanger and the bypass circuit are not essential. However, when the water-refrigerant heat exchanger and the bypass circuit are provided, both exert their own effects. Furthermore, the vehicle is not limited to a bus vehicle and may be a train or an automobile instead. The water-refrigerant heat exchanger is not limited to an underfloor type.

A three-way valve can be used as the bypass valve to open and close the bypass circuit through which the refrigerant flows by bypassing the water-refrigerant heat exchanger. The bypass circuit can be provided in either the refrigerant side or the hot water side or both.

Referring to 12 the bypass valve is continuously closed in modes other than cooling mode. However, a pressure loss of the refrigerant can be reduced by opening the bypass valve according to a condition such as when the hot water temperature is sufficiently high.

A condition under which heat can be transferred from the refrigeration cycle circuit 3 to the hot water circuit 1 during a cooling operation can be specified by a method other than comparison of temperatures. For example, such a condition can be specified according to an elapsed time since the engine started, an elapsed time since the compressor started, and a refrigerant pressure.

When warm-up performance is required, even in the method not having a water-refrigerant heat exchanger as in 13 1, a temperature of the vehicle interior can be quickly raised by activating both the heat pump and the burner 6. 13 shows the air heating process. However, the internal heat exchanger 14a only dehumidifies as an evaporator, and the internal heat exchanger 14b constituting a heater core heats air.

The vehicle may be a vehicle running alone with an engine instead of a hybrid vehicle. The heat source can be a fuel cell. In such a case, the vehicle is a fuel cell vehicle. Furthermore, the vehicle can be an electric car in which a Machine does not output power directly to drive wheels and only powers a motor while the motor charges a running battery.

In the above embodiments, in a case where the motor rotating with electricity of the battery is used in a drive system of the vehicle, the controller confirms a state of charge of the battery and determines whether a residual amount of electricity is insufficient. If the controller determines that an amount of electricity is insufficient, the controller preferably selects and activates either the burner 6 or the heat pump using the smaller amount of electricity. In such a case, priority is given to the burner 6 using the smaller amount of electricity even if it is better to use the heat pump when only the fuel consumption is concerned. However, whether priority is given to less fuel consumption or less electricity consumption can be selected in advance for each vehicle or by each user.

Further, whether to always preferentially activate the device having the higher efficiency without giving priority according to fuel consumption or electricity consumption can be selected in advance for each vehicle or by each user.

The burner described above is supplied with fuel from the burner fuel tank which stores fuel to be consumed by the burner itself. However, the burner can be supplied with fuel from the main fuel tank shared with the engine.

Of the energy input to the machine, approximately 40% of the thermal energy given to the coolant can be used for heating in the heat pump adopting the water heating method. Consequently, the efficiency can be calculated on a fuel consumption basis by considering such an amount of energy.

In the vehicle air-conditioning device according to the third embodiment of the present disclosure referred to above with reference to FIG 13 has been described, two refrigeration cycle circuits are provided. However, only one refrigeration cycle circuit may be provided. To preferentially activate the device means to activate devices in order of decreasing efficiency on a fuel consumption basis, where three or more devices may be included.

It should be understood that while the disclosure has been described with reference to preferred embodiments thereof, the disclosure is not limited to the preferred embodiments and constructions. The disclosure is intended to cover various modifications and equivalent arrangements. In addition, while the various combinations and configurations are preferred, other combinations and configurations, including more, less, or only a single element, are also within the spirit and scope of the disclosure.

