DE112018000713T5 - Vehicle air conditioning device - Google Patents

Abstract

There is provided a vehicle air conditioning apparatus capable of performing stable air conditioning of a vehicle interior even if a ratio between outside air and indoor air flowing into an air flow passage changes. A control device executes a first operation mode to let a refrigerant discharged from a compressor (1) flow into an outdoor heat exchanger (7) to give heat to the refrigerant in the outdoor heat exchanger, the refrigerant from which the heat has been radiated decompress and then allow the refrigerant to absorb heat in a heat absorber (9). The controller estimates a heat absorber intake air temperature Tevain, which is a temperature of the air flowing into the heat absorber (9), based on a ratio between outside air and indoor air set by an intake switching door (26), and controls the speed of the compressor (2) Based on the estimated heat absorber intake air temperature Tevain.

Description

Technical area

The present invention relates to a vehicle air conditioning apparatus that conditions air in a vehicle interior of a vehicle, and more particularly to an air conditioning apparatus capable of adjusting a relationship between outside air and indoor air flowing in an air flow passage.

State of the art

The realization of environmental problems in recent years has spread hybrid cars and electric vehicles. Then, as an air conditioning apparatus usable for such a vehicle, there has been developed that includes an electric compressor to compress and eject a refrigerant, a heat absorber provided in an air flow passage to let the refrigerant absorb heat, one within the Air flow channel on a downstream air side of the heat absorber radiator provided to give off the refrigerant heat, and provided outside of a vehicle interior outdoor heat exchanger to give off the heat or heat to heat, and the respective operating modes changes and performs, such as a heating mode, to let the refrigerant discharged from the compressor discharge heat in the radiator, and to let the refrigerant, from which the heat in this radiator was discharged, to absorb heat in the outdoor heat exchanger, a dehumidifying and heating mode To let heat released from the compressor heat in the radiator and to let the refrigerant from which the heat was dissipated to absorb heat in the heat absorber and the outdoor heat exchanger, a dehumidifying and cooling mode to the refrigerant discharged from the compressor in the radiator and in the outdoor heat exchanger to give off heat and to let the compressor discharged refrigerant in the heat absorber absorb heat, a cooling mode to let the compressor discharged refrigerant in the outer heat exchanger heat and to let the refrigerant absorb heat in the heat absorber, etc. (see, for example, Patent Document 1).

In the present Patent Document 1, an intake switching door is provided on an air upstream side of the heat absorber. The intake switching door has been adapted to switch whether outside air is introduced into the air flow passage (outside air introduction mode) or inside air (inside cabin air) into the air flow passage (indoor air circulation mode). However, there has also been developed one which makes it possible to adjust a relationship between outside air and indoor air to be supplied to the air flow passage (air mixing chamber) (for example, see Patent Document 2).

List of reference documents

Patent documents

• Patent Document 1: Publication of Japanese Patent Application No. 2014-94673
• Patent Document 2: Publication of Japanese Patent Application No. Hei 10 (1998) -16684545

Summary of the invention

Problems to be solved by the invention

Here, the temperature of the outside air and the temperature of the indoor air vary depending on environmental conditions or operating conditions, and therefore, when the ratio (rate) between the outside air and indoor air changes in the air to be passed through the air flow passage, the load changes Vehicle air conditioning device strong, resulting in excess and deficiency performance. In particular, when the change between the external air introduction and the indoor air circulation takes place after stabilization of the air temperature in the vehicle interior, the rotational speed of the compressor varies greatly, so that the controllability is impaired.

The present invention has been developed to solve such conventional technical problems, and its object is to provide a vehicle air conditioning apparatus capable of performing a stable air conditioning control of a vehicle interior even when the ratio between outside air and indoor air flowing in flow an air flow passage changes.

Means of solving the problems

A vehicle air conditioning apparatus of the invention according to claim 1, comprising a compressor for compressing a refrigerant, an air flow passage through which air flows to be supplied to a vehicle interior, a heat absorber for allowing the refrigerant to absorb heat, thereby cooling the air is to be supplied to the vehicle interior from the air flow passage, an outdoor heat exchanger, which is arranged outside the vehicle interior, a Ansaugumschaltklappe, which is able to adjust a ratio between the flowing into the air flow channel outside air and indoor air, which is the air in the vehicle interior, and a control device. The vehicle air conditioning apparatus is characterized in that the control apparatus executes a first operation mode for flowing the refrigerant discharged from the compressor through the outdoor heat exchanger, releasing the refrigerant in the outdoor heat exchanger, decompressing the refrigerant from which the heat was discharged and then allowing the refrigerant in the heat absorber to absorb heat, and the controller estimates a heat absorber intake air temperature Tevain that is a temperature of the air flowing into the heat absorber based on the ratio between the outside air and indoor air set by the intake switching door , and controls the speed of the compressor based on the estimated heat absorber intake air temperature Tevain.

The vehicle air conditioning apparatus according to the invention of claim 2 is characterized in that the control apparatus in the above invention at least the control device at least one F / F control amount TGNCcff a target rotational speed of the compressor by a feedforward calculation based on a target heat absorber temperature TEO, which is a target value A temperature Te of the heat absorber is calculated, an F / B control amount TGNCcfb of the target rotational speed of the compressor is calculated by a feedback calculation based on the temperature Te of the heat absorber and the target heat absorber temperature TEO, and the F / F control amount TGNCcff and the F / B control amount TGNCcfb is added to calculate a target speed TGNCc of the compressor and in that the controller shifts the F / F control amount TGNCcff based on the heat absorber intake air temperature Tevain.

The vehicle air conditioning apparatus according to the invention of claim 3 is characterized in that the vehicle air conditioning apparatus in the respective above inventions comprises a radiator disposed on a side of the heat absorber downstream of the air flow in the air flow passage to let the refrigerant heat, thereby To heat air to be supplied to the vehicle interior from the air flow passage, and in that the first operating mode is a cooling mode to let the discharged from the compressor refrigerant from the radiator to the outdoor heat exchanger, the refrigerant in the outdoor heat exchanger to give off the heat To decompress refrigerant from which the heat has been discharged and then to let heat absorb the refrigerant in the heat exchanger, and / or a dehumidifying and cooling mode, the refrigerant discharged from the compressor from the radiator to the outside heat flow, the refrigerant in the radiator and in the outer heat exchanger to give off heat to decompress the refrigerant from which the heat was dissipated and then let the refrigerant absorb heat in the heat absorber.

The vehicle air conditioning apparatus according to the invention of claim 4 is characterized in that the vehicle air conditioning apparatus in the respective above inventions comprises a radiator disposed on a downstream side of the heat absorber with respect to the air flow in the air flow passage to let the refrigerant heat and thereby the heat To heat air to be supplied to the vehicle interior from the air flow passage, a bypass device to flow the refrigerant discharged from the compressor directly into the outdoor heat exchanger without flowing to the radiator, and an auxiliary heater to heat the air which the Vehicle interior is to be supplied from the air flow passage, and in that the first operating mode is a MAX cooling mode to flow the discharged from the compressor refrigerant through the bypass device in the outdoor heat exchanger, the refrigerant in heat abg just to decompress the refrigerant from which the heat was discharged and then to let the refrigerant absorb heat in the heat absorber, and / or a dehumidifying and heating mode to transfer the discharged from the compressor refrigerant through the bypass device in the Flow outside heat exchanger, to let the refrigerant therein heat, to decompress the refrigerant from which the heat was discharged and then to let the refrigerant absorb heat in the heat absorber and to let the auxiliary heater generate heat.

A vehicle air conditioning apparatus according to the invention of claim 5, comprising a compressor for compressing a refrigerant, an air flow passage through which air flows to be supplied to a vehicle interior, a heat absorber for allowing the refrigerant to absorb heat and thereby cooling the air, which is to be supplied to the vehicle interior from the air flow passage, a radiator disposed on a side of the heat absorber downstream of the air flow in the air flow passage to let the refrigerant heat and thereby heat the air to be supplied to the vehicle interior from the air flow passage an outside heat exchanger disposed outside the vehicle interior, an intake switching door capable of adjusting a ratio between the outside air flowing into the air flow passage and indoor air which is the air in the vehicle interior, and a control servo rrichtung. The vehicle air-conditioning apparatus is characterized in that the control apparatus executes a heating mode for flowing the refrigerant discharged from the compressor into the radiator, releasing the refrigerant therein, decompressing the refrigerant from which the heat is discharged, and then Refrigerant in the outdoor heat exchanger and in that the controller estimates a heat absorber intake air temperature Tevain, which is a temperature of the air flowing into the heat absorber, based on the ratio between the outside air and indoor air set by the intake switching door , calculates a required heater power TGQ based on the estimated heat absorber intake air temperature Tevain, which is a required heater power of the radiator, and controls the speed of the compressor based on the required heater power TGQ.

The vehicle air conditioning apparatus according to the invention of claim 6 is characterized in that the control apparatus in the above invention calculates at least one F / F control amount TGNChff of a target speed of the compressor by a feedforward calculation based on the required heating power TGQ, an F / B control amount TGNChfb of the target rotational speed of the compressor is calculated by a feedback calculation based on a high pressure and a target value thereof, and the F / F control amount TGNChff and the F / B control amount TGNChfb are added to calculate a target rotational speed TGNCh of the compressor.

A vehicle air conditioning apparatus according to the invention of claim 7, including a compressor for compressing a refrigerant, an air flow passage through which air flows to be supplied to a vehicle interior, a heat absorber for allowing the refrigerant to absorb heat and thereby cooling the air, which is to be supplied to the vehicle interior from the air flow passage, a radiator disposed on a side of the heat absorber downstream of the air flow in the air flow passage to let the refrigerant heat and thereby heat the air to be supplied to the vehicle interior from the air flow passage an outdoor heat exchanger disposed outside the vehicle interior, an outdoor expansion valve for decompressing the refrigerant flowing into the outdoor heat exchanger, a bypass circuit connected in parallel with a series circuit of the outdoor heat exchanger and the outdoor expansion tank An internal expansion valve for decompressing the refrigerant flowing into the heat absorber, an intake switching door capable of adjusting a ratio between the outside air flowing into the air flow passage and indoor air, which is the air in the vehicle interior, and a control device , The vehicle air conditioning apparatus is characterized in that the control apparatus executes a dehumidifying and heating mode to let the refrigerant discharged from the compressor discharge heat in the radiator, to disperse the refrigerant which has given off heat, to supply a part of the refrigerant from the bypass circuit to the Flow inside the expansion valve to decompress the refrigerant in the inner expansion valve and then to let the refrigerant flow into the heat absorber and absorb heat in the heat absorber, and to decompress the remaining refrigerant in the outer expansion valve and then the refrigerant in allowing the outdoor heat exchanger to flow and heat in the outdoor heat exchanger, and in that the controller has a heat absorber intake air temperature Tevain that is a temperature of the air flowing into the heat absorber on the basis of the ratio between the outside air and indoor air, which is adjusted by the intake switching door, and based on the estimated heat absorber intake air temperature Tevain, controls a valve position of the outdoor expansion valve and / or the number of revolutions of the compressor.

The vehicle air conditioning apparatus according to the invention of claim 8 is characterized in that the control apparatus in the above invention at least one F / F control amount TGECCVteff a target valve position of the outdoor expansion valve by a feedforward calculation based on a target heat absorber temperature TEO, which is a setpoint Temperature Te of the heat absorber is, calculated, an F / B control amount TGECCVtefb of the target valve position of the outdoor expansion valve calculates a feedback calculation based on the temperature Te of the heat absorber and the target heat absorber temperature TEO and adds the F / F control amount TGECCVteff and the F / B control amount TGECCVtefb to calculate a target valve position TGECCVte of the outdoor expansion valve, and that Control device calculates at least one F / F control amount TGNCcff of a target rotational speed of the compressor by a precontrol calculation based on the target heat absorber temperature TEO, a F / B control amount TGNCcfb of the target rotational speed of the compressor through a feedback computation based on the temperature Te of the heat absorber and the target heat absorber temperature TEO and adds the F / F control amount TGNCcff and the F / B control amount TGNCcfb to calculate a target speed TGNCc of the compressor, and in that the controller sets the F / F control amount TGECCVteff and / or the F / F control amount TGNCcff based on d he moves heat absorber intake air temperature Tevain.

The vehicle air conditioning apparatus according to the invention of claim 9 is characterized in that in the above respective inventions, the control apparatus calculates the heat absorber intake air temperature Tevain by a first-order lag calculation based on the ratio between the outside air and indoor air.

Advantageous effect of the invention

In a vehicle air conditioning apparatus that includes a compressor for compressing a refrigerant, an air flow passage through which air is supplied to a vehicle interior, a heat absorber for allowing the refrigerant to absorb heat, thereby cooling the air exiting the vehicle interior is supplied to the air flow passage, an Au-ßenwärmetauscher, which is arranged outside the vehicle interior, a Ansaugumschaltklappe, which is able to adjust a ratio between the flowing into the air flow channel outside air and indoor air, which is the air in the vehicle interior, and a control device wherein the control device executes a first operation mode for flowing the refrigerant discharged from the compressor through the outdoor heat exchanger, for releasing the refrigerant in the outdoor heat exchanger, for decoking the refrigerant from which the heat is discharged The control device according to the invention of claim 1 estimates a heat absorber intake air temperature Tevain, which is a temperature of the air flowing into the heat absorber, based on the ratio between the outside air and indoor air, then depressurizes the refrigerant in the heat absorber. which is set by the intake switching door, and controls the speed of the compressor based on the estimated heat absorber intake air temperature Tevain. Thus, even if the ratio between the outside air and indoor air flowing in the air flow passage changes through the intake switching door, the heat absorber intake air temperature Tevain can be estimated based on the ratio, and the speed of the compressor can be controlled.

