JP2008030740A - Vehicular refrigerating cycle device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular refrigerating cycle device capable of saving the power of a compressor under high-load and high-speed conditions, and suppressing degradation of an occupant's feeling. <P>SOLUTION: The vehicular refrigerating cycle device comprises a refrigerating cycle 110 having a compressor which compresses a refrigerant under high-temperature and high-pressure conditions and discharges the refrigerant in an adjustable amount as a component, and a control device 120 for controlling the discharging amount of the compressor 111. The control device 120 reduces the discharging amount so as to be smaller than the maximum value of the discharging amount determined according to the number N of rotations when the number N of rotations of the compressor 111 is higher than a predetermined number N1 of rotations. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicular refrigeration cycle apparatus suitable for use in, for example, carbon dioxide or the like as a refrigerant and having a high pressure side pressure exceeding a critical point.

2. Description of the Related Art Conventionally, as shown in, for example, Patent Document 1, a cooling apparatus for a vehicle is known in which a high-pressure side pressure of a refrigerant is operated in a supercritical region so that the flow rate of a compressor can be controlled. By controlling the flow rate, the coefficient of performance (COP) is improved and the efficiency of the cooling device is increased.
JP-A-8-110104

  However, the above prior art does not specifically describe how to control the flow rate of the compressor according to the heat load of the refrigeration cycle (vapor compression circuit) or the running conditions of the vehicle. In the refrigeration cycle, for example, in summer conditions where the heat load is high or the vehicle speed is high, the compressor rotation speed is set high, and the heat dissipation capacity of the outdoor heat exchanger is also high. However, the power consumption of the compressor is increased accordingly, the burden on the vehicle engine is increased, and the fuel consumption is deteriorated. In addition, the difference in cooling capacity is likely to be larger than when the vehicle is stopped or traveling at a low speed, and the occupant's feeling is also deteriorated.

  In view of the above problems, an object of the present invention is to provide a vehicular refrigeration cycle apparatus that saves power in the compressor in a high rotation region of the compressor and suppresses deterioration of passenger feeling.

  In order to achieve the above object, the present invention employs the following technical means.

  In the first aspect of the present invention, a refrigeration cycle (110) having a compressor (111) mounted on a vehicle and compressing a refrigerant at a high temperature and a high pressure and discharging the discharge amount so as to be adjustable, and a compressor In the vehicular refrigeration cycle apparatus including the control device (120) for controlling the discharge amount of (111), the control device (120) is configured such that the rotational speed (N) of the compressor (111) is greater than the predetermined rotational speed (N1). In the case of high, the discharge amount is reduced so as to be smaller than the maximum value of the discharge amount determined according to the rotation speed (N).

  Thereby, in the high rotation area of the compressor (111), the discharge amount of the refrigerant that tends to be excessive can be suppressed and the power of the compressor (111) can be reduced, so the power of the compressor (111) is reduced. can do. In addition, the cooling capacity of the refrigeration cycle (110) can be reduced by reducing the discharge amount, and the difference from the cooling capacity at the time of stoppage or low speed running can be reduced, so that the deterioration of the cooling feeling of the occupant is suppressed. be able to.

  The invention according to claim 2 is characterized in that the control device (120) reduces the discharge amount of the compressor (111) including the case where the heat load of the refrigeration cycle (110) is higher than a predetermined heat load. Yes.

  As a result, it is possible to reduce the power of the compressor (111) and to suppress the deterioration of the cooling feeling of the occupant when the heat load is high in the high rotation region of the compressor (111).

  The invention according to claim 3 is characterized in that the discharge amount of the compressor (111) is reduced including the case where the vehicle speed of the vehicle is higher than a predetermined vehicle speed.

  As a result, it is possible to reduce the power of the compressor (111) and suppress the deterioration of the cooling feeling of the occupant when the compressor (111) is in a high rotation region and the vehicle speed is high.

  In the control device (120), as in the invention described in claim 4, the heat load is reduced by the refrigerant pressure, the vehicle internal air temperature, the external air temperature, and the cooling in the low pressure side heat exchanger (114) of the refrigeration cycle (110). It can be determined from at least one of the temperatures, and the vehicle speed can be determined from the engine speed of the vehicle or a vehicle speed sensor as in the invention described in claim 5.

  The control device (120) may reduce the discharge amount of the compressor (111) as in the inventions described in claims 6 to 11.

  That is, as in the invention described in claim 6, it is preferable to reduce the discharge amount as the heat load increases. As in the invention described in claim 7, it is preferable to increase the reduction amount of the discharge amount as the rotational speed (N) of the compressor (111) is larger. Furthermore, as in the invention described in claim 8, the larger the heat load, the smaller the target cooling capacity of the refrigeration cycle (110) is set, and the compressor ( 111) is preferably reduced.

  Thereby, the power saving of the compressor (111) and the deterioration of the cooling feeling can be suppressed without excessively reducing the cooling capacity of the refrigeration cycle (110).

  Further, as in the ninth aspect of the invention, the control device (120) may reduce the discharge amount of the compressor (111) so as to be equal to or less than the predetermined discharge amount.

  As a result, the power of the compressor (111) can be reliably suppressed with the predetermined discharge amount as the upper limit, and the necessary minimum cooling capacity can be obtained, and the deviation from the cooling capacity at the time of stoppage or low speed running can be further reduced. it can.

  Moreover, like invention of Claim 10, a control apparatus (120) reduces the discharge amount of a compressor (111) so that the operating torque of a compressor (111) may become below a predetermined torque, Furthermore, as in the invention described in claim 11, the control device (120) reduces the discharge amount of the compressor (111) so that the power consumption of the compressor (111) is equal to or less than a predetermined power. And good.

  Thereby, the motive power of a compressor (111) can be reduced directly.

  If the compressor (111) is an engine-driven compressor (111) driven by a vehicle engine as in the invention described in claim 12, the power of the engine is reduced by the power saving of the compressor (111). Since it can reduce, the fuel consumption of an engine can be improved.

  In the engine driven compressor (111) according to claim 12, when the engine control device (130) for controlling the operation of the engine is provided as in the invention according to claim 13, the control device (120) can reduce the discharge amount of the compressor (111) in accordance with a signal relating to the operating torque of the compressor (111) for a suitable engine operation determined by the engine control device (130). .

  Further, as in the invention described in claim 14, the control device (120) itself calculates the operating torque of the compressor (111) for suitable engine operation, and responds to a signal related to the operating torque. Thus, the discharge amount of the compressor (111) may be reduced.

  As a result, the influence of the power of the compressor (111) on the engine is made as small as possible, and the discharge amount control with an emphasis on improving the fuel consumption of the engine can be performed.

  The compressor (111) may be an electric compressor (111A) driven by the electric motor (111b) as in the invention described in claim 15.

  The discharge amount of the compressor (111) is adjusted by any of a current signal, a voltage signal, or a duty ratio signal output from the control device (120) as in the inventions of claims 16 to 18. Can be.

