JP2011005983A - Air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enhance practical use of an air conditioner for a vehicle for dehumidifying by a heat pump cycle.SOLUTION: The air conditioner for the vehicle includes: a vapor compression type refrigerating cycle 10 structured capable of switching between a heat pump cycle without dehumidifying for heating blown air blown into a vehicle cabin without dehumidifying it and a heat pump cycle with dehumidifying for dehumidifying and heating the blown air; a window glass surface relative humidity detection means 45 for detecting a detection value required to calculate a window glass surface relative humidity; and a control means 50 for executing switching control between the heat pump cycle without dehumidifying and the heat pump cycle with dehumidifying. The control means 50 selects the heat pump cycle without dehumidifying when the window glass surface relative humidity is lower than a predetermined threshold value and selects the heat pump cycle with dehumidifying when the window glass surface relative humidity is higher than the predetermined threshold value.

Description

  The present invention relates to a vehicle air conditioner including a vapor compression refrigeration cycle.

  Conventionally, in a vehicle air conditioner that is applied to a normal vehicle that obtains driving force for traveling from an internal combustion engine (engine) only, cold air that has been cooled and dehumidified by an evaporator during anti-fogging operation to prevent fogging of the window glass Is generally reheated and blown out with a heater core using engine coolant as a heat source.

  On the other hand, in a so-called hybrid vehicle that obtains driving force for driving a vehicle from an internal combustion engine (engine) and a driving electric motor, the driving force for driving only from the driving electric motor if the remaining battery capacity is sufficient. You can drive to get.

  For this reason, in hybrid vehicles, even when high-temperature engine cooling water is required to reheat the cold air that has been cooled and dehumidified by the evaporator during the anti-fogging operation using the heater core, if the engine is stopped, Since the water temperature rises only to about 40 ° C., the cooled and dehumidified cold air cannot be sufficiently reheated by the heater core.

  In this regard, Patent Document 1 describes a vehicle air conditioner that can perform dehumidification heating only with a vapor compression refrigeration cycle. In this prior art, the refrigerant circuit of the vapor compression refrigeration cycle can be switched to four operation modes: a cooling mode, a heating mode, a high temperature dehumidification mode, and a low temperature dehumidification mode. According to this, even when the engine coolant temperature is low, the cooled and dehumidified cold air can be reheated and blown out.

  Patent Document 1 describes that the possibility of window fogging is estimated based on the outside air temperature and the target blown air temperature TAO, and the dehumidifying capacity is adjusted by switching the operation mode according to the estimated possibility of window fogging. Has been.

JP 7-32871 A

  However, the vehicle air conditioner that performs dehumidification by the heat pump cycle as in the prior art of Patent Document 1 has various problems in practicality.

  For example, when dehumidification is performed in a heat pump cycle, heat is absorbed from the blown air by the indoor evaporator, and accordingly, the heat absorption capability of the outdoor heat exchanger is reduced and the heating capability is reduced. Such a decrease in heating capacity leads to an increase in the power of the vapor compression refrigeration cycle, which in turn leads to a deterioration in vehicle fuel consumption, which is a major practical problem especially in hybrid vehicles where vehicle fuel consumption is regarded as important. End up.

  Moreover, in the prior art of patent document 1, since the possibility of window fogging is estimated by the outside air temperature and the target blown air temperature TAO, there is a problem that the fuel consumption is further deteriorated.

  That is, since the ease of fogging of the window greatly depends on the weather, the number of passengers, the vehicle speed, and the like, the method of determining the possibility of window fogging based on the outside air temperature and TAO as in the prior art of Patent Document 1 Since the determination accuracy of the possibility is reduced and dehumidification heating is performed when it is not necessary, the fuel consumption is further deteriorated.

  In view of the above points, the first object of the present invention is to improve the practicality of a vehicle air conditioner that performs dehumidification in a heat pump cycle.

  The second object of the present invention is to save power in the vapor compression refrigeration cycle.

In order to achieve the above object, according to the first aspect of the present invention, a dehumidification-free heat pump cycle that heats the blown air blown into the vehicle interior without dehumidifying and a dehumidified heat pump cycle that dehumidifies and heats the blown air. A vapor compression refrigeration cycle (10) configured to be switchable;
Window glass surface relative humidity detection means (45) for detecting a detection value necessary for calculating the window glass surface relative humidity;
Control means (50) for performing switching control between a heat pump cycle without dehumidification and a heat pump cycle with dehumidification,
The control means (50) selects a heat pump cycle without dehumidification when the window glass surface relative humidity is lower than a predetermined threshold, and selects a heat pump cycle with dehumidification when the window glass surface relative humidity is higher than a predetermined threshold. Features.

  According to this, since the heat pump cycle with dehumidification and the heat pump cycle with dehumidification are switched according to the relative humidity on the window glass surface with excellent accuracy as an indicator of the possibility of window fogging, the above-mentioned judgment accuracy of window fogging is inferior. Compared with the prior art of Patent Document 1, it is possible to suppress dehumidification in a heat pump cycle with dehumidification when not necessary.

  For this reason, since the power saving of the vapor compression refrigeration cycle (10) can be achieved as compared with the prior art of Patent Document 1, the vehicle fuel consumption can be improved, and the practicality can be improved.

  According to a second aspect of the present invention, in the vehicle air conditioner according to the first aspect of the present invention, the control means (50) performs vapor compression during power saving operation in which priority is given to power saving of the vapor compression refrigeration cycle (10). The predetermined threshold value is made larger than that in the normal operation in which priority is given to the dehumidifying capacity of the refrigeration cycle (10).

  According to this, at the time of the power saving operation that gives priority to the power saving of the vapor compression refrigeration cycle (10), the frequency of the heat pump cycle with dehumidification becomes higher than the normal operation that gives priority to the dehumidification capability of the vapor compression refrigeration cycle (10). Becomes lower and the frequency of the heat pump cycle without dehumidification increases. For this reason, at the time of power saving operation, further power saving of the vapor compression refrigeration cycle can be achieved.

In the invention according to claim 3, steam configured to be switchable between a heat pump cycle without dehumidification that heats the blown air blown into the vehicle interior without dehumidification and a heat pump cycle with dehumidification that dehumidifies and heats the blown air. A compression refrigeration cycle (10);
A casing (31) forming an air passage for the blown air;
An inside / outside air switching box (40) in which an inside air introduction port (40a) for introducing inside air into the casing (31) and an outside air introduction port (40b) for introducing outside air into the casing (31) are formed;
An inside / outside air switching door (40c) for opening and closing the inside air introduction port (40a) and the outside air introduction port (40b);
A suction port mode switch (60b) for setting an inside air mode in which the inside / outside air switching door (40c) fully opens the inside air introduction port (40a) and fully closes the outside air introduction port (40b) by the operation of the occupant;
Control means (50) for performing switching control between a heat pump cycle without dehumidification and a heat pump cycle with dehumidification,
The control means (50) selects the heat pump cycle with dehumidification when the inside air mode is set by the suction port mode switch (60b).

  By the way, in the vehicle air conditioner configured to be able to set the inside air mode in which the inside air is introduced and the outside air is not introduced, the humidity in the vehicle compartment rises in a short time in the inside air mode, and the window glass tends to become cloudy. In particular, when the vehicle is traveling at high speed, since the window glass is cooled by the traveling wind, there is a high possibility that the window glass will suddenly become cloudy, resulting in a problem in operation.

  On the other hand, according to the invention of claim 3, since the heat pump cycle with dehumidification is selected when the inside air mode is set by the suction port mode switch (60b), the dehumidification capability is achieved with the heat pump cycle with dehumidification in the inside air mode. The anti-fogging property can be ensured and thus practicality can be improved.

In invention of Claim 4, it has a compressor (11) which compresses and discharges a refrigerant | coolant, Dehumidification heat pump cycle which heats without blowing the blowing air blown into a vehicle interior, and dehumidifies blowing air And a vapor compression refrigeration cycle (10) configured to be switchable to a heat pump cycle with dehumidification to be heated,
Heating means (36) for heating the blown air using the cooling water of the internal combustion engine (EG) as a heat source;
Control means (50) for determining the number of rotations of the compressor (11) and performing switching control between a heat pump cycle without dehumidification and a heat pump cycle with dehumidification,
The control means (50) is characterized in that when the heat pump cycle without dehumidification is selected and the temperature of the cooling water is higher than a predetermined temperature, the rotational speed of the compressor (11) is corrected to decrease.

  By the way, when the heat pump cycle without dehumidification is selected, the heating capacity of the heat pump cycle without dehumidification can be reduced by reducing the rotation speed of the compressor (11) in order to save power in the vapor compression refrigeration cycle (10). There is a practical problem that the sensation of the occupant is impaired due to the decrease.

  On the other hand, according to the invention of claim 4, when the heat pump cycle without dehumidification is selected and the temperature of the cooling water is higher than the predetermined temperature, the rotational speed of the compressor (11) is corrected to decrease, so that the compression Even if the rotation speed of the machine (11) is lowered and the heating capacity of the heat pump cycle without dehumidification is lowered, the heating capacity can be supplemented by the heating means (36) using cooling water as a heat source.

  For this reason, power saving of the vapor compression refrigeration cycle (10) can be achieved while suppressing a decrease in heating capacity, and thus practicality can be improved.

  Incidentally, if the rotational speed of the compressor (11) is corrected to decrease when the heat pump cycle with dehumidification is selected, the practical inconvenience that the dehumidification ability of the heat pump cycle without dehumidification is lowered and the anti-fogging property is lowered. Will occur.

  Therefore, when the heat pump cycle with dehumidification is selected, the dehumidification capability of the heat pump cycle without dehumidification can be achieved by not reducing and correcting the rotation speed of the compressor (11) even if the temperature of the cooling water is higher than the predetermined temperature. Since it can ensure and anti-fogging property can be ensured, practicality can be improved more.

In invention of Claim 5, the indoor evaporator (26) which cools the ventilation air ventilated into a vehicle interior with a refrigerant | coolant, the indoor condenser (12) which heats ventilation air with a refrigerant | coolant, the air outside a vehicle interior, It has an outdoor heat exchanger (16) for exchanging heat with the refrigerant, and can be switched between a cooler cycle for cooling the blown air blown into the vehicle interior and a heat pump cycle with dehumidification for dehumidifying and heating the blown air Vapor compression refrigeration cycle (10),
Heating means (36) for heating the blown air using a heat source other than the refrigerant;
Control means (50) for performing switching control between the cooler cycle and the heat pump cycle with dehumidification,
When the control means (50) determines that the heat radiation of the indoor condenser (12) is hindered by the heat radiation of the heating means (36) when the heat pump cycle with dehumidification is selected, the control means (50) starts the cooler cycle from the heat pump cycle with dehumidification. It is characterized by switching to.

  By the way, in the structure which heats blowing air with an indoor condenser (12) and a heating means (36), when the temperature of a heating means (36) becomes high when the heat pump cycle with dehumidification is selected, a heating means (36 ) Will prevent the indoor condenser (12) from radiating heat.

  Thus, if the heat radiation of the indoor condenser (12) is hindered, there is a practical problem that the refrigerant flow rate of the heat pump cycle with dehumidification is lowered and the dehumidifying capacity is lowered, and as a result, the antifogging property is lowered. is there.

  On the other hand, according to the invention of claim 5, when it is determined that the heat radiation of the indoor condenser (12) is hindered by the heat radiation of the heating means (36) when the heat pump cycle with dehumidification is selected, Since the heat pump cycle with dehumidification is switched from the cooler cycle to the cooler cycle, the dehumidifying ability can be exhibited in the cooler cycle. For this reason, anti-fogging property can be ensured and by extension, practicality can be improved.

In invention of Claim 6, in the vehicle air conditioner of Claim 5,
Even when the control means (50) determines that the heat radiation of the indoor condenser (12) is hindered by the heat radiation of the heating means (36) when the heat pump cycle with dehumidification is selected, When it is determined that the possibility is low, the heat pump cycle with dehumidification is continued without switching to the cooler cycle.

  By the way, when switching from the heat pump cycle with dehumidification to the cooler cycle as in the invention of claim 5, there may be a problem such as a decrease in the blown air temperature, so the frequency of switching from the heat pump cycle with dehumidification to the cooler cycle is reduced. Is practically preferable.