Thereby, in the first operation mode, heat is allowed to be taken up in the heat absorber, as in the cooling mode and the dehumidification and cooling mode of the invention according to claim 3, and in the maximum cooling mode and the dehumidifying and heating mode of the invention according to claim 4 That is, it is possible to quickly cope with a load fluctuation with a change in the ratio between the outside air and indoor air and to achieve an excess and deficient air conditioning performance, thereby satisfactorily bringing the temperature of the vehicle interior to a target value and improving both comfort and energy saving.

In this case, as in the invention of claim 2, when the control device has at least one F / F control amount TGNCcff of a target rotational speed of the compressor through a pilot computation based on a target heat absorber temperature TEO which is a target value of a temperature Te of the heat absorber , calculates an F / B control amount TGNCcfb of the target speed of the compressor by a feedback calculation based on the temperature Te of the heat absorber and the target heat absorber temperature TEO, and adds the F / F control amount TGNCcff and the F / B control amount TGNCcfb to calculate a target speed TGNCc of the compressor, the controller shifts the F / F control amount TGNCcff based on the heat absorber intake air temperature Tevain. Consequently, it is possible to quickly cope with a load fluctuation with a change in the ratio between the outside air and indoor air and adequately control a cooling / dehumidifying performance by the heat absorber.

In a vehicle air conditioning apparatus that includes a compressor for compressing a refrigerant, an air flow passage through which air flows to be supplied to a vehicle interior Heat absorber for allowing the refrigerant to absorb heat and thereby cool the air to be supplied to the vehicle interior from the air flow passage, a radiator disposed on a side of the heat absorber downstream of the air flow in the air flow passage to release heat to the refrigerant and thereby heat the air to be supplied to the vehicle interior from the air flow passage, an outdoor heat exchanger disposed outside the vehicle interior, an intake switching door capable of a ratio between the outside air flowing into the air flow passage and indoor air containing the air Air in the vehicle interior is to adjust, and a control device comprises, wherein the control device performs a heating mode to let the refrigerant discharged from the compressor into the radiator, to let the refrigerant emit heat therein, the refrigerant from which the W has been discharged to decompress and then let the refrigerant in the outdoor heat exchanger absorb heat, the control device according to the invention of claim 5 estimates a heat absorber intake air temperature Tevain, which is a temperature of the air flowing into the heat absorber, based on the ratio between the outside air and indoor air, which is set by the intake switching valve, calculates a required heater power TGQ, which is a required heating power of the radiator, based on the estimated heat absorber intake air temperature Tevain, and controls the speed of the compressor based on the required heater power TGQ. Consequently, even if the ratio between the outside air and indoor air flowing into the air flow passage changes through the intake switching door, it is possible to estimate the heat absorber intake air temperature Tevain based on the ratio and to set the required heater power TGQ based on the heat absorber temperature. To calculate Tevain intake air temperature, thereby controlling the speed of the compressor.

Thereby, in the heating mode, it is possible to quickly cope with a load fluctuation with a change in the ratio between the outside air and indoor air, and achieve an excessively and flawless heating performance to satisfactorily bring the temperature of the vehicle interior to a target value, and both comfort and safety To improve energy saving.

In this case, the control apparatus calculates, as in the invention of claim 6, at least one F / F control amount TGNChff of a target speed of the compressor through a feedforward calculation based on the required heating power TGQ, calculates a F / B control amount TGNChfb of the target speed. The speed of the compressor through a feedback calculation based on a high pressure and a target value thereof and adds the F / F control amount TGNChff and the F / B control amount TGNChfb to calculate a target speed TGNCh of the compressor. Consequently, it is possible to quickly cope with a load fluctuation with a change in the ratio between the outside air and indoor air and thereby adequately control a heating power by the radiator.

In a vehicle air conditioning apparatus that includes a compressor for compressing a refrigerant, an air flow passage through which air is supplied to a vehicle interior, a heat absorber for absorbing the refrigerant heat and thereby cooling the air, which is the vehicle interior is to be supplied to the air flow passage, a radiator disposed on a downstream of the air flow in the air flow passage side of the heat absorber to let the refrigerant give off heat and thereby to heat the air to be supplied from the air flow passage to the vehicle interior, an outdoor heat exchanger, is disposed outside the vehicle interior, an outdoor expansion valve for decompressing the refrigerant flowing into the outdoor heat exchanger, a bypass circuit connected in parallel with a series circuit of the outdoor heat exchanger and the outdoor expansion valve An expansion switching valve for decompressing the refrigerant flowing into the heat absorber, an intake switching door capable of adjusting a ratio between the outside air flowing into the air flow passage and indoor air, which is the air in the vehicle interior, and a control device, wherein the control device performs a dehumidifying and heating mode to let the refrigerant discharged from the compressor discharge heat in the radiator, disperse the refrigerant that has given off heat to flow a part of the refrigerant from the bypass circuit to the indoor expansion valve, the refrigerant in the inner expansion valve to decompress and then to let the refrigerant flow into the heat absorber and to absorb heat in the heat absorber, and to decompress the remaining refrigerant in the outer expansion valve and then flow the refrigerant into the outdoor heat exchanger and in A The control device according to the invention of claim 7 estimates a heat absorber intake air temperature Tevain, which is a temperature of the air flowing into the heat absorber, based on the ratio between the outside air and indoor air set by the intake switching door. and controls a valve position of the outdoor expansion valve based on the estimated heat absorber intake air temperature Tevain and / or the speed of the compressor. Consequently, even if the ratio between the outside air and indoor air flowing into the air flow passage changes through the intake switching door, it is possible to estimate the heat absorber intake air temperature Tevain based on the ratio and the valve position of the outdoor expansion valve and / or the Speed of the compressor to regulate.

Thereby, in the dehumidifying and heating mode, it is possible to quickly cope with a load fluctuation with a change in the ratio between the outside air and indoor air, and to achieve an excess and deficient dehumidification performance of the heat absorber.

In this case, as in the invention of claim 8, when the controller includes at least one F / F control amount TGECCVteff of a target valve position of the outdoor expansion valve by a feedforward calculation based on a target heat absorber temperature TEO which is a set value of a temperature Te of the heat absorber is calculated, calculates an F / B control amount TGECCVtefb of the target valve position of the outer expansion valve by a feedback calculation based on the temperature Te of the heat absorber and the target heat absorber temperature TEO, and the F / F control amount TGECCVteff and the F / B Control amount TGECCVtefb is added to calculate a target valve position TGECCVte of the outer expansion valve, and when the controller calculates at least one F / F control amount TGNCcff of a target rotational speed of the compressor by a feedforward calculation based on the target heat absorber temperature TEO, an F / B control amount TGNCcfb of the target Speed of the compressor is calculated by a feedback calculation based on the temperature Te of the heat absorber and the target heat absorber temperature TEO, and the F / F control amount TGNCcff and the F / B control amount TGNCcfb are added to calculate a target speed TGNCc of the compressor, the controller shifts the F / F control amount TGECCVteff and / or the F / F control amount TGNCcff based on the heat absorber intake air temperature Tevain. Consequently, it is possible to quickly cope with a load fluctuation with a change in the ratio between the outside air and indoor air and thus adequately control a dehumidifying performance by the heat absorber and achieve comfortable dehumidification and heating.

When the ratio of outside air to indoor air changes, it takes some time for this to be reflected in the heat absorber intake air temperature Tevain. That is, the heat absorber intake air temperature Tevain does not change immediately even if the ratio between the outside air and indoor air changes. Therefore, when the control apparatus calculates the heat absorber intake air temperature Tevain by the first-order lag calculation based on the ratio between the outside air and indoor air, as in the invention of claim 9, it is possible to adjust the speed of the compressor and the valve position of the outdoor temperature compensating valve accordingly to control a change in the heat absorber intake air temperature Tevain.

list of figures

• 1 Fig. 10 is a structural view of a vehicle air conditioning apparatus of an embodiment to which the present invention is applied;
• 2 FIG. 14 is a block diagram of a control device of the vehicle air conditioning apparatus of FIG 1 ;
• 3 is a vertical sectional side view of an HVAC unit of the vehicle air conditioning device of 1 ;
• 4 FIG. 14 is a control block diagram concerning compressor control by a heat pump controller of FIG 2 in a cooling mode or the like;
• 5 Fig. 10 is a diagram for describing a relationship between an indoor / outdoor air ratio and a cooling load in the cooling mode;
• 6 is another vertical sectional side view of the HVAC unit of the vehicle air conditioning device of 1 ;
• 7 FIG. 14 is a control block diagram concerning the compressor control in a heating mode by the heat pump control of FIG 2 ;
• 8th Fig. 12 is a graph for describing a relationship between an indoor / outdoor air ratio and a heating load in a heating mode;
• 9 Fig. 10 is a structural view of a vehicle air conditioning apparatus of another embodiment of the present invention; and
• 10 FIG. 14 is a control block diagram for controlling the outdoor expansion valve control in a dehumidifying and heating mode by a heat pump controller in the case of FIG 9 ,

Way to carry out the invention

Hereinafter, the embodiments of the present invention will be described in detail with reference to the drawings.

First embodiment

1 shows a structural view of a vehicle air conditioning device 1 an embodiment of the present invention. A vehicle of the embodiment to which the present invention is applied is an electric vehicle (EV) in which no engine (an internal combustion engine) is not mounted, and which runs with an electric motor for driving driven by a power charged in a battery is (both is not shown in the drawing), and the vehicle air conditioning device 1 The present invention is also powered by the energy of the battery. That is, in the electric vehicle that is unable to perform heating by engine waste heat, the vehicle air conditioning apparatus performs 1 This embodiment, a heating mode by a heat pump operation, in which a refrigerant circuit is used. Furthermore, the vehicle air conditioning device performs 1 selectively select the respective operating modes of a dehumidifying and heating mode, a dehumidifying and cooling mode, a cooling mode, a MAX cooling mode (maximum cooling mode), and an auxiliary heating mode. In the embodiment, the dehumidifying and heating mode, the dehumidifying and cooling mode, the cooling mode, and the MAX cooling mode are a first mode of operation in the present application.

Incidentally, the vehicle is not limited to the electric vehicle, and the present invention is also effective for a so-called hybrid car in which the engine is used together with the electric motor for driving. Moreover, it goes without saying that the present invention also applies to an ordinary car running on the engine.

The vehicle air conditioning device 1 The embodiment performs air conditioning (heating, cooling, dehumidifying and ventilating) of a vehicle interior of the electric vehicle. A compressor 2 electric type for compressing a refrigerant, a radiator 4 (a heater) in an air flow channel 3 an HVAC unit 10 (HVAC unit) is provided, in which outside air or air in the vehicle interior is ventilated and circulated to the out of the compressor 2 discharged high-temperature and high-pressure refrigerant via a refrigerant line 13G to flow therein and let the refrigerant give off heat to heat the air supplied to the vehicle interior, an outdoor expansion valve 6 (a pressure reducing unit), which is formed of an electric valve, which decompresses and expands the refrigerant during heating, an outdoor heat exchanger 7 provided outside the vehicle interior and performing the heat exchange between the refrigerant and the outside air to function as the radiator during cooling and as the evaporator during heating, an indoor expansion valve 8th (a pressure reducing unit) formed of an electric valve for decompressing and expanding the refrigerant, a heat absorber 9 in the airflow channel 3 is provided to allow the refrigerant to absorb heat during cooling and dehumidifying to cool the air to be supplied to the vehicle interior, an accumulator 12 and others are sequentially passed through a refrigerant line 13 connected, creating a refrigerant circuit R is formed. In this case, the radiator 4 on a to the air flow in the air flow channel 3 downstream side (downstream side of the air) of the heat absorber 9 arranged.

Subsequently, the refrigerant circuit R filled with a given amount of refrigerant and oil for lubrication. Incidentally, in the outdoor heat exchanger 7 an outdoor fan 15 intended. The outdoor fan 15 forcibly passes the outside air through the outdoor heat exchanger 7 so as to perform the heat exchange between the outside air and the refrigerant, whereby the outside air also during the stopping of the vehicle (ie its speed is 0 km / h) through the outdoor heat exchanger 7 to be led.

Furthermore, the outdoor heat exchanger 7 on a downstream side of the refrigerant, one after another, a collection drying section 14 and a subcooling section 16 on. A refrigerant line 13A arising from the outdoor heat exchanger 7 extends out, is via a solenoid valve 17 which is to be opened during cooling, with the collection-drying section 14 connected. A refrigerant line 13B on an outlet side of the subcooling section 16 is via the indoor expansion valve 8th with an inlet side of the heat absorber 9 connected. Incidentally, the collecting drying section constitute 14 and the subcooling section 16 structurally a part of the outdoor heat exchanger 7 ,

In addition, there is a refrigerant pipe 13B between the subcooling section 16 and the indoor expansion valve 8th in a heat exchange relationship with a refrigerant line 13C on an outlet side of the heat absorber 9 provided, and both lines form an indoor heat exchanger 19 , Consequently, the refrigerant passing through the refrigerant line 13B in the indoor expansion valve 8th flows through the heat absorber 9 discharged low temperature refrigerant cooled (overcooled).

In addition, the refrigerant line branches 13A arising from the outdoor heat exchanger 7 extends to a refrigerant line 13D extends, and this branched refrigerant line 13D communicates and connects via a solenoid valve 21 , which can be opened during heating, with the refrigerant line 13C on a downstream side of the indoor heat exchanger 19 , The refrigerant line 13C is with the accumulator 12 connected, and the accumulator 12 is with a refrigerant suction side of the compressor 2 connected. Furthermore, a refrigerant pipe 13E on an outlet side of the radiator 4 via the outdoor expansion valve 6 with an inlet side of the outdoor heat exchanger 7 connected.