  According to the nineteenth aspect of the present invention, there is provided an inside / outside air selecting means (118a) for selecting either inside air or outside air of the vehicle as cooling air, and the control device (120) is controlled by the inside / outside air selecting means (118a). Including the case where the outside air is selected, the discharge amount of the compressor (111) is reduced.

  Thereby, since the outside air temperature is a characteristic value directly related to the magnitude of the heat load, this control is suitable when outside air is selected.

  In the twentieth aspect of the invention, the control device (120) sets a control signal for determining the discharge amount in accordance with the rotational speed (N) of the compressor (111), and the rotational speed (N). The higher the value, the greater the restriction on the control signal and the lower the discharge amount of the compressor (111).

  Thereby, in the high rotation region of the compressor (111), it is possible to suppress the discharge amount of the refrigerant that tends to be excessive by limiting the control signal, and to reduce the power of the compressor (111). The power of the compressor (111) can be surely reduced. In addition, the cooling capacity of the refrigeration cycle (110) can be reduced by reducing the discharge amount, and the difference from the cooling capacity at the time of stoppage or low speed running can be reduced, so that the deterioration of the cooling feeling of the occupant is suppressed. be able to.

  When the discharge amount is related to increase as the control signal increases as in the invention described in claim 21, the control device (120) has a higher rotational speed (N). By restricting the increase of the control signal to a greater extent, the discharge amount of the compressor (111) can be reduced.

  In the invention according to claim 22, in addition to the rotation speed (N) of the compressor (111), the control device (120) includes a high-pressure side pressure (Pd) on the discharge side of the compressor (111) and a compression The control signal is set from the low-pressure side pressure (Ps) that is the suction side of the machine (111).

  This makes it possible to set the control signal under conditions that take into account the heat balance in the refrigeration cycle (110), so that a more appropriate control signal can be obtained.

  As for the low pressure side pressure (Ps), the low pressure side refrigerant pressure of the refrigeration cycle (110), the low pressure side piping temperature of the refrigeration cycle (110), the low pressure side of the refrigeration cycle (110), as in the invention described in claim 23. It can be estimated from any one of the surface temperature of the heat exchanger (114) and the air temperature cooled by the low-pressure side heat exchanger (114).

  As a restriction for suppressing the increase of the control signal, as in the invention described in claim 24, the control device (120) sets the increase amount of the control signal to zero uniformly in a region equal to or higher than the predetermined rotation speed (N1). Can respond.

  According to a twenty-fifth aspect of the present invention, the control device (120) divides a plurality of rotation speed areas in an area equal to or higher than a predetermined rotation speed (N1), and rotates in the rotation speed area on the high rotation side. It is possible to cope with the increase rate of the control signal with respect to the number (N) to be smaller than the increase rate of the control signal with respect to the rotation number (N) in the rotation speed region on the low rotation side.

  Thereby, the cooling capacity of the refrigeration cycle (110) and the power of the compressor (111) can be controlled to appropriate values in the entire range of the rotation speed (N) of the compressor (111).

  As the control signal, any one of a current signal, a voltage signal, and a duty ratio signal can be used as in the invention described in claim 26.

  In the invention described in claim 27, the control device (120) is adapted to execute frost prevention control for preventing frost on the surface of the low-pressure side heat exchanger (114) of the refrigeration cycle (110). When the above condition is satisfied, the frost prevention control is executed in preference to the control of the discharge amount reduction of the compressor (111). Thereby, reliable frost control becomes possible.

  In the invention according to claim 28, the control device (120) restricts the control signal more greatly as the rotational speed (N) is higher so that the operating torque of the compressor (111) is equal to or lower than a predetermined torque. In addition, the discharge amount of the compressor (111) is reduced.

  Thereby, the motive power of a compressor (111) can be reduced directly.

  In a twenty-ninth aspect of the present invention, the control device (120) is characterized in that the discharge amount is maximized in a rotation speed region lower than a predetermined rotation speed (N1).

  As a result, it is possible to sufficiently secure the refrigerant discharge amount in the low rotation speed region, which tends to be insufficient, and to exhibit a high cooling capacity.

  In the invention according to claim 30, the control device (120) adds a predetermined amount to the control signal set in accordance with the rotational speed (N) in the rotational speed region lower than the predetermined rotational speed (N1). The discharge amount is determined using the increase control signal.

  As a result, it is possible to reliably ensure the refrigerant discharge amount in the low rotation speed region, which tends to be insufficient, and to exhibit a sufficient cooling capacity.

  Moreover, it is suitable for the refrigeration cycle apparatus in which the pressure of the refrigerant compressed by the compressor (111) exceeds the critical pressure as in the invention described in claim 31.

  The refrigerant may be carbon dioxide as in the invention described in claim 32.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows a corresponding relationship with the specific means of embodiment description mentioned later.

(First embodiment)
Hereinafter, a vehicle refrigeration cycle apparatus (hereinafter referred to as a refrigeration cycle apparatus) 100 according to a first embodiment of the present invention will be described with reference to FIGS. 1 is a schematic diagram showing the overall configuration of the refrigeration cycle apparatus 100, FIG. 2 is a control flowchart executed by the control apparatus 120, FIG. 3 is a map for determining the discharge capacity of the compressor 111, and FIG. It is a graph which shows air_conditioning | cooling capability and power consumption.

As shown in FIG. 1, a refrigeration cycle apparatus 100 is mounted on a vehicle using an unillustrated engine as a driving source for traveling, and cools (air-conditions) a vehicle interior. 120 or the like. Here, carbon dioxide (CO ₂ ) is used as the refrigerant circulating in the refrigeration cycle 110, and the refrigerant is used in a state where the high-pressure side pressure is higher than the critical pressure.

  The refrigeration cycle 110 is formed by sequentially connecting a compressor 111, an outdoor heat exchanger 112, an expansion valve 113, an indoor heat exchanger 114, and an accumulator 115 in an annular shape. The internal heat exchanges heat between the high-pressure refrigerant (high-temperature refrigerant) flowing between the outdoor heat exchanger 112 and the expansion valve 113 and the low-pressure refrigerant (low-temperature refrigerant) flowing between the accumulator 115 and the compressor 111. An exchanger 116 is provided.

  Among the devices 111 to 116 constituting the refrigeration cycle 110, the indoor heat exchanger 114 is accommodated in an air conditioning case 117 described later, and is disposed in the vehicle interior (inside the instrument panel) together with the blower unit 118. The devices (111 to 113, 115, 116) are disposed in the engine room of the vehicle.

  The compressor 111 is a fluid machine that compresses a refrigerant to a high temperature and a high pressure and discharges the refrigerant to the outdoor heat exchanger 112 side. A rank pulley of the engine crank and a pulley of the compressor 111 are connected by a belt, and the compressor 111 is driven by the engine. Further, the compressor 111 is a variable capacity compressor capable of adjusting the discharge capacity per one rotation, and here, for example, a swash plate type is adopted. Note that the discharge amount of the refrigerant discharged from the compressor 111 is obtained by multiplying the discharge capacity per one rotation by the number of rotations of the compressor 111 (hereinafter referred to as the compressor rotation number N).

