JP2008290523A - Air-conditioning system for vehicle - Google Patents
Air-conditioning system for vehicle Download PDFInfo
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- JP2008290523A JP2008290523A JP2007136638A JP2007136638A JP2008290523A JP 2008290523 A JP2008290523 A JP 2008290523A JP 2007136638 A JP2007136638 A JP 2007136638A JP 2007136638 A JP2007136638 A JP 2007136638A JP 2008290523 A JP2008290523 A JP 2008290523A
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Abstract
Description
本発明は、エンジンなどの熱源を持たない電気自動車や燃料電池車などに搭載可能な車両用空調システムに関するものである。 The present invention relates to a vehicle air conditioning system that can be mounted on an electric vehicle, a fuel cell vehicle, or the like that does not have a heat source such as an engine.
車両用空調システムとして、コンプレッサ、コンデンサ、リキッドタンク、エバポレータなどによって構成されるヒートポンプを利用して、冷媒の流路を切り換えることで冷房運転及び暖房運転を行うことができるものが知られている。 As a vehicle air-conditioning system, a system that can perform a cooling operation and a heating operation by switching a refrigerant flow path using a heat pump including a compressor, a condenser, a liquid tank, an evaporator, and the like is known.
また、暖房時に換気のために車室外へ排出される空気をエバポレータにおける冷媒の蒸発に用いることによって排出空気が持つ熱エネルギーを回収する技術が特許文献１に開示されている。
しかし、外気温が例えば−２０℃以下となるような極低温状態においては、冷媒の密度が低下するのでコンプレッサの上流側の圧力がほぼ負圧となり、冷媒流量を確保することが困難となる。これにより、冷媒とともに循環しているコンプレッサ潤滑用のオイルがコンプレッサに戻りにくくなるので、コンプレッサの潤滑が不足して最悪の場合破損する可能性がある。また、冷媒の循環流路の一部が負圧となることにより、循環流路内に水分や空気が侵入して循環流路が腐食するなどの問題が生じる可能性がある。 However, in an extremely low temperature state where the outside air temperature is, for example, −20 ° C. or less, the density of the refrigerant decreases, so the pressure on the upstream side of the compressor becomes almost negative, making it difficult to ensure the refrigerant flow rate. This makes it difficult for the oil for lubricating the compressor circulating with the refrigerant to return to the compressor, so that the compressor may be insufficiently lubricated and damaged in the worst case. Moreover, when a part of the circulation path of the refrigerant becomes negative pressure, there is a possibility that a problem such as corrosion of the circulation path due to moisture or air entering the circulation path may occur.
また、外気温が極低温時はヒートポンプの作動を停止してヒータなどによって暖房性能を確保することも考えられるが、ヒータなどによる暖房だけではエネルギー効率が低下する上、暖房能力が不足する場合もある。 In addition, when the outside air temperature is extremely low, it may be possible to stop the operation of the heat pump and ensure the heating performance with a heater, etc., but heating with a heater alone will reduce the energy efficiency and the heating capacity may be insufficient. is there.
本発明は、車両用空調システムにおいてヒートポンプの不具合を防止しながら暖房運転のエネルギー効率を向上させることを目的とする。 An object of this invention is to improve the energy efficiency of heating operation, preventing the malfunction of a heat pump in the vehicle air conditioning system.
請求項１に記載の発明は、第１の冷媒の循環経路中に、第１の冷媒を圧縮するコンプレッサと、第１の冷媒の熱を放熱させるコンデンサと、第１の冷媒を膨張させる膨張手段と、第１の冷媒に吸熱させるエバポレータとを順に備える車両用空調システムにおいて、車室外から導入される外気を、コンデンサによって加熱して車室内へと導入する外気導入手段と、車室内から排出される内気を、エバポレータによって熱を回収して車室外へと排出する内気排出手段と、車室内温度が所定温度より低いとき、コンプレッサの作動を停止させるコンプレッサ停止手段とを備えることを特徴とする。 According to the first aspect of the present invention, a compressor that compresses the first refrigerant, a capacitor that dissipates the heat of the first refrigerant, and an expansion means that expands the first refrigerant in the circulation path of the first refrigerant. And an evaporator for absorbing heat by the first refrigerant, in order, outside air introduced from outside the vehicle compartment is heated by a condenser and introduced into the vehicle compartment, and exhausted from the vehicle compartment. It is characterized by comprising an inside air discharging means for collecting heat from the inside air by an evaporator and discharging the outside air to the outside of the passenger compartment, and a compressor stopping means for stopping the operation of the compressor when the passenger compartment temperature is lower than a predetermined temperature.
請求項２に記載の発明は、外気導入手段によって車室内へと導入される外気を加熱する第１のヒータを備え、車室内温度が所定温度より低いとき、第１のヒータによって外気を加熱することを特徴とする。 The invention according to claim 2 includes a first heater for heating the outside air introduced into the vehicle interior by the outside air introduction means, and heats the outside air by the first heater when the vehicle interior temperature is lower than a predetermined temperature. It is characterized by that.
請求項３に記載の発明は、車室内温度が所定温度以上であるとき、コンプレッサを作動させ、暖房能力が不足する分を第１のヒータによって補うことを特徴とする。 The invention according to claim 3 is characterized in that when the passenger compartment temperature is equal to or higher than a predetermined temperature, the compressor is operated to compensate for the lack of heating capacity by the first heater.