In addition, in the refrigerant line 13G between an outlet side of the compressor 2 and an inlet side of the radiator 4 a solenoid valve 30 (which constitutes a flow passage changing device) which is to be closed during dehumidifying and heating and MAX cooling, and to be described later. In this case, the refrigerant line branches 13G on an upstream side of the solenoid valve 30 to a bypass line 35 , This bypass line 35 communicates and connects via a solenoid valve 40 (which is also a flow passage changing device) to be opened during dehumidifying and heating and MAX cooling on a downstream side of the outdoor expansion valve 6 with the refrigerant line 13E , A bypass device 45 consists of this bypass line 35 , the solenoid valve 30 and the solenoid valve 40 ,

The bypass device 45 consists of such a bypass line 35 , a solenoid valve 30 and a solenoid valve 40 to thereby allow a smooth change of the dehumidifying and heating mode as well as the MAX cooling mode to that of the compressor 2 discharged refrigerant directly into the outdoor heat exchanger 7 and the heating mode, the dehumidifying and cooling mode and the cooling mode to that of the compressor 2 discharged refrigerant into the radiator 4 to flow as described later.

In addition, in the air flow channel 3 on a downstream air side of the heat absorber 9 each intake ports of a Außenluftansauganschlusses 25A and an indoor air intake port 25B educated. Outside air, which is the air outside the vehicle interior, is from the outside air intake port 25A is sucked, and indoor air, which is the air in the vehicle interior, from the Innenluftansauganschluss 25B sucked. In addition, in the air flow channel 3 an intake switching flap 26 and, on an air downstream side of the intake switching door 26 , an indoor fan (blower fan) 27 for supplying the outside air and indoor air supplied from the respective intake ports 25A and 25B to the air flow channel 3 sucked be provided.

The intake switchover flap 26 is designed such that a ratio between the outside air and indoor air flowing into the heat absorber 9 in the air flow channel 3 flow, by opening and closing the outside air intake port 25A and the indoor air intake port 25B can be set to any ratio between 0 and 100%. Incidentally, in the present application, the relationship between the outside air and the indoor air passing through the intake switching door 26 is set, referred to as interior / outside air ratio RECrate. When the indoor / outdoor air ratio RECrate = 1, an indoor air circulation mode is used in which the indoor air is 100% and the outdoor air is 0%. When the indoor / outdoor air ratio RECrate = 0, an outside air introduction mode is used in which the outside air is 100% and the indoor air is 0%. When 0 <indoor / outdoor air ratio <1, an indoor / outdoor air intermediate position where 0% <indoor air <100% and 100%> outdoor air> 0% is used. That is, in the present application, the indoor / outdoor air ratio RECrate denotes the proportion of the indoor air to the air entering the heat absorber 9 in the air flow channel 3 flows.

The intake switchover flap 26 will be described by an air conditioning controller to be described later 20 controlled, and the above indoor air circulation mode, the outside air introduction mode and the interior / Outside air-intermediate position are set by an automatic mode or a manual mode (a manual mode) at an air-conditioning operating section 53 selected. In the case where a cooling load in a cooling time or the like is large or there are concerns about outside air odors in neighborhoods or the like, the indoor air circulation mode is selected. When ventilation is required or fogging of the windows in heating is prohibited, the operation mode of the outside air introduction mode becomes in conjunction with a defrost switch (provided in the air conditioning operation section to be described later 53 ) or the like. Furthermore, the indoor / outdoor air intermediate position is selected when both heating load reduction and window fogging prevention are performed during heating.

Furthermore, 23 in 1 an auxiliary heater as an auxiliary heater used in the vehicle air conditioning apparatus 1 the embodiment is provided. The additional heater 23 The embodiment consists of a PTC heater (an electric heater) and is in the air flow channel 3 on a to the air flow in the air flow channel 3 upstream side (an upstream side of the air) of the radiator 4 and on a downstream side (a downstream side of the air) of the heat absorber 9 intended. If the auxiliary heater 23 is then turned on to generate heat, the air in the air flow channel 3 warmed up before passing through the heat absorber 9 in the radiator 4 flows. That is, the auxiliary heater 23 becomes a so-called heater core to perform the heating of the vehicle interior or supplement.

Here is the air flow channel 3 on a further downstream side (a downstream side of the air) as the heat absorber 9 the HVAC unit 10 through a partition 10A divided to a heat exchange passage 3A and a bypass passage 3B to train for its circumvention. The aforementioned radiator 4 and the auxiliary heater 23 are in the heat exchange passage 3A arranged.

In addition, in the air flow channel 3 on an upstream side of the auxiliary heater 23 Air mixing doors 28Dr and 28AS provided to set a ratio in which the air (indoor or outdoor air) in the air flow channel 3 entering the airflow channel 3 flows in and through the heat absorber 9 is passed through the heat exchange passage 3A to be directed, in which the auxiliary heater 23 and the radiator 4 are arranged.

Furthermore, the HVAC unit 10 on an upstream side of the radiator 4 with respective outputs of a FOOT outlet 29A , a VENT (vent) outlet 29B and a DEF (defrost) outlet 29C educated. The FOOT outlet 29A is an outlet for blowing out the air to the foot of the vehicle interior and is in the lowest position. Furthermore, the VENT outlet 29B an outlet for blowing air close to the chest or face of a driver in the vehicle interior and located above the FOOT outlet 29A , Then the DEF outlet 29C an outlet for blowing the air to an inner surface of a windshield of the vehicle and is located at the highest position above other outlets 29A and 29B ,

Then the FOOT outlet 29A , the VENT outlet 29B and the DEF outlet 29C with a FOOT outlet flap 31A , a VENT outlet flap 31B or a DEF outlet flap 31C for controlling a blow-out amount of the air.

Incidentally, the vehicle air conditioning apparatus is 1 for right-left independent air conditioning control on a driver's seat and a passenger seat of the vehicle in the situation. The interior of the air flow channel 3 in which the radiator 4 and the auxiliary heater 23 are provided is divided by an unillustrated partition plate into right and left parts. Then the aforementioned air mix door serves 28Dr as air mixing flap for the driver's seat (right) and is in the right air flow channel 3 provided, and the air mix door 28AS serves as the air mix door for the passenger seat (left) and is in the left air flow channel 3 intended. Next it is assumed that the respective outlets of the above FOOT outlet flap 31A , the VENT outlet flap 31B and the DEF outlet flap 31C also in the right and left air flow channels 3 , which are separated by the partition plate, because they are provided for the driver's seat (right) and the front passenger's seat (left). These flaps then allow an identical air conditioning control to be performed for the driver / passenger seat (right / left identical air conditioning control) and independent air conditioning control for the driver seat / passenger seat (right / left independent air conditioning control).

That is, when the identical air-conditioning control for the driver's seat / passenger seat (right / left-identical air conditioning control) by setting the later to be described Air conditioning operation section 53 is brought to functioning, lead the air mix door 28Dr and the air mix door 28AS the same operation, and the respective exhaust valves 31A to 31C for the driver's seat and the passenger seat also perform the same operation. On the other hand, when independent air conditioning control for the driver seat / passenger seat (right / left independent air conditioning control) is made to function, the air mix door becomes 28Dr and the air mix door 28AS operated independently, and the respective exhaust valves 31A to 31C for the driver's seat and the passenger seat are also operated independently.

Next shows 2 a block diagram of a control device 11 the vehicle air conditioning device 1 the embodiment. The control device 11 consists of an air conditioning control 20 and a heat pump controller 32 both of which are formed of a microcomputer as an example of a computer with a processor. These are with a vehicle communication bus 65 which forms a CAN (Controller Area Network) or a LIN (Local Interconnect Network). Furthermore, the compressor 2 and the auxiliary heater 23 also with the vehicle communication bus 65 connected. This air conditioning control 20 , the heat pump control 32 , the compressor 2 and the auxiliary heater 23 are for sending and receiving data via the vehicle communication bus 65 educated.

The air conditioning control 20 is a high-order control that performs the control of the vehicle interior air conditioning of the vehicle. An input of the climate control 20 is with corresponding outputs of an outside air temperature sensor 33 sensor detecting an outside air temperature Tam (a temperature of the air outside the vehicle interior) of the vehicle, an outside air humidity sensor 34 detecting an outside air humidity of an indoor air temperature sensor 37 detecting a temperature (an indoor air temperature Tin) of the air of the vehicle interior (the indoor air) of an indoor humidity sensor 38 detecting a humidity of the air of the vehicle interior, an indoor air CO2 concentration sensor 39 detecting a carbon dioxide concentration of the vehicle interior, an outlet temperature sensor 41 detecting a temperature of the air to be exhausted in the vehicle interior, an exhaust pressure sensor 42 , which has an outlet refrigerant pressure (an outlet pressure Pd ) of the compressor 2 captured, a solar radiation sensor 51 , For example, a photosensor system for detecting a solar radiation amount in the vehicle interior, and a speed sensor 52 for detecting a moving speed (a speed) of the vehicle and the air conditioning (air conditioning) operation section 53 connected to set the change of a predetermined temperature or the operating mode.

Furthermore, an output of the air conditioning control 20 with the outside fan 15 , the indoor fan (the blower fan) 27 , the intake switching flap 26 , the air mixing valves 28Dr and 28AS and the respective outlet flaps 31A to 31C connected and those are from the climate control 20 controlled.

The heat pump control 32 is a controller that mainly controls the refrigerant cycle R performs. An input of the heat pump control 32 is with the respective outputs of an outlet temperature sensor 43 connected to a temperature of the compressor 2 Exhausted refrigerant detected, a suction pressure sensor 44 that puts a pressure of the in the compressor 2 to be sucked refrigerant, an intake temperature sensor 55 that a temperature ts of the compressor 2 to be sucked refrigerant, a radiator temperature sensor 46 , which is a refrigerant temperature (a radiator temperature TCI) of the radiator 4 detected, a Radiatordrucksensors 47 , which has a refrigerant pressure (a radiator pressure PCI) of the radiator 4 detected, a heat absorber temperature sensor 48 , which is a refrigerant temperature (a heat absorber temperature Te) of the heat absorber 9 detected, a heat absorber pressure sensor 49 , which is a refrigerant pressure of the heat absorber 9 detected, an outdoor heat exchanger temperature sensor 54 a refrigerant temperature (an outdoor heat exchanger temperature TXO) of an outlet of the outdoor heat exchanger 7 detected, and an outdoor heat exchanger pressure sensor 56 , the refrigerant pressure (an outside heat exchange pressure PXO) of the outlet of the outdoor heat exchanger 7 detected.

Next is an input of the heat pump control 32 also with the respective outputs of auxiliary heater temperature sensors 50Dr and 50AS connected as a plurality of temperature sensors, each having a temperature (a Zusatzheizertemperatur TPTC ) of the additional heater 23 to capture. In this case, the auxiliary heater temperature sensor becomes 50Dr mounted so that it has a temperature of the auxiliary heater 23 on the right (driver's seat side) part, which is divided by the partition plate, can detect. The auxiliary heater temperature sensor 50AS is mounted so that it has a temperature of the auxiliary heater 23 in the left (passenger seat side) part can capture.

Furthermore, an output of the heat pump control 32 with the outdoor expansion valve 6 , the indoor expansion valve 8th and the corresponding solenoid valves of the solenoid valve 30 (for reheating), of the solenoid valve 17 (for cooling), the solenoid valve 21 (for the heater) and the solenoid valve 40 (for the bypass) and those are from the heat pump control 32 controlled. Incidentally, the compressor point 2 and the auxiliary heater 23 each built-in controls, and the controls of the compressor 2 and the auxiliary heater 23 carry out the transmission and reception of data to and from the heat pump control 32 via the vehicle communication bus 65 through and from the heat pump control 32 controlled.

The heat pump control 32 and the air conditioning control 20 together carry out the sending and receiving of the data via the vehicle communication bus 65 and control the respective devices based on the outputs of the respective sensors and the air conditioning operation section 53 entered settings. In the embodiment, however, in this case, an actual volumetric air volume becomes ga (an actual system air volume supplied by the air conditioning controller 20 calculated) into the outside air temperature sensor 33 , the outlet pressure sensor 42 , the speed sensor 52 and the air flow channel 3 flowing air, air volume ratios SWDr and Swas (calculated by the air conditioning controller 20 ) through the air mixing valves 28Dr and 28AS , the above indoor / outdoor air ratio RECrate (set by the air conditioning controller 20 ) and the output of the air conditioning operation section 53 from the climate control 20 via the vehicle communication bus 65 to the heat pump control 32 and adapted for control by the heat pump controller 32 to be provided.

With the above construction, an operation of the vehicle air conditioning apparatus will now be described 1 the embodiment described. In the embodiment, and the control device changes 11 (the air conditioning control 20 and the heat pump control 32 ) and executes the respective operating modes of the heating mode, the dehumidifying and heating mode, the dehumidifying and cooling mode, the cooling mode, the MAX cooling mode (maximum cooling mode) and the auxiliary heating mode. First, an overview of a flow and the control of the refrigerant is given in each operating mode.

heating mode

When the heating mode of the heat pump control 32 (Automatic mode) or by manual operation on the air-conditioning operating section 53 (manual mode) is selected, opens the heat pump control 32 the solenoid valve 21 (for the heater) and closes the solenoid valve 17 (for cooling). The heat pump control 32 also opens the solenoid valve 30 (for reheating) and closes the solenoid valve 40 (for the bypass). Then the heat pump control operates 32 the compressor 2 , The air conditioning control 20 operates the respective blowers 15 and 27 , and each of the air mixers 28Dr and 28AS basically has a state to the entire air in the air flow channel 3 coming from the indoor fan 27 is blown out and then through the heat absorber 9 flows through the auxiliary heater 23 and the radiator 4 in the heat exchange passage 3A but it can adjust an air volume.

Consequently, one of the compressor flows 2 discharged refrigerant gas of high temperature and high pressure from the refrigerant line 13G via the solenoid valve 30 in the radiator 4 , The air in the air flow channel 3 flows through the radiator 4 , and therefore the air in the air flow channel 3 by the high temperature refrigerant in the radiator 4 (when using the additional heater 23 through the additional heater 23 and the radiator 4 ) is heated. On the other hand, the refrigerant in the radiator 4 the heat absorbed by the air and is cooled to condense and liquefy.