Claims (10)

A vehicle air conditioning apparatus comprising: a coolant circuit (1) in which a coolant flows to cool a heat source (4) provided in a vehicle, the coolant circuit (1) heating a vehicle interior by heat of the coolant; a refrigeration cycle circuit (3) in which a refrigerant compressed in a compressor (2) flows, the refrigeration cycle circuit operating as a heat pump which heats the vehicle interior by heat of the refrigerant during a heating operation; and a controller (10), wherein the coolant circuit (1) comprises: a water pump (5) forcing the coolant to flow into the heat source (4), a burner (6) generating heat by burning fuel to to heat the coolant, a radiator (7) that radiates the heat of the coolant to outside air, and a heater core (8) that performs heat exchange between the coolant and air-conditioning air to be blown into the vehicle interior; wherein the refrigeration cycle circuit (3) comprises: the compressor (2) driven with power from an engine driven by consuming fuel or electricity generated by the power of the engine, the compressor compressing the refrigerant, an external heat exchanger (13) that performs heat exchange between outside air and the refrigerant, and an internal heat exchanger (14) that performs heat exchange between the refrigerant and the air-conditioning air; wherein the controller (10) controls the burner (6) and the compressor (2); wherein a ratio of an amount of energy given to air-conditioning air to an amount of energy of fuel used for heating during the heating operation is defined as a fuel efficiency; and the controller (10) includes a calculation section (S205) adapted to calculate the fuel efficiency of the heat pump and the fuel efficiency of the burner (6), and an efficiency selection section (S208 to S214) adapted to preferably the heat pump or to activate the burner (6), whichever has the higher calculated fuel efficiency, the vehicle air conditioning device further comprising: a coolant-refrigerant heat exchanger (15) which performs heat exchange between the coolant in the coolant circuit (1) and the refrigerant in the refrigeration cycle circuit (3); a bypass circuit (15b) through which the refrigerant bypasses the coolant-refrigerant heat exchanger (15), a bypass valve (15v) which opens and closes the bypass circuit (15b), and a temperature sensor (15c) installed at a refrigerant-side inlet of the Coolant-refrigerant heat exchanger (15) is provided to detect a refrigerant-side inlet temperature, wherein under a condition where the transfer of heat from the refrigeration cycle circuit (3) to the refrigerant circuit (1) is enabled during a cooling operation, the controller (10) is adapted to operate the radiator (7) as an external heat radiation condenser by closing the bypass valve (15v) and performing heat exchange between the refrigeration cycle circuit (3) and the refrigerant circuit (1) via the coolant-refrigerant heat exchanger (15). , And the controller (10) is adapted, a temperature of the coolant in the circuit (1) flowing coolant with the cold to compare medium-side inlet temperature, and the controller (10) is adapted to close the bypass valve (15v) when the controller (10) determines that the refrigerant-side inlet temperature is higher than the temperature of the coolant. A vehicle air conditioning apparatus comprising: a refrigerant circuit (1) in which a refrigerant flows to cool a heat source (4) provided in a vehicle, the refrigerant circuit (1) controlling air conditioning air to be blown into a vehicle interior by heat of the refrigerant during a heating operation heats up a refrigeration cycle circuit (3) in which a refrigerant compressed in a compressor (2) flows, the refrigeration cycle circuit operating as a heat pump which heats up the air-conditioning air by heat from the refrigerant during the heating operation; and a controller (10), the coolant circuit (1) comprising: a water pump (5) forcing the coolant to flow into the heat source (4), a burner (6) capable of heating the coolant, a Radiator (7) that radiates the heat of the refrigerant to the outside air, and a heater core (8) that performs heat exchange between the refrigerant and the air-conditioning air; wherein the refrigeration cycle circuit (3) comprises: the compressor (2) driven with power from an engine driven by consuming fuel or electricity generated by the power of the engine, the compressor containing the refrigerant compressed, an external heat exchanger (13) that performs heat exchange between outdoor air and the refrigerant, and an internal heat exchanger (14) that performs heat exchange between the refrigerant and the air conditioning air; and the