請求項４に記載の発明は、車室内の空気の露点温度を算出する露点温度算出手段と、エバポレータの温度が露点温度近傍であって露点温度より高い温度となるようにコンプレッサの出力を制御するコンプレッサ制御手段とを備えることを特徴とする。 The invention according to claim 4 controls the output of the compressor so that the dew point temperature calculating means for calculating the dew point temperature of the air in the passenger compartment and the evaporator temperature is near the dew point temperature and higher than the dew point temperature. And a compressor control means.
請求項５に記載の発明は、除湿暖房が必要か否かを判定する除湿暖房判定手段と、除湿暖房が必要と判定されたとき、内気排出手段によって熱を回収した後の空気の一部を車室内へ戻す排出空気還流手段とを備えることを特徴とする。 The invention according to claim 5 is a dehumidifying and heating determining means for determining whether or not dehumidifying heating is required, and when it is determined that dehumidifying heating is required, a part of the air after heat is recovered by the inside air discharging means. It is characterized by comprising exhaust air recirculation means for returning the vehicle interior.
請求項６に記載の発明は、コンデンサから放熱される熱を吸熱する第２の冷媒の循環経路中に、第２の冷媒を循環させるポンプと、第２の冷媒を加熱する第２のヒータと、第２の冷媒の熱を放熱させるヒータコアとを備え、外気導入手段は、車室外から導入される外気を、ヒータコアによって加熱して車室内へと導入し、車室内温度が所定温度以上であるとき、第２の冷媒の温度が第１の冷媒の温度より低くなるように第２のヒータの出力を制御するヒータ制御手段を備えることを特徴とする。 According to a sixth aspect of the present invention, there is provided a pump that circulates the second refrigerant in a circulation path of the second refrigerant that absorbs heat radiated from the capacitor, and a second heater that heats the second refrigerant. And a heater core that dissipates the heat of the second refrigerant, and the outside air introduction means heats the outside air introduced from the outside of the vehicle interior by the heater core and introduces it into the vehicle interior, and the vehicle interior temperature is equal to or higher than a predetermined temperature. And a heater control means for controlling the output of the second heater so that the temperature of the second refrigerant is lower than the temperature of the first refrigerant.
請求項１に記載の発明によれば、ヒートポンプを作動させるか否かを車室内の温度によって判定するので、外気温度が極低温の場合でも車室内温度が所定温度より高ければヒートポンプを作動させることができ、コンプレッサの不具合を防止しながら暖房性能を向上させることができる。また、ヒートポンプの作動する領域が拡大することにより暖房効率を向上させることができる。 According to the first aspect of the present invention, whether or not to operate the heat pump is determined based on the temperature in the vehicle interior, so that the heat pump is operated if the vehicle interior temperature is higher than the predetermined temperature even when the outside air temperature is extremely low. The heating performance can be improved while preventing malfunction of the compressor. Moreover, heating efficiency can be improved by expanding the region where the heat pump operates.
請求項２に記載の発明によれば、車室内温度が所定温度より低いときは第１のヒータによって外気を加熱することができるので、ヒートポンプの作動を停止しているときであっても暖房を行うことができ、極低温時であっても暖房能力を確保することができる。 According to the second aspect of the present invention, since the outside air can be heated by the first heater when the passenger compartment temperature is lower than the predetermined temperature, heating is performed even when the operation of the heat pump is stopped. The heating capacity can be ensured even at extremely low temperatures.
請求項３に記載の発明によれば、ヒートポンプを作動させているときは暖房能力の不足分を第１のヒータによって補うので、成績係数の高いヒートポンプを優先的に使用することができ、効率のよい暖房を行うことができる。 According to the third aspect of the present invention, when the heat pump is operated, the shortage of the heating capacity is compensated by the first heater, so that the heat pump having a high coefficient of performance can be preferentially used, and the efficiency is improved. Good heating can be done.
請求項４に記載の発明によれば、車室内の露点温度を算出し、エバポレータの温度が露点温度近傍で露点温度より高くなるようにコンプレッサの出力を制御するので、エバポレータの霜付きを防止することができる。よって、除霜運転を行う必要がないので、暖房が中断されることがなく、安定した連続作動を行うことができる。 According to the fourth aspect of the present invention, the dew point temperature in the passenger compartment is calculated, and the output of the compressor is controlled so that the evaporator temperature is higher than the dew point temperature in the vicinity of the dew point temperature. be able to. Therefore, since it is not necessary to perform a defrosting operation, heating is not interrupted and stable continuous operation can be performed.
請求項５に記載の発明によれば、除湿暖房が必要であるか否かを判定し、必要であるときは内気排出手段によって熱を回収した後の空気の一部を車室内へ戻すので、エバポレータにおいて除湿された空気によって車室内の相対湿度が低下し、窓曇りを防止することができる。 According to the fifth aspect of the present invention, it is determined whether or not dehumidifying heating is necessary, and when necessary, a part of the air after recovering heat by the inside air discharge means is returned to the vehicle interior. Relative humidity in the passenger compartment is reduced by the air dehumidified in the evaporator, and fogging of the window can be prevented.