That in the radiator 4 liquefied refrigerant flows out of the radiator 4 and then flows through the refrigerant line 13E to the outdoor expansion valve 6 , That in the outdoor expansion valve 6 inflowing refrigerant is decompressed therein and then flows into the outdoor heat exchanger 7 , That in the outdoor heat exchanger 7 incoming refrigerant vaporizes, and the heat is dissipated by the operation or the external fan 15 carried outside air after pumped out. In other words, the refrigerant circuit works R like a heat pump. Then it flows out of the outdoor heat exchanger 7 discharged low temperature refrigerant through the refrigerant line 13A , the solenoid valve 21 and the refrigerant line 13D and flows out of the refrigerant line 13C in the accumulator 12 to perform a gas-liquid separation there, and then the refrigerant gas is introduced into the compressor 2 sucked and thereby this cycle is repeated. The radiator 4 heated air (when using the additional heater 23 from the auxiliary heater 23 and the radiator 4 ) is from the respective outlets 29A to 29C blown out and thereby the heating of the vehicle interior is performed.

The heat pump control 32 calculated from a target heating temperature TCO (a setpoint of the radiator temperature TCI ), by the air conditioning control 20 from a target outlet temperature TAO is calculated, a target radiator pressure PCO (a setpoint of the radiator pressure PCI ), and controls the speed NC of the compressor 2 based on the target radiator pressure PCO and the refrigerant pressure (the radiator pressure PCI , which is a high pressure of the refrigerant circuit R is) of the radiator 4 that of the radiograph pressure sensor 47 is detected, to the heating by the radiator 4 to control. Next controls the heat pump control 32 a valve position of the outer expansion valve 6 based on the refrigerant temperature (the radiator temperature TCI ) of the radiator 4 received from the radiator temperature sensor 46 is recorded, and the radiator pressure PCI that of the radiator pressure sensor 47 is detected, and controls a degree of supercooling SC of the refrigerant in the outlet of the radiator 4 to a target supercooling degree TGSC , which is a target value of the subcooling degree SC.

When the heating power of the radiator 4 becomes smaller than a heating power (required heating power TGQ ) required for vehicle interior air conditioning in the heating mode controls the heat pump control 32 the energy supply of the additional heater 23 to their lack by generating heat through the auxiliary heater 23 to complete. As a result, a comfortable heating of the vehicle interior is achieved and the frost formation of the outdoor heat exchanger 7 suppressed. Because the auxiliary heater 23 on the air upstream of the radiator 4 is arranged, which flows through the air flow channel 3 flowing air in the embodiment in front of the radiator 4 through the additional heater 23 ,

In this case, the heat pump control controls 32 in the embodiment, the power supply of the auxiliary heater 23 assuming an average value of a measured value TptcDr the auxiliary heater temperature sensor 50Dr and a reading TptcAs the auxiliary heater temperature sensor 50AS as an auxiliary heater temperature TPTC ,

Dehumidification and heating mode

Then the heat pump control opens 32 in dehumidification and heating mode, the solenoid valve 17 and closes the solenoid valve 21 , Furthermore, the heat pump control closes 32 the solenoid valve 30 and opens the solenoid valve 40 and closes the valve position of the outer expansion valve 6 Completely. Subsequently, the heat pump control operates 32 the compressor 2 , The air conditioning control 20 operates the respective blowers 15 and 27 , and each of the air mixers 28Dr and 28AS basically has a state to the entire air in the air flow channel 3 coming from the indoor fan 27 is blown out and then through the heat absorber 9 flows through the auxiliary heater 23 and the radiator 4 in the heat exchange passage 3A but also carries out an adjustment of the air volume.

Consequently, this flows from the compressor 2 into the refrigerant line 13G discharged high-temperature and high-pressure refrigerant into the bypass line 35 without going to the radiator 4 to flow, and passes through the solenoid valve 40 into the refrigerant line 13E on the downstream side of the outdoor expansion valve 6 , Because the outdoor expansion valve 6 is completely closed, the refrigerant flows at this time in the outdoor heat exchanger 7 , That in the outdoor heat exchanger 7 flowing refrigerant is in it by the operation or the outside air through the outdoor fan 15 To be performed outside air cooled to condense. That from the outdoor heat exchanger 7 discharged refrigerant flows out of the refrigerant line 13A through the solenoid valve 17 to successively into the collecting-drying section 14 and the subcooling section 16 to stream. Here, the refrigerant is undercooled.

That from the subcooling section 16 of the outdoor heat exchanger 7 discharged refrigerant enters the refrigerant line 13B and reached via the indoor heat exchanger 19 the indoor expansion valve 8th , After the refrigerant in the indoor expansion valve 8th was decompressed, the refrigerant flows into the heat absorber 9 to evaporate. The from the indoor fan 27 blown air is cooled by the heat-absorbing process at this time, and the water in the air is coagulated to the heat absorber 9 to adhere, and thereby the air in the air flow channel 3 cooled and dehumidified. That in the heat absorber 9 evaporated refrigerant flows through the indoor heat exchanger 19 to get over the refrigerant line 13C the accumulator 12 and thereby gets into the compressor 2 sucked, whereby this cycle is repeated.

As the valve position of the outdoor expansion valve 6 is completely closed, it is possible at this time to suppress the disadvantage or prevent that from the compressor 2 discharged refrigerant reversed from the outdoor expansion valve 6 in the radiator 4 flows. Thereby, the decrease of a refrigerant cycle amount is suppressed or eliminated to an air conditioning performance sure. Next, the heat pump control supplies 32 in dehumidifying and heating mode the additional heater 23 for heat production with energy. Consequently, the heat absorber 9 cooled and dehumidified air at in the process of passing through the auxiliary heater 23 further heated and the temperature increases, so that the dehumidification and heating of the vehicle interior are carried out.

The heat pump control 32 controls the speed NC of the compressor 2 based on a heat absorber temperature sensor 48 detected temperature (the heat absorber temperature Te ) of the heat absorber 9 and a desired heat absorber temperature TEO that one from the climate control 20 Calculated setpoint of the heat absorber temperature Te is, takes an average of the reading TptcDr the auxiliary heater temperature sensor 50Dr and the reading TptcAs the auxiliary heater temperature sensor 50AS as additional heater temperature TPTC , and controls the power supply (heating by heat generation) of the auxiliary heater 23 based on the auxiliary heater temperature TPTC and the target heating temperature TCO (which in this case to a setpoint of Zusatzheizertemperatur TPTC This will prevent it adequately from lowering a temperature of the air coming from the respective outlets 29A to 29C is blown into the vehicle interior, by heating by the additional heater 23 while passing through the heat absorber 9 adequately carry out the cooling and dehumidification of the air. Consequently, it is possible, during the dehumidification of the air, to control the temperature of the air blown into the vehicle interior to a suitable heating temperature and to achieve comfortable and efficient dehumidifying and heating of the vehicle interior.

Because the auxiliary heater 23 on the air upstream side of the radiator 4 is arranged, flows in the auxiliary heater 23 By the way, heated air passes through the radiator 4 but the refrigerant does not enter the radiator in the dehumidification and heating modes 4 directed. Thus eliminates the disadvantage that the radiator 4 Heat from through the auxiliary heater 23 takes in heated air. That is, the temperature of the blown into the vehicle interior air is through the radiator 4 prevented from the radiator 4 to be lowered, and one COP is also improved.

Dehumidifying and cooling mode

Then the heat pump control opens 32 in dehumidifying and cooling mode, the solenoid valve 17 and closes the solenoid valve 21 , Furthermore, the heat pump control opens 32 the solenoid valve 30 and closes the solenoid valve 40 , Subsequently, the heat pump control operates 32 the compressor 2 , The air conditioning control 20 operates the respective blowers 15 and 27 , and each of the air mixers 28Dr and 28AS basically has a state to the entire air in the air flow channel 3 coming from the indoor fan 27 is blown out and then through the heat absorber 9 flows through the auxiliary heater 23 and the radiator 4 in the heat exchange passage 3A but also performs adjustment of the air volume.

Thus, this flows out of the compressor 2 discharged refrigerant gas of high temperature and high pressure from the refrigerant line 13G via the solenoid valve 30 in the radiator 4 , Because the air in the air flow channel 3 the radiator 4 flows through the air in the air flow channel 3 in the radiator 4 heated by the high-temperature refrigerant while the refrigerant in the radiator 4 has the heat absorbed by the air and cooled to condense and liquefy.

That from the radiator 4 discharged refrigerant flows through the refrigerant line 13E to the outdoor expansion valve 6 and flows through the outdoor expansion valve 6 , which is controlled so that it opens easily to the outdoor heat exchanger 7 to stream. That in the outdoor heat exchanger 7 inflowing refrigerant is passed through it by the operation through the outdoor blower 15 guided outside air cooled to condense. That from the outdoor heat exchanger 7 discharged refrigerant flows out of the refrigerant line 13A through the solenoid valve 17 to successively into the collecting-drying section 14 and the subcooling section 16 to stream. Here, the refrigerant is undercooled.

That from the subcooling section 16 of the outdoor heat exchanger 7 escaping refrigerant enters the refrigerant line 13B and flows through the indoor heat exchanger 19 to the indoor expansion valve 8th to reach. The refrigerant is in the indoor expansion valve 8th decompresses and then flows into the heat absorber 9 to evaporate. The water in the from the indoor fan 27 blown air coagulates to heat absorber by the heat absorption process at this time 9 to adhere, and thereby the air is cooled and dehumidified.

That in the heat absorber 9 evaporated refrigerant flows through the indoor heat exchanger 19 to pass through the refrigerant line 13C the accumulator 12 to reach, and flows through there to enter the compressor 2 be sucked, whereby this cycle is repeated. As the heat pump control 32 in the dehumidifying and cooling mode no energy supply of the additional heater 23 is carried out by the heat absorber 9 cooled and dehumidified air when passing the radiator 4 reheated (radiating power is lower than that during heating). As a result, the dehumidification and cooling of the vehicle interior done.

The heat pump control 32 controls the speed NC of the compressor 2 in on the basis of the temperature (the heat absorber temperature Te) of the heat absorber 9 from the heat absorber temperature sensor 48 is detected, and the target heat absorber temperature TEO (transmitted from the air conditioning controller 20 ), which is their nominal value. In addition, the heat pump control calculates 32 from the desired heating temperature described above TCO a desired radiator pressure PCO and controls the valve position of the outdoor expansion valve 6 based on the target radiator pressure PCO and the refrigerant pressure (the radiator pressure PCI , which is a high pressure of the refrigerant circuit R is) of the radiator 4 by the radiator pressure sensor 47 is detected, to the heating by the radiator 4 to control.

cooling mode

Then the heat pump control opens 32 in cooling mode, the valve position of the outdoor expansion valve 6 in the above state of the dehumidifying and cooling mode completely. Then the heat pump control operates 32 the compressor 2 and does not supply power to the auxiliary heater 23 by. The air conditioning control 20 operates the respective blowers 15 and 27 , and each of the air mixers 28Dr and 28AS has a state to set a ratio with which the air in the air flow channel 3 coming from the indoor fan 27 blown out and through the heat absorber 9 is guided by the additional heater 23 and the radiator 4 in the heat exchange passage 3A is to perform.

Consequently, this flows from the compressor 2 discharged high-temperature and high-pressure refrigerant from the refrigerant piping 13G through the solenoid valve 30 in the radiator 4 , and that from the radiator 4 escaping refrigerant flows through the refrigerant line 13E to the outdoor expansion valve 6 to reach. At this time, the outdoor expansion valve 6 completely open, and therefore flows through the refrigerant through there and flows as is in the outdoor heat exchanger 7 wherein the refrigerant by the operation or by the external fan 15 To be conducted outside air is air-cooled to condense and liquefy. That from the outdoor heat exchanger 7 discharged refrigerant flows out of the refrigerant line 13A through the solenoid valve 17 to successively into the collecting-drying section 14 and the subcooling section 16 to stream. The refrigerant is undercooled.

That from the subcooling section 16 of the outdoor heat exchanger 7 escaping refrigerant enters the refrigerant line 13B and reached via the indoor heat exchanger 19 the indoor expansion valve 8th , The refrigerant is in the indoor expansion valve 8th decompresses and then flows into the heat absorber 9 to evaporate. The from the indoor fan 27 blown air is cooled by the heat absorbing process at this time. Furthermore, the water in the air coagulates to the heat absorber 9 to stick.

That in the heat absorber 9 evaporated refrigerant flows through the indoor heat exchanger 19 to the accumulator 12 through the refrigerant line 13C to reach, and flows through there to enter the compressor 2 be sucked, whereby this cycle is repeated. The in the heat absorber 9 chilled and dehumidified air is released from the respective outlets 29A to 29C blown into the vehicle interior (a part of which passes through the radiator 4 to perform heat exchange), and thereby the cooling of the vehicle interior is performed. Next controls the heat pump control 32 in this cooling mode, the speed NC of the compressor 2 based on the temperature (heat absorber temperature Te) of the heat absorber 9 derived from the heat absorber temperature sensor 48 is detected, and the target heat absorber temperature described above TEO , which is their nominal value.

MAX cooling mode (maximum cooling mode)

Then the heat pump control opens 32 in the MAX cooling mode as the maximum cooling mode, the solenoid valve 17 and closes the solenoid valve 21 , Furthermore, the heat pump control closes 32 the solenoid valve 30 and opens the solenoid valve 40 and closes the valve position of the outer expansion valve 6 Completely. Then the heat pump control operates 32 the compressor 2 and does not lead Power supply of the additional heater 23 by. The air conditioning control 20 operates the respective blowers 15 and 27 , and each of the air mixers 28Dr and 28AS has a state to a ratio in which the air in the air flow channel 3 coming from the indoor fan 27 blown out and through the heat absorber 9 is guided by the additional heater 23 and the radiator 4 in the heat exchange passage 3A is to perform.