  In view of this point, in the invention of claim 6, when the heat pump cycle with dehumidification is selected, it is when it is determined that the heat radiation of the indoor condenser (12) is hindered by the heat radiation of the heating means (36). However, when it is determined that the possibility of window fogging is low, the heat pump cycle with dehumidification is continued without switching to the cooler cycle, so the dehumidification capability is not required even if the dehumidification capability of the heat pump cycle with dehumidification is reduced. Sometimes it is possible not to switch to a cooler cycle.

  For this reason, since the frequency of switching from the heat pump cycle with dehumidification to the cooler cycle can be reduced, the practicality can be further improved.

  According to a seventh aspect of the present invention, in the vehicle air conditioner according to any one of the fifth or sixth aspects, the control means (50) is configured such that when the heat pump cycle with dehumidification is selected, the indoor condenser When it is determined that the heat radiation of (12) may be hindered by the heat radiation of the heating means (36), the heat radiation amount of the heating means (36) is increased.

  According to this, compared with the case where the heat radiation amount of the heating means (36) is not increased, the blown air temperature when switching from the heat pump cycle with dehumidification to the cooler cycle can be increased. When switching to a cycle, it can suppress that blowing air temperature falls, and can improve practicality by extension.

The invention according to claim 8 includes an indoor evaporator (26) that cools the blown air blown into the vehicle interior with a refrigerant, and an indoor condenser (12) that heats the blown air with the refrigerant. A vapor compression refrigeration cycle (10) constituting a heat pump cycle with dehumidification for dehumidifying and heating
Heating means (36) for heating the blown air using a heat source other than the refrigerant;
Control means (50) for controlling the temperature of the heating means (36),
When it is determined that the heat radiation of the indoor condenser (12) is hindered by the heat radiation of the heating means (36), the control means (50) reduces the temperature of the heating means (36).

  According to this, when it is determined that the heat radiation of the indoor condenser (12) is hindered by the heat radiation of the heating means (36), the temperature of the heating means (36) is lowered. It can be avoided that the heat dissipation of the vessel (12) is hindered. For this reason, since the dehumidification capability of the heat pump cycle with dehumidification can be secured and the antifogging property can be secured, the practicality can be improved.

  In the invention according to claim 9, in the vehicle air conditioner according to claim 8, the control means (50) determines that the heat radiation of the indoor condenser (12) is hindered by the heat radiation of the heating means (36). Even when it is determined that the possibility of window fogging is low, the temperature of the heating means (36) is maintained without being lowered.

  By the way, if the temperature of the heating means (36) is lowered as in the invention of claim 8, there is a disadvantage that the heating capacity is lowered. Therefore, it is practically preferable to reduce the frequency of lowering the temperature of the heating means (36). .

  In view of this point, the invention of claim 9 determines that the possibility of window fogging is low even when it is determined that the heat radiation of the indoor condenser (12) is hindered by the heat radiation of the heating means (36). When this is done, since the temperature of the heating means (36) is maintained without lowering, even if the heat removal from the indoor condenser (12) is hindered and the dehumidifying capacity is lowered, the heating means (36) is not needed. The temperature of (36) can be prevented from being lowered. For this reason, since the frequency which reduces the temperature of a heating means (36) can be decreased, utility can be improved more.

In invention of Claim 10, the compressor (11) which compresses and discharges a refrigerant | coolant, the indoor evaporator (26) which cools the ventilation air ventilated into a vehicle interior with a refrigerant | coolant, and heats ventilation air with a refrigerant | coolant A vapor compression refrigeration cycle (10) that constitutes a heat pump cycle with dehumidification for dehumidifying and heating the blown air,
Heating means (36) for heating the blown air using a heat source other than the refrigerant;
Control means (50) for determining the rotational speed of the compressor (11),
The control means (50) is characterized in that when it is determined that the heat radiation of the indoor condenser (12) is hindered by the heat radiation of the heating means (36), the rotational speed of the compressor (11) is increased.

  According to this, when it is determined that the heat radiation of the indoor condenser (12) is hindered by the heat radiation of the heating means (36), the rotational speed of the compressor (11) is corrected to increase, so the temperature of the indoor condenser (12) Can be increased.

  For this reason, since it can avoid that the heat radiation of a indoor condenser (12) is prevented by the heat radiation of a heating means (36), the dehumidification capability of a heat pump cycle with a dehumidification can be ensured. As a result, anti-fogging properties can be ensured, so that practicality can be improved.

According to an eleventh aspect of the present invention, in the vehicle air conditioner according to the tenth aspect, the air volume ratio between the cold air cooled by the indoor evaporator (26) and the hot air heated by the indoor condenser (12). And a temperature adjusting means (38) for adjusting the temperature of the blown air blown into the vehicle interior,
The control means (50) controls the temperature adjusting means (38) so that the temperature of the blown air blown into the passenger compartment becomes the target blowing temperature,
Further, the control means (50) adjusts the temperature so that when the rotational speed of the compressor (11) is increased and corrected, the air volume ratio of the cold air increases as compared with the case where the rotational speed of the compressor (11) is not corrected and increased. The adjusting means (38) is controlled.

  By the way, if the number of rotations of the compressor (11) is increased and the temperature of the indoor condenser (12) is increased as in the invention of claim 10, the temperature of the blown air blown into the passenger compartment becomes too high and the target blowout is performed. There is a practical inconvenience such as exceeding the temperature.

  In view of this point, in the invention of claim 11, when the rotational speed of the compressor (11) is increased and corrected, the air volume ratio of the cold air is increased as compared with the case where the rotational speed of the compressor (11) is not corrected and increased. Therefore, it can suppress that the temperature of the ventilation air ventilated into a vehicle interior becomes too high, and exceeds target blowing temperature, and can improve practicality by extension.

In invention of Claim 12, the indoor evaporator (26) which cools the ventilation air ventilated into a vehicle interior with a refrigerant | coolant, and the refrigerant circuit switching means (13, 17, 20, 21, 24) which switch the flow of a refrigerant | coolant A vapor compression refrigeration cycle (10) having:
A casing (31) forming an air passage for the blown air;
An air volume ratio changing means (40c) for adjusting an air volume ratio between the inside air and the outside air introduced into the casing (31);
Control means (50) for controlling the refrigerant circuit switching means and determining the air volume ratio between the inside air and the outside air,
The control means (50) is characterized in that when it is determined that the refrigerant circuit switching means is out of order, the air volume ratio of the outside air is set to a predetermined ratio or more.

  By the way, a vapor compression refrigeration having an indoor evaporator (26) that cools the blown air blown into the passenger compartment with a refrigerant, and refrigerant circuit switching means (13, 17, 20, 21, 24) that switches the flow of the refrigerant. In the cycle (10), if the refrigerant circuit switching means fails, the refrigerant flow rate to the indoor evaporator (26) decreases, so that there is a practical problem that the dehumidifying ability is reduced and the anti-fogging property is reduced. .

  On the other hand, according to the twelfth aspect of the invention, when it is determined that the refrigerant circuit switching means is out of order, the air volume ratio of the outside air is set to a predetermined ratio or more, so the amount of dry outside air introduced is increased. Thus, the humidity in the passenger compartment can be kept low. For this reason, the fall of the anti-fogging property accompanying the failure of a refrigerant circuit switching means can be suppressed, and by extension, practicality can be improved.

In the invention according to claim 13, a casing (31) that forms an air passage for blown air that is blown into the vehicle interior;
An inside / outside air switching box (40) in which an inside air introduction port (40a) for introducing inside air into the casing (31) and an outside air introduction port (40b) for introducing outside air into the casing (31) are formed;
An inside / outside air switching door (40c) for opening and closing the inside air introduction port (40a) and the outside air introduction port (40b);
A suction port mode switch (60b) for setting an inside air mode in which the inside / outside air switching door (40c) fully opens the inside air introduction port (40a) and fully closes the outside air introduction port (40b) by the operation of the occupant;
A foot outlet (42) that is formed in the casing (31) and blows out the air to the feet of the occupant;
A defroster outlet (43) that is formed in the casing (31) and blows out the blown air toward the vehicle window glass;
Outlet mode switching means (42a, 43a) for adjusting the opening area of the foot outlet (42) and the opening area of the defroster outlet (43);
Control means (50) for controlling the air outlet mode switching means (42a, 43a) to switch the air outlet mode,
The blowout port mode is a defogging mode in which the air volume ratio of the blown air blown from at least the foot blowout port (42) and the defroster blowout port (43) is higher than the foot mode.
When the possibility of window fogging is higher than a predetermined threshold, the control means (50) switches from the foot mode to the anti-fogging mode,
Furthermore, the control means (50) sets the predetermined threshold value to a lower value than when the inside air mode is not set when the inside air mode is set by the suction port mode switch (60b). Features.

  By the way, as described above, there is a practical problem that the humidity in the passenger compartment increases in a short time in the inside air mode, and the window glass tends to become cloudy.

  On the other hand, according to the invention of claim 13, when the possibility of window fogging is higher than a predetermined threshold, the foot mode is switched to the anti-fogging mode, and the inside air mode is switched by the suction port mode switch (60b). When set, the predetermined threshold is set to a lower value than when the inside air mode is not set. Therefore, when the inside air mode is set, the anti-fogging mode is switched earlier than when the inside air mode is not set. be able to.

  For this reason, even at the time of inside air mode, the window glass can be hardly fogged, and as a result, practicality can be improved.

In a fourteenth aspect of the present invention, the vapor compression refrigeration cycle includes a compressor (11) that compresses and discharges the refrigerant, and an indoor evaporator (26) that cools the air blown into the passenger compartment with the refrigerant. (10) and
An air conditioner switch (60a) for setting operation / stop of the compressor (11) by an occupant operation;
An outlet mode switch (60c) for setting an anti-fogging mode in which the conditioned air that has passed through the indoor evaporator (26) is blown toward the vehicle window glass, by the operation of the occupant;
Control signals (50) for inputting operation signals from the air conditioner switch (60a) and the outlet mode switch (60c) and outputting a control signal to the compressor (11) are provided.
When the compressor (11) is set to stop by the air conditioner switch (60a), the control means (50) may cause window fogging when the antifogging mode is set by the air outlet mode switch (60c). If it is high, the compressor (11) is operated, and if the possibility of window fogging is low, the compressor (11) is stopped.

  By the way, when the anti-fogging mode is set by the air outlet mode switch (60c), the compressor (11) should be operated to perform dehumidification normally, but depending on the passenger, the air outlet mode switch The antifogging mode may be selected without knowing the operation of (60c) well, or the antifogging mode may be selected in order to warm the surroundings of the face. Some occupants select the anti-fogging mode simply for the purpose of preventing window fogging.

  Therefore, operating the compressor (11) immediately after the antifogging mode is simply set by the outlet mode switch (60c) causes an increase in the power of the vapor compression refrigeration cycle (10), and thus the vehicle. There is a practical problem that the fuel consumption deteriorates.

  On the other hand, according to the invention of claim 14, when the stop of the compressor (11) is set by the air conditioner switch (60a), the anti-fogging mode is set by the air outlet mode switch (60c). In some cases, the compressor (11) is operated if the possibility of window fogging is high, and the compressor (11) is stopped if the possibility of window fogging is low. However, when there is no need for dehumidification, the compressor (11) can be prevented from operating.

  For this reason, since it can suppress that a compressor (11) act | operates more than needed, the power saving of a vapor | steam compression refrigerating cycle (10) can be achieved, and practicality can be improved by extension.

In the invention according to claim 15, a casing (31) that forms an air passage for blown air;
An air volume ratio changing means (40c) for adjusting an air volume ratio between the inside air and the outside air introduced into the casing (31);
An air outlet mode switch (60c) for setting an anti-fogging mode for blowing air to the vehicle window glass by the operation of the occupant;
An operation signal is input from the air outlet mode switch (60c), and a control means (50) for determining the air volume ratio between the inside air and the outside air and outputting a control signal to the air volume ratio changing means (40c),
When at least the inside air is introduced into the casing (31), the control means (50) increases the introduction ratio of the outside air when the anti-fogging mode is set by the air outlet mode switch (60c).
Furthermore, the control means (50) is characterized in that when the possibility of window fogging is low, the amount of increase in the outside air introduction rate is reduced compared to when the possibility of window fogging is high.

  By the way, when the anti-fogging mode is set by the air outlet mode switch (60c), normally, the introduction ratio of outside air should be increased to keep the vehicle interior humidity low. There is a case where the anti-fogging mode is selected without knowing the operation of the mode switch (60c) well, or the anti-fogging mode is selected to warm the face. Some occupants select the anti-fogging mode simply for the purpose of preventing window fogging.