  A swash plate (not shown) of the compressor 111 is disposed in a swash plate chamber in the compressor 111 so as to rotate together with the compressor rotating shaft, and a piston sliding in the cylinder is connected to the swash plate. Yes. The compressor 111 is provided with a flow rate control valve (not shown). By adjusting the opening degree of the flow rate control valve, the pressure in the swash plate chamber (intermediate between the discharge pressure and the suction pressure) is adjusted. Pressure) is adjusted, and the inclination angle of the swash plate with respect to the compressor rotation shaft is changed. Then, the piston stroke is changed in accordance with the change of the inclination angle of the swash plate, so that the discharge capacity per revolution is almost zero to the maximum discharge capacity that can be discharged as the compressor 111 continuously. To be adjusted.

  The valve opening degree of the flow control valve is adjusted by a control signal (for example, a current signal) output from the control device 120 described later. That is, the discharge capacity (discharge amount) of the compressor 111 is controlled by the control device 120. Here, as the current signal is increased, the discharge capacity of the compressor 111 is changed to become larger.

  And the pressure sensor 111a which detects the pressure (henceforth high pressure side pressure Pd) of the discharged refrigerant is provided in the discharge side (between the compressor 111 and the outdoor heat exchanger 112) of the compressor 111, The high pressure side pressure signal detected by the pressure sensor 111a is input to the control device 120 described later.

  The outdoor heat exchanger 112 is disposed in front of the engine room of the vehicle (for example, behind the grill), and performs heat exchange between the refrigerant discharged from the compressor 111 and the outside air flowing into the engine room. It is a heat exchanger that cools.

  The expansion valve 113 is a pressure reducing means for reducing the pressure of the refrigerant flowing out of the outdoor heat exchanger 112 (internal heat exchanger 116) (making the temperature low and low pressure). This expansion valve 113 is a mechanical expansion valve in which the valve opening degree of the expansion valve 113 is adjusted according to the temperature of the refrigerant flowing out of the outdoor heat exchanger 112. Specifically, the temperature of the refrigerant flowing out of the outdoor heat exchanger 112 is detected, and the high pressure is controlled so that the refrigerant pressure becomes closer to the optimum efficiency.

  The indoor heat exchanger (corresponding to the low pressure side heat exchanger in the present invention) 114 is disposed so as to cross the entire flow path in the air conditioning case 117, and the refrigerant decompressed by the expansion valve 113 and the inside of the air conditioning case 117 are disposed. It is a heat exchanger that cools conditioned air by exchanging heat with circulated conditioned air. A thermistor 114a for detecting the cooled air temperature (corresponding to the cooling temperature in the present invention, hereinafter referred to as cooling air temperature Te) is provided on the downstream side of the conditioned air flow of the indoor heat exchanger 114, and this thermistor 114a. The cooling air temperature signal detected by the above is input to the control device 120 described later.

  The accumulator 115 receives the refrigerant that has flowed out of the indoor heat exchanger 114, separates the gas-liquid of the refrigerant, accumulates the liquid refrigerant, and internally heats the gas refrigerant and a small amount of liquid refrigerant (oil is dissolved) near the bottom. This is a receiver that sucks the compressor 111 through the exchanger 116.

  The internal heat exchanger 116 supercools the high-temperature refrigerant that flows out of the outdoor heat exchanger 112, and superheats the low-temperature refrigerant that flows out of the indoor heat exchanger 114 (accumulator 115). It is a heat exchanger that increases the enthalpy difference and increases the cooling capacity.

  Note that a blower unit 118 including a blower 118 b is provided on one end side of the air conditioning case 117, and the conditioned air is supplied to the indoor heat exchanger 114 by the blower unit 118. In addition, the conditioned air intake portion of the blower unit 118 is provided with an inside / outside air switching door 118a as inside / outside air selection means. The inside / outside air switching door 118a is rotationally controlled by a control device 120, which will be described later, and by changing the opening position of the conditioned air intake portion, either the inside air or the outside air of the vehicle can be selected as the conditioned air. ing.

  In the air conditioning case 117, in addition to the indoor heat exchanger 114, a heater core 117a as a heater is disposed. The heater core 117a is disposed downstream of the conditioned air flow with respect to the indoor heat exchanger 114. The heater core 117a is a heat exchanger that heats conditioned air flowing through itself using hot water circulated with the engine as a heating source. A bypass passage 117b is formed between the heater core 117a and the air conditioning case 117 so as to bypass the heater core 117a and allow the conditioned air to flow therethrough.

  The heater core 117a is provided with an air mix door 117c. Here, the air mix door 117c is a rotary door, and the flow rate ratio between the heated air flowing through the heater core 117a and the cooling air flowing through the bypass flow passage 117b is adjusted according to the opening degree of the air mix door 117c. Thus, the temperature of the conditioned air on the downstream side of the heater core 117a (correlation with the inside air temperature in the passenger compartment) is adjusted. For example, when the air mix door 117c is fully closed so as to cover the entire surface of the heater core 117a, the maximum heat (Maxcool) mode by the indoor heat exchanger 114 is set, and conversely, the air mix door 117c is switched from the fully closed state to the bypass flow path 117b. When the heater core 117a is fully opened so as to close the heater, the maximum heating (Maxhot) mode by the heater core 117a is set. The opening degree of the air mix door 117c is controlled by the control device 120 described later.

  The most downstream side of the heater core 117a of the air conditioning case 117 is connected to a plurality of air outlets that open toward the vehicle interior, and the conditioned air whose temperature is adjusted by the air mix door 117c is supplied from the selected air outlet to the vehicle interior. It has come to be blown out.

  The control device 120 as a control means is composed of a microcomputer and its peripheral circuits, and according to a preset program, a high pressure side pressure signal from the pressure sensor 111a, a cooling air temperature signal from the thermistor 114a, and an inside air from the inside air sensor 121. Temperature signal, vehicle speed signal from a vehicle speed sensor (vehicle speed detection means) (not shown), engine speed signal from an engine speed sensor (not shown), outside temperature signal from an outside air temperature sensor (heat load detection means) (not shown), and operation not shown Computation processing is performed on the set temperature signal set by the passenger on the panel, and the operation and discharge amount control of the compressor 111, the position control of the inside / outside air switching door 118a of the blower unit 118, the operation control of the blower 118b, and the air mix door 117c Opening control is performed.

  Next, the operation based on the above configuration will be described with reference to FIGS.

  The control device 120 operates the refrigeration cycle 110 based on a cooling request from an occupant. First, in step S100, from the pressure sensor 111a, the thermistor 114a, the inside air sensor 121, the vehicle speed sensor, the engine speed sensor, the outside air temperature sensor, and the operation panel, the high pressure side pressure signal, the cooling air temperature signal, the inside air temperature signal, the vehicle speed signal, the engine Reads rotation speed signal, outside air temperature signal and set temperature signal.