That is why it flows from the compressor 2 into the refrigerant line 13G discharged high-temperature and high-pressure refrigerant into the bypass line 35 without going to the radiator 4 to flow, and reached via the solenoid valve 40 the refrigerant line 13E on the downstream side of the outdoor expansion valve 6 , Because the outdoor expansion valve 6 is completely closed, the refrigerant flows at this time in the outdoor heat exchanger 7 , That in the external heat exchanger 7 flowing refrigerant is in it by the operation or by the external fan 15 To be performed outside air air cooled to condense. That from the outdoor heat exchanger 7 escaping refrigerant flows out of the refrigerant line 13A through the solenoid valve 17 to successively into the collecting-drying section 14 and the subcooling section 16 to stream. Here, the refrigerant is undercooled.

That from the subcooling section 16 of the outdoor heat exchanger 7 escaping refrigerant enters the refrigerant line 13B and reached via the indoor heat exchanger 19 the indoor expansion valve 8th , The refrigerant is in the indoor expansion valve 8th decompresses and then flows into the heat absorber 9 to evaporate. The from the indoor fan 27 blown air is cooled by the heat absorbing process at this time. As the water in the air coagulates to the heat absorber 9 Adhere to the air in the air flow channel 3 dehumidified. It is repeated a cycle in which the heat absorber 9 vaporized refrigerant through the indoor heat exchanger 19 flows over to the refrigerant line 13C the accumulator 12 to reach, and there flows through to the compressor 2 to be sucked. Because the outdoor expansion valve 6 is completely closed, it is possible at this time, likewise to suppress the disadvantage, or to prevent that from the compressor 2 discharged refrigerant reversed from the outdoor expansion valve 6 to the radiator 4 flows. Thus, the decrease of a refrigerant cycle amount is suppressed or eliminated to ensure an air conditioning performance.

Since the high-temperature refrigerant in the above-described cooling mode in the radiator 4 flows, here is a direct heat conduction from the radiator 4 to the HVAC unit 10 in no small way. Since the refrigerant in the MAX cooling mode but not in the radiator 4 flows, the air from the heat absorber 9 in the air flow channel 3 not by the radiator 4 on the HVAC unit 10 heat transmitted transferred. Therefore, the high cooling of the vehicle interior is performed, and under such an environment that, in particular, the outside air temperature Tam is high, the vehicle interior is cooled rapidly to allow comfortable vehicle interior air conditioning. Furthermore controls the heat pump control 32 also in MAX cooling mode the speed NC of the compressor 2 based on the temperature (the heat absorber temperature Te ) of the heat absorber 9 from the heat absorber temperature sensor 48 is detected, and the target heat absorber temperature described above TEO , which is their nominal value.

Additional heater single mode

Incidentally, the control device has 11 the embodiment in the cases when, for example, excessive frost formation in the outdoor heat exchanger 7 occurs, etc., a supplementary heater single mode, stopping the compressor 2 and the outdoor fan 15 in the refrigerant circuit R and the energy supply of the auxiliary heater 23 to the vehicle interior only through the auxiliary heater 23 to warm up. Also in this case, the heat pump control decreases 32 an average of the measured value TptcDr the auxiliary heater temperature sensor 50Dr and the reading TptcAs the auxiliary heater temperature sensor 50AS as additional heater temperature TPTC and controls the energy supply (heat generation) of the auxiliary heater 23 based on the auxiliary heater temperature TPTC and the above-described target heating temperature TCO ,

Next operates the air conditioning control 20 the indoor fan 27 , and each of the air mixers 28Dr and 28AS has a state to the air in the air flow channel 3 coming from the indoor fan 27 blown out through the auxiliary heater 23 the heat exchange passage 3A to adjust an air volume. The through the auxiliary heater 23 warmed air is released from the respective outlets 29A to 29C blown into the vehicle interior and thereby the heating of the vehicle interior is performed.

Change of operating mode

wobei Tset eine vorgegebene Temperatur des Fahrzeuginnenraums ist, die durch den Klimatisierungsbedienabschnitt 53 eingestellt wird, Tin eine Innenraumlufttemperatur ist, die durch den Innenraumlufttemperatursensor 37 erfasst wird, K ein Koeffizient ist und Tbal ein Ausgleichswert ist, der aus dem vorgegebenen Wert Tset, der vom Sonnenstrahlungssensors 51 erfassten Sonneneinstrahlungsmenge SUN und der vom Außenlufttemperatursensor 33 erfassten Außenlufttemperatur Tam berechnet wird. Je niedriger die Außenlufttemperatur Tam ist, desto höher wird ferner im Allgemeinen die Soll-Auslasstemperatur TAO werden, und die Soll-Auslasstemperatur TAO wird mit steigender Außenlufttemperatur Tam gesenkt.The air conditioning control 20 calculates the aforementioned target outlet temperature TAO from the following equation (I). The target outlet temperature TAO is a setpoint for the temperature of the air blown into the vehicle interior. $$\text{TAO}=\left(\text{tset}-\text{Tin}\right)\times \text{K}+\text{Tbal}\left(\text{f}\left(\text{tset}.\text{SUN}.\text{Tam}\right)\right)$$

wherein Tset is a predetermined temperature of the vehicle interior caused by the air conditioning operation section 53 is set, Tin is an indoor air temperature passing through the indoor air temperature sensor 37 is detected, K is a coefficient and Tbal a compensation value is that of the given value tset that from the solar radiation sensor 51 recorded solar radiation amount SUN and the outside air temperature sensor 33 detected outside air temperature Tam is calculated. Further, the lower the outside air temperature Tam is, the higher the target outlet temperature generally becomes TAO and the target outlet temperature TAO is lowered with increasing outside air temperature Tam.

The heat pump control 32 When commissioning from the respective above operating modes, selects an operation mode based on the outside air temperature Tam (detected by the outside air temperature sensor 33 ) and that of the air conditioning control 20 via the vehicle communication bus 65 transmitted target outlet temperature TAO and transmits the respective operating modes via the vehicle communication bus 65 to the air conditioning control 20 , Next changes the heat pump control 32 after commissioning the respective operating modes based on parameters such as the outside air temperature Tam , the humidity of the vehicle interior, the target outlet temperature TAO , a heating temperature to be described later TH (a temperature of the air on the downstream side of the radiator 4 , which is an estimated value), the target heating temperature TCO , the heat absorber temperature Te , the desired heat absorber temperature TEO , the presence or absence of a dehumidification request for the vehicle interior, etc., thereby adequately changing the heating mode, the dehumidifying and heating mode, the dehumidifying and cooling mode, the cooling mode, the MAX cooling mode, and the auxiliary heater single mode according to environmental conditions or necessity the dehumidification request to the temperature of the air blown into the vehicle interior to the target outlet temperature TAO to regulate, thereby achieving a comfortable and efficient vehicle interior air conditioning.

wobei INTL1 eine Berechnungsperiode (konstant) ist, Tau1 eine Zeitkonstante einer Verzögerungsberechnung erster Ordnung ist, TH0 ein stationärer Wert der Heiztemperatur TH in einem stationären Zustand vor einer Verzögerung erster Ordnung ist und THz ein vorheriger Wert der Heiztemperatur TH ist. Die Schätzung der Heiztemperatur TH in dieser Weise macht es überflüssig, einen speziellen Temperatursensor vorzusehen. Weiterhin ändert die Wärmepumpensteuerung 32 die obige Zeitkonstante Tau1 und den stationären Wert TH0 gemäß den vorgenannten Betriebsmodi, um dadurch die vorstehend beschriebene Schätzformel (II) je nach Betriebsmodus unterschiedlich zu machen, um die Heiztemperatur TH zu schätzen. Anschließend wird die Heiztemperatur TH über den Fahrzeugkommunikationsbus 65 an die Klimatisierungssteuerung 20 übertragen.Here is the above heating temperature TH a temperature of the air on the downstream side of the radiator 4 , The heat pump control 32 estimates the heating temperature TH from one of the first-order delay calculation formulas (II) shown below: $$\text{TH}=\left(\text{INTL1}\times \text{TH0}+\text{Tau1}\times \text{THz}\right)/\left(\text{Tau1}+\text{INTL1}\right)$$

in which INTL1 is a calculation period (constant), Tau1 is a time constant of a first order lag calculation, TH0 a stationary value of the heating temperature TH is in a steady state before a first order delay and THz a previous value of the heating temperature TH is. The estimate of the heating temperature TH in this way it makes it unnecessary to provide a special temperature sensor. Furthermore, the heat pump control changes 32 the above time constant Tau1 and the steady state value TH0 according to the above-mentioned operation modes, thereby to make the above-described estimation formula (II) different depending on the operation mode, the heating temperature TH appreciate. Subsequently, the heating temperature TH via the vehicle communication bus 65 to the air conditioning control 20 transfer.

Control of compressor 2 in cooling mode, dehumidifying and cooling mode, dehumidifying and heating mode and MAX cooling mode with indoor / outdoor air ratio RECrate

Next, referring to the 3 to 5 described in detail how the compressor 2 in the respective operating modes (first operating mode) of the cooling mode, the dehumidifying and cooling mode, the dehumidifying and heating mode, and the MAX cooling mode having the aforementioned indoor / outdoor air ratio RECrate. 3 is a vertical sectional side view of the HVAC unit 10 . 4 Fig. 10 is a control block diagram concerning compressor control by the heat pump controller 32 in cooling mode, in dehumidifying and cooling mode, in dehumidifying and heating mode and in MAX cooling mode, and 5 is a view to describe a relationship between the indoor / outdoor air ratio RECrate and the cooling load in the cooling mode.

$$\text{Tevain0}=\text{Tam}\times \left(1-\text{RECrate}\right)+\text{Tin}\times \text{RECrate}$$

wobei INTL2 eine Berechnungsperiode (konstant) ist, Tau2 eine Zeitkonstante einer Verzögerung erster Ordnung ist, Tevain0 ein stationärer Wert der Wärmeabsorber-Ansauglufttemperatur Tevain in einem stationären Zustand vor einer Verzögerungsberechnung erster Ordnung ist und Tevainz ein vorheriger Wert der Wärmeabsorber-Ansauglufttemperatur Tevain ist. Weiter ist Tam eine Außenlufttemperatur und Tin eine Innenraumlufttemperatur. Wenn beispielsweise in einem Zustand, in dem die Außenlufttemperatur Tam +40 °C und die Innenlufttemperatur Tin +25 °C beträgt, wie es in dem obersten Bereich in 5 dargestellt ist, das Innenraum-/Außenluft-Verhältnis RECrate 0 beträgt (der Außenlufteinleitungsmodus), wird die Wärmeabsorber-Ansauglufttemperatur Tevain schließlich +40 °C und die Kühllast wird groß. Wenn in dem gleichen Zustand das Innenraum-/Außenluft-Verhältnis RECrate 1 beträgt (der Innenraumluftkreislaufmodus), wie es in dem untersten Bereich in 5 dargestellt ist, wird die Absorber-Ansauglufttemperatur Tevain schließlich +25 °C und die Kühllast wird klein. Wenn in dem gleichen Zustand das Innenraum-/Außenluft-Verhältnis RECrate 0,5 beträgt (die Innenraum-/Außenluft-Zwischenposition), wie es in dem mittleren Bereich in 5 gezeigt ist, wird die Wärmeabsorber-Ansauglufttemperatur Tevain schließlich +32,5 °C und die Kühllast wird mittel (dasselbe gilt auch für die anderen ersten Betriebsmodi außer dem Kühlmodus). Insbesondere, wenn sich das Innenraum-/Außenluft-Verhältnis RECrate ändert, nachdem die Innenraum lufttemperatur Tin (die Temperatur der Luft im Fahrzeuginnenraum) stabil gemacht wurde, ändert sich deshalb die Drehzahl NC des Kompressors 2 stark, und deshalb führt die Wärmepumpensteuerung 32 eine Steuerung zur Verschiebung der Drehzahl NC des Kompressors 2 auf der Grundlage der Wärmeabsorber-Ansauglufttemperatur Tevain durch. When the ratio (indoor / outdoor air ratio RECrate) between the outside air and the indoor air in through the air flow channel 3 changes to conductive air, the temperature changes (a heat absorber intake air temperature Tevain) in the heat absorber 9 flowing air. Therefore, the cooling load of the vehicle air conditioning apparatus changes 1 strong, which leads to over- and underperformance. Therefore, the heat pump controller calculates and estimates 32 the heat absorber intake air temperature Tevain using the following formulas (III) and (IV) based on the indoor / outdoor air ratio RECrate as described later. $$\text{Tevain}=\left(\text{INTL2}\times \text{Tevain0}+\text{Tau2}\times \text{Tevainz}\right)/\left(\text{Tau2}+\text{INTL2}\right)$$

$$\text{Tevain0}=\text{Tam}\times \left(1-\text{RecRate}\right)+\text{Tin}\times \text{RecRate}$$

in which INTL2 is a calculation period (constant), Tau2 Tevain0 is a stationary value of the heat absorber intake air temperature Tevain in a steady state before a first-order lag calculation, and Tevainz is a previous value of the heat absorber intake air temperature Tevain. Further, Tam is an outside air temperature and Tin is an indoor air temperature. For example, in a state where the outside air temperature Tam is + 40 ° C and the inside air temperature Tin is + 25 ° C, as in the top area in FIG 5 After all, the indoor / outdoor air ratio RECrate is 0 (the outside air introduction mode), the heat absorber intake air temperature Tevain finally becomes +40 ° C, and the cooling load becomes large. In the same state, when the indoor / outdoor air ratio RECrate is 1 (the indoor air circulation mode) as in the lowermost region in FIG 5 is shown, the absorber intake air temperature Tevain finally +25 ° C and the cooling load is small. In the same state, when the indoor / outdoor air ratio RECrate is 0.5 (the indoor / outdoor air intermediate position) as in the middle area in FIG 5 is shown, the heat absorber intake air temperature Tevain finally +32.5 ° C and the cooling load is medium (the same applies to the other first operating modes except the cooling mode). In particular, when the indoor / outdoor air ratio RECrate changes after the indoor air temperature Tin (the temperature of the air in the vehicle cabin) is made stable, therefore, the rotational speed NC of the compressor changes 2 strong, and therefore the heat pump control leads 32 a controller for shifting the rotational speed NC of the compressor 2 based on the heat absorber intake air temperature Tevain.