請求項６に記載の発明によれば、第２の冷媒の温度が第１の冷媒の温度より低くなるように第２のヒータの出力を制御するので、冷却水温度が上昇しすぎて冷媒温度との差が小さくなることにより、冷却水と冷媒との熱交換効率が低下することを防止できる。よって、電気ヒータよりヒートポンプを優先的に作動させることができ、暖房効率を向上させることができる。 According to the sixth aspect of the invention, since the output of the second heater is controlled so that the temperature of the second refrigerant becomes lower than the temperature of the first refrigerant, the cooling water temperature rises too much and the refrigerant temperature Can be prevented from decreasing the heat exchange efficiency between the cooling water and the refrigerant. Therefore, the heat pump can be operated with priority over the electric heater, and the heating efficiency can be improved.
以下では図面等を参照して本発明の実施の形態について詳しく説明する。 Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
（第１実施形態）
図１は本実施形態における車両用空調システムのシステム構成図である。車両用空調システムは、冷媒としてのＲ１３４ａが充填される循環経路１中に、コンプレッサ２、コンデンサ３、リキッドタンク４、膨張弁５及びエバポレータ６を順に備えてヒートポンプを構成する。
(First embodiment)
FIG. 1 is a system configuration diagram of a vehicle air conditioning system in the present embodiment. The vehicle air conditioning system includes a compressor 2, a condenser 3, a liquid tank 4, an expansion valve 5, and an evaporator 6 in this order in a circulation path 1 filled with R134a as a refrigerant to constitute a heat pump.
コンプレッサ２は、吸入した比較的低温低圧の冷媒を圧縮して高温高圧の冷媒として吐出する。 The compressor 2 compresses the sucked relatively low-temperature and low-pressure refrigerant and discharges it as a high-temperature and high-pressure refrigerant.
コンデンサ３は、コンプレッサ２から圧送された冷媒とコンデンサ３を通過する流体との間で熱交換させ、コンデンサ３を通過する流体を加熱するとともに、冷媒温度を下げて凝縮させる。 The condenser 3 exchanges heat between the refrigerant pumped from the compressor 2 and the fluid passing through the condenser 3 to heat the fluid passing through the condenser 3 and reduce the refrigerant temperature to condense.
リキッドタンク４は、凝縮した冷媒を気液分離して、液相の冷媒のみを膨張弁５へ送出する。 The liquid tank 4 gas-liquid separates the condensed refrigerant, and sends out only the liquid phase refrigerant to the expansion valve 5.
膨張弁５は、リキッドタンク４から送出された液相の冷媒を膨張（減圧）させて低温低圧の冷媒としてエバポレータ６へと送出する。 The expansion valve 5 expands (depressurizes) the liquid-phase refrigerant sent from the liquid tank 4 and sends it to the evaporator 6 as a low-temperature and low-pressure refrigerant.
エバポレータ６は、膨張弁５から送出された冷媒とエバポレータ６を通過する空気とを熱交換させ、エバポレータ６を通過する空気から吸熱する。 The evaporator 6 exchanges heat between the refrigerant sent from the expansion valve 5 and the air passing through the evaporator 6 and absorbs heat from the air passing through the evaporator 6.
図２は、本実施形態における車両用空調システムの空調ダクト２０の構成を示す概略構成図である。 FIG. 2 is a schematic configuration diagram showing the configuration of the air conditioning duct 20 of the vehicle air conditioning system in the present embodiment.
空調ダクト２０内の一部は仕切り板２１によって平行する２つの流路２２、２３に分離される。一方の流路２２にはブロアファン２４、コンデンサ３及び電気ヒータ２６が設けられ、ブロアファン２４によって車室外から導入された空気を、コンデンサ３及び電気ヒータ２６の少なくともいずれか一方によって加熱して車室内へと送風する。また、他方の流路２３にはブロアファン２５及びエバポレータ６が設けられ、換気のために車室内から導入された空気からエバポレータ６によって熱を回収して、冷却された空気を車室外へと排出する。 A part of the air conditioning duct 20 is separated into two flow paths 22 and 23 which are parallel by a partition plate 21. One flow path 22 is provided with a blower fan 24, a condenser 3 and an electric heater 26. The air introduced from the outside of the passenger compartment by the blower fan 24 is heated by at least one of the condenser 3 and the electric heater 26 to provide a vehicle. Air blows into the room. Also, the other flow path 23 is provided with a blower fan 25 and an evaporator 6, and heat is recovered by the evaporator 6 from the air introduced from the passenger compartment for ventilation, and the cooled air is discharged outside the passenger compartment. To do.
すなわち、車室外の冷気をコンデンサ３及び電気ヒータ２６の少なくとも一方によって加熱して車室内へと導入して車室内を暖房するとともに、換気のために車室内から車室外へと排出される比較的高温の空気からエバポレータ６によって吸熱する。 That is, cool air outside the passenger compartment is heated by at least one of the condenser 3 and the electric heater 26 and introduced into the passenger compartment to heat the passenger compartment, and is relatively discharged from the passenger compartment to the outside of the passenger compartment for ventilation. The evaporator 6 absorbs heat from high-temperature air.
次に本実施形態における車両用空調システムの制御について図３のフローチャートを用いて説明する。なお、以下の制御は微少時間ごとに繰り返し行われる。 Next, control of the vehicle air conditioning system in the present embodiment will be described with reference to the flowchart of FIG. The following control is repeatedly performed every minute time.