  Therefore, if the occupant selects the anti-fogging mode, increasing the outside air introduction rate immediately leads to a decrease in air-conditioning efficiency (ventilation loss) due to ventilation and intrusion of the odor of the outside air, which in turn leads to vapor compression refrigeration. There is a practical problem that an increase in power of the cycle (10) (deterioration of vehicle fuel consumption) and occupant discomfort are caused.

  In contrast, according to the fifteenth aspect of the present invention, when the possibility of window fogging is low, the amount of increase in the outside air introduction rate is reduced compared to when the possibility of window fogging is high. When it is not necessary to keep the air pressure low, it is possible to suppress the introduction of outside air to suppress the deterioration of the air conditioning efficiency due to ventilation (ventilation loss) and the intrusion of the odor of the outside air.

  For this reason, since introduction of outside air more than necessary can be suppressed, power saving of the vapor compression refrigeration cycle (10) can be achieved, and in addition, inconvenience to passengers can be suppressed, and thus practical use. Can be improved.

  In the present invention, “decreasing the increase amount of the outside air introduction ratio” means “decreasing the increase amount of the outside air introduction ratio”.

In invention of Claim 16, refrigerant circuit switching which switches the compressor (11) which compresses and discharges a refrigerant | coolant, the cooler cycle which cools the ventilation air ventilated into a vehicle interior, and the heat pump cycle which heats ventilation air A vapor compression refrigeration cycle (10) having means (13, 17, 20, 21, 24);
Window glass heating means (37, 47) for heating the vehicle window glass using a heat source other than the refrigerant,
A control means (50) for controlling the compressor (11), the refrigerant circuit switching means and the window glass heating means (37, 47),
The control means (50) temporarily stops the compressor (11) and operates the window glass heating means (37, 47) when controlling the refrigerant circuit switching means to switch from the heat pump cycle to the cooler cycle. Features.

  By the way, when the heat pump cycle is switched to the cooler cycle while the compressor (11) is operated, the refrigerant circuit switching means is in a state where the refrigerant pressure is applied to the refrigerant circuit switching means (13, 17, 20, 21, 24). Therefore, the refrigerant circuit switching means may be broken.

  Therefore, if the compressor (11) is temporarily stopped when switching from the heat pump cycle to the cooler cycle, the refrigerant pressure acting on the refrigerant circuit switching means can be reduced when switching the refrigerant circuit switching means. Failure of the refrigerant circuit switching means can be prevented.

  However, if the compressor (11) is temporarily stopped, the vapor compression refrigeration cycle (10) can no longer exhibit the dehumidifying ability. Therefore, after the compressor (11) is temporarily stopped, the compressor (11) There is a practical problem that anti-fogging properties cannot be ensured until the system is restarted.

  On the other hand, according to the invention of claim 16, when controlling the refrigerant circuit switching means to switch from the heat pump cycle to the cooler cycle, the compressor (11) is temporarily stopped and the window glass heating means (37, 47) is operated, so that even if the compressor (11) is temporarily stopped, the anti-fogging property can be secured by the window glass heating means (37, 47), and practicality can be improved.

In the invention according to claim 17, steam configured to be switchable between a heat pump cycle without dehumidification that heats the blown air blown into the passenger compartment without dehumidification and a heat pump cycle with dehumidification that dehumidifies and heats the blown air. A compression refrigeration cycle (10);
Control means (50) for performing selection of a heat pump cycle without dehumidification and a heat pump cycle with dehumidification based on a predetermined condition,
The control means (50) selects the heat pump cycle without dehumidification when performing pre-boarding air conditioning that pre-air-conditions the passenger compartment before boarding the passenger, compared to when performing normal air conditioning other than pre-boarding air conditioning. It is characterized in that the conditions for doing so are relaxed.

  By the way, when the heat pump cycle with dehumidification is selected during the air conditioning before boarding when the passenger has not yet boarded, dehumidification is performed in the heat pump cycle with dehumidification even though it is not necessary to prevent fogging of the window glass. For this reason, there is a practical problem in that the power of the vapor compression refrigeration cycle (10) is increased and, consequently, the fuel consumption is deteriorated.

  On the other hand, according to the invention of claim 17, the condition for selecting the heat pump cycle without dehumidification is greater when air conditioning before boarding is performed than when normal air conditioning other than air conditioning before boarding is performed. Since it eases, it can suppress that dehumidification is performed in the dehumidification heating mode when it is unnecessary.

  For this reason, since the power saving of the vapor compression refrigeration cycle (10) can be achieved, the vehicle fuel consumption can be improved, and the practicality can be improved.

  In the present invention, “relaxing conditions for selecting a heat pump cycle without dehumidification” includes “selecting a heat pump cycle without dehumidification unconditionally”.

  In addition, the code | symbol in the bracket | parenthesis of each means described in this column and the claim shows the correspondence with the specific means as described in embodiment mentioned later.

It is a block diagram of the vehicle air conditioner in 1st Embodiment of this invention, and the time of air_conditioning | cooling mode is shown. It is a block diagram of the vehicle air conditioner in 1st Embodiment of this invention, and the time of heating mode is shown. It is a block diagram of the vehicle air conditioner in 1st Embodiment of this invention, and the time of 1st dehumidification mode is shown. It is a block diagram of the vehicle air conditioner in 1st Embodiment of this invention, and the time of 2nd dehumidification mode is shown. It is a block diagram of the electric control part of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the detail of step S14 of FIG. It is a graph which shows the dehumidification capability and heating capability in each operation mode of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the principal part of the control processing of 1st Embodiment. It is a flowchart which shows the principal part of the control processing of 2nd Embodiment. It is a flowchart which shows the principal part of the control processing of 3rd Embodiment. It is a flowchart which shows the principal part of the control processing of 4th Embodiment. It is a flowchart which shows the principal part of the control processing of 5th Embodiment. It is a flowchart which shows the principal part of step S6 among the control processing of 6th Embodiment. It is a flowchart which shows the principal part of step S10 among the control processing of 6th Embodiment. It is a flowchart which shows the principal part of the control processing of 7th Embodiment. It is a flowchart which shows the principal part of the control processing of 8th Embodiment. It is a flowchart which shows the principal part of the control processing of 9th Embodiment. It is a flowchart which shows the principal part of the control processing of 10th Embodiment. It is a flowchart which shows the principal part of the control processing of 11th Embodiment. It is a time chart which shows the control result by the flowchart of FIG. It is a flowchart which shows the principal part of the control processing of 12th Embodiment.

(First embodiment)
A first embodiment of the present invention will be described with reference to FIGS. In this embodiment, the vehicle air conditioner of the present invention is applied to a so-called hybrid vehicle that obtains a driving force for vehicle travel from an internal combustion engine (engine) EG and a travel electric motor. 1 to 4 are overall configuration diagrams of the vehicle air conditioner 1.

  The vehicle air conditioner includes a cooling mode (COOL cycle) for cooling the passenger compartment, a heating mode (HOT cycle) for heating the passenger compartment, a first dehumidifying mode (DRY_EVA cycle) for dehumidifying the passenger compartment and a second dehumidifying mode ( (DRY_ALL cycle) is provided with a vapor compression refrigeration cycle 10 configured to be able to switch a refrigerant circuit. 1 to 4 respectively show the flow of the refrigerant in the cooling mode, the heating mode, and the first and second dehumidifying modes with solid arrows.

  The cooling mode is a mode in which the refrigeration cycle 10 is operated as a cooler cycle, and has a cooling capacity and a dehumidifying capacity. Therefore, the cooling mode can also be expressed as a cooling and dehumidifying mode.

  The heating mode and the first and second dehumidifying modes are modes in which the refrigeration cycle 10 is operated as a heat pump cycle. Of the three modes by this heat pump cycle, the heating mode has a high heating capability but does not have a dehumidifying capability. Therefore, the heating mode can also be expressed as a heat pump cycle without dehumidification.

  Of the three modes based on the heat pump cycle, the first and second dehumidifying modes have dehumidifying ability but the heating ability is inferior to the heating mode. Therefore, the first and second dehumidification modes can also be expressed as a heat pump cycle with dehumidification or a dehumidification heating cycle.

  More specifically, the first dehumidifying mode is a dehumidifying mode that prioritizes the dehumidifying capacity over the heating capacity, and the second dehumidifying mode is a dehumidifying mode that prioritizes the heating capacity over the dehumidifying capacity. Therefore, the first dehumidification mode can be expressed as a low temperature dehumidification mode or a simple dehumidification mode, and the second dehumidification mode can be expressed as a high temperature dehumidification mode or a dehumidification heating mode.

  Incidentally, the chart of FIG. 8 shows a comparison of the dehumidifying capacity and the heating capacity in the cooling mode, the heating mode, and the first and second dehumidifying modes. That is, in the cooling mode, the dehumidifying capacity is the largest, but there is no heating capacity. Therefore, when the cooling mode is selected during heating, heating means other than the refrigeration cycle 10 (in this example, a heater core 36 and a PTC heater 37 described later) are used in combination.

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

  The refrigeration cycle 10 includes a compressor 11, an indoor condenser 12 and an indoor evaporator 26 as indoor heat exchangers, a temperature expansion valve 27 and a fixed throttle 14 as decompression means for decompressing and expanding the refrigerant, and a refrigerant circuit switching means. As a plurality (5 in this embodiment) of electromagnetic valves 13, 17, 20, 21, 24, and the like.

  Further, the refrigeration cycle 10 employs a normal chlorofluorocarbon refrigerant as the refrigerant, and constitutes a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant. Furthermore, this refrigerant is mixed with refrigerating machine oil for lubricating the compressor 11, and this refrigerating machine oil circulates in the cycle together with the refrigerant.

  The compressor 11 is disposed in the engine room, sucks the refrigerant in the refrigeration cycle 10, compresses it, and discharges it. The electric motor 11b drives the fixed capacity compression mechanism 11a having a fixed discharge capacity. It is configured as a compressor. Specifically, various types of compression mechanisms such as a scroll type compression mechanism and a vane type compression mechanism can be adopted as the fixed capacity type compression mechanism 11a.

  The electric motor 11b is an AC motor whose operation (number of rotations) is controlled by the AC voltage output from the inverter 61. Further, the inverter 61 outputs an AC voltage having a frequency corresponding to a control signal output from the air conditioning control device 50 described later. And the refrigerant | coolant discharge capability of the compressor 11 is changed by this rotation speed control. Therefore, the electric motor 11b constitutes a discharge capacity changing unit of the compressor 11.

  The refrigerant inlet side of the indoor condenser 12 is connected to the discharge side of the compressor 11. The indoor condenser 12 is disposed in a casing 31 that forms an air passage for the blown air that is blown into the vehicle interior in the indoor air conditioning unit 30 of the vehicle air conditioner, and a refrigerant that circulates in the casing 31 and an indoor evaporator described later. It is a heat exchanger for heating which heats blowing air by heat-exchanging with blowing air after passing 26. The details of the indoor air conditioning unit 30 will be described later.

  An electric three-way valve 13 is connected to the refrigerant outlet side of the indoor condenser 12. The electric three-way valve 13 is refrigerant circuit switching means whose operation is controlled by a control voltage output from the air conditioning control device 50.

  More specifically, the electric three-way valve 13 switches to a refrigerant circuit that connects between the refrigerant outlet side of the indoor condenser 12 and the refrigerant inlet side of the fixed throttle 14 in an energized state in which electric power is supplied. In the non-energized state in which the supply of the refrigerant is stopped, the refrigerant circuit is switched to a refrigerant circuit that connects between the refrigerant outlet side of the indoor condenser 12 and one refrigerant inlet / outlet of the first three-way joint 15.

  The fixed throttle 14 is a dehumidifying means for heating and dehumidifying that decompresses and expands the refrigerant flowing out of the electric three-way valve 13 in the heating mode and the first and second dehumidifying modes. As the fixed throttle 14, a capillary tube, an orifice, or the like can be employed. Of course, an electric variable throttle mechanism in which the throttle passage area is adjusted by a control signal output from the air-conditioning control device 50 may be employed as the decompression means for heating and dehumidification. A refrigerant inlet / outlet port of a third three-way joint 23 described later is connected to the refrigerant outlet side of the fixed throttle 14.