The description of the specific control will be made with reference to the block diagram of FIG 4 , An F / F (Feedforward) control amount calculation section 63 the heat pump control 32 calculates an F / F control amount TGNCcff0 of a compressor target speed based on the outside air temperature Tam, the volumetric air volume Ga, into the air flow passage 3 flowing air, the target radiator pressure PCO , which is a set point of pressure (the radiator pressure PCI which is a high pressure) of the radiator 4 is, and the desired heat absorber temperature TEO (transmitted from the air conditioning controller 20 ), which is a target value of the heat absorber temperature Te.

• • Im Falle des Kühlmodus $$\text{TGNCcff0}=\text{K1}\times \text{Tam}+\text{K2}\times \text{Ga}+\text{K3}\times \text{TEO}+\text{K4}$$
  
• • Im Falle des Entfeuchtungs- und Kühlmodus $$\text{TGNCcff0}=\text{K5}\times \text{Tam}+\text{K6}\times \text{Ga}+\text{K7}\times \text{TEO}+\text{K8}\times \text{PCO}\mathrm{+}\text{K9}$$
  
• • Im Falle des Entfeuchtungs- und Heizmodus/MAX-Kühlmodus $$\text{TGNCcff0}=\text{K10}\times \text{Tam}+\text{K11}\times \text{Ga}+\text{K12}\times \text{TEO}+\text{K13}$$
  

Hereunder, an example of a formula (V) for the pre-control calculation of the F / F control amount calculation section is given below 63 shown:

• • In case of cooling mode $$\text{TGNCcff0}=\text{K1}\times \text{Tam}+\text{K2}\times \text{ga}+\text{K3}\times \text{TEO}+\text{K4}$$
  
• • In the case of dehumidifying and cooling mode $$\text{TGNCcff0}=\text{K5}\times \text{Tam}+\text{K6}\times \text{ga}+\text{K7}\times \text{TEO}+\text{K8}\times \text{PCO}\mathrm{+}\text{K9}$$
  
• • In the case of dehumidifying and heating mode / MAX cooling mode $$\text{TGNCcff0}=\text{K10}\times \text{Tam}+\text{K11}\times \text{ga}+\text{K12}\times \text{TEO}+\text{K13}$$
  

Incidentally, K1 to K3, K5 to K8 and K10 to K12 are coefficients, and K4, K9 and K13 are constants.

wobei K14 ein Koeffizient ist, um die Temperatur in die Drehzahl zu konvertieren.Further calculates an offset value calculation section 71 the heat pump control 32 using the above formulas (III) and (IV) from the outside air temperature Tam, the indoor air temperature Tin and the indoor / outdoor air ratio RECrate, a heat absorber intake air temperature Tevain and calculates an offset value TGNCcffHos using the following formula (VI) based on the heat absorber intake air temperature Tevain. $$\text{TGNCcffHos}=\text{K14}\times \text{Tevain}$$

where K14 is a coefficient to convert the temperature to the speed.

Subsequently, the F / F control amount TGNCcff0 calculated from the F / F control amount calculation section 63 and that from the offset value calculation section are calculated 71 calculated offset value TGNCcffHos in an adder 72 to finally obtain an F / F control amount TGNCcff (TGNCcff = TGNCcff0 + TGNCcffHos). That is, the one from the F / F control amount calculation section 63 calculated F / F control amount TGNCcff0 is shifted by the offset value TGNCcffHos to be set as the F / F control amount TGNCcff.

When the heat absorber intake air temperature Tevain becomes higher, that is, when the indoor / outdoor air ratio approaches RECrate 0, and when the cooling load becomes larger, as in FIG 5 Here, the offset value TGNCcffHos becomes large, and also the F / F control amount TGNCcffff is shifted in its rising direction.

Further, an F / B (feedback) control amount calculating section 64 calculates an F / B control amount TGNCcfb of a target rotational speed of the compressor based on the target heat absorber temperature TEO and the heat absorber temperature Te. Then in the adder 72 certain F / F control amount TGNCcff and F / B control amount calculating portion 64 calculated F / B control amount TGNCcfb in an adder 66 is added, and the result is in a threshold setting section 67 is provided with the limits of an upper limit of the control and a lower limit of the control, and is subsequently set as the target speed TGNCc of the compressor.

As the heat pump control 32 the speed NC of the compressor 2 in the cooling mode, in the dehumidifying and cooling mode, in the dehumidifying and heating mode and in the MAX cooling mode based on the target speed TGNCc of the compressor, the rotational speed NC of the compressor is controlled 2 shifted in its rising direction, when the heat absorber intake air temperature Tevain is higher, and the cooling / dehumidifying performance of the heat absorber 9 is also increased. In particular, since the F / F control amount TGNCcff is shifted, the heat pump control is 32 able to quickly follow a change in heat absorber intake air temperature Tevain.

To get the refrigerant through the heat absorber 9 to let flow, the heat pump control estimates 32 in cooling mode, in dehumidifying and cooling mode, in dehumidifying and cooling mode, in dehumidifying and heating mode, and in MAX cooling mode (according to the first operating mode), therefore, in the heat absorber 9 Tevain incoming heat absorber intake air temperature on the basis of the intake switchover flap 26 set indoor / outdoor air ratio RECrate and controls the speed of the compressor 2 based on the estimated heat absorber intake air temperature Tevain. Even if the ratio between the outside air and indoor air entering the air flow channel 3 flow through the Ansaugumschaltklappe 26 changes, is the heat pump control 32 therefore, capable of estimating the heat absorber intake air temperature Tevain based on the indoor / outdoor air ratio RECrate and the rotational speed NC of the compressor 2 to control.

Consequently, it is possible to quickly cope with a fluctuation of the cooling load with a change in the ratio between outside air and indoor air and achieve air-conditioning performance without excess and shortage, thereby satisfactorily bringing the temperature of the vehicle interior to a target value and satisfying both comfort and convenience To improve energy saving.

The heat pump control 32 In this case, in the embodiment, at least: it calculates the F / F control amount TGNCcff of the target speed of the compressor 2 by the pre-control calculation based on the target heat absorber temperature TEO , which is the setpoint of the heat absorber temperature Te is, it calculates the F / B control amount TGNCcfb the target speed of the compressor 2 by the feedback calculation based on the heat absorber temperature Te and the target heat absorber temperature TEO , and adds this F / F control amount TGNCcff and the F / B control amount TGNCcfb to the target speed TGNCcc of the compressor 2 and it shifts the F / F control amount TGNCcff based on the heat absorber intake air temperature Tevain thereby making it possible to quickly cope with the fluctuation of the cooling load with the change of the indoor / outdoor air ratio RECrate, and thus the cooling and dehumidifying performance by the heat absorber 9 adequately control.

If the ratio of outdoor air to indoor air changes, it takes some time for this to be reflected in the Tevain heat absorber intake air temperature. That is, the heat absorber intake air temperature Tevain does not change immediately even if the ratio between the outside air and indoor air changes. In the embodiment, the heat pump controller calculates 32 However, the heat absorber intake air temperature Tevain by the first order lag calculation based on the indoor / outdoor air ratio RECrate (ratio between the outside air and indoor air), thereby making it possible to set the rotational speed NC of the compressor 2 to control Tevain in accordance with a change in the actual heat absorber intake air temperature.

Control of compressor 2 in heating mode with indoor / outdoor air ratio RECrate

Next is the control of the compressor 2 in the heating mode using the above-mentioned indoor / outdoor air ratio RECrate with reference to FIG 6 to 8th described in detail. 6 is a vertical sectional side view of the HVAC unit 10 in which no heat absorber temperature sensor 48 is provided, 7 Fig. 10 is a control block diagram concerning the compressor control by the heat pump controller 32 in heating mode and 8th is a view for describing a relationship between the indoor / outdoor air ratio RECrate and the heating load in the heating mode.

Control of the compressor 2 in the heating mode when the heat absorber temperature sensor is provided

First, for comparison with the reference in 7 the control of the compressor 2 in which the heat absorber temperature sensor 48 is provided, as in the example of 2 or 3 is shown described. An F / F (Feedforward) control amount calculation section 58 the heat pump control 32 calculates an F / F control amount TGNChff of a target speed of the compressor by a feedforward calculation based on a required heating power to be described later TGQ that has a required heating power of the radiator 4 is a volumetric air volume Ga in the air flow channel 3 flowing air, an outside air temperature Tam, from the outside air temperature sensor 33 can be obtained, wherein the aforementioned target heating temperature TCO the setpoint of the temperature of the radiator 4 is, and a target radiator pressure PCO , which is a set point of the pressure of the radiator 4 is.

Übrigens sind K15 bis K17 Koeffizienten, und K18 ist eine Konstante.Hereinafter, an example of a formula (VII) for the feedforward calculation executed in the F / F (Feedforward) control amount calculating section 58 is shown. $$\text{TGNCcff}=\text{K15}\times \text{TGQ}+\text{K16}\times \text{ga}+\text{K17}\times \text{Tam}+\text{K18}$$

Incidentally, K15 to K17 are coefficients, and K18 is a constant.

Further, the above required heating power becomes TGQ by a required heating power calculating section 74 calculated using the following formula (VIII) into the F / F control amount calculation section 58 entered. $$\text{TGQ}=\left(\text{TCO}-\text{Te}\right)\times \text{cpa}\times \text{ga}\times \mathrm{\gamma }\text{Ate}\times 1.16$$

Incidentally, Te is a heat absorber temperature, Cpa is a specific heat capacity at constant pressure [kJ / m ³ · K], Ga is a volumetric air volume through the air flow passage 3 flowing air, yaTe is a specific density of air and 1 . 16 is a coefficient to tune units together. The heat absorber temperature Te des may be detected when the heat absorber temperature sensor 48 is provided. Because the heat absorber 9 on the upstream side of the radiator 4 is provided, the heat absorber temperature Te in this case, the temperature of the air in the auxiliary heater 23 and the radiator 4 flows. Thus, the required heating-power calculating section calculates 74 the required heat output TGQ from the difference between the target heating temperature TCO and the heat absorber temperature Te.

Furthermore, the target radiator pressure PCO by a target value calculation section 59 calculated on the basis of the target supercooling degree TGSC, which is a target value of the supercooling degree SC of the refrigerant in the outlet of the radiator 4 is, and the desired radiator temperature TCO calculated. Further, an F / B (feedback) control amount calculation section calculates 60 an F / B control amount TGNChfb of a target rotational speed of the compressor through a feedback calculation (feedback calculation) based on the target radiator pressure PCO and a radiator pressure PCI (a high pressure of the refrigeration cycle R ), which is a refrigerant pressure of the radiator 4 is. Subsequently, the F / F control amount TGNChff calculated by the F / F control amount calculation section 58 and that calculated by the F / B control amount calculation section 60 calculated TGNChfb in an adder 61 is added and the result is in a threshold setting section 62 provided with the limits of an upper limit of the control and a lower limit of the control and subsequently set as the target speed TGNCh the compressor. In heating mode, the heat pump control controls 32 the speed NC of the compressor 2 based on the target speed TGNCh of the compressor.

Control of the compressor 2 in the heating mode when the heat absorber temperature sensor 48 is not provided

When the heat absorber temperature sensor 48 on the other hand, as it is in 6 is not provided, is the heat absorber temperature Te ie the temperature of the radiator 4 flowing air, unknown. Further, since the refrigerant in the heating mode is not in the heat absorber 9 flows, the aforementioned heat absorber intake air temperature Tevain to the temperature of the auxiliary heater 23 and the radiator 4 flowing air. However, the ratio (indoor / outdoor air ratio RECrate) between the outside air and indoor air changes in that through the air flow channel 3 to conductive air in the same manner as described above, the heat absorber intake air temperature Tevain changes, and thereby the heating load of the vehicle air conditioning apparatus changes 1 strong, which causes excess and lack of performance.

For example, in a state where the outside air temperature Tam is -10 ° C and the inside air temperature Tin is +25 ° C, the indoor / outdoor air ratio RECrate is 0 (the outdoor air introduction mode) as in the uppermost area in FIG 8th is shown, the heat absorber intake air temperature Tevain finally -10 ° C and the heating load is large. In the same state, when the indoor / outdoor air ratio RECrate is 1 (the indoor air circulation mode) as in the lowermost region in FIG 8th In addition, the heat absorber intake air temperature Tevain eventually becomes +25 ° C and the heating load becomes low. In the same state, when the indoor / outdoor air ratio RECrate is 0.5 (the indoor / outdoor air intermediate position) as in the middle area in FIG 8th is shown, the heat absorber intake air temperature Tevain finally +7.5 ° C and the heating load is medium. Consequently, in particular, when the indoor / outdoor air ratio RECrate changes after the indoor air temperature Tin (the temperature of the air in the vehicle cabin) is made stable, the rotational speed NC of the compressor changes 2 strong.