ステップＳ１１では、車室内の温度が所定温度より高いか否かを判定する。車室内温度が所定温度より高ければステップＳ１２へ進み、ヒートポンプを作動させ、車室内の温度が所定温度以下であればステップＳ１５へ進み、ヒートポンプを停止させ、電気ヒータのみで暖房を行う。ここで、ステップＳ１２では、ヒートポンプを作動させるが、暖房能力が不足する場合には電気ヒータ２６をさらに作動させて暖房能力を補う。またステップＳ１５では、要求される暖房能力にかかわらずヒートポンプの作動は停止させる。なお、所定温度は、ヒートポンプの冷媒の密度が低くなりすぎてコンプレッサ２の上流側が負圧になるおそれがある温度であり、例えば−２０℃に設定される。 In step S11, it is determined whether the temperature in the passenger compartment is higher than a predetermined temperature. If the vehicle interior temperature is higher than the predetermined temperature, the process proceeds to step S12, the heat pump is operated, and if the vehicle interior temperature is equal to or lower than the predetermined temperature, the process proceeds to step S15, the heat pump is stopped, and heating is performed only with the electric heater. Here, in step S12, the heat pump is operated, but when the heating capacity is insufficient, the electric heater 26 is further operated to supplement the heating capacity. In step S15, the operation of the heat pump is stopped regardless of the required heating capacity. The predetermined temperature is a temperature at which the density of the refrigerant of the heat pump becomes too low and the upstream side of the compressor 2 may become negative pressure, and is set to −20 ° C., for example.
ステップＳ１３では、車室内の露点温度を算出する。車室内の露点温度は車室内の温度及び相対湿度に基づいて図４に示す湿り空気線図を参照して算出する。例えば車室内の温度が２０℃であって、相対湿度が２０％である点Ａの状態から温度を低下させていき、相対湿度が１００％となる点Ｂにおける温度である−３℃が露点温度となる。 In step S13, the dew point temperature in the passenger compartment is calculated. The dew point temperature in the passenger compartment is calculated based on the temperature in the passenger compartment and the relative humidity with reference to the wet air diagram shown in FIG. For example, the temperature in the passenger compartment is 20 ° C., the temperature is decreased from the state of point A where the relative humidity is 20%, and the temperature at point B where the relative humidity becomes 100% is −3 ° C. It becomes.
ステップＳ１４では、エバポレータ６の温度が露点温度近傍で、かつ露点温度より高くなるようにコンプレッサ２の出力を制御する。すなわち、コンプレッサ２の出力が高いほどエバポレータ６の温度が低下するので、エバポレータ６の温度が露点温度より少しだけ高い温度となるようにコンプレッサ２の出力を制御する。 In step S14, the output of the compressor 2 is controlled so that the temperature of the evaporator 6 is near the dew point temperature and higher than the dew point temperature. That is, the higher the output of the compressor 2, the lower the temperature of the evaporator 6. Therefore, the output of the compressor 2 is controlled so that the temperature of the evaporator 6 is slightly higher than the dew point temperature.
以上のように本実施形態では、ヒートポンプを作動させるか否かを車室内の温度によって判定するので、外気温度が極低温の場合でも車室内温度が所定温度より高ければヒートポンプを作動させることができ、コンプレッサ２の不具合を防止しながら暖房性能を向上させることができる。また、従来ヒートポンプを作動させていなかった極低温下でも車室内温度によってはヒートポンプを作動させることができるので、ヒートポンプの作動する領域が拡大することにより暖房効率を向上させることができる。 As described above, in this embodiment, whether or not to operate the heat pump is determined based on the temperature in the vehicle interior, so that even when the outside air temperature is extremely low, the heat pump can be operated if the vehicle interior temperature is higher than a predetermined temperature. Heating performance can be improved while preventing problems with the compressor 2. In addition, since the heat pump can be operated depending on the passenger compartment temperature even at an extremely low temperature where the conventional heat pump has not been operated, the heating efficiency can be improved by expanding the region in which the heat pump operates.
また、車室内の露点温度を算出し、エバポレータ６の温度が露点温度近傍で、かつ露点温度より高くなるようにコンプレッサ２の出力を制御するので、エバポレータ６の霜付きを防止することができる。これにより、除霜運転を行う必要がないので、暖房が中断されることがなく、安定した連続作動を行うことができる。 Further, since the dew point temperature in the passenger compartment is calculated and the output of the compressor 2 is controlled so that the temperature of the evaporator 6 is near the dew point temperature and higher than the dew point temperature, frosting of the evaporator 6 can be prevented. Thereby, since it is not necessary to perform a defrosting operation, heating is not interrupted and stable continuous operation can be performed.
（第２実施形態）
本実施形態では車両用空調システムの構成は第１実施形態と同一であり、その制御内容が異なる。本実施形態における車両用空調システムの制御について図５のフローチャートを用いて説明する。なお、以下の制御は微少時間ごとに繰り返し行われる。
(Second Embodiment)
In the present embodiment, the configuration of the vehicle air conditioning system is the same as that of the first embodiment, and the control content is different. Control of the vehicle air conditioning system in this embodiment will be described with reference to the flowchart of FIG. The following control is repeatedly performed every minute time.