controller (10) includes a selection section adapted to select and activate at least one of the refrigeration cycle circuit (3) and the burner (6) according to a necessary heating capacity derived from a predetermined temperature condition and a heat pump operating condition determined on a fuel consumption basis, wherein the vehicle air-conditioning device further comprises: a coolant-refrigerant heat exchanger (15) that performs heat exchange between the coolant in the coolant circuit (1) and the refrigerant in the refrigeration cycle circuit (3), a bypass circuit (15b) through which the refrigerant bypasses the coolant-refrigerant heat exchanger (15), a bypass valve (15v) opening and closing the bypass circuit (15b), and a temperature sensor (15c) provided at a refrigerant-side inlet of the coolant-refrigerant heat exchanger (15). to detect a refrigerant-side inlet temperature wobe i under a condition where the transfer of heat from the refrigeration cycle circuit (3) to the coolant circuit (1) is enabled during a cooling operation, the controller (10) is adapted to the radiator (7) by closing the bypass valve (15v) and performing of heat exchange between the refrigeration cycle circuit (3) and the coolant circuit (1) via the coolant-refrigerant heat exchanger (15) as an external heat radiation condenser, and the controller (10) is adapted to control a temperature of the fluid flowing in the coolant circuit (1). To compare the coolant with the coolant-side inlet temperature, and the controller (10) adjusted is to close the bypass valve (15v) when the controller (10) determines that the refrigerant side inlet temperature is higher than the temperature of the refrigerant. Vehicle air conditioning device according to claim 1 or 2 wherein the coolant-refrigerant heat exchanger (15) is arranged under a floor of the vehicle. A vehicle air conditioning device comprising: a coolant circuit (1) in which a coolant flows to cool a heat source (4) provided in a vehicle, the coolant circuit (1) heating a vehicle interior by heat of the coolant; a refrigeration cycle circuit (3) in which a refrigerant compressed in a compressor (2) flows, the refrigeration cycle circuit functioning as a heat pump which heats the vehicle interior by heat from the refrigerant during the heating operation; and a controller (10), wherein the coolant circuit (1) includes: a water pump (5) that forces the coolant to flow into the heat source (4), a burner (6) that generates heat by burning fuel to heat the coolant, a radiator (7) that radiates the heat of the coolant to the outside air, and a heater core (8) that performs heat exchange between the coolant and air-conditioning air to be blown into the vehicle interior; wherein the refrigeration cycle circuit (3) comprises: the compressor (2) driven with power from an engine driven by consuming fuel or electricity generated by the power of the engine, the compressor compressing the refrigerant, an external heat exchanger (13) that performs heat exchange between outside air and the refrigerant, and an internal heat exchanger (14) that performs heat exchange between the refrigerant and the air-conditioning air; wherein the controller (10) controls the burner (6) and the compressor (2); wherein a ratio of an amount of energy given to air-conditioning air to an amount of energy of fuel used for heating during the heating operation is defined as a fuel efficiency; and the controller (10) includes a calculation section (S205) adapted to calculate the fuel efficiency of the heat pump and the fuel efficiency of the burner (6), and an efficiency selection section (S208 to S214) adapted to preferably the heat pump or activate the burner (6), whichever has the higher calculated fuel efficiency, wherein the vehicle air-conditioning apparatus further comprises a measuring device (21) which measures a remaining amount of fuel in a main fuel tank (20) in which fuel used for driving the engine is stored, wherein the burner (6) receives a supply of fuel from a burner fuel tank (6t) in which fuel to be consumed by the burner (6) is stored; and the controller (10) includes a burner priority control section (S2072) that can give priority to heating by the burner (6) over heating by the refrigeration cycle circuit (3) regardless of fuel efficiency by juxtaposing consumption of fuel in the burner fuel tank (6t). the consumption of fuel in the main fuel tank (20) is given priority when the remaining amount of fuel in the main fuel tank (20) measured by the measuring device (21) is less than a predetermined remaining amount. A vehicle air conditioning apparatus comprising: a refrigerant circuit (1) in which a refrigerant