When the heat absorber temperature sensor 48 that is, not provided, the required heating-power calculating section calculates 74 from 7 a required heat output TGQ using the heat absorber intake air temperature Tevain calculated in the above formulas (III) and (IV) on the basis of the indoor / outdoor air ratio RECrate by the following formula (IX), and outputs to the F / F control amount calculating section 58. $$\text{TGQ}=\left(\text{TCO}-\text{Tevain}\right)\times \text{cpa}\times \text{ga}\times \mathrm{\gamma }\text{Ate}\times 1.16$$

Incidentally, any numerical value other than Tevain in each formula is similar to the formula (VIII) above.

When the heat absorber intake air temperature Tevain becomes smaller, that is, when the indoor / outdoor air ratio RECrate approaches 0 and the heating load becomes as in 8th described becomes larger, the required heating power TGQ large. Therefore, the F / F control amount TGNChff becomes large, and the target speed TGNCh of the compressor also becomes higher. As the heat pump control 32 the speed NC of the compressor 2 in heating mode, based on the set speed TGNCh of the compressor, the speed becomes NC of the compressor 2 high as the heat absorber intake air temperature Tevain becomes smaller, and therefore, the heating performance of the radiator also becomes high 4 improved. Since the F / F control amount TGNChff is calculated according to the required heating power TGQ, the heat pump control is 32 in particular able to quickly follow a change in the heat absorber intake air temperature Tevain.

When the heat absorber temperature sensor 48 is not provided, estimates the heat pump control 32 therefore, in the heating mode, the heat absorber intake air temperature Tevain based on the ratio (the indoor / outdoor air ratio RECrate) between the outside air and indoor air flowing through the intake switching door 26 is set, calculates the required heating capacity TGQ based on the estimated heat absorber intake air temperature Tevain and controls the speed NC of the compressor 2 based on the required heating power TGQ , Even if the ratio RECrate between the outside air and indoor air entering the air flow channel 3 flow through the Ansaugumschaltklappe 26 changed, is the heat pump control 32 therefore able to estimate the temperature of the heat absorber intake air temperature Tevain on the basis of the ratio and the required heating power TGQ from the heat absorber intake air temperature Tevain to calculate the speed NC of the compressor 2 to control.

Consequently, in the heating mode, it is possible to quickly cope with a fluctuation of the heating load with a change in the ratio between the outside air and indoor air and achieve an excess and deficiency heating performance, thereby satisfactorily bringing the temperature of the vehicle interior to a target value and both comfort as well as to improve energy saving. In particular, the heat pump control makes 32 in the embodiment, at least: It calculates the F / F control amount TGNChff of the target rotational speed of the compressor 2 through the feedforward calculation based on the required heating power TGQ , It calculates the F / B control amount TGNChfb of the target speed of the compressor 2 by the feedback calculation (feedback calculation) based on the high pressure and its setpoint ( PCO ), and adds the F / F control amount TGNChff and the F / B control amount TGNChfb to the target speed TGNCh of the compressor 2 to calculate. Therefore, it is possible to quickly cope with a fluctuation of the heating load with a change in the ratio between the outside air and indoor air, and thus the heat output by the radiator 4 to regulate adequately.

Also in this case calculates the heat pump control 32 In the embodiment, the heat absorber intake air temperature Tevain is determined by the first order lag calculation based on the indoor / outdoor air ratio RECrate (ratio between outside air and indoor air). Thus, it is possible the speed NC of the compressor 2 in accordance with a change in the actual heat absorber intake air temperature Tevain.

Second embodiment

Next shows 9 a structural view of a vehicle air conditioning device 1 another embodiment to which the present invention is applied. Incidentally, in this drawing have components with the same reference numbers as in 1 be designated, the same or similar function. In the case of the present embodiment, an outlet is a subcooling section 16 with a check valve 18 connected. An outlet of the check valve 18 is with a refrigerant pipe 13B connected. Otherwise, the check valve 18 one side with the refrigerant line 13B (an indoor expansion valve 8th ) serving as a forward direction.

Furthermore, a refrigerant pipe branches 13E on an outlet side of a radiator 4 in front of an outdoor expansion valve 6 , and the branched refrigerant pipe (hereinafter called by-pass circuit) 13F communicates and connects via a solenoid valve 22 (for dehumidification) with a refrigerant line 13B on a downstream side of the check valve 18 , In addition, there is an evaporation pressure control valve 70 with a refrigerant line 13C on an outlet side of a heat absorber 9 with a refrigerant downstream side of an indoor heat exchanger 19 connected on a refrigerant upstream side with respect to a junction with a refrigerant pipe 13D , Then this solenoid valve 22 and the evaporation pressure control valve 70 also to an output of a heat pump control 32 connected and controlled. Incidentally, the out of the bypass line 35 , the solenoid valve 30 and the solenoid valve 40 existing bypass device 45 in 1 the aforementioned embodiment is not provided. Because other elements similar to those in 1 their description is omitted.

With the above construction, an operation of the vehicle air conditioning apparatus becomes 1 this embodiment described. In this embodiment, the heat pump control changes and leads 32 the respective operation modes of a heating mode, a dehumidifying and heating mode, an internal circuit mode, a dehumidifying and cooling mode, a cooling mode, and an auxiliary heating mode (a MAX cooling mode does not exist in this embodiment). In this embodiment, the dehumidifying and heating mode, the internal circuit mode, the dehumidifying and cooling mode, and the cooling mode are then used as the first operating mode in the present application.

Incidentally, the operation and flow of a refrigerant when selecting the heating mode, the dehumidifying and cooling mode, and the cooling mode and the auxiliary heater single mode are the same as those in the above-described embodiment (embodiment 1 ) are similar, their description is omitted. In the present embodiment (embodiment 2 ), however, it is assumed that the solenoid valve 22 is closed in the operating modes heating mode, dehumidifying and cooling mode and in cooling mode.

Dehumidifying and heating mode of the vehicle air conditioning apparatus 1 in FIG. 9

If, on the other hand, the dehumidifying and heating mode is selected, the heat pump control opens 32 in this embodiment (embodiment 2 ) a solenoid valve 21 (for the heater) and closes a solenoid valve 17 (for cooling). In addition, the heat pump control opens 32 the solenoid valve 22 (for dehumidification). Subsequently, the heat pump control operates 32 a compressor 2 , An air conditioning control 20 operates the respective blowers 15 and 27 , and an air mix door 28 Essentially, it has the condition to remove all the air in an airflow channel 3 coming from the indoor fan 27 is blown out and then through the heat absorber 9 flows through an additional heater 23 and a radiator 4 in a heat exchange passage 3A but also performs adjustment of the air volume.

Consequently, one of the compressor flows 2 discharged refrigerant gas of high temperature and high pressure from a refrigerant line 13G in the radiator 4 , Because the air in the air flow channel 3 entering the heat exchange passage 3A flows, the radiator 4 happens, the air in the air flow channel 3 by the high temperature refrigerant in the radiator 4 heated while the refrigerant in the radiator 4 has the heat absorbed by the air and cooled to condense and liquefy.

That in the radiator 4 liquefied refrigerant flows out of the radiator 4 and then reaches via the refrigerant line 13E the outdoor expansion valve 6 , That in the outdoor expansion valve 6 inflowing refrigerant is decompressed therein and then flows into an outdoor heat exchanger 7 , That in the outdoor heat exchanger 7 incoming refrigerant vaporizes, and the heat is dissipated by the operation or the external fan 15 pumped out through the outside air. In other words, a refrigerant circuit works R works like a heat pump. Subsequently, a cycle is repeated, in which the from the Au-ßenwärmetauscher 7 effluent low temperature refrigerant via a refrigerant line 13A , the solenoid valve 21 and the refrigerant line 13D from the refrigerant line 13C into an accumulator 12 flows where it undergoes gas-liquid separation, and then the refrigerant gas enters the compressor 2 sucked.

Next is a part of the condensed refrigerant passing through the radiator 4 to the refrigerant line 13E flows, distributes and flows through the solenoid valve 22 to get off the bypass circuit 13F and the refrigerant line 13B through the indoor heat exchanger 19 to the indoor expansion valve 8th to get. The refrigerant is passed through the internal expansion valve 8th decompresses and then flows into the heat absorber 9 to evaporate. The water in the from the indoor fan 27 blown air coagulates at this time by a heat absorption process to heat absorber 9 and thereby the air is cooled and dehumidified.

A cycle is repeated in which the heat absorber 9 vaporized refrigerant sequentially through 13D the indoor heat exchanger 19 and the evaporation pressure control valve 70 and the refrigerant line 13C goes and with the refrigerant from the refrigerant line 13D united, and then through the accumulator 12 in the compressor 2 is sucked. The in the heat absorber 9 Dehumidified air is flowing through the radiator 4 reheated, whereby the dehumidifying and heating of the vehicle interior are carried out.

The air conditioning control 20 transfers a set heating temperature TCO (a setpoint of a radiator outlet temperature TCI ) coming from a target outlet temperature TAO is calculated to the heat pump control 32 , The heat pump control 32 controls the speed NC of the compressor 2 based on a target radiator pressure PCO and a radiator pressure PCI (a high pressure of the refrigerant circuit R ) in a manner similar to the case of 7 described heating mode or it controls the speed NC of the compressor 2 based on a heat absorber temperature Te and a target heat absorber temperature TEO in a way similar to the case of in 4 described cooling mode. The heat pump control 32 In this case, from a target speed TGNCh and a target speed TGNCc of the compressor selects a smaller (MIN) to the speed NC of the compressor 2 to control.

That is, if the heat absorber temperature sensor 48 is not provided, when the target speed TGNCh of the compressor is selected, a heat absorber intake air temperature Tevain is estimated in the same manner as described above and a required heating power TGQ is calculated on the basis of the heat absorber intake air temperature Tevain ( 7 ). Further, when the target speed TGNCc of the compressor is selected, an F / F control amount TGNCcff is shifted based on the heat absorber intake air temperature Tevain (FIG. 4 ).

Next controls the heat pump control 32 a valve position of the outer expansion valve 6 based on the heat absorber temperature Te and the target heat absorber temperature TEO but this will be described in detail below. Additionally, (to increase a flow path) opens / closes (to allow little refrigerant to flow) the heat pump control 32 the evaporation pressure control valve 70 based on the heat absorber temperature Te, to prevent the heat absorber 9 is frozen due to excessive drop in its temperature.

Internal circuit mode of the vehicle air conditioning apparatus 1 of FIG. 9

Next closes the heat pump control 32 in the indoor circuit mode in the state of the above dehumidifying and heating mode, the outdoor expansion valve 6 (fully closed position) completely and closes the solenoid valve 21 , With the closing of the outdoor expansion valve 6 and the solenoid valve 21 be the inflow of the refrigerant in the outdoor heat exchanger 7 and the outflow of the refrigerant from the outdoor heat exchanger 7 prevented, and therefore flows through the radiator 4 into the refrigerant line 13E flowing, condensed refrigerant through the solenoid valve 22 completely in the bypass circuit 13F , That through the bypass circuit 13F flowing refrigerant then passes from the refrigerant line 13B through the indoor heat exchanger 19 to the indoor expansion valve 8th , The refrigerant is passed through the internal expansion valve 8th decompresses and then flows into the heat absorber 9 to evaporate. The water in the from the indoor fan 27 blown air coagulates at this time by a heat absorption process to the heat absorber 9 and the air is cooled and dehumidified.

A cycle is repeated in which the heat absorber 9 vaporized refrigerant in succession through the indoor heat exchanger 19 and the evaporation pressure control valve 70 into the refrigerant line 13C flows and through the accumulator 12 in the compressor 2 is sucked. The in the heat absorber 9 Dehumidified air is flowing through the radiator 4 reheated, whereby the dehumidifying and heating of the vehicle interior is performed. However, as the refrigerant between the radiator 4 (Heat radiation) and the heat absorber 9 (Heat absorption), in the air flow channel 3 On the inside, in the circulating mode is circulated, the pumping in of heat from the outside air is not performed and there is a heating power corresponding to a power consumption of the compressor 2 provided. Because the total amount of refrigerant through the heat absorber 9 When a dehumidifying operation is performed, a dehumidifying performance is high as compared with the above dehumidifying and heating mode, but the heating performance becomes low. The control of the compressor 2 through the heat pump control 32 is similar to that in dehumidifying and heating mode.

Control of the outdoor temperature compensating valve 6 in the dehumidifying and heating mode of the vehicle air conditioning apparatus 1 of FIG. 9

Next is the specific control of the outdoor expansion valve 6 in the above dehumidifying and heating mode of this embodiment (embodiment 2 ) with reference to a block diagram of 10 described. An F / F (Feedforward) control amount calculation section 76 of the heat pump controller 32 calculates an F / F control amount TGECCVteff0 of the target valve position of the outdoor expansion valve based on the aforementioned target heater temperature TCO , volumetric air volume ga in the air flow channel 3 flowing air, the outside air temperature Tam and the desired heat absorber temperature TEO ,

wobei K19 ein Koeffizient ist, um die Temperatur in die Ventilstellung zu konvertieren.Further calculates an offset value calculation section 81 the heat pump control 32 From the outside air temperature Tam, the indoor air temperature Tin and the indoor / outdoor air ratio RECrate, a heat absorber intake air temperature Tevain and calculates an offset value TGECCVteffHos using the following formula (X) based on the heat absorber intake air temperature Tevain. $$\text{TGECCVteffHos}=\text{<figure-callout id="9" label="K1" filenames="DE112018000713T5\_0015.png,DE112018000713T5\_0017.png" state="{{state}}">K1</figure-callout>}9\times \text{Tevain}$$

where K19 is a coefficient to convert the temperature to the valve position.

Then, the value passing through the offset value calculating section 81 calculated offset value TGECCVteffHos in a subtractor 82 from the F / F control amount calculating section 76 calculated F / F control amount TGECCVteff0 deducted to finally obtain an F / F control amount TGECCVteff (TGECCVteff = TGECCVteff0-TGECCVteffHos). That is, the one from the F / F control amount calculation section 76 calculated F / F control amount TGECCVteff0 is shifted by the offset value TGECCVteffHos to be determined as the F / F control amount TGECCVteffHos.