ステップＳ２１、Ｓ２２、Ｓ２５は第１実施形態のステップＳ１１、Ｓ１２、Ｓ１５とそれぞれ同一であり、車室内温度が所定温度より高いか否かを判定して、車室内温度が所定温度より高ければヒートポンプを作動させ、所定温度以下であればヒートポンプの作動を停止して電気ヒータ２６のみで暖房を行う。 Steps S21, S22, and S25 are the same as steps S11, S12, and S15 of the first embodiment, respectively, and it is determined whether the vehicle interior temperature is higher than the predetermined temperature. If the vehicle interior temperature is higher than the predetermined temperature, the heat pump If the temperature is equal to or lower than the predetermined temperature, the operation of the heat pump is stopped and heating is performed only by the electric heater 26.
ステップＳ２３では、除湿暖房が必要であるか否かを判定する。除湿暖房が必要であると判定されるとステップＳ２４へ進み、必要ないと判定されると処理を終了する。除湿暖房が必要であるか否かは、車室内空気の露点温度を算出してフロントガラスに窓曇りが発生するか否かによって判定する。すなわち、車室内の温度と相対湿度に基づいて図４の湿り空気線図を参照することで車室内空気の露点温度を算出し、外気温度とほぼ等しいフロントガラスの温度が車室内空気の露点温度以下であるとき、窓曇りが発生すると判定する。 In step S23, it is determined whether or not dehumidifying heating is necessary. When it is determined that dehumidifying heating is necessary, the process proceeds to step S24, and when it is determined that dehumidifying heating is not necessary, the process ends. Whether or not dehumidifying heating is necessary is determined by calculating the dew point temperature of the passenger compartment air and whether or not window fogging occurs on the windshield. That is, the dew point temperature of the vehicle interior air is calculated by referring to the wet air diagram of FIG. 4 based on the temperature in the vehicle interior and the relative humidity, and the temperature of the windshield that is substantially equal to the outside air temperature is the dew point temperature of the vehicle interior air. When it is below, it is determined that window fogging occurs.
このようにして除湿暖房が必要と判断されると、ステップＳ２４において、エバポレータ６を通過後の空気を一部車室内へ戻す。エバポレータ６を通過後の空気は、図６に示すように、仕切り板２１の下流端に設けられるミックスドア２７を開けることで、流路２３を流れるエバポレータ６通過後の除湿された空気の一部を流路２２を流れる空気と混合させ、車室内へと戻される。 When it is determined that dehumidifying heating is necessary in this way, in step S24, the air after passing through the evaporator 6 is partially returned to the passenger compartment. As shown in FIG. 6, the air after passing through the evaporator 6 is a part of the dehumidified air after passing through the evaporator 6 flowing through the flow path 23 by opening the mix door 27 provided at the downstream end of the partition plate 21. Is mixed with the air flowing through the flow path 22 and returned to the passenger compartment.
以上のように本実施形態では、第１実施形態と同様に、ヒートポンプを作動させるか否かを車室内の温度によって判定するので、外気温度が極低温の場合でも車室内温度が所定温度より高ければヒートポンプを作動させることができ、コンプレッサ２の不具合を防止しながら暖房性能を向上させることができる。また、ヒートポンプの作動する領域が拡大することにより暖房効率を向上させることができる。 As described above, in the present embodiment, as in the first embodiment, whether or not to operate the heat pump is determined based on the temperature in the vehicle interior, so that the vehicle interior temperature can be higher than the predetermined temperature even when the outside air temperature is extremely low. Thus, the heat pump can be operated, and the heating performance can be improved while preventing the compressor 2 from malfunctioning. Moreover, heating efficiency can be improved by expanding the region where the heat pump operates.
また、除湿暖房が必要であるときはエバポレータ６を通過後の空気を一部車室内へと戻すので、エバポレータ６において除湿された空気によって車室内の相対湿度が低下し、窓曇りを防止することができる。なお、除湿暖房が必要になるのは外気温度が１５℃程度であり、コンプレッサ２の負荷が低いときであるので、コンプレッサ２の出力、すなわち暖房性能には余力があり、エバポレータ６において除湿した後の低温の空気を車室内へ導入しても、窓曇りを防止しながら暖房性能を確実に確保することができる。 In addition, when dehumidifying heating is required, part of the air that has passed through the evaporator 6 is returned to the passenger compartment, so that the relative humidity in the passenger compartment is reduced by the air that has been dehumidified in the evaporator 6 and window fogging is prevented. Can do. Note that dehumidifying heating is required when the outside air temperature is about 15 ° C. and the load of the compressor 2 is low. Therefore, the output of the compressor 2, that is, the heating performance has room, and after the evaporator 6 dehumidifies Even if low-temperature air is introduced into the passenger compartment, heating performance can be reliably ensured while preventing window fogging.
（第３実施形態）
本実施形態では、車両用空調システムの構成及び制御が第１実施形態とは異なる。図７は本実施形態における車両用空調システムのシステム構成図である。
(Third embodiment)
In the present embodiment, the configuration and control of the vehicle air conditioning system are different from those in the first embodiment. FIG. 7 is a system configuration diagram of the vehicle air conditioning system in the present embodiment.
ヒートポンプについては第１実施形態と同一の構成であり、コンデンサ３は、冷却水によって冷却される水冷式となる。すなわち、コンデンサ３において冷媒と冷却水との間で熱交換が行われ、冷却水は冷媒によって加熱される。 About a heat pump, it is the same structure as 1st Embodiment, and the capacitor | condenser 3 becomes a water cooling type cooled with cooling water. In other words, heat is exchanged between the refrigerant and the cooling water in the condenser 3, and the cooling water is heated by the refrigerant.