  Next, in step S110, the cooling load of the refrigeration cycle 110 (corresponding to the heat load in the present invention) is calculated. Here, the cooling load is handled as an outside air temperature. Next, the vehicle speed is calculated in step S120. This uses the vehicle speed signal obtained from the vehicle speed sensor as it is.

  Next, in step S130, it is determined whether or not the cooling load condition of the refrigeration cycle 110 and the traveling condition of the vehicle are in a high load high speed condition. Here, the high load high speed condition means that the cooling load (outside air temperature) calculated in step S110 is higher than a predetermined cooling load (for example, outside air temperature 30 ° C.), and the vehicle speed calculated in step S120 is predetermined. In addition, a condition corresponding to a case where the vehicle speed is higher than a predetermined vehicle speed (for example, 60 km / h) is set.

  If it is determined in step S130 that the high load / high speed condition is not satisfied (NO), in step S140, the control device 120 normally controls the discharge amount of the compressor 111 to be the discharge amount corresponding to the cooling load. That is, a target temperature for the conditioned air on the downstream side of the heater core 117a (hereinafter, target blowing temperature) is calculated from the outside air temperature, the inside air temperature, and the like so that the passenger compartment temperature (inside air temperature) is obtained as a set temperature set by the occupant. Further, the discharge amount of the compressor 111 is controlled so that the cooling air temperature Te in the indoor heat exchanger 114 becomes a predetermined temperature (for example, 3 ° C.). That is, by adjusting the discharge capacity of the compressor 111 via the flow control valve, the discharge amount obtained by the product of this discharge capacity and the compressor rotation speed N is controlled. The compressor speed N is obtained from the product of the engine speed and the pulley ratio (ratio of the crank pulley diameter of the engine to the pulley diameter of the compressor 111). And the opening degree of the air mix door 117c is controlled so that the air-conditioning air temperature downstream of the heater core 117a becomes the target blowing temperature. The control device 120 controls the position of the inside / outside air switching door 118a according to an inside / outside air signal (inside air selection or outside air selection) set by the occupant. Further, when the high-pressure side pressure signal obtained from the pressure sensor 111a exceeds a predetermined pressure, the control device 120 stops its operation for protecting the refrigeration cycle 110.

  On the other hand, if it is determined in step S130 that the high load high speed condition is satisfied (YES), the process proceeds to step S150.

  Here, under a high speed condition where the vehicle speed is high, the flow rate of the outside air flowing into the outdoor heat exchanger 112 is increased, and the heat radiation capacity in the outdoor heat exchanger 112 is increased. Cooling capacity increases (white circle characteristics in FIG. 4). Further, when the engine-driven compressor 111 as in the present embodiment is used, under high speed conditions, the rotation speed of the compressor 111 is increased together with the engine rotation speed, and the discharge amount (cooling capacity) is increased. Therefore, in the rotation speed region that is equal to or higher than the compressor rotation speed (predetermined rotation speed N1) corresponding to the engine rotation speed under the high speed condition, in order to reduce the discharge amount of the compressor 111 in step S150, based on the above contents, The amount of discharge volume reduction is calculated based on the map shown in FIG.

  The map shown in FIG. 3 relates the discharge capacity (%) of the compressor 111 to the outside air temperature (cooling load) using the compressor rotation speed (N1 <N2 <N3...) As a parameter. More specifically, in this map, the discharge capacity increases from the predetermined discharge capacity toward the maximum discharge capacity (100%) as the outside air temperature rises above the outside air temperature (for example, 30 ° C.) corresponding to the predetermined cooling load. In other words, the difference (reduction amount) from the maximum discharge capacity (100%) is made small. Further, the difference (reduction amount) with respect to the maximum discharge capacity (100%) is increased as the compressor rotational speed is higher (as it is closer to N3 from N1).

  Normally, under high load conditions where the outside air temperature (cooling load) is high, the discharge amount of the compressor 111 is controlled to be large (maximum discharge capacity 100%). Here, the outside air temperature and the compressor rotation speed at that time are controlled. According to N, the discharge capacity is determined so that the discharge amount is reduced (for example, discharge capacity is 80%).

  In step S160, the compressor 111 is operated with the reduced discharge amount.

  As described above, in the present embodiment, the discharge amount of the compressor 111 is reduced under a high-load high-speed condition that is equal to or higher than a predetermined compressor rotation speed (N1). Therefore, the hatched bar graph in FIG. As shown, the power of the compressor 111 can be reduced. As a result, the power of the engine can be reduced, and the fuel efficiency of the engine can be improved.

  In addition, as shown by the black circle characteristics in FIG. 4, the cooling capacity of the refrigeration cycle 110 can be reduced by reducing the discharge amount, and the difference between the cooling capacity at the time of stoppage and low speed running can be reduced. The deterioration of the cooling feeling can be suppressed.

  Further, when the discharge amount of the compressor 111 is reduced, the discharge amount reduction amount is decreased as the outside air temperature (cooling load) is increased, and the discharge amount reduction amount is increased as the rotation speed of the compressor 111 is increased. Therefore, the power saving of the compressor 111 and the deterioration of the cooling feeling can be suppressed without excessively reducing the cooling capacity of the refrigeration cycle 110.

(Modification of the first embodiment)
In the first embodiment, the reduction amount of the discharge amount of the compressor 111 is determined in step S160 based on the outside air temperature (cooling load) and the compressor rotational speed N. However, the compression is performed based only on the compressor rotational speed N. A reduction amount of the discharge amount of the machine 111 may be determined.

  Further, in reducing the discharge amount of the compressor 111, it may be set to a predetermined discharge amount or less without using the map described in FIG. As a result, the power of the compressor 111 can be reliably suppressed with the predetermined discharge amount as the upper limit, and the necessary minimum cooling capacity can be obtained, and the deviation from the cooling capacity at the time of stoppage or low speed running can be further reduced.

  Further, when the discharge amount (discharge capacity) of the compressor 111 is adjusted, the control device 120 uses a current signal, but it may be a voltage signal instead. Further, the signal for adjusting the discharge amount may be output with a duty ratio.

  Further, as the variable capacity type compressor 111, the discharge capacity of the compressor 111 is increased as the current signal (voltage signal, duty ratio) is increased. However, the reverse characteristics may be obtained.

  Further, the control device 120 determines the opening position of the inside / outside air switching door 118a in the conditioned air intake section after determining that it is a high load high speed condition in step S130, and when this opening position is on the outside air introduction side, The discharge amount reduction control of the compressor 111 may be performed. Since the outside air temperature is a characteristic value directly related to the magnitude of the cooling load, this control is suitable when outside air is selected.

(Second Embodiment)
A second embodiment of the present invention is shown in FIGS. The second embodiment is different from the first embodiment in the discharge amount reduction method of the compressor 111 after the high load high speed condition determination.

  The flowchart shown in FIG. 5 is obtained by changing step S150 to step S151 with respect to the flowchart described in FIG. In this embodiment, if the control device 120 determines that the high load / high speed condition is satisfied in step S130 (YES), the target of the cooling air temperature Te in the indoor heat exchanger 114 is determined in step S151 based on the map shown in FIG. The value (target temperature TEO) is determined according to the outside air temperature.