When the heat absorber intake air temperature Tevain becomes higher, that is, when the indoor / outdoor air ratio approaches RECrate 0, and the cooling load as in FIG 5 here, the offset value TGECCVteffHos becomes large, and the F / F control amount TGECCVteff becomes in its decreasing direction (direction for closing the outer expansion valve 6 ) postponed.

Further calculates an F / B (feedback) control amount calculating section 77 an F / B control amount TGECCVtefb of the target valve position of the outer expansion valve based on the target heat absorber temperature TEO and the heat absorber temperature Te. Then the subtractor 82 certain F / F control amount TGECCVteff and the F / B control amount TGECCVtefb calculated in the F / B control amount calculating portion 77 in an adder 78 and its result is in a threshold setting section 79 provided with the limits of an upper control limit and a lower control limit and subsequently set as the target position TGECCVte the outdoor expansion valve.

In the present embodiment, the heat pump controller controls 32 the valve position of the outdoor expansion valve 6 in the dehumidifying and heating mode, based on the target position TGECCVte of the outdoor expansion valve. As the heat absorber intake air temperature Tevain increases, the outdoor expansion valve becomes 6 therefore shifted in a closing direction. As the amount of through the bypass circuit 13F and the refrigerant line 13B in the heat absorber 9 flowing refrigerant increases when the outdoor expansion valve 6 is shifted in the closing direction, the cooling / dehumidifying performance of the heat absorber 9 elevated. In particular, because the F / F control amount TGECCVteff is shifted, the heat pump control is 32 able to quickly follow a change in heat absorber intake air temperature Tevain.

Incidentally, in the above embodiment (embodiment 2 ) the valve position of the outdoor expansion valve 6 and the speed of the compressor 2 based on the heat absorber intake air temperature Tevain, but are not limited thereto. Only one of them may be controlled based on the heat absorber intake air temperature Tevain.

Thus, the heat pump control estimates 32 Also in the present embodiment, the heat absorber intake air temperature Tevain, which is the temperature of the heat absorber 9 flowing air is based on the through the intake switching flap 26 set indoor / outdoor air ratio RECrate and controls the valve position of the outdoor expansion valve 6 and / or the speed of the compressor 2 based on the estimated heat absorber intake air temperature Tevain. Even if the ratio between the outside air and indoor air entering the air flow channel 3 flow through the Ansaugumschaltklappe 26 changed, is the heat pump control 32 Therefore, it is possible to estimate the temperature of the heat absorber intake air temperature Tevain by the ratio and the valve position of the outdoor expansion valve 6 and / or the speed of the compressor 2 to control.

Thereby, in the case of the embodiment, even in the dehumidifying and heating mode, it is possible to quickly cope with a load fluctuation with a change in the ratio between the outside air and the indoor air and through the heat absorber 9 to achieve an excessive and faultless dehumidification performance.

Also in this case makes the heat pump control 32 at least: It calculates the F / F control amount TGECCVteff of the target valve position of the outdoor expansion valve 6 by the feedforward calculation based on the target heat absorber temperature TE, which is the target value of the heat absorber temperature Te It calculates the F / B control amount TGECCVtefb of the target valve position of the outer expansion valve 6 by the feedback calculation based on the heat absorber temperature Te and the target heat absorber temperature TEO, and adds the F / F control amount TGECCVteff and the F / B control amount TGECCVtefb to the target valve position TGECCVte of the outdoor expansion valve 6 to calculate. The heat pump control 32 at least: it calculates the F / F control amount TGNCcff of the target speed of the compressor 2 through the Pilot control calculation based on the target heat absorber temperature TEO calculates the F / B control amount TGNCcfb of the target speed of the compressor 2 by the feedback calculation based on the heat absorber temperature Te and the target heat absorber temperature TEO, and adds this F / F control amount TGNCcff and the F / B control amount TGNCcfb to the target speed TGNCc of the compressor 2 to calculate. The heat pump control selects the target speed TGNCc when TGNCc is smaller than the target speeds TGNCh and TGNCc of the compressor, and shifts the F / F control amount TGECCVteff and / or the F / F control amount TGNCcff based on the heat absorber amount. Intake air temperature Tevain. Thus, it is possible to quickly cope with the load fluctuation with the change of the indoor / outdoor air ratio RECrate, thereby the dehumidifying performance by the heat absorber 8th adequately controlled and to achieve a comfortable dehumidification and heating.

Also in this case calculates the heat pump control 32 In the embodiment, the heat absorber intake air temperature Tevain is determined by the first order lag calculation based on the indoor / outdoor air ratio RECrate (ratio between the outside air and indoor air), and therefore, is capable of the valve position of the outside expansion valve 6 to control Tevain according to a change in the actual heat absorber intake air temperature.

Incidentally, the parameters, the numerical values, and the like used for the control shown in the respective embodiment are not limited thereto, and should be selected adequately, depending on an apparatus to be used, to an extent not departing from the spirit of the present invention / are set.

LIST OF REFERENCE NUMBERS

1

Vehicle air conditioning device

2

compressor

3

Air flow channel

4

radiator

6

Outdoor expansion valve

7

Outdoor heat exchanger

8th

Indoor expansion valve

9

heat absorber

10

HVAC unit

11

control device

13F

bypass circuit

20

air conditioning control

23

Additional heater (additional heater)

25A

Außenluftansauganschluss

25B

Innenluftansauganschluss

26

Ansaugumschaltklappe

27

Internal fan (blower)

32

Heat pump control

45

bypass device

48

Heat absorber temperature sensor

58, 63, 76

F / F control amount calculating section

60, 64, 77

F / B control amount calculating section

71, 81

Offset value calculation section

R

Refrigerant circulation

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• JP 2014 [0003]

Claims (9)

A vehicle air conditioning device comprising: a compressor to compress a refrigerant; an air flow passage through which air flows to be supplied to a vehicle interior; a heat absorber to allow the refrigerant to absorb heat and thereby to cool the air to be supplied to the vehicle interior from the air flow passage; an outdoor heat exchanger disposed outside of the vehicle interior; an intake switching door capable of adjusting a ratio between the outside air flowing into the air flow passage and indoor air, which is the air in the vehicle interior; and a control device, wherein the control device executes a first operation mode for flowing the refrigerant discharged from the compressor through the outdoor heat exchanger, releasing heat to the refrigerant in the outdoor heat exchanger, decompressing the refrigerant from which the heat is discharged, and then refrigerant in the outside heat exchanger Heat absorber to absorb heat, wherein the controller estimates a heat absorber intake air temperature Tevain, which is a temperature of the air flowing into the heat absorber, based on the ratio between the outside air and indoor air set by the intake switching door and the speed of the compressor based on the estimated heat absorbers Intake air temperature Tevain controls. Vehicle air conditioning device according to Claim 1 wherein the controller calculates at least one F / F control amount TGNCcff of a target rotational speed of the compressor by a pilot computation based on a target heat absorber temperature TEO that is a target value of a temperature Te of the heat absorber, a F / B control amount TGNCcfb of the target Speed of the compressor is calculated by a feedback calculation based on the temperature Te of the heat absorber and the target heat absorber temperature TEO, and the F / F control amount TGNCcff and the F / B control amount TGNCcfb are added to calculate a target speed TGNCc of the compressor, and wherein the controller shifts the F / F control amount TGNCcff based on the heat absorber intake air temperature Tevain. Vehicle air conditioning device according to Claim 1 or 2 comprising a radiator disposed on a side of the heat absorber downstream of the air flow in the air flow passage for releasing heat and thereby heating the air to be supplied to the vehicle interior from the air flow passage, the first operation mode being a cooling mode in order to let the refrigerant discharged from the compressor flow from the radiator to the outdoor heat exchanger, to release the refrigerant in the outdoor heat exchanger, decompressing the refrigerant from which the heat has been discharged, and then allowing the refrigerant in the heat exchanger to absorb heat, and / or a dehumidifying and cooling mode for flowing the refrigerant discharged from the compressor from the radiator to the outdoor heat exchanger, the refrigerant to release heat in the radiator and in the outdoor heat exchanger, to decompress the refrigerant from which the heat was discharged, and then to allow the refrigerant in the heat absorber to absorb heat. Vehicle air conditioning device according to one of Claims 1 to 3 comprising a radiator disposed on a side of the heat absorber downstream of the air flow in the air flow passage for releasing heat to thereby heat the air to be supplied to the vehicle interior from the air flow passage, bypassing it refrigerant discharged to the compressor directly into the outdoor heat exchanger without flowing to the radiator, and an auxiliary heater for heating the air to be supplied to the vehicle interior from the air flow passage, wherein the first operating mode is a MAX cooling mode to the allowing refrigerant discharged from the compressor to flow into the outdoor heat exchanger through the bypass device, heat the refrigerant therein, decompress the refrigerant from which the heat was discharged, and then heat the refrigerant in the heat absorber, and / or a dehumidifying and heating mode for flowing the refrigerant discharged from the compressor into the outdoor heat exchanger through the bypass device, allowing the refrigerant therein to heat, decompressing the refrigerant from which the heat has been discharged, and then absorbing heat in the heat absorber let and let the auxiliary heater generate heat. A vehicle air conditioning device comprising: a compressor to compress a refrigerant; an air flow passage through which air flows to be supplied to a vehicle interior; a heat absorber to allow the refrigerant to absorb heat and thereby to cool the air to be supplied to the vehicle interior from the air flow passage; a radiator disposed on a side of the heat absorber downstream of the air flow in the air flow passage for releasing heat to the refrigerant and thereby heating the air to be supplied to the vehicle interior from the air flow passage; an outdoor heat exchanger disposed outside of the vehicle interior; an intake switching door capable of adjusting a ratio between the outside air flowing into the air flow passage and indoor air, which is the air in the vehicle interior; and a control device, wherein the control device executes a heating mode for flowing the refrigerant discharged from the compressor into the radiator, releasing the refrigerant therein, decompressing the refrigerant from which the heat is discharged, and then receiving the heat in the outdoor heat exchanger allow, wherein the control apparatus estimates a heat absorber intake air temperature Tevain, which is a temperature of the air flowing into the heat absorber, based on the ratio between the outside air and indoor air set by the intake switching door, based on the estimated heat absorber intake air temperature Tevain Heating power TGQ calculated, which is a required heating power of the radiator, and based on the required heating power TGQ controls the speed of the compressor. Vehicle air conditioning device according to Claim 5 wherein the controller calculates at least one F / F control amount TGNChff of a target rotational speed of the compressor by a feedforward calculation based on the required heater power TGQ, a F / B control amount TGNChfb of the target rotational speed of the compressor through a feedback calculation based on a high pressure and a target value thereof, and adds the F / F control amount TGNChff and the F / B control amount TGNChfb to calculate a target rotational speed TGNCh of the compressor. A vehicle air conditioning apparatus comprising: a compressor for compressing a refrigerant; an air flow passage through which air flows to be supplied to a vehicle interior; a heat absorber to allow the refrigerant to absorb heat and thereby to cool the air to be supplied to the vehicle interior from the air flow passage; a radiator disposed on a side of the heat absorber downstream of the air flow in the air flow passage for releasing heat to the refrigerant and thereby heating the air to be supplied to the vehicle interior from the air flow passage; an outdoor heat exchanger disposed outside of the vehicle interior; an outdoor expansion valve for decompressing the refrigerant flowing into the outdoor heat exchanger; a bypass circuit connected in parallel with a series circuit of the outdoor heat exchanger and the outdoor expansion valve; an inner expansion valve for decompressing the refrigerant flowing into the heat absorber; an intake switching door capable of adjusting a ratio between the outside air flowing into the air flow passage and indoor air, which is the air in the vehicle interior; and a control device, wherein the control device executes a dehumidifying and heating mode for making the refrigerant discharged from the compressor discharge heat in the radiator, distributing the refrigerant which has given off heat to remove a part of the refrigerant from the bypass circuit to the inside. Let expansion valve to flow, to decompress the refrigerant in the inner expansion valve and then to let the refrigerant flow into the heat absorber and heat to absorb heat in the heat absorber, and to decompress the remaining refrigerant in the outdoor expansion valve and then the refrigerant in the outdoor heat exchanger The control device estimates a heat absorber intake air temperature Tevain, which is a temperature of the air flowing into the heat absorber, on the basis of the ratio between the outside air and indoor air, which flows through the outside heat exchanger Intake switchover valve is adjusted, and based on the estimated heat absorber intake air temperature Tevain controls a valve position of the outer expansion valve and / or the speed of the compressor. Vehicle air conditioning device according to Claim 7 wherein the controller calculates at least one F / F control amount TGECCVteff of a target valve position of the outer expansion valve by a feedforward calculation based on a target heat absorber temperature TEO that is a target value of a temperature Te of the heat absorber, an F / B control amount TGECCVtefb The target valve position of the outer expansion valve is calculated by a feedback calculation based on the temperature Te of the heat absorber and the target heat absorber temperature TEO and adds the F / F control amount TGECCVteff and the F / B control amount TGECCVtefb to a target valve position TGECCVte of Wherein the controller calculates at least one F / F control amount TGNCcff of a target speed of the compressor by a feedforward calculation based on the target heat absorber temperature TEO, a F / B control amount TGNCcfb of the target speed of the compressor by a Rückkopplungsbe calculated based on the temperature Te of the heat absorber and the target heat absorber temperature TEO and the F / F control amount TGNCcff and the F / B control amount TGNCcfb added to calculate a target speed TGNCc of the compressor, and wherein the control device the F / F control amount TGECCVteff and / or the F / F control amount TGNCcff based on the heat absorber intake air temperature Tevain shifts. Vehicle air conditioning device according to one of Claims 1 to 8th wherein the controller calculates the heat absorber intake air temperature Tevain by a first-order lag calculation based on the ratio between the outside air and indoor air.

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