コンデンサ３において冷媒を冷却する冷却水の循環経路３０には、ポンプ３１、コンデンサ３、電気ヒータ３２及びヒータコア３３が順に接続される。 A pump 31, a condenser 3, an electric heater 32, and a heater core 33 are sequentially connected to a cooling water circulation path 30 for cooling the refrigerant in the condenser 3.
ポンプ３１は、冷却水を循環経路３０内に循環させるために吸入した冷却水を加圧して圧送する。 The pump 31 pressurizes and pumps the sucked cooling water to circulate the cooling water in the circulation path 30.
電気ヒータ３２は、コンデンサ３の下流側に設けられ、通電することで発熱して冷却水を加熱する。 The electric heater 32 is provided on the downstream side of the capacitor 3 and generates heat when energized to heat the cooling water.
ヒータコア３３は、冷却水とヒータコア３３を通過する空気とを熱交換させることで、ヒータコア３３を通過する空気を加熱する。 The heater core 33 heats the air passing through the heater core 33 by exchanging heat between the cooling water and the air passing through the heater core 33.
車両用空調システムは以上のように構成され、電気ヒータ３２をオンにしてコンデンサ３によって加熱された冷却水をさらに加熱する。これにより高温となった冷却水がヒータコア３３を流れることでヒータコア３３を通過する空気が加熱され、車室内に温風を取り入れることができる。 The vehicle air conditioning system is configured as described above, and the electric heater 32 is turned on to further heat the cooling water heated by the condenser 3. As a result, the high-temperature cooling water flows through the heater core 33, whereby the air passing through the heater core 33 is heated, and hot air can be taken into the passenger compartment.
図８は、本実施形態における車両用空調システムの空調ダクト２０の構成を示す概略構成図である。空調ダクト２０の構成は第１実施形態と同様であるが、本実施形態の空調ダクト２０には図２のコンデンサ３の代わりにヒータコア３３が設けられる。これにより、ブロアファン２４によって車室外から導入された空気を、ヒータコア３３によって加熱して車室内へと送風する。また、第１及び第２実施形態において使用した電気ヒータ２６は本実施形態では設けられておらず、ヒータの作動が必要な場合には冷却水の循環経路３０中に設けられる電気ヒータ３２を作動させる。 FIG. 8 is a schematic configuration diagram showing the configuration of the air conditioning duct 20 of the vehicle air conditioning system in the present embodiment. The configuration of the air conditioning duct 20 is the same as that of the first embodiment, but the air conditioning duct 20 of the present embodiment is provided with a heater core 33 instead of the capacitor 3 of FIG. Thereby, the air introduced from the outside of the passenger compartment by the blower fan 24 is heated by the heater core 33 and blown into the passenger compartment. In addition, the electric heater 26 used in the first and second embodiments is not provided in this embodiment, and the electric heater 32 provided in the cooling water circulation path 30 is operated when the heater needs to be operated. Let
次に本実施形態における車両用空調システムの制御について図９のフローチャートを用いて説明する。なお、以下の制御は微少時間ごとに繰り返し行われる。 Next, control of the vehicle air conditioning system in the present embodiment will be described with reference to the flowchart of FIG. The following control is repeatedly performed every minute time.
ステップＳ３１、Ｓ３２、Ｓ３６は第１実施形態のステップＳ１１、Ｓ１２、Ｓ１５とそれぞれ同一であり、車室内温度が所定温度より高いか否かを判定して、車室内温度が所定温度より高ければヒートポンプを作動させ、所定温度以下であればヒートポンプの作動を停止して電気ヒータ３２のみで暖房を行う。 Steps S31, S32, and S36 are the same as steps S11, S12, and S15 of the first embodiment, respectively, and it is determined whether the vehicle interior temperature is higher than the predetermined temperature. If the vehicle interior temperature is higher than the predetermined temperature, the heat pump If the temperature is equal to or lower than a predetermined temperature, the operation of the heat pump is stopped and heating is performed only by the electric heater 32.
ステップＳ３３では、冷媒温度から冷却水温度を減算した値が所定値より小さいか否かを判定する。所定値より小さければステップＳ３５へ進んで電気ヒータ３２を停止し、所定値以上であればステップＳ３４へ進んで電気ヒータ３２を作動させる。所定値は、コンデンサ３における冷媒と冷却水との熱交換効率を維持するのに必要な冷媒と冷却水との温度差の最低値に設定される。 In step S33, it is determined whether or not a value obtained by subtracting the coolant temperature from the refrigerant temperature is smaller than a predetermined value. If smaller than a predetermined value, it will progress to step S35 and will stop the electric heater 32, and if it is more than a predetermined value, it will progress to step S34 and will operate the electric heater 32. The predetermined value is set to the lowest value of the temperature difference between the refrigerant and the cooling water necessary for maintaining the heat exchange efficiency between the refrigerant and the cooling water in the condenser 3.