  That is, in the map shown in FIG. 6, the target temperature TEO is set to be larger as the outside air temperature (cooling load) is larger, and the target cooling capacity of the refrigeration cycle 110 is decreased. More specifically, as the outside air temperature is higher, the target temperature TEO of the cooling air temperature in the indoor heat exchanger 114 is, for example, 5 ° C. and 10 ° C. with respect to the predetermined temperature 3 ° C. described in the first embodiment. Set as large as possible. Then, the discharge amount of the compressor 111 can be reduced accordingly. Therefore, the discharge amount for satisfying the target temperature TEO corresponding to the outside air temperature is calculated.

  In step S160, the discharge amount is reduced so as to be the discharge amount, and the compressor 111 is operated.

  As a result, the cooling temperature of the refrigeration cycle 110 is not excessively lowered, and the blowing temperature under high load and high speed conditions is increased (black circle characteristics in FIG. 7), and the power of the compressor 111 is reduced accordingly. (Shaded hatching bar graph in FIG. 7), and the same effect as in the first embodiment can be obtained.

(Third embodiment)
A third embodiment of the present invention is shown in FIG. 3rd Embodiment changes the discharge amount reduction method of the compressor 111 after high load high speed condition determination with respect to the said 1st Embodiment.

  The flowchart shown in FIG. 8 is obtained by changing step S150 to step S152 with respect to the flowchart described in FIG. In the present embodiment, if the control device 120 determines that the high-load high-speed condition (condition in which the compressor rotational speed N is higher than the predetermined rotational speed N1) is determined in step S130 (YES), the control apparatus 120 is described in FIG. 3 in step S152. The operating torque of the compressor 111 is set to a predetermined torque on the low torque side, which is determined in advance, regardless of the outside air temperature, the compressor rotation speed (N1, N2, N3) and the like. The predetermined torque is a value that makes it possible to ensure a predetermined cooling capacity with the discharge amount obtained by the torque.

  In step S160, the operating torque of the compressor 111 is changed to the predetermined torque to reduce the discharge amount and operate the compressor 111.

  Thereby, the motive power of the compressor 111 can be reduced directly and the effect similar to 1st Embodiment can be acquired.

  In step S152, the operating torque of the compressor 111 is set to a predetermined torque. Instead, the power consumption of the compressor 111 is changed to be equal to or lower than a predetermined power on the low power side. Thus, the discharge amount may be reduced.

(Fourth embodiment)
A fourth embodiment of the present invention is shown in FIGS. The fourth embodiment exchanges signals between the engine control device 130 for engine control and the control device 120 with respect to the first embodiment, and determines the discharge amount of the compressor 111 based on the request on the engine side. It is what I did.

  The engine control device 130 adjusts the amount of fuel supplied to the engine, the supply timing, etc. according to the running conditions, and comprehensively controls the operation of the engine. The engine drives the alternator, the cooling water pump, the main compressor 111, and the like, and the alternator, the cooling water pump, the main compressor 111, and the like become loads on the engine. In order to obtain the optimum operation of the engine in accordance with the driving conditions, the engine control device 130 sends a power request value signal to the control device 120 so as to reduce the load when the load by the compressor 111 is excessive. Is output (FIG. 9).

  The flowchart shown in FIG. 10 is obtained by changing step S150 to step S153 with respect to the flowchart described in FIG. In the present embodiment, when the control device 120 determines that the high-load high-speed condition (condition in which the compressor rotational speed N is higher than the predetermined rotational speed N1) is determined in step S130 (YES), the engine control device 130 is determined in step S153. Is determined so as to reduce the operating torque of the compressor 111 based on the power request value signal output from the compressor.

  In step S160, the compressor 111 is operated by reducing the discharge amount by reducing the operating torque of the compressor 111 so that the operating torque of the compressor 111 for obtaining the optimum operation of the engine is obtained.

  As a result, the influence of the power of the compressor 111 on the engine can be minimized, and the discharge amount control can be performed with an emphasis on improving the fuel consumption of the engine. In addition, by reducing the power of the compressor 111 and reducing the cooling capacity under high-load and high-speed conditions, it is possible to reduce the difference between the cooling capacity at the time of stopping and low-speed driving, so that the cooling feeling of the occupant Deterioration can be suppressed.

  The signal output from the engine control device 130 to the control device 120 is a power suppression signal instead of a power request value signal, and reduces the operating torque of the compressor 111 by a predetermined amount corresponding to the power suppression signal. It is also good.

  Further, the calculation (output) of the required power value signal may be performed by the control device 120 by inputting various control values related to engine control to the control device 120.

(Fifth embodiment)
FIG. 11 shows a fifth embodiment of the present invention. In the fifth embodiment, the compressor 111 is replaced with an engine driven type, and an electric compressor 111A driven by an electric motor 111b is used.

  The control of the electric compressor 111A under a high-load high-speed condition can be handled by the same control as in the first to fourth embodiments. However, in calculating the discharge amount, the rotation speed of the electric motor 111b is used instead of the engine rotation speed.

  By reducing the discharge amount of the electric compressor 111b, it is possible to reduce the power consumption of the electric motor 111b, thereby reducing the frequency of use of the alternator in the engine, thereby reducing the engine power and improving the fuel efficiency of the engine. Can be improved.

  Further, as in the first to fourth embodiments, the cooling capacity of the refrigeration cycle 110 can be reduced by reducing the discharge amount, and the difference from the cooling capacity at the time of stoppage or low speed traveling can be reduced. The deterioration of the cooling feeling can be suppressed.

(Sixth embodiment)
A sixth embodiment of the present invention is shown in FIGS. In the sixth embodiment, when the compressor rotational speed N is equal to or higher than the predetermined rotational speed N1, a control signal given to the flow rate control valve of the compressor 111 is limited to reduce the discharge amount of the compressor 111. It is a thing.

  The system configuration of the basic refrigeration cycle apparatus 100 is the same as that in the first to fifth embodiments. Here, the discharge amount of the compressor 111 is controlled according to the compressor rotation speed N based on the flowchart shown in FIG. 12 and the map shown in FIG.

  First, in step S200 of the flowchart in FIG. 12, the control device 120 detects the high pressure side pressure Pd from the pressure sensor 111a, and in step S210, detects the engine speed Ne from an engine speed sensor (not shown).

  Next, in step S220, the compressor rotational speed N is calculated from the product of the engine rotational speed Ne and the pulley ratio described in the first embodiment. In step S230, the target rotational speed Ncal is calculated from the map shown in FIG.

  The target rotational speed Ncal is associated with the actual rotational speed of the compressor 111 that is actually operating. That is, until the actual rotational speed reaches the predetermined rotational speed N1, the target rotational speed Ncal is associated with the actual rotational speed in a proportional relationship (here, 1: 1), but the predetermined rotational speed N1 In the above, the target rotation speed Ncal is uniformly associated with the same value (N1) (the increase amount is zero). That is, when the rotational speed is equal to or higher than the predetermined rotational speed N1, the compressor rotational speed N is treated as a rotational speed that is smaller than the actual rotational speed.