  The first three-way joint 15 has three refrigerant inflow / outflow ports and functions as a branching portion that branches the refrigerant flow path. Such a three-way joint may be constituted by joining refrigerant pipes, or may be constituted by providing a plurality of refrigerant passages in a metal block or a resin block. In addition, one refrigerant inlet / outlet of the outdoor heat exchanger 16 is connected to another refrigerant inlet / outlet of the first three-way joint 15, and the refrigerant inlet side of the low-pressure solenoid valve 17 is connected to another refrigerant inlet / outlet. ing.

  The low pressure solenoid valve 17 has a valve body portion that opens and closes the refrigerant flow path and a solenoid (coil) that drives the valve body portion, and the operation of which is controlled by a control voltage output from the air conditioning control device 50. Circuit switching means. More specifically, the low-pressure solenoid valve 17 is configured as a so-called normally closed on-off valve that opens in an energized state and closes in a non-energized state.

  One refrigerant inlet / outlet port of a fifth three-way joint 28 described later is connected to the refrigerant outlet side of the low pressure solenoid valve 17 via the first check valve 18. The first check valve 18 only allows the refrigerant to flow from the low pressure solenoid valve 17 side to the fifth three-way joint 28 side.

  The outdoor heat exchanger 16 is disposed in the engine room, and exchanges heat between the refrigerant circulating inside and the air outside the vehicle (outside air) blown from the blower fan 16a. The blower fan 16 a is an electric blower in which the rotation speed (the amount of blown air) is controlled by a control voltage output from the air conditioning control device 50.

  Further, the blower fan 16a of the present embodiment blows outdoor air not only to the outdoor heat exchanger 16 but also to a radiator (not shown) that dissipates the cooling water of the engine EG. Specifically, the vehicle exterior air blown from the blower fan 16a flows in the order of the outdoor heat exchanger 16 → the radiator.

  Moreover, the cooling water circuit shown by the broken line of FIGS. 1-4 is arrange | positioned with the cooling water pump which is not shown in order to circulate cooling water. This cooling water pump is an electric water pump whose rotation speed (cooling water circulation amount) is controlled by a control voltage output from the air conditioning control device 50.

  One refrigerant inlet / outlet of the second three-way joint 19 is connected to the other refrigerant inlet / outlet of the outdoor heat exchanger 16. The basic configuration of the second three-way joint 19 is the same as that of the first three-way joint 15. Further, the refrigerant inlet side of the high-pressure solenoid valve 20 is connected to another refrigerant inlet / outlet of the second three-way joint 19, and one refrigerant inlet / outlet of the heat exchanger cutoff electromagnetic valve 21 is connected to another refrigerant inlet / outlet. It is connected.

  The high-pressure solenoid valve 20 and the heat exchanger shut-off solenoid valve 21 are refrigerant circuit switching means whose operation is controlled by a control voltage output from the air conditioning control device 50. It is the same. However, the high-pressure solenoid valve 20 and the heat exchanger shut-off solenoid valve 21 are configured as so-called normally open type on-off valves that close in an energized state and open in a non-energized state.

  The refrigerant outlet side of the high-pressure solenoid valve 20 is connected via a second check valve 22 to the throttle mechanism portion inlet side of a temperature type expansion valve 27 described later. The second check valve 22 only allows the refrigerant to flow from the high pressure solenoid valve 20 side to the temperature type expansion valve 27 side.

  One refrigerant inlet / outlet of the third three-way joint 23 is connected to the other refrigerant inlet / outlet of the heat exchanger cutoff electromagnetic valve 21. The basic configuration of the third three-way joint 23 is the same as that of the first three-way joint 15. Further, as described above, the refrigerant outlet side of the fixed throttle 14 is connected to another refrigerant inlet / outlet of the third three-way joint 23, and the refrigerant inlet side of the dehumidifying electromagnetic valve 24 is connected to another refrigerant inlet / outlet. Yes.

  The dehumidifying electromagnetic valve 24 is a refrigerant circuit switching means whose operation is controlled by a control voltage output from the air conditioning control device 50, and its basic configuration is the same as that of the low-pressure electromagnetic valve 17. Further, the dehumidifying electromagnetic valve 24 is also configured as a normally closed type on-off valve. The refrigerant circuit switching means of the present embodiment is constituted by a plurality of (five) solenoid valves, that is, an electric three-way valve 13, a low pressure solenoid valve 17, a high pressure solenoid valve 20, a heat exchanger cutoff solenoid valve 21, and a dehumidification solenoid valve 24. Composed.

  One refrigerant inlet / outlet of the fourth three-way joint 25 is connected to the refrigerant outlet side of the dehumidifying electromagnetic valve 24. The basic configuration of the fourth three-way joint 25 is the same as that of the first three-way joint 15. Further, another refrigerant inlet / outlet of the fourth three-way joint 25 is connected to the throttle mechanism outlet side of the temperature type expansion valve 27, and further, the refrigerant inlet side of the indoor evaporator 26 is connected to another refrigerant inlet / outlet. Yes.

  The indoor evaporator 26 is disposed in the casing 31 of the indoor air-conditioning unit 30 on the upstream side of the blower air flow of the indoor condenser 12, and exchanges heat between the refrigerant circulating in the interior and the blown air so that the blown air is exchanged. A cooling heat exchanger for cooling.

  The temperature-sensing part inlet side of the temperature type expansion valve 27 is connected to the refrigerant outlet side of the indoor evaporator 26. The temperature type expansion valve 27 is a decompression means for cooling that decompresses and expands the refrigerant that has flowed in from the inlet of the throttle mechanism part and flows out from the outlet of the throttle mechanism part to the outside.

  More specifically, in the present embodiment, as the temperature type expansion valve 27, a temperature sensing unit 27a that detects the degree of superheat of the refrigerant on the outlet side of the indoor evaporator 26 based on the temperature and pressure of the refrigerant on the outlet side of the indoor evaporator 26; And a variable throttle mechanism 27b that adjusts the throttle passage area (refrigerant flow rate) so that the degree of superheat of the refrigerant on the outlet side of the indoor evaporator 26 falls within a predetermined range according to the displacement of the temperature sensing unit 27a. An internal pressure equalizing expansion valve housed inside is adopted.

  One refrigerant inlet / outlet of the fifth three-way joint 28 is connected to the temperature sensing part outlet side of the temperature type expansion valve 27. The basic configuration of the fifth three-way joint 28 is the same as that of the first three-way joint 15. Further, as described above, the refrigerant outlet side of the first check valve 18 is connected to another refrigerant inlet / outlet of the fifth three-way joint 28, and the refrigerant inlet side of the accumulator 29 is connected to another refrigerant inlet / outlet. ing.

  The accumulator 29 is a low-pressure side gas-liquid separator that separates the gas-liquid refrigerant flowing into the fifth three-way joint 28 and stores excess refrigerant. Further, the refrigerant inlet of the compressor 11 is connected to the gas-phase refrigerant outlet of the accumulator 29.

  Next, the indoor air conditioning unit 30 will be described. The indoor air conditioning unit 30 is disposed inside the instrument panel (instrument panel) at the foremost part of the vehicle interior, and has a blower 32, the above-described indoor evaporator 26, the indoor condenser 12, The heater core 36, the PTC heater 37, etc. are accommodated.

  The casing 31 forms an air passage for blown air that is blown into the vehicle interior, and is formed of a resin (for example, polypropylene) that has a certain degree of elasticity and is excellent in strength. On the most upstream side of the blast air flow in the casing 31, an inside / outside air switching box 40 for switching and introducing inside air (vehicle compartment air) and outside air (vehicle compartment outside air) is disposed.

  More specifically, the inside / outside air switching box 40 is formed with an inside air introduction port 40a for introducing inside air into the casing 31 and an outside air introduction port 40b for introducing outside air. Furthermore, inside / outside air switching box 40, an inside / outside air switching door that continuously adjusts the opening areas of inside air introduction port 40a and outside air introduction port 40b to change the air volume ratio between the air volume of the inside air and the air volume of the outside air. 40c is arranged.

  Therefore, the inside / outside air switching door 40c constitutes an air volume ratio changing means for switching the suction port mode for changing the air volume ratio between the air volume of the inside air introduced into the casing 31 and the air volume of the outside air. More specifically, the inside / outside air switching door 40c is driven by an electric actuator 62 for the inside / outside air switching door 40c, and the operation of the electric actuator 62 is controlled by a control signal output from the air conditioning controller 50. The

  As the suction port mode, the inside air introduction port 40a is fully opened and the outside air introduction port 40b is fully closed to introduce the inside air into the casing 31, and the inside air introduction port 40a is fully closed and the outside air introduction port 40b. The outside air mode in which the outside air is introduced into the casing 31 with the valve fully opened, and the opening areas of the inside air introduction port 40a and the outside air introduction port 40b are continuously adjusted between the inside air mode and the outside air mode. There is an internal / external air mixing mode that continuously changes the introduction ratio.

  On the downstream side of the air flow of the inside / outside air switching box 40, a blower 32 that blows air sucked through the inside / outside air switching box 40 toward the vehicle interior is arranged. The blower 32 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) with an electric motor, and the number of rotations (air flow rate) is controlled by a control voltage output from the air conditioning control device 50.

  The indoor evaporator 26 is disposed on the downstream side of the air flow of the blower 32. Further, on the downstream side of the air flow of the indoor evaporator 26, an air passage such as a cooling cold air passage 33 and a cold air bypass passage 34 through which air passes through the indoor evaporator 26, and a heating cold air passage 33 and a cold air bypass passage 34. A mixing space 35 is formed for mixing the air that has flowed out of the air.

  In the heating cool air passage 33, a heater core 36, an indoor condenser 12, and a PTC heater 37 as heating means for heating the air that has passed through the indoor evaporator 26 are arranged in this order in the air flow direction. Has been. The heater core 36 and the PTC heater 37 are heating means for heating the blown air using a heat source other than the refrigerant.

  The heater core 36 is a heating heat exchanger that heats the air that has passed through the indoor evaporator 26 by exchanging heat between the cooling water of the engine EG that outputs vehicle driving force and the air that has passed through the indoor evaporator 26. is there.

  The PTC heater 37 is an electric heater that has a PTC element (positive characteristic thermistor), generates heat when supplied with electric power, and heats air after passing through the indoor condenser 12. In addition, the PTC heater 37 of this embodiment is provided with two or more (specifically three), and the air-conditioning control apparatus 50 changes the number of the PTC heaters 37 to energize, and thereby the plurality of PTC heaters 37. The overall heating capacity is controlled.

  On the other hand, the cold air bypass passage 34 is an air passage for guiding the air after passing through the indoor evaporator 26 to the mixing space 35 without passing through the heater core 36, the indoor condenser 12, and the PTC heater 37. Accordingly, the temperature of the blown air mixed in the mixing space 35 varies depending on the air volume ratio of the air passing through the heating cool air passage 33 and the air passing through the cold air bypass passage 34.

  Therefore, in the present embodiment, the cold air flowing into the heating cold air passage 33 and the cold air bypass passage 34 on the downstream side of the air flow of the indoor evaporator 26 and on the inlet side of the heating cold air passage 33 and the cold air bypass passage 34 is supplied. An air mix door 38 that continuously changes the air volume ratio is disposed.

  Therefore, the air mix door 38 constitutes a temperature adjusting means for adjusting the air temperature in the mixing space 35 (the temperature of the blown air blown into the vehicle interior). More specifically, the air mix door 38 is driven by an electric actuator 63 for the air mix door, and the operation of the electric actuator 63 is controlled by a control signal output from the air conditioning control device 50.

  Furthermore, blower outlets 41 to 43 that blow out the blown air whose temperature is adjusted from the mixing space 35 to the vehicle interior that is the space to be cooled are disposed at the most downstream portion of the blown air flow of the casing 31. Specifically, the air outlets 41 to 43 include a face air outlet 41 that blows air-conditioned air toward the upper body of the passenger in the vehicle interior, a foot air outlet 42 that blows air-conditioned air toward the feet of the passenger, and the front surface of the vehicle. A defroster outlet 43 that blows air-conditioned air toward the inner side surface of the window glass is provided.

  Further, on the upstream side of the air flow of the face air outlet 41, the foot air outlet 42, and the defroster air outlet 43, the face door 41a for adjusting the opening area of the face air outlet 41 and the opening area of the foot air outlet 42 are adjusted. The defroster door 43a which adjusts the opening area of the foot door 42a to perform and the defroster blower outlet 43 is arrange | positioned.