flows to cool a heat source (4) provided in a vehicle, the refrigerant circuit (1) controlling air conditioning air to be blown into a vehicle interior by heat of the refrigerant during a heating operation heats up a refrigeration cycle circuit (3) in which a refrigerant compressed in a compressor (2) flows, the refrigeration cycle circuit operating as a heat pump which heats up the air-conditioning air by heat from the refrigerant during the heating operation; and a controller (10), the coolant circuit (1) comprising: a water pump (5) forcing the coolant to flow into the heat source (4), a burner (6) capable of heating the coolant, a Radiator (7) that radiates the heat of the refrigerant to the outside air, and a heater core (8) that performs heat exchange between the refrigerant and the air-conditioning air; wherein the refrigeration cycle circuit (3) comprises: the compressor (2) driven with power from an engine driven by consuming fuel or electricity generated by the power of the engine, the compressor containing the refrigerant compressed, an external heat exchanger (13) that exchanges heat between outside air and the refrigerant and an internal heat exchanger (14) that performs heat exchange between the refrigerant and the air-conditioning air; and the controller (10) includes a selection section adapted to select and activate at least one of the refrigeration cycle circuit (3) and the burner (6) according to a necessary heating capacity derived from a predetermined temperature condition and a heat pump operating condition determined on a fuel consumption basis, wherein the vehicle air-conditioning device further comprises a measuring device (21) which measures a remaining amount of fuel in a main fuel tank (20) in which fuel used for driving the engine is stored, the burner (6) having a supply of fuel from a burner fuel tank (6t) in which fuel to be consumed by the burner (6) is stored; and the controller (10) includes a burner priority control section (S2072) capable of giving priority to heating by the burner (6) to heating by the refrigeration cycle circuit (3) regardless of fuel efficiency by reducing consumption of fuel in the burner fuel tank (6t) priority is given to the consumption of fuel in the main fuel tank (20) when the remaining amount of fuel in the main fuel tank (20) measured by the measuring device (21) is less than a predetermined remaining amount. Vehicle air conditioning device according to claim 4 or 5 , further comprising a coolant-refrigerant heat exchanger (15) which performs heat exchange between the coolant in the coolant circuit (1) and the refrigerant in the refrigeration cycle circuit (3). Vehicle air conditioning device according to claim 6 wherein the coolant-refrigerant heat exchanger (15) is arranged under a floor of the vehicle. Vehicle air conditioning device according to claim 6 or 7 , further comprising a bypass circuit (15b) through which the refrigerant bypasses the refrigerant-refrigerant heat exchanger (15), and a bypass valve (15v) which opens and closes the bypass circuit (15b). Vehicle air conditioning device according to claim 8 , further comprising a temperature sensor (15c) provided at a refrigerant-side inlet of the coolant-refrigerant heat exchanger (15) to detect a refrigerant-side inlet temperature, wherein the controller (10) measures a temperature of the refrigerant flowing in the refrigerant circuit (1). compares with the refrigerant-side inlet temperature, and when the refrigerant-side inlet temperature is higher than the temperature of the refrigerant, the controller (10) closes the bypass valve (15v) so that the refrigerant flows through the refrigerant-refrigerant heat exchanger (15) without bypassing the refrigerant Refrigerant heat exchanger (15) through the bypass circuit (15b) flows. Vehicle air conditioning device according to one of Claims 1 until 9 wherein: the vehicle uses a motor (32) in a drive system of the vehicle, the motor rotating with electricity from a battery (25); and the controller (10) includes: a remaining electricity amount determination section (S2061) that confirms a state of charge of the battery (25) and determines whether an amount of electricity is insufficient, an electricity consumption obtaining section (S20621) that calculates electricity consumption in the burner (6) and calculates or measures electricity consumption in the refrigeration cycle circuit (3), and an electricity selection section (S20622 to S20628) that preferentially actuates the burner (6) or the refrigeration cycle circuit (3), whichever consumes less electricity when it is determined that the amount of electricity is insufficient.

Images