  Next, in step S240, the cooling air temperature Te is detected from the thermistor 114a, and in step S250, the suction pressure of the compressor 111 (hereinafter, low pressure side pressure Ps) is estimated from the cooling air temperature Te.

  The low pressure side pressure Ps is estimated as follows. That is, the refrigerant temperature on the refrigerant outlet side of the indoor heat exchanger 114 is estimated from the cooling air temperature Te using the refrigerant saturation characteristic in the Mollier diagram when the refrigeration cycle 110 is operated, and the refrigerant pressure is calculated from the refrigerant temperature. presume. And the pressure loss part of the refrigerant | coolant piping between the indoor heat exchanger 114 and the compressor 111 is deducted with respect to the estimated refrigerant | coolant pressure, and it estimates as the low voltage | pressure side pressure Ps.

  In step S260, a control signal to be supplied to the flow rate control valve is set, and the discharge amount of the compressor 111 is controlled using the set control signal. Here, the flow rate control valve changes the discharge amount of the compressor 111 to a larger side as the control signal increases. The control signal is a duty ratio signal (hereinafter referred to as Dutymax), and Dutymax is calculated as a function of the target rotation speed Ncal of the compressor 111, the high pressure side pressure Pd, and the low pressure side pressure Ps. Specifically, Dutymax can be expressed as Equation 1 below.

(Equation 1)
Dutymax = a × Ncal + b × (Pd + c × Ps) + d
However, a, b, c, and d are constants.

  The Dutymax calculated by Expression 1 increases as the target rotational speed Ncal, the high pressure side pressure Pd, and the low pressure side pressure Ps increase, and the discharge amount of the compressor 111 increases accordingly. However, when the compressor rotational speed N is equal to or higher than the predetermined rotational speed N1, as described with reference to FIG. 13, the target rotational speed Ncal is made smaller than the actual rotational speed, so the control signal (Dutymax) is As the compressor rotational speed N increases, the increase is limited so that the increase is suppressed, and accordingly, the discharge amount of the compressor 111 is also controlled to be smaller than the maximum discharge amount that can be set. Become.

  Furthermore, since the target rotational speed Ncal is equal to or higher than the predetermined rotational speed N1 and is uniformly set to the same value (N1), if the conditions of the high pressure side pressure Pd and the low pressure side pressure Ps are the same, The amount is not increased and remains the same at a predetermined rotation speed N1 or more.

  14 and 15 show the cooling capacity of the refrigeration cycle apparatus 100 with respect to the compressor rotational speed N and the power consumption of the compressor 111 in this embodiment in comparison with the conventional technology. At the predetermined rotation speed N1 or higher, the discharge amount of the compressor 111 is reduced (suppressed) as described above, and the increase in cooling capacity and power consumption is suppressed.

  As described above, in the present embodiment, in the high rotation region of the compressor 111 having a predetermined rotation speed N1 or more, the control signal (Dutymax) is limited to suppress the refrigerant discharge amount that tends to be excessive, and the compressor 111 The power consumption of the compressor 111 can be reduced easily and reliably. In addition, the cooling capacity of the refrigeration cycle apparatus 100 can be reduced by reducing the discharge amount, and the difference between the cooling capacity when stopped or when traveling at a low speed (low rotation area of the compressor 111) can be reduced. The deterioration of the cooling feeling can be suppressed.

  Further, since the control signal (Dutymax) is set in consideration of the conditions of the high pressure side pressure Pd and the low pressure side pressure Ps in addition to the target rotational speed Ncal based on the compressor rotational speed N, the refrigeration cycle The control signal can be set under conditions that take into account the heat balance at 110, and a more appropriate control signal can be obtained.

  In this embodiment, the control signal to the flow rate control valve for adjusting the discharge amount of the compressor 111 is increased as the discharge amount increases. However, the control signal may be reversed. The control signal may be a current signal or a voltage signal instead of the duty ratio signal (Dutymax).

  Moreover, in estimating the low pressure side pressure Ps in step S250 of this embodiment, instead of the cooling air temperature Te, the temperature of the low pressure side pipe of the refrigeration cycle 110 (for example, the outlet side pipe surface temperature of the indoor heat exchanger 114), You may make it use the surface temperature (for example, surface temperature of a header tank part, a fin, etc.) of the indoor heat exchanger 114, etc. Further, the low pressure side pressure of the refrigeration cycle 110 (for example, the outlet side refrigerant pressure of the indoor heat exchanger 114) may be directly detected by a pressure sensor.

(Seventh embodiment)
A seventh embodiment of the present invention is shown in FIGS. The seventh embodiment is obtained by changing the control signal setting method with respect to the sixth embodiment.

  Regarding the control of the discharge amount of the compressor 111, the flowchart shown in FIG. 16 is used, but the basic flow is the same as that in FIG. 12 of the sixth embodiment. However, Step S230 is set as Step S231, and Dutymax is set in Step S231 based on the map shown in FIG.

  In the map shown in FIG. 17, a plurality of section setting rotation speed points (N2, N3) are determined in advance in an area of a predetermined rotation speed N1 or more, and a low rotation speed rotation area that is N1 to N2 and N2 to N2. A high speed rotation speed region that is N3 is partitioned. Then, the increase rate (first gradient in the relationship diagram) of the target rotational speed Ncal in the low rotational speed region is set to be smaller than 1, and the target in the low rotational speed region is set. The increase rate of the target rotation speed Ncal in the high rotation speed region (second gradient in the relationship diagram) is smaller than the increase rate of the rotation number Ncal (the first gradient in the relationship diagram). I have to. Furthermore, the increase rate is zero at N3 or higher.

Therefore, the target rotational speed Ncal is basically suppressed to a smaller side than the actual rotational speed N at the predetermined rotational speed N1 or more, and the target rotational speed Ncal increases with respect to the increase in the actual rotational speed N. The proportions are related so that the proportions become smaller. The target rotation speeds N11, N21, and N31 in FIG.
N11 ≦ N1, N21 <N2, N31 <N3
It has become a relationship.

  In step S260, the control signal (Dutymax) given to the flow rate control valve is set using the target rotation speed Ncal set in this way, and the discharge amount of the compressor 111 is controlled using the set control signal. .

  The control signal (Dutymax) is limited so that the increase rate is sequentially suppressed as the compressor rotational speed N increases when the compressor rotational speed N is equal to or higher than the predetermined rotational speed N1. The discharge amount of the machine 111 is also controlled to be smaller with respect to the maximum discharge amount that can be set, and the increase rate is sequentially controlled as the compressor rotational speed N increases.

  Thereby, the cooling capacity of the refrigeration cycle apparatus 100 and the power consumption of the compressor 111 can be controlled to appropriate values in the entire range of the compressor rotation speed N.