  The face door 41a, the foot door 42a, and the defroster door 43a constitute an outlet mode switching means for switching the outlet mode, and an electric actuator 64 for driving the outlet mode door through a link mechanism (not shown). It is linked to and rotated in conjunction with it. The operation of the electric actuator 64 is also controlled by a control signal output from the air conditioning controller 50.

  As the air outlet mode, the face air outlet 41 is fully opened and air is blown out from the face air outlet 41 toward the upper body of the passenger in the vehicle. Both the face air outlet 41 and the foot air outlet 42 are opened. A bi-level mode that blows air toward the upper body and feet of passengers in the passenger compartment, and a foot mode in which the foot air outlet 42 is fully opened and the defroster air outlet 43 is opened by a small opening, and air is mainly blown out from the foot air outlet 42. In addition, there is a foot defroster mode in which the foot outlet 42 and the defroster outlet 43 are opened to the same extent and air is blown out from both the foot outlet 42 and the defroster outlet 43.

  Further, the defroster mode in which the occupant manually operates the air outlet mode switch 60c of the operation panel 60 described later to fully open the defroster air outlet 43 and blow out air from the defroster air outlet 43 to the inner surface of the front windshield of the vehicle. it can.

  In addition, the hybrid vehicle to which the vehicle air conditioner 1 of the present embodiment is applied includes an electric heat defogger 47 separately from the vehicle air conditioner. The electric heat defogger 47 is a heating wire disposed inside or on the surface of the vehicle interior window glass, and prevents fogging or window fogging by heating the window glass. The operation of the electric heat defogger 47 can also be controlled by a control signal output from the air conditioning controller 50.

  Next, the electric control unit of this embodiment will be described with reference to FIG. The air conditioning control device 50 is composed of a well-known microcomputer including a CPU, ROM, RAM, and its peripheral circuits, and performs various calculations and processing based on an air conditioning control program stored in the ROM, and is connected to the output side. The inverter 61 for the electric motor 11b of the compressor 11, the solenoid valves 13, 17, 20, 21, 24 constituting the refrigerant circuit switching means, the blower fan 16a, the blower 32, various electric actuators 62, 63, 64, etc. Control the operation of

  In addition, the air-conditioning control device 50 is configured such that control means for controlling the various devices described above is integrally configured. For example, the air conditioning control device 50 constitutes a control unit that performs switching control between the above-described cooling mode, heating mode, and first and second dehumidifying modes.

  In the present embodiment, in particular, a configuration (hardware and software) that controls the operation (refrigerant discharge capability) of the electric motor 11b that is a discharge capability changing unit of the compressor 11 is referred to as a discharge capability control unit 50a. Of course, the discharge capacity control means 50a may be configured separately from the air conditioning control device 50.

  Further, on the input side of the air-conditioning control device 50, an inside air sensor 51 that detects the vehicle interior temperature Tr, an outside air sensor 52 (outside air temperature detection means) that detects the outside air temperature Tam, and a solar radiation sensor that detects the amount of solar radiation Ts in the vehicle interior. 53, a discharge temperature sensor 54 (discharge temperature detection means) for detecting the compressor 11 discharge refrigerant temperature Td, a discharge pressure sensor 55 (discharge pressure detection means) for detecting the compressor 11 discharge refrigerant pressure Pd, and from the indoor evaporator 26. An evaporator temperature sensor 56 (evaporator temperature detection means) for detecting the blown air temperature (evaporator temperature) TE, and an intake temperature for detecting the temperature Tsi of the refrigerant flowing between the first three-way joint 15 and the low pressure solenoid valve 17 Sensor 57, coolant temperature sensor for detecting engine coolant temperature Tw, and RHW sensor 45 for detecting a detection value necessary for calculating relative humidity RHW of the window glass surface (window glass) Detection signals of the surface relative humidity detecting means) a group of sensors or the like are input. Here, the window glass surface relative humidity RHW is the relative humidity of the window glass indoor side surface.

  In addition, the evaporator temperature sensor 56 of the present embodiment specifically detects the heat exchange fin temperature of the indoor evaporator 26. Of course, as the evaporator temperature sensor 56, temperature detection means for detecting the temperature of other parts of the indoor evaporator 26 may be employed, or temperature detection for directly detecting the temperature of the refrigerant itself flowing through the indoor evaporator 26. Means may be employed.

  In addition, the RHW sensor 45 of the present embodiment is specifically a humidity sensor that detects the relative humidity of the vehicle interior air near the window glass in the vehicle interior, and the vicinity of the window glass that detects the temperature of the vehicle interior air near the window glass. It consists of three sensors, a temperature sensor and a window glass surface temperature sensor that detects the window glass surface temperature.

  In this example, the RHW sensor 45 is disposed on the vehicle interior side surface of the vehicle window glass (for example, right next to the rearview mirror at the center upper portion of the vehicle front window glass).

  Further, operation signals from various air conditioning operation switches provided on the operation panel 60 disposed near the instrument panel in the front part of the vehicle interior are input to the input side of the air conditioning control device 50. As various air conditioning operation switches provided on the operation panel 60, specifically, an operation switch (not shown) of the vehicle air conditioner 1 and an air conditioner on / off (specifically, operation / stop of the compressor 11). An air conditioner switch 60a for switching, an auto switch (not shown) for setting / releasing automatic control of the vehicle air conditioner 1, an operation mode changeover switch (not shown), a suction port mode switch 60b for switching the suction port mode, An outlet mode switch 60c for switching the outlet mode, an air volume setting switch (not shown) of the blower 32, an interior temperature setting switch (not shown), and an economy switch (priority) for outputting a command to prioritize power saving of the refrigeration cycle Etc.) are provided.

  Next, the operation of this embodiment in the above configuration will be described with reference to FIG. FIG. 6 is a flowchart showing a control process of the vehicle air conditioner 1 of the present embodiment. This control process is executed by supplying power from the battery to the air conditioning control device 50 even when the vehicle system is stopped.

  First, in step S1, it is determined whether or not the pre-air conditioning start switch or the operation switch of the vehicle air conditioner 1 on the operation panel 60 is turned on. When the pre-air conditioning start switch or the operation switch of the vehicle air conditioner 1 is turned on, the process proceeds to step S2.

  Note that pre-air conditioning is air conditioning control that starts air conditioning in the passenger compartment before a passenger gets into the vehicle. The pre-air conditioning start switch is provided in a wireless terminal (remote control) carried by the passenger. Therefore, the occupant can start the vehicle air conditioner 1 from a location away from the vehicle.

  Furthermore, in the hybrid vehicle to which the vehicle air conditioner 1 of the present embodiment is applied, the battery can be charged by supplying power from the commercial power source (external power source) to the battery. Therefore, the pre-air conditioning is performed for a predetermined time (for example, 30 minutes) when the vehicle is connected to the external power source, and is performed until the remaining battery level is equal to or less than the predetermined amount when the vehicle is not connected to the external power source. It is like that.

  In step S2, initialization of a flag, a timer, etc., initial alignment of the stepping motor constituting the electric actuator described above, and the like are performed. In the next step S3, the operation signal of the operation panel 60 is read and the process proceeds to step S4. Specific operation signals include a vehicle interior set temperature Tset set by a vehicle interior temperature setting switch, an air outlet mode selection signal, a suction port mode selection signal, an air volume setting signal of the blower 32, and the like.

In step S4, the vehicle environmental state signal used for air conditioning control, that is, the detection signals of the sensor groups 51 to 57 described above is read, and the process proceeds to step S5. In step S5, a target blowing temperature TAO of the vehicle cabin blowing air is calculated. Further, in the heating mode, the heating heat exchanger target temperature is calculated. The target blowing temperature TAO is calculated by the following formula F1.
TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C (F1)
Here, Tset is the vehicle interior set temperature set by the vehicle interior temperature setting switch, Tr is the vehicle interior temperature (inside air temperature) detected by the inside air sensor 51, Tam is the outside air temperature detected by the outside air sensor 52, and Ts is This is the amount of solar radiation detected by the solar radiation sensor 53. Kset, Kr, Kam, Ks are control gains, and C is a correction constant.

  Further, the heating heat exchanger target temperature is basically a value calculated by the above formula F1, but is corrected to a value lower than the TAO calculated by the formula F1 in order to reduce power consumption. May be performed.

  In subsequent steps S6 to S16, control states of various devices connected to the air conditioning control device 50 are determined. First, in step S6, the cooling mode, the heating mode, the first dehumidifying mode and the second dehumidifying mode are selected and whether the PTC heater 37 is energized is determined according to the air conditioning environment state. More detailed contents of step S6 of this embodiment will be described later.

  In step S <b> 7, a target air blowing amount of air blown by the blower 32 is determined. Specifically, the blower motor voltage to be applied to the electric motor is determined with reference to a control map stored in advance in the air conditioning control device 50 based on the TAO determined in step S4.

  Specifically, in this embodiment, the blower motor voltage is set to a high voltage near the maximum value in the extremely low temperature region (maximum cooling region) and the extremely high temperature region (maximum heating region) of TAO, and the air volume of the blower 32 is near the maximum air volume. To control. Further, when TAO rises from the extremely low temperature region toward the intermediate temperature region, the blower motor voltage is decreased according to the increase in TAO, and the air volume of the blower 32 is decreased.

  Further, when TAO decreases from the extremely high temperature range toward the intermediate temperature range, the blower motor voltage is decreased in accordance with the decrease in TAO, and the air volume of the blower 32 is decreased. When TAO enters a predetermined intermediate temperature range, the blower motor voltage is set to the minimum value and the air volume of the blower 32 is set to the minimum value.

  In step S8, the inlet mode, that is, the switching state of the inside / outside air switching box 40 is determined. This inlet mode is also determined based on TAO with reference to a control map stored in advance in the air conditioning controller 50. In the present embodiment, priority is given mainly to the outside air mode for introducing outside air. However, the inside air mode for introducing inside air is selected when TAO is in a very low temperature range and high cooling performance is desired. Further, an exhaust gas concentration detecting means for detecting the exhaust gas concentration of the outside air may be provided, and the inside air mode may be selected when the exhaust gas concentration becomes equal to or higher than a predetermined reference concentration.

  In step S9, the air outlet mode is determined. This air outlet mode is also determined with reference to a control map stored in advance in the air conditioning control device 50 based on TAO. In this embodiment, as the TAO rises from the low temperature range to the high temperature range, the outlet mode is sequentially switched from the foot mode to the bi-level mode to the face mode.

  Accordingly, the face mode is mainly selected in the summer, the bi-level mode is mainly selected in the spring and autumn, and the foot mode is mainly selected in the winter. Furthermore, when there is a high possibility that fogging will occur on the window glass from the detection value of the humidity sensor, the foot defroster mode or the defroster mode may be selected.

  In step S10, the target opening degree SW of the air mix door 38 is calculated based on the TAO, the air temperature TE blown from the indoor evaporator 26 detected by the evaporator temperature sensor 56, and the heater temperature.

Here, the heater temperature is a value determined according to the heating capability of the heating means (the heater core 36, the indoor condenser 12, and the PTC heater 37) arranged in the cold air passage 33 for heating, and specifically The engine coolant temperature Tw can be used for the. Therefore, the target opening degree SW can be calculated by the following formula F2.
SW = [(TAO−TE) / (Tw−TE)] × 100 (%) (F2)
SW = 0 (%) is the maximum cooling position of the air mix door 38, and the cold air bypass passage 34 is fully opened and the heating cold air passage 33 is fully closed. On the other hand, SW = 100 (%) is the maximum heating position of the air mix door 38, and the cold air bypass passage 34 is fully closed and the heating cold air passage 33 is fully opened.

  In step S11, the refrigerant discharge capacity (specifically, the rotational speed) of the compressor 11 is determined. The basic method for determining the rotational speed of the compressor 11 of the present embodiment is as follows. For example, in the cooling mode, the target blowing temperature TEO of the blowing air temperature TE from the indoor evaporator 26 is determined by referring to the control map stored in advance in the air conditioning control device 50 based on the TAO determined in step S4. decide.

  Then, a deviation En (TEO-TE) between the target blowing temperature TEO and the blowing air temperature TE is calculated, and the deviation change rate obtained by subtracting the deviation En-1 and the previously calculated deviation En-1 from the deviation En calculated this time. Based on fuzzy reasoning based on membership functions and rules stored in advance in the air-conditioning control device 50 using Edot (En− (En−1)), the rotation with respect to the previous compressor speed fCn−1 The number change amount ΔfC is obtained.