冷媒温度から冷却水温度を減算した値が所定値より小さい場合とは、電気ヒータ３２の作動によって冷却水の温度が上昇して冷媒温度との差が小さくなった場合であり、これ以上温度差が小さくなると冷却水と冷媒との間の熱交換効率が低下するので、電気ヒータ３２の作動を停止させ熱交換効率の低下を防止する。すなわち、上記制御によって冷媒温度が冷却水温度より常に所定値以上高くなるように電気ヒータ３２の作動を制御している。 The case where the value obtained by subtracting the cooling water temperature from the refrigerant temperature is smaller than the predetermined value is a case where the temperature of the cooling water rises due to the operation of the electric heater 32 and the difference from the refrigerant temperature becomes small. When becomes smaller, the heat exchange efficiency between the cooling water and the refrigerant is lowered, so that the operation of the electric heater 32 is stopped to prevent the heat exchange efficiency from being lowered. That is, the operation of the electric heater 32 is controlled by the above control so that the coolant temperature is always higher than the coolant temperature by a predetermined value or more.
以上のように本実施形態では、第１実施形態と同様に、ヒートポンプを作動させるか否かを車室内の温度によって判定するので、外気温度が極低温の場合でも車室内温度が所定温度より高ければヒートポンプを作動させることができ、コンプレッサ２の不具合を防止しながら暖房性能を向上させることができる。また、ヒートポンプの作動する領域が拡大することにより暖房効率を向上させることができる。 As described above, in the present embodiment, as in the first embodiment, whether or not to operate the heat pump is determined based on the temperature in the vehicle interior, so that the vehicle interior temperature can be higher than the predetermined temperature even when the outside air temperature is extremely low. Thus, the heat pump can be operated, and the heating performance can be improved while preventing the compressor 2 from malfunctioning. Moreover, heating efficiency can be improved by expanding the region where the heat pump operates.
また、冷媒温度から冷却水温度を減算した値が所定値未満となったとき、電気ヒータ３２を停止するので、冷却水温度が上昇しすぎて冷媒温度との差が小さくなることにより、冷却水と冷媒との熱交換効率が低下することを防止できる。さらに、電気ヒータ３２よりヒートポンプを優先的に作動させることができ、暖房効率を向上させることができる。 In addition, when the value obtained by subtracting the cooling water temperature from the refrigerant temperature becomes less than the predetermined value, the electric heater 32 is stopped. Therefore, the cooling water temperature rises too much and the difference from the refrigerant temperature becomes small. It can prevent that the heat exchange efficiency with a refrigerant | coolant falls. Furthermore, the heat pump can be operated with priority over the electric heater 32, and the heating efficiency can be improved.
以上説明した実施形態に限定されることなく、その技術的思想の範囲内において種々の変形や変更が可能である。 The present invention is not limited to the embodiment described above, and various modifications and changes can be made within the scope of the technical idea.
例えば、第１〜第３実施形態ではヒータとして電気ヒータ２６、３２を使用しているが、燃焼式ヒータなどを用いても同様の作用効果を得ることができる。 For example, although the electric heaters 26 and 32 are used as the heaters in the first to third embodiments, similar effects can be obtained even if a combustion heater or the like is used.
また、流路２２には外気を導入しているが、車室内の空気を一部導入してもよい。これにより、暖房効率をさらに向上させることができる。 Moreover, although the outside air is introduced into the flow path 22, a part of the air in the vehicle interior may be introduced. Thereby, heating efficiency can further be improved.
さらに、第３実施形態では冷媒温度から冷却水温度を減算した値が所定値以上となるように電気ヒータ３２の作動及び停止を切り換えているが、これに代えて、又はこれと併せてヒートポンプのコンプレッサ２の出力を制御してもよい。 Furthermore, in the third embodiment, the operation and stop of the electric heater 32 are switched so that the value obtained by subtracting the cooling water temperature from the refrigerant temperature is equal to or higher than a predetermined value, but instead of or in combination with this, The output of the compressor 2 may be controlled.
さらに、第１〜第３実施形態を適宜組み合わせて暖房運転を行うことも可能である。 Furthermore, it is also possible to perform the heating operation by appropriately combining the first to third embodiments.
１ 循環経路
２ コンプレッサ
３ コンデンサ
４ リキッドタンク
５ 膨張弁
６ エバポレータ
２０ 空調ダクト
２１ 仕切り板
２２、２３ 流路
２４、２５ ブロアファン
２６ 電気ヒータ
２７ ミックスドア
３０ 循環経路
３１ ポンプ
３２ 電気ヒータ
３３ ヒータコア
DESCRIPTION OF SYMBOLS 1 Circulation path 2 Compressor 3 Capacitor 4 Liquid tank 5 Expansion valve 6 Evaporator 20 Air conditioning duct 21 Partition plate 22, 23 Flow path 24, 25 Blower fan 26 Electric heater 27 Mix door 30 Circulation path 31 Pump 32 Electric heater 33 Heater core
Claims (6)
車室外から導入される外気を、前記コンデンサ（３）によって加熱して車室内へと導入する外気導入手段（２２、２４）と、
車室内から排出される内気を、前記エバポレータ（６）によって熱を回収して車室外へと排出する内気排出手段（２３、２５）と、
車室内温度が所定温度より低いとき、前記コンプレッサ（２）の作動を停止させるコンプレッサ停止手段とを備えることを特徴とする車両用空調システム。 In the circulation path (1) of the first refrigerant, the compressor (2) that compresses the first refrigerant, the capacitor (3) that dissipates heat of the first refrigerant, and the first refrigerant are expanded. An air conditioning system for a vehicle comprising in order an expansion means (5) for causing the first refrigerant to absorb heat and an evaporator (6) for absorbing heat;
Outside air introducing means (22, 24) for heating outside air introduced from outside the vehicle compartment by the condenser (3) and introducing it into the vehicle interior;
Inside air exhausting means (23, 25) for recovering heat from the inside of the passenger compartment by recovering heat by the evaporator (6) and exhausting it outside the passenger compartment;
An air conditioning system for a vehicle, comprising: a compressor stopping unit that stops the operation of the compressor (2) when the temperature in the passenger compartment is lower than a predetermined temperature.