(Eighth embodiment)
In the refrigeration cycle apparatus 100, frost prevention control for removing frost (frost) generated on the surface of the indoor heat exchanger 114 during operation is executed. The present embodiment clarifies the relationship between the discharge amount reduction control of the compressor 111 and the frost control in the sixth and seventh embodiments.

  The control device 120 stops the discharge amount reduction control when the frost control needs to be executed while performing the discharge amount reduction control when the compressor rotation speed N is higher than the predetermined rotation speed N1. Give priority to execution.

  In the frost control, the temperature of the refrigerant in the indoor heat exchanger 114 is usually too low, and moisture in the conditioned air becomes frost and is generated on the surface of the indoor heat exchanger 114. In the frost control, The control device 120 reduces the discharge amount more than the discharge amount lowering control or stops the operation of the compressor 111. Thereby, reliable frost control becomes possible.

(Ninth embodiment)
In the sixth to eighth embodiments, the control signal is limited by the target rotation speed Ncal based on the compressor rotation speed N, and the discharge amount of the compressor 111 is reduced. Alternatively, the discharge amount may be reduced by generating a control signal such that the compressor speed N is equal to or higher than the predetermined speed N1 and the operating torque of the compressor 111 is equal to or lower than a predetermined torque. Thereby, the power consumption of the compressor 111 can be reduced directly.

(10th Embodiment)
A tenth embodiment of the present invention is shown in FIG. The tenth embodiment clarifies the setting of the control signal in the low rotation region on the side smaller than the predetermined rotation speed N1.

  For example, with respect to the seventh embodiment, the control signal (Dutymax) can be fixed to the maximum possible value (MaxDuty) as the control signal (Dutymax) in the low rotation region smaller than the predetermined rotation speed N1.

  As a result, it is possible to secure a sufficient discharge amount of the refrigerant that tends to be insufficient in a low rotational speed region such as when the vehicle is stopped or when traveling at a low speed, and exhibit a high cooling capacity.

  In addition, as a method of setting the control signal in the low rotation region, as shown in FIGS. 19 and 20, a predetermined amount (margin α) is added to the control signal value set according to the compressor rotational speed N1. Alternatively, it may be set as an increase control signal. The control signal (Dutymax) in this case can be expressed as Equation 2 below.

(Equation 2)
Dutymax = a × Ncal + b × (Pd + c × Ps) + d + α
However, α is zero when the compressor speed N is N1 or more.

  As shown in FIG. 20, the margin α may be set so as to have hysteresis in the vicinity of the predetermined rotation speed N1 (between N1a and N1), and hunting during control can be prevented.

(Other embodiments)
In the first to fifth embodiments, the heat load (cooling load) of the refrigeration cycle 110 is regarded as the outside air temperature. However, the present invention is not limited to this, and the pressure of the refrigerant (for example, the high pressure side pressure signal from the pressure sensor 111a), the vehicle You may make it catch as indoor temperature (inside air temperature) and the cooling temperature (cooling air temperature Te) in the indoor heat exchanger 114. FIG. Or you may catch as a combination of the said pressure and temperature. In the case of capturing the heat load as described above, the pressure sensor 111a, the inside air sensor 121, and the thermistor 114a serve as the heat load detection means.

  Further, the engine speed sensor may be used as vehicle speed detection means, and the vehicle speed of the vehicle may be captured from the engine speed.

  The cooling temperature in the indoor heat exchanger 114 may be the temperature around the indoor heat exchanger 114, the refrigerant temperature flowing through the heat exchanger 114, the representative part temperature of the indoor heat exchanger 114, or the like.

  In the first to tenth embodiments, the high-pressure side pressure Pd of the refrigeration cycle 110 is not limited to being used in a region exceeding the critical pressure, and may be used below the critical pressure. Furthermore, the refrigerant used is not limited to carbon dioxide, but may be other chlorofluorocarbon refrigerants such as HFC134a.

It is a mimetic diagram showing the whole refrigeration cycle device for vehicles in a 1st embodiment. It is a control flowchart which the control apparatus in 1st Embodiment performs. It is a map for determining the discharge capacity of the compressor in a 1st embodiment. It is a graph which shows the air_conditioning | cooling capability with respect to the vehicle speed in 1st Embodiment, and power consumption. It is a control flowchart which the control apparatus in 2nd Embodiment performs. It is a map for determining the target temperature TEO in 2nd Embodiment. It is a graph which shows the blowing temperature with respect to the vehicle speed in 2nd Embodiment, and power consumption. It is a control flowchart which the control apparatus in 3rd Embodiment performs. It is a schematic diagram which shows the whole structure of the refrigeration cycle apparatus for vehicles in 4th Embodiment. It is a control flowchart which the control apparatus in 4th Embodiment performs. It is a schematic diagram which shows the whole structure of the refrigeration cycle apparatus for vehicles in 5th Embodiment. It is a control flowchart which the control apparatus in 6th Embodiment performs. It is a map for calculating the target rotation speed in 6th Embodiment. It is a graph which shows the relationship between the compressor rotation speed and cooling capacity in 6th Embodiment. It is a graph which shows the relationship between the compressor rotation speed and compressor consumption power in 6th Embodiment. It is a control flowchart which the control apparatus in 7th Embodiment performs. It is a map for calculating the target rotation speed in 7th Embodiment. It is a graph which shows the control signal value with respect to the compressor rotation speed in 10th Embodiment. It is a graph which shows the control signal value with respect to the compressor rotation speed in the modification of 10th Embodiment. It is a graph which shows the setting method of the margin of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 100 Refrigeration cycle apparatus for vehicles 110 Refrigeration cycle 111 Compressor 111A Electric compressor 111b Electric motor 114 Indoor heat exchanger (low-pressure side heat exchanger)
118a Inside / outside air switching door (inside / outside air selection means)
120 control device 130 engine control device

Claims (32)