  In the heating mode, the target high pressure PDO of the discharge refrigerant pressure Pd is determined with reference to the control map stored in advance in the air conditioning control device 50 based on the heating heat exchanger target temperature determined in step S4. Then, a deviation Pn (PDO−Pd) between the target high pressure PDO and the discharge refrigerant pressure Pd is calculated. Furthermore, using this deviation Pn and deviation change rate Pdot (Pn− (Pn−1)) with respect to previously calculated deviation Pn−1, based on fuzzy inference, A rotation speed change amount ΔfH is obtained.

  In step S12, the operating rate of the blower fan 16a that blows outside air toward the outdoor heat exchanger 16 is determined. The basic method for determining the operating rate of the blower fan 16a of the present embodiment is as follows. That is, the first temporary operating rate is determined so that the operating rate of the blower fan 16a increases as the compressor 11 discharge refrigerant temperature Td increases, and the operating of the blower fan 16a increases as the engine cooling water temperature Tw increases. The second temporary operation rate is determined so that the rate increases.

  Further, the larger one of the first and second temporary operating rates is selected, and the value obtained by correcting the selected operating rate in consideration of noise reduction of the blower fan 16a and the vehicle speed is used. Decide on the rate. More detailed contents of step S12 of this embodiment will be described later.

  In step S13, the number of operating PTC heaters 37 and the operating state of the electric heat defogger 47 are determined. For example, when the PTC heater 37 is energized in step S6, even if the target opening degree SW of the air mix door 38 becomes 100% in the heating mode, What is necessary is just to determine according to the difference of internal temperature Tr and the heat exchanger target temperature for heating, when the heat exchanger target temperature cannot be obtained.

  Further, when there is a high possibility that the window glass is fogged due to the humidity and temperature in the passenger compartment, or when the window glass is fogged, the electric heat defogger 47 is operated.

  Next, in step S14, the operating state of each solenoid valve 13, 17, 20, 21, 24, which is the refrigerant circuit switching means, is determined according to the operation mode determined in step S6. At this time, in this embodiment, in order to realize a refrigerant circuit according to the cycle, each electromagnetic valve is basically controlled so that the refrigerant flow path through which the refrigerant flows is opened, and the high / low pressure relationship of the refrigerant pressure is determined. For the refrigerant flow path through which the refrigerant does not flow, each solenoid valve is set in a non-energized state to suppress power consumption.

  Details of step S14 will be described with reference to the flowchart of FIG. First, in step S141, the operation mode determined in step S6 is read into the memory CYCLE_VALVE. Next, in step S142, it is determined whether or not the vehicle air conditioner 1 is stopped, that is, whether or not the vehicle interior is not air-conditioned.

  If it is determined in step S142 that the vehicle air conditioner 1 is stopped, the memory CYCLE_VALVE is set to the cooling mode (COOL cycle) in step S143, and the process proceeds to step S144. If it is determined in step S143 that the vehicle air conditioner 1 has not stopped, the process proceeds to step S144.

  In step S144, the operating state of each solenoid valve 13, 17, 20, 21, 24 is determined. Specifically, when the memory CYCLE_VALVE is set to the cooling mode (COOL cycle), all the solenoid valves are deenergized. When the memory CYCLE_VALVE is set to the cooling mode (HOT cycle), the electric three-way valve 13, the high pressure solenoid valve 20, and the low pressure solenoid valve 17 are energized, and the remaining solenoid valves 21 and 24 are not energized. And Further, when the memory CYCLE_VALVE is set to the first dehumidification mode (DRY_EVA cycle), the electric three-way valve 13, the low pressure solenoid valve 17, the dehumidification solenoid valve 24, and the heat exchanger shut-off solenoid valve 21 are energized, and the high pressure The solenoid valve 20 is turned off. Further, when the memory CYCLE_VALVE is set to the second dehumidifying mode (DRY_ALL cycle), the electric three-way valve 13, the low pressure solenoid valve 17, and the dehumidifying solenoid valve 24 are energized, and the remaining solenoid valves 20 and 21 are turned off. Turn on the power.

  That is, in this embodiment, even if it is a case where it switches to the refrigerant circuit of which operation mode, supply of the electric power with respect to at least 1 solenoid valve among each solenoid valve 13, 17, 20, 21, 24 is stopped. It is configured as follows.

  In step S15, whether or not the engine EG is requested to be operated is determined. Here, in an ordinary vehicle that obtains driving force for vehicle travel only from the engine EG, the engine is always operated, so that the engine cooling water is also constantly at a high temperature. Therefore, in a normal vehicle, sufficient heating performance can be exhibited by circulating the engine cooling water to the heater core 36.

  On the other hand, in the hybrid vehicle as in the present embodiment, if the remaining battery level is sufficient, the vehicle can travel by obtaining the driving force for traveling only from the traveling electric motor. For this reason, even when high heating performance is required, when the engine EG is stopped, the engine coolant temperature only rises to about 40 ° C., and the heater core 36 cannot exhibit sufficient heating performance.

  Therefore, in the present embodiment, heating is performed in a heat pump cycle so that a heat source necessary for heating can be secured even when the engine coolant temperature is low. However, there are various practical problems in performing heating with a heat pump cycle in a vehicle air conditioner.

  For example, the heat pump cycle has a problem that the efficiency decreases when the outside air temperature is considerably low. Further, in the refrigeration cycle 10 configured to be dehumidified by the heat pump cycle as in the present embodiment, the dehumidifying ability of the heat pump cycle is inferior to the dehumidifying ability of the cooler cycle, and thus there is a problem that the antifogging property is also inferior.

  When there is a problem in selecting the heat pump cycle due to such practical problems, it is necessary to perform heating by the heater core 36 or dehumidification heating using the cooler cycle and the heater core 36 in the same manner as in a normal vehicle. .

  Therefore, in order to secure a heat source necessary for heating by the heater core 36, even when high heating performance is required, when the engine coolant temperature Tw is lower than a predetermined reference coolant temperature, the air conditioning controller 50 A request signal is output to an engine control device (not shown) used for controlling the engine EG so as to operate the engine EG.

  As a result, the engine coolant temperature Tw is increased to obtain high heating performance. Such an operation request signal for the engine EG causes the engine EG to operate even when it is not necessary to operate the engine EG as a driving source for vehicle travel. Become. For this reason, it is desirable to reduce the frequency of outputting the operation request signal of the engine EG as much as possible.

  In step S <b> 16, defrost control of the outdoor heat exchanger 16 is performed when frost formation has occurred in the outdoor heat exchanger 16. Here, when the refrigerant evaporating temperature in the outdoor heat exchanger 16 is lowered to about −12 ° C. when causing the refrigerant to exert an endothermic effect in the outdoor heat exchanger 16 as in the heating mode refrigerant circuit, the outdoor heat exchange is performed. It is known that frosting occurs in the vessel 16.

  When such frost formation occurs, outdoor air cannot flow through the outdoor heat exchanger 16, and heat cannot be exchanged between the refrigerant and the outdoor air in the outdoor heat exchanger 16. For this reason, when frost formation occurs in the outdoor heat exchanger 16, a control process for forcibly setting the cooling mode is performed. As will be described later, in the refrigerant circuit in the cooling mode, the refrigerant radiates heat in the outdoor heat exchanger 16, so that frost generated in the outdoor heat exchanger 16 can be melted.

  In step S17, various devices 61, 13, 17, 20, 21, 24, 16a, 32, 62, 63, 64 are provided from the air conditioning control device 50 so that the control state determined in the above-described steps S6 to S16 is obtained. Control signal and control voltage are output. For example, a control signal is output to the inverter 61 for the electric motor 11b of the compressor 11 so that the rotational speed of the compressor 11 becomes the rotational speed determined in step S11.

  In the next step S18, the process waits for the control period τ, and returns to step S3 when it is determined that the control period τ has elapsed. In the present embodiment, the control cycle τ is 250 ms. This is because the air conditioning control in the passenger compartment does not adversely affect the controllability even if the control period is slower than the engine control or the like. Furthermore, it is possible to suppress a communication amount for air conditioning control in the vehicle and to sufficiently secure a communication amount of a control system that needs to perform high-speed control such as engine control.

  Next, the details of step S6 described above will be described. FIG. 9 is a flowchart showing a main part of step S6. The control process of the flowchart of FIG. 9 is executed when the air conditioner switch 60a and the auto switch are turned on (ON).

  In the flowchart of FIG. 9, control is performed to save power in the vapor compression refrigeration cycle, in other words, to improve vehicle fuel efficiency.

  That is, as shown in FIG. 8, the heat pump cycle with dehumidification is inferior in heating capacity to the heat pump cycle without dehumidification. Therefore, when the heat pump cycle with dehumidification is selected, the power of the vapor compression refrigeration cycle is increased, and thus the vehicle There is a practical problem that causes deterioration in fuel consumption.

  In view of this point, in the flowchart of FIG. 9, control is performed to prevent the heat pump cycle with dehumidification being selected more than necessary. Specifically, first, the possibility of window fogging is accurately determined based on the window glass surface relative humidity RHW (step S38).

  Second, when the economy switch is on (ON), that is, when the occupant is making an intention to prioritize fuel consumption over air-conditioning comfort, compared to when the economy switch is off (OFF) Thus, the frequency of selecting the heat pump cycle with dehumidification is reduced to perform the power saving operation (steps S35 to S37).

  Third, the dehumidifying capacity of the heat pump cycle is adjusted according to the need for dehumidification. More specifically, the heating mode and the first and second dehumidification modes are appropriately selected according to the necessity of dehumidification (steps S39 to S42).

  First, in the flowchart of FIG. 9, control is performed to appropriately select the heating means depending on the situation (steps S30 to S32 and steps S43 and S44). Specifically, in step S30, it is determined whether or not pre-air conditioning is in progress. When it is determined that pre-air conditioning is being performed (in the case of YES determination), the process proceeds to step S31, and it is determined whether or not the outside air temperature is lower than a predetermined threshold (−3 ° C. in the example of FIG. 9).

  When it is determined that the outside air temperature is lower than the predetermined threshold value (in the case of YES determination), the process proceeds to step S32, and energization to the PTC heater 37 is determined. That is, since the power switch of the hybrid system of the vehicle is in an off state during pre-air conditioning, the engine EG cannot be started. For this reason, since the cooling water temperature cannot be increased, heating by the heater core 36 cannot be performed.

  Further, when the outside air temperature is considerably low, not only the efficiency of the heat pump cycle is bad, but the outdoor heat exchanger 16 is easily frosted. For the above reasons, in step S32, the PTC heater 37 is selected as the heating means.

  If it is determined in step S31 that the outside air temperature is equal to or higher than the predetermined threshold value (in the case of NO determination), the process proceeds to step S33, and whether or not the auto outlet is a face (FACE), that is, based on TAO. It is determined whether or not the determination of the air outlet mode (see step S9) is the face mode.

  If it is determined that the auto outlet is a face (in the case of YES determination), the process proceeds to step S34, and a cooler cycle (cooling mode) is selected. That is, as described in step S9, the air outlet mode is determined to be the face mode when the TAO is in a low temperature range. In this case, it is determined that heating by the heat pump cycle is not necessary, and the cooler cycle is performed. Select cooling (pre-air conditioning).

  If it is determined in step S33 that the auto outlet is not a face (NO determination), the process proceeds to step S35 to select a heat pump cycle.

  On the other hand, if it is determined in step S30 that it is other than pre-air conditioning (during normal air conditioning) (in the case of NO determination), the process proceeds to step S43, where the outside air temperature is a predetermined threshold value (−3 ° C. in the example of FIG. 9). ) Is determined.

  When it is determined that the outside air temperature is lower than the predetermined threshold value (in the case of YES determination), the process proceeds to step S44, where a cooler cycle is selected and an operation request (ON request) for the engine EG is determined.

  That is, the engine EG can be operated because the power switch of the hybrid system of the vehicle is on (ON) except during pre-air conditioning (normal air conditioning). For this reason, the engine cooling water is heated to a high temperature by the operation of the engine EG, and heating by the combination of the cooler cycle and the heater core 36 is selected.

  When it is determined in step S43 that the outside air temperature is equal to or higher than the predetermined threshold value (in the case of NO determination), the process proceeds to step S45, and it is determined whether or not the automatic air outlet is a face (FACE).