車室内温度が所定温度より低いとき、前記第１のヒータ（２６）によって外気を加熱することを特徴とする請求項１に記載の車両用空調システム。 A first heater (26) for heating the outside air introduced into the passenger compartment by the outside air introduction means (22, 24);
2. The vehicle air conditioning system according to claim 1, wherein when the passenger compartment temperature is lower than a predetermined temperature, the outside air is heated by the first heater.
前記エバポレータ（６）の温度が前記露点温度近傍であって前記露点温度より高い温度となるように前記コンプレッサ（２）の出力を制御するコンプレッサ制御手段と、
を備えることを特徴とする請求項１から３までのいずれか１項に記載の車両用空調システム。 Dew point temperature calculating means for calculating the dew point temperature of the air in the passenger compartment;
Compressor control means for controlling the output of the compressor (2) so that the temperature of the evaporator (6) is near the dew point temperature and higher than the dew point temperature;
The vehicle air conditioning system according to any one of claims 1 to 3, further comprising:
除湿暖房が必要と判定されたとき、前記内気排出手段（２３、２５）によって熱を回収した後の空気の一部を車室内へ戻す排出空気還流手段（２７）と、
を備えることを特徴とする請求項１から３までのいずれか１項に記載の車両用空調システム。 Dehumidifying and heating determining means for determining whether or not dehumidifying heating is required;
When it is determined that dehumidifying heating is necessary, exhaust air recirculation means (27) for returning a part of the air after recovering heat by the inside air discharge means (23, 25) to the vehicle interior;
The vehicle air conditioning system according to any one of claims 1 to 3, further comprising:
前記外気導入手段（２２、２４）は、車室外から導入される外気を、前記ヒータコア（３３）によって加熱して車室内へと導入し、
車室内温度が所定温度以上であるとき、前記第２の冷媒の温度が前記第１の冷媒の温度より低くなるように前記第２のヒータ（３２）の出力を制御するヒータ制御手段を備えることを特徴とする請求項１から５までのいずれか１項に記載の車両用空調システム。 A pump (31) that circulates the second refrigerant in a circulation path (30) of the second refrigerant that absorbs heat radiated from the condenser (3), and a second that heats the second refrigerant. Heater (32), and a heater core (33) for radiating the heat of the second refrigerant,
The outside air introducing means (22, 24) heats outside air introduced from outside the vehicle compartment by the heater core (33) and introduces it into the vehicle interior,
Heater control means for controlling the output of the second heater (32) so that the temperature of the second refrigerant is lower than the temperature of the first refrigerant when the vehicle interior temperature is equal to or higher than a predetermined temperature; The vehicular air conditioning system according to any one of claims 1 to 5.
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| JPH10100662A (en) * | 1996-09-25 | 1998-04-21 | Calsonic Corp | Air conditioner for automobile |
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| JP2002098430A (en) * | 2000-07-21 | 2002-04-05 | Nippon Soken Inc | Heat pump cycle |
| JP2003063236A (en) * | 2001-08-27 | 2003-03-05 | Denso Corp | Air conditioner for vehicle |
| JP2004198027A (en) * | 2002-12-18 | 2004-07-15 | Denso Corp | Vapor compression type refrigerator |
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102278794A (en) * | 2010-06-10 | 2011-12-14 | 夏普株式会社 | Air conditioning device |
| JP2011257079A (en) * | 2010-06-10 | 2011-12-22 | Sharp Corp | Air conditioning device |
| EP2402186A2 (en) | 2010-07-02 | 2012-01-04 | Calsonic Kansei Corporation | Electric Compressor Controller |
| EP2402186A3 (en) * | 2010-07-02 | 2013-02-20 | Calsonic Kansei Corporation | Electric Compressor Controller |
| US8786227B2 (en) | 2010-07-02 | 2014-07-22 | Calsonic Kansei Corporation | Electric compressor controller |
| KR101459880B1 (en) * | 2013-02-18 | 2014-11-07 | 현대자동차주식회사 | Control method for heat pump system of electric vehicle |
| US9963010B2 (en) | 2014-04-08 | 2018-05-08 | Hanon Systems | Air conditioning system for an automobile |
| WO2017077811A1 (en) * | 2015-11-03 | 2017-05-11 | 株式会社デンソー | Air current control system |
| JPWO2017077811A1 (en) * | 2015-11-03 | 2018-03-01 | 株式会社デンソー | Airflow control system |
| US10946720B2 (en) | 2015-11-03 | 2021-03-16 | Denso Corporation | Airflow control system |
| CN110481274A (en) * | 2019-08-29 | 2019-11-22 | 顾美红 | A kind of vehicle air circulatory system |
| CN114094139A (en) * | 2022-01-18 | 2022-02-25 | 武汉海亿新能源科技有限公司 | Fuel cell system with multi-level thermal management control |
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| JP5006697B2 (en) | 2012-08-22 |
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