Mounted on the vehicle,
A refrigeration cycle (110) having as a component a compressor (111) that compresses the refrigerant to high temperature and pressure and discharges the discharge amount in an adjustable manner;
In a vehicle refrigeration cycle apparatus comprising a control device (120) for controlling the discharge amount of the compressor (111),
When the rotational speed (N) of the compressor (111) is higher than a predetermined rotational speed (N1), the control device (120) is more than a maximum value of the discharge amount determined according to the rotational speed (N). The vehicle refrigeration cycle apparatus, wherein the discharge amount is reduced so as to be reduced.   The said control apparatus (120) reduces the discharge amount of the said compressor (111) including the case where the heat load of the said refrigerating cycle (110) is higher than a predetermined heat load. Refrigeration cycle equipment for vehicles.   The vehicle according to claim 1 or 2, wherein the control device (120) reduces a discharge amount of the compressor (111) including a case where a vehicle speed of the vehicle is higher than a predetermined vehicle speed. Refrigeration cycle equipment.   The control device (120) determines the heat load from at least one of the pressure of the refrigerant, the inside air temperature of the vehicle, the outside air temperature, and the cooling temperature in the low pressure side heat exchanger (114) of the refrigeration cycle (110). The vehicle refrigeration cycle apparatus according to claim 2 or 3, wherein   The said control apparatus (120) determines the said vehicle speed from the engine speed of the said vehicle, or a vehicle speed sensor, The refrigeration cycle apparatus for vehicles of Claim 3 characterized by the above-mentioned.   The said control apparatus (120) makes the reduction amount of the said discharge amount small, so that the said thermal load is large, The refrigeration cycle apparatus for vehicles as described in any one of Claims 2-5 characterized by the above-mentioned.   The said control apparatus (120) enlarges the reduction amount of the said discharge amount, so that the rotation speed (N) of the said compressor (111) is large, The any one of Claims 1-6 characterized by the above-mentioned. The vehicle refrigeration cycle apparatus described.   The control device (120) sets the target cooling capacity of the refrigeration cycle (110) to be smaller as the heat load is larger, and the compressor (111) so that the target cooling capacity is set to be smaller. The vehicle refrigeration cycle apparatus according to any one of claims 2 to 5, wherein the discharge amount of the vehicle is reduced.   The vehicle control device according to any one of claims 1 to 5, wherein the control device (120) reduces the discharge amount of the compressor (111) so as to be equal to or less than a predetermined discharge amount. Refrigeration cycle equipment.   The said control apparatus (120) reduces the discharge amount of the said compressor (111) so that the operating torque of the said compressor (111) may become below a predetermined torque. The vehicle refrigeration cycle apparatus according to any one of the above.   The said control apparatus (120) reduces the discharge amount of the said compressor (111) so that the power consumption of the said compressor (111) may become below predetermined power. The vehicle refrigeration cycle apparatus according to any one of the above.   The refrigeration cycle for a vehicle according to any one of claims 1 to 11, wherein the compressor (111) is an engine-driven compressor (111) driven by an engine of the vehicle. apparatus. An engine control device (130) for controlling the operation of the engine;
The controller (120) discharges the compressor (111) in response to a signal relating to the operating torque of the compressor (111) for the preferred engine operation determined by the engine controller (130). The vehicle refrigeration cycle apparatus according to claim 12, wherein the amount is reduced.   The control device (120) calculates the operating torque of the compressor (111) for suitable engine operation, and reduces the discharge amount of the compressor (111) according to a signal related to the operating torque. The vehicle refrigeration cycle apparatus according to claim 12, wherein:   The refrigeration cycle apparatus for vehicles according to any one of claims 1 to 11, wherein the compressor (111) is an electric compressor (111A) driven by an electric motor (111b). .   The vehicle refrigeration according to any one of claims 1 to 15, wherein a discharge amount of the compressor (111) is adjusted by a current signal output from the control device (120). Cycle equipment.   The vehicle refrigeration according to any one of claims 1 to 15, wherein a discharge amount of the compressor (111) is adjusted by a voltage signal output from the control device (120). Cycle equipment.   16. The vehicle according to claim 1, wherein a discharge amount of the compressor (111) is adjusted by a duty ratio signal output from the control device (120). Refrigeration cycle equipment. An inside / outside air selecting means (118a) for selecting either inside air or outside air of the vehicle as cooling air;
The said control apparatus (120) reduces the discharge amount of the said compressor (111) including the case where the said outside air is selected by the said inside / outside air selection means (118a). The refrigeration cycle apparatus for a vehicle according to any one of claims 18. The control device (120) sets a control signal for determining the discharge amount according to the rotation speed (N) of the compressor (111), and
2. The refrigeration cycle for a vehicle according to claim 1, wherein the higher the rotational speed (N), the greater the restriction is applied to the control signal to reduce the discharge amount of the compressor (111). apparatus. The discharge amount is related to increase as the control signal increases,
The control device (120) is characterized in that, as the rotation speed (N) is higher, a restriction is imposed so as to suppress an increase in the control signal more greatly, and the discharge amount of the compressor (111) is reduced. The vehicle refrigeration cycle apparatus according to claim 20.   In addition to the rotational speed (N) of the compressor (111), the control device (120) includes a high-pressure side pressure (Pd) on the discharge side of the compressor (111), and the compressor (111). The vehicle refrigeration cycle apparatus according to claim 20 or 21, wherein the control signal is set based on a low-pressure side pressure (Ps) on a suction side.   The control device (120) includes a low-pressure side refrigerant pressure of the refrigeration cycle (110), a low-pressure side piping temperature of the refrigeration cycle (110), and a surface temperature of the low-pressure side heat exchanger (114) of the refrigeration cycle (110). The vehicle refrigeration cycle apparatus according to claim 22, wherein the low-pressure side pressure (Ps) is estimated from any one of the air temperature cooled by the low-pressure side heat exchanger (114). .   The control device (120) limits the increase amount of the control signal to zero uniformly in the region equal to or higher than the predetermined rotation speed (N1) when suppressing the increase of the control signal. The vehicle refrigeration cycle apparatus according to any one of claims 21 to 23.   When the control device (120) suppresses an increase in the control signal, the control device (120) divides a plurality of rotation speed areas in an area equal to or higher than the predetermined rotation speed (N1), and performs the rotation in the high rotation speed rotation speed area. The control signal is limited such that an increase rate of the control signal with respect to the number (N) is smaller than an increase rate of the control signal with respect to the rotation number (N) in a low-speed rotation speed region. The vehicle refrigeration cycle apparatus according to any one of Items 21 to 23.   The vehicular refrigeration cycle apparatus according to any one of claims 20 to 25, wherein the control signal is any one of a current signal, a voltage signal, and a duty ratio signal. The control device (120) is configured to execute frost prevention control for preventing frost on the surface of the low pressure side heat exchanger (114) of the refrigeration cycle (110),
27. The frost prevention control according to claim 20, wherein the frost prevention control is executed in preference to the control for reducing the discharge amount of the compressor (111) when the frost prevention control condition is met. The vehicle refrigeration cycle apparatus according to any one of the above.   The control device (120) applies a greater restriction to the control signal as the rotational speed (N) increases so that the operating torque of the compressor (111) is equal to or lower than a predetermined torque, and the compression device (120) The refrigeration cycle device for a vehicle according to any one of claims 20 to 27, wherein the discharge amount of the machine (111) is reduced.   The control device (120) according to any one of claims 20 to 28, wherein the discharge amount is set to a maximum value in a rotation speed region lower than the predetermined rotation speed (N1). Refrigeration cycle device for vehicles.   The control device (120) uses an increase control signal obtained by adding a predetermined amount to the control signal set according to the rotation speed (N) in a rotation speed region lower than the predetermined rotation speed (N1). 29. The vehicle refrigeration cycle apparatus according to any one of claims 20 to 28, wherein a discharge amount is determined.   The refrigeration cycle apparatus for vehicles according to any one of claims 1 to 30, wherein the pressure of the refrigerant compressed by the compressor (111) is used exceeding a critical pressure.   32. The vehicle refrigeration cycle apparatus according to claim 31, wherein the refrigerant is carbon dioxide.

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