  If it is determined that the auto outlet is a face (in the case of YES determination), the process proceeds to step S46, and cooling by the cooler cycle is selected. The reason is the same as in step S34.

  If it is determined that the auto outlet is not a face (NO determination), the process proceeds to step S35 to select a heat pump cycle.

  In step S35, it is determined whether or not an economy switch (eco switch) is turned on. When it is determined that the economy switch is OFF (in the case of NO determination), the process proceeds to step S36, and the window fog determination value is set to a predetermined value (100 in the example of FIG. 9). Here, the window fogging determination value is a threshold value for determining whether or not the possibility of window fogging is high.

  On the other hand, when it is determined that the economy switch is turned on (in the case of YES determination), the process proceeds to step S37, and the window fogging determination value is larger than that in step S36 (110 in the example of FIG. 9). ).

  Thereby, at the time of power saving operation in which the economy switch is turned on, the frequency of selecting the heat pump cycle with dehumidification is lower than that in the normal operation in which the economy switch is turned off (see steps S38 to S42).

  Next, in step S38, it is determined whether or not the window glass surface relative humidity RHW is larger than the window fogging determination value set in step S36 or step S37. The window glass surface relative humidity RHW includes the relative humidity of the vehicle interior air in the vicinity of the window glass, the temperature of the vehicle interior air in the vicinity of the window glass, the window glass surface temperature (the window glass indoor surface temperature), and the air conditioning controller 50 in advance. Is calculated using the wet air diagram stored in.

  In this example, the window glass surface relative humidity RHW is calculated based on the detection value of the RHW sensor 45 arranged on the window glass surface.

  When it is determined that the window glass surface relative humidity RHW is equal to or less than the window fogging determination value (in the case of NO determination), it is determined that the possibility of window fogging is low, and the HOT cycle without the dehumidifying capacity (heating mode) Is selected (step S42).

  If it is determined in step S38 that the window glass surface relative humidity RHW is greater than the window fogging determination value (in the case of YES determination), it is determined that there is a high possibility of window fogging, and the process proceeds to step S39 to perform dehumidification. The necessity is determined based on the evaporator temperature TE. More specifically, it is determined that the necessity of dehumidification is higher as the evaporator temperature TE is higher, and it is determined that the necessity of dehumidification is lower as the evaporator temperature TE is lower.

  In this example, when the value of 2-TE is 1 or less (2-TE ≦ 1), it is determined that the necessity for dehumidification is high, and the DRY_EVA cycle (first dehumidification) having the highest dehumidifying ability in the heat pump cycle Mode) is selected (step S40).

  When the value of 2-TE is greater than 1 and less than or equal to 2 (1 <2-TE ≦ 2), it is determined that the necessity for dehumidification is low, and the dehumidifying ability is inferior to that of the DRY_EVA cycle, but heating is performed. A DRY_ALL cycle (second dehumidification mode) having a high capability is selected (step S41).

  When the value of 2-TE is larger than 2 (2 <2-TE), it is determined that there is no need for dehumidification, and the HOT cycle (heating mode) having the highest heating capacity is selected although there is no dehumidification capacity. (Step S42).

  Thereby, the dehumidification capability of a heat pump cycle will be adjusted according to the necessity for dehumidification.

  Note that step S39 is not always necessary, and step S39 may be omitted. That is, if it is determined in step S38 that the suction port is manual inside air, the heat pump cycle with dehumidification may be selected unconditionally without determining the necessity for dehumidification.

  Incidentally, if the window fogging judgment value in step S37, that is, the window fogging judgment value when the economy switch is turned on is excessively increased, the HOT cycle without dehumidifying capability even when window fogging that hinders operation occurs. Since (dehumidification-free heat pump cycle) is selected and the anti-fogging property is not exhibited, it is not preferable for safety.

  Therefore, the window fog determination value in step S37 needs to be set to a value that falls within the window fog so as not to hinder driving even in the worst state in consideration of tolerances and the like.

  Since the vehicle air conditioner 1 of this embodiment is controlled as described above, it operates as follows according to the operation mode selected in the control step S6.

(A) Cooling mode (COOL cycle: see FIG. 1)
In the cooling mode, the air-conditioning control device 50 deenergizes all the solenoid valves, so that the electric three-way valve 13 is located between the refrigerant outlet side of the indoor condenser 12 and one refrigerant inlet / outlet of the first three-way joint 15. , The low pressure solenoid valve 17 is closed, the high pressure solenoid valve 20 is opened, the heat exchanger shut-off solenoid valve 21 is opened, and the dehumidifying solenoid valve 24 is closed.

  Thereby, as shown by the arrow in FIG. 1, the compressor 11 → the indoor condenser 12 → the electric three-way valve 13 → the first three-way joint 15 → the outdoor heat exchanger 16 → the second three-way joint 19 → the high-pressure solenoid valve 20 → Second check valve 22 → Variable throttle mechanism 27b of temperature type expansion valve 27 → Fourth three-way joint 25 → Indoor evaporator 26 → Temperature sensitive part 27a of temperature type expansion valve 27 → Fifth three way joint 28 → Accumulator 29 → A vapor compression refrigeration cycle in which the refrigerant circulates in the order of the compressor 11 is configured.

  In this cooling mode refrigerant circuit, the refrigerant flowing into the first three-way joint 15 from the electric three-way valve 13 does not flow out to the low-pressure solenoid valve 17 side because the low-pressure solenoid valve 17 is closed. Further, the refrigerant flowing from the outdoor heat exchanger 16 into the second three-way joint 19 does not flow out to the heat exchanger shut-off electromagnetic valve 21 side because the dehumidifying electromagnetic valve 24 is closed. Further, the refrigerant flowing out from the variable throttle mechanism 27b of the temperature type expansion valve 27 does not flow out to the dehumidifying electromagnetic valve 24 side because the dehumidifying electromagnetic valve 24 is closed. Further, the refrigerant that has flowed into the fifth three-way joint 28 from the temperature sensing portion 27 a of the temperature type expansion valve 27 does not flow out to the second check valve 22 side due to the action of the second check valve 22.

  Therefore, the refrigerant compressed by the compressor 11 is cooled by exchanging heat with the blown air (cold air) that has passed through the indoor evaporator 26 by the indoor condenser 12 and further cooled by the outdoor heat exchanger 16. It is cooled by exchanging heat and expanded under reduced pressure by the temperature type expansion valve 27. The low-pressure refrigerant decompressed by the temperature type expansion valve 27 flows into the indoor evaporator 26 and absorbs heat from the blown air blown from the blower 32 to evaporate. Thereby, the blown air passing through the indoor evaporator 26 is cooled.

  At this time, since the opening degree of the air mix door 38 is adjusted as described above, a part (or all) of the blown air cooled by the indoor evaporator 26 flows into the mixing space 35 from the cold air bypass passage 34, A part (or all) of the blown air cooled by the indoor evaporator 26 flows into the heating cold air passage 33 and passes through the heater core 36, the indoor condenser 12, and the PTC heater 37, and is reheated to be mixed space. 35.

  Thereby, the temperature of the blast air mixed in the mixing space 35 and blown into the vehicle interior is adjusted to a desired temperature, and the vehicle interior can be cooled. In the cooling mode, although the dehumidifying ability of the blown air is high, the heating ability is hardly exhibited.

  The refrigerant flowing out of the indoor evaporator 26 flows into the accumulator 29 through the temperature sensing part 27a of the temperature type expansion valve 27. The gas-phase refrigerant that has been gas-liquid separated by the accumulator 29 is sucked into the compressor 11 and compressed again.

(B) Heating mode (HOT cycle: see FIG. 2)
In the heating mode, the air-conditioning control device 50 energizes the electric three-way valve 13, the high-pressure solenoid valve 20, and the low-pressure solenoid valve 17 and de-energizes the remaining solenoid valves 21, 24. The refrigerant outlet side of the indoor condenser 12 and the refrigerant inlet side of the fixed throttle 14 are connected, the low pressure solenoid valve 17 is opened, the high pressure solenoid valve 20 is closed, and the heat exchanger shut-off solenoid valve 21 is opened. Then, the dehumidifying solenoid valve 24 is closed.

  Thereby, as shown by the arrow in FIG. 2, the compressor 11 → the indoor condenser 12 → the electric three-way valve 13 → the fixed throttle 14 → the third three-way joint 23 → the heat exchanger cutoff electromagnetic valve 21 → the second three-way joint 19. → Vapor compression refrigeration cycle in which refrigerant circulates in the order of outdoor heat exchanger 16 → first three-way joint 15 → low pressure solenoid valve 17 → first check valve 18 → fifth three-way joint 28 → accumulator 29 → compressor 11 Is done.

  In the heating mode refrigerant circuit, the refrigerant flowing into the third three-way joint 23 from the fixed throttle 14 does not flow out to the dehumidifying electromagnetic valve 24 side because the dehumidifying electromagnetic valve 24 is closed. Further, the refrigerant flowing into the second three-way joint 19 from the heat exchanger cutoff electromagnetic valve 21 does not flow out to the high pressure solenoid valve 20 side because the high pressure solenoid valve 20 is closed. The refrigerant flowing into the first three-way joint 15 from the outdoor heat exchanger 16 is connected to the refrigerant outlet side of the indoor condenser 12 and the refrigerant inlet side of the fixed throttle 14 by the electric three-way valve 13. It does not flow out to the electric three-way valve 13 side. The refrigerant flowing from the first check valve 18 into the fifth three-way joint 28 does not flow out to the temperature type expansion valve 27 side because the dehumidifying electromagnetic valve 24 is closed.

  Therefore, the refrigerant compressed by the compressor 11 is cooled by exchanging heat with the blown air blown from the blower 32 by the indoor condenser 12. As a result, the blown air passing through the indoor condenser 12 is heated. At this time, since the opening degree of the air mix door 38 is adjusted, similarly to the cooling mode, the temperature of the blown air mixed in the mixing space 35 and blown into the vehicle interior is adjusted to a desired temperature, Heating can be performed. In the heating mode, the dehumidifying ability of the blown air is not exhibited.

  Further, the refrigerant flowing out of the indoor condenser 12 is decompressed by the fixed throttle 14 and flows into the outdoor heat exchanger 16. The refrigerant that has flowed into the outdoor heat exchanger 16 absorbs heat from the vehicle exterior air blown from the blower fan 16a and evaporates. The refrigerant that has flowed out of the outdoor heat exchanger 16 flows into the accumulator 29 through the low-pressure solenoid valve 17, the first check valve 18, and the like. The gas-phase refrigerant that has been gas-liquid separated by the accumulator 29 is sucked into the compressor 11 and compressed again.

(C) First dehumidification mode (DRY_EVA cycle: see FIG. 3)
In the first dehumidifying mode, the air conditioning control device 50 sets the electric three-way valve 13, the low pressure solenoid valve 17, the heat exchanger shut-off solenoid valve 21 and the dehumidification solenoid valve 24 in the energized state, and sets the high pressure solenoid valve 20 in the non-energized state. The electric three-way valve 13 connects the refrigerant outlet side of the indoor condenser 12 and the refrigerant inlet side of the fixed throttle 14, the low pressure solenoid valve 17 is opened, the high pressure solenoid valve 20 is opened, and heat exchange is performed. The device shut-off solenoid valve 21 is closed, and the dehumidifying solenoid valve 24 is opened.

  Thereby, as shown by the arrow in FIG. 3, the compressor 11, the indoor condenser 12, the electric three-way valve 13, the fixed throttle 14, the third three-way joint 23, the dehumidifying solenoid valve 24, the fourth three-way joint 25, and the indoor evaporation. A vapor compression refrigeration cycle in which the refrigerant circulates in the order of the vessel 26 → the temperature sensing part 27 a of the temperature type expansion valve 27 → the fifth three-way joint 28 → the accumulator 29 → the compressor 11.

  In the refrigerant circuit in the first dehumidifying mode, the refrigerant flowing into the third three-way joint 23 from the fixed throttle 14 flows out to the heat exchanger shut-off solenoid valve 21 side because the heat exchanger shut-off solenoid valve 21 is closed. There is nothing. Further, the refrigerant flowing into the fourth three-way joint 25 from the dehumidifying electromagnetic valve 24 does not flow out toward the variable throttle mechanism 27 b side of the temperature type expansion valve 27 due to the action of the second check valve 22. Further, the refrigerant that has flowed into the fifth three-way joint 28 from the temperature sensing portion 27 a of the temperature type expansion valve 27 does not flow out to the first check valve 18 side due to the action of the first check valve 18.

  Therefore, the refrigerant compressed by the compressor 11 is cooled by exchanging heat with the blown air (cold air) after passing through the indoor evaporator 26 by the indoor condenser 12. As a result, the blown air passing through the indoor condenser 12 is heated. The refrigerant flowing out of the indoor condenser 12 is decompressed by the fixed throttle 14 and flows into the indoor evaporator 26.

  The low-pressure refrigerant flowing into the indoor evaporator 26 absorbs heat from the blown air blown from the blower 32 and evaporates. Thereby, the blown air passing through the indoor evaporator 26 is cooled and dehumidified. Therefore, the blown air cooled and dehumidified by the indoor evaporator 26 is reheated when passing through the heater core 36, the indoor condenser 12, and the PTC heater 37 and blown out from the mixing space 35 into the vehicle interior. That is, dehumidification in the passenger compartment can be performed. In the first dehumidifying mode, the dehumidifying capacity of the blown air can be exhibited, but the heating capacity is small.

  The refrigerant flowing out of the indoor evaporator 26 flows into the accumulator 29 through the temperature sensing part 27a of the temperature type expansion valve 27. The gas-phase refrigerant that has been gas-liquid separated by the accumulator 29 is sucked into the compressor 11 and compressed again.

(D) Second dehumidification mode (DRY_ALL cycle: see FIG. 4)
In the second dehumidifying mode, the air conditioning control device 50 sets the electric three-way valve 13, the low pressure electromagnetic valve 17, and the dehumidifying electromagnetic valve 24 in the energized state and the remaining electromagnetic valves 20 and 21 in the non-energized state. 13 connects between the refrigerant outlet side of the indoor condenser 12 and the refrigerant inlet side of the fixed throttle 14, the low pressure solenoid valve 17 is opened, the high pressure solenoid valve 20 is opened, and the heat exchanger shut-off solenoid valve 21. Is opened, and the dehumidifying electromagnetic valve 24 is opened.

  Thereby, as shown by the arrow in FIG. 4, the compressor 11 → the indoor condenser 12 → the electric three-way valve 13 → the fixed throttle 14 → the third three-way joint 23 → the heat exchanger cutoff electromagnetic valve 21 → the second three-way joint 19. The refrigerant circulates in the order of the outdoor heat exchanger 16 → the first three-way joint 15 → the low pressure solenoid valve 17 → the first check valve 18 → the fifth three-way joint 28 → the accumulator 29 → the compressor 11, and the compressor 11 → Condenser 12 → Electric three-way valve 13 → Fixed throttle 14 → Third three-way joint 23 → Dehumidification solenoid valve 24 → Fourth three-way joint 25 → Indoor evaporator 26 → Temperature sensitive valve 27a of temperature type expansion valve 27 → Fifth three-way A vapor compression refrigeration cycle in which the refrigerant circulates in the order of the joint 28 → accumulator 29 → compressor 11 is configured.

  That is, in the second dehumidifying mode, the refrigerant that has flowed from the fixed throttle 14 into the third three-way joint 23 flows out to both the heat exchanger shut-off solenoid valve 21 side and the dehumidifying solenoid valve 24 side, and from the first check valve 18. Both the refrigerant flowing into the fifth three-way joint 28 and the refrigerant flowing into the fifth three-way joint 28 from the temperature sensing portion 27a of the temperature type expansion valve 27 merge at the fifth three-way joint 28 and flow out to the accumulator 29 side.

  In the refrigerant circuit in the second dehumidifying mode, the refrigerant that has flowed from the outdoor heat exchanger 16 into the first three-way joint 15 is such that the electric three-way valve 13 is connected to the refrigerant outlet side of the indoor condenser 12 and the refrigerant inlet of the fixed throttle 14. As a result, the electric three-way valve 13 does not flow out. Further, the refrigerant flowing into the fourth three-way joint 25 from the dehumidifying electromagnetic valve 24 does not flow out toward the variable throttle mechanism 27 b side of the temperature type expansion valve 27 due to the action of the second check valve 22.

  Therefore, the refrigerant compressed by the compressor 11 is cooled by exchanging heat with the blown air (cold air) after passing through the indoor evaporator 26 by the indoor condenser 12. As a result, the blown air passing through the indoor condenser 12 is heated. The refrigerant flowing out of the indoor condenser 12 is depressurized by the fixed throttle 14, branched by the third three-way joint 23, and flows into the outdoor heat exchanger 16 and the indoor evaporator 26.

  The refrigerant that has flowed into the outdoor heat exchanger 16 absorbs heat from the vehicle exterior air blown from the blower fan 16a and evaporates. The refrigerant that has flowed out of the outdoor heat exchanger 16 flows into the fifth three-way joint 28 via the low pressure solenoid valve 17, the first check valve 18, and the like. The low-pressure refrigerant flowing into the indoor evaporator 26 absorbs heat from the blown air blown from the blower 32 and evaporates. Thereby, the blown air passing through the indoor evaporator 26 is cooled and dehumidified.

  Therefore, the blown air cooled and dehumidified by the indoor evaporator 26 is reheated when passing through the heater core 36, the indoor condenser 12, and the PTC heater 37 and blown out from the mixing space 35 into the vehicle interior. At this time, in the second dehumidifying mode, the amount of heat absorbed by the outdoor heat exchanger 16 can be radiated by the indoor condenser 12 as compared to the first dehumidifying mode, so that the blown air is more than in the first dehumidifying mode. Can be heated to high temperatures. That is, in the second dehumidifying mode, it is possible to perform dehumidifying heating that also exhibits a dehumidifying capability while exhibiting a high heating capability.

  The refrigerant that has flowed out of the indoor evaporator 26 flows into the fifth three-way joint 28, merges with the refrigerant that flows out of the outdoor heat exchanger 16, and flows into the accumulator 29. The gas-phase refrigerant that has been gas-liquid separated by the accumulator 29 is sucked into the compressor 11 and compressed again.

  As described above, in this embodiment, it is possible to improve the practicality of a vehicle air conditioner that performs dehumidification in a heat pump cycle.

  Specifically, since the determination of the possibility of window fogging is performed based on the window glass surface relative humidity RHW as in step S38, it is compared with that in which the possibility of window fogging is estimated based on the outside air temperature and TAO as in the prior art. Thus, the possibility of window fogging can be accurately determined.

  For this reason, since it is possible to prevent the heat pump cycle with dehumidification from being selected more than necessary, it is possible to suppress an increase in power of the vapor compression refrigeration cycle, and thus it is possible to suppress deterioration in vehicle fuel consumption. .

  Further, when the economy switch is turned on as in steps S35 to S37, that is, when the occupant is giving an intention to prioritize fuel consumption over air-conditioning comfort, compared to when the economy switch is turned off. Since the frequency with which the heat pump cycle with dehumidification is selected is reduced, the increase in power of the vapor compression refrigeration cycle can be further suppressed, and the deterioration of vehicle fuel consumption can be further suppressed.

  Moreover, since the dehumidification capability of a heat pump cycle is adjusted according to the necessity for dehumidification like step S39-step S42, it can suppress that the dehumidification capability by a heat pump cycle is exhibited excessively. For this reason, the increase in the power of the vapor compression refrigeration cycle can be further suppressed, and the deterioration of the vehicle fuel consumption can be further suppressed.

(Second Embodiment)
In the first embodiment, when the window glass surface relative humidity RHW is larger than a predetermined threshold, it is determined that the possibility of window fogging is high. In the second embodiment, as shown in FIG. It is determined that the possibility of window fogging is high when the switch 60b is operated by the passenger in the inside air mode.

  That is, when the inside air mode is set as the suction port mode, the humidity in the passenger compartment rises in a short time, and the window glass tends to become cloudy. In particular, when the vehicle is traveling at a high speed, the window glass is cooled by the traveling wind, so that there is a high possibility that the window glass will suddenly become cloudy, resulting in trouble in operation.

  In view of this point, in the present embodiment, when the inside air mode is set by the occupant, it is determined that the possibility of window fogging is high and dehumidification is performed.

  FIG. 10 is the same as FIG. 9 except that steps S35 to S38 in the flowchart of FIG. 9 are changed to step S65.

  If it is determined in step S63 (corresponding to step S33 in FIG. 9) that the auto outlet is not a face (FACE) (NO determination), the process proceeds to step S65 to select a heat pump cycle. In step S65, it is determined whether or not the suction port is manual inside air (manual REC), that is, whether or not the suction port mode switch 60b is operated in the inside air mode.

  If it is determined that the suction port is not manual air (NO determination), it is determined that the possibility of window fogging is low, and a HOT cycle without dehumidifying capacity is selected (step S69).

  When it is determined in step S65 that the suction port is manual inside air (in the case of YES determination), it is determined that the possibility of window fogging is high, and the process proceeds to step S66 (corresponding to step S39 in FIG. 9). The necessity for dehumidification is determined based on the evaporator temperature TE, and one of the DRY_EVA cycle (step S67), the DRY_ALL cycle (step S68), and the HOT cycle (step S69) is selected according to the necessity for dehumidification.

  Thereby, when there is a need for dehumidification, the DRY_EVA cycle or the DRY_ALL cycle is selected and dehumidification is performed, so that anti-fogging properties can be ensured.

  Note that step S66 is not always necessary, and step S66 may be omitted. That is, when it is determined in step S65 that the suction port is manual inside air, the heat pump cycle with dehumidification may be selected unconditionally without determining the necessity of dehumidification.

  According to the present embodiment, when a mode other than the inside air mode is set and the air volume ratio of the inside air is low, it is determined that the window glass is not easily fogged, and a heat pump cycle without dehumidification (HOT cycle) is selected, and a mode other than the inside air mode is set and the inside air mode is set. When the air volume ratio is high, it is judged that the window glass is likely to be fogged, and the heat pump cycle with dehumidification (DRY_EVA cycle or DRY_ALL cycle) is selected. This can be prevented.

  For this reason, since it is possible to suppress an increase in power of the vapor compression refrigeration cycle, it is possible to suppress deterioration in vehicle fuel consumption, and thus to improve the practicality of a vehicle air conditioner that performs dehumidification in a heat pump cycle. it can.

(Third embodiment)
The third embodiment relates to the detailed contents of step S11, that is, the method for determining the rotational speed of the compressor 11.

  FIG. 11A is a flowchart showing the main part of step S11. The control process of the flowchart of FIG. 11A is executed when the air conditioner switch 60a is turned on.

  In the flowchart of FIG. 11A, control is performed to save power in the vapor compression refrigeration cycle, in other words, to improve vehicle fuel efficiency. More specifically, when the heat source required for heating can be secured by engine cooling water and dehumidification is not necessary, the compressor (compressor) 11 is stopped to save power (steps S84 and S86). ).

  First, in step 80, it is determined whether or not a cooler cycle is selected. When it is determined that the cooler cycle is selected (in the case of YES determination), the compressor rotation speed change amount ΔfC in the cooler cycle (cooling mode) is obtained using the basic determination method described above.

  When it is determined that the cooler cycle is not selected, that is, when it is determined that the heat pump cycle is selected (in the case of NO determination), the process proceeds to step S81 and the compressor rotation in the heat pump cycle (heating mode) is performed. The number change amount ΔfH is obtained using the basic determination method described above. FIG. 11B shows an example of a fuzzy inference rule for obtaining the compressor rotation speed change amount ΔfH.

  Next, in step S82, the compressor rotation speed change amount ΔfH in the heat pump cycle of step S81 is substituted for the compressor rotation speed change amount Δf. Incidentally, when it is determined in step 80 that the cooler cycle is selected (in the case of YES determination), the compressor rotational speed change amount ΔfC in the cooler cycle is substituted for the compressor rotational speed change amount Δf. .

  Next, in step S83, a temporary current compressor speed is obtained. The temporary compressor rotation speed is obtained by adding the compressor rotation speed change amount Δf in step S81 to the previous compressor rotation speed.

  Next, in step S84, a temporary compressor rotational speed is obtained based on the provisional current compressor rotational speed. The provisional compressor rotation speed is equal to or higher than the minimum rotation speed (preset rotation speed) at which oil return can be ensured. Specifically, the temporary rotation speed of the compressor is compared with the minimum rotation speed (1000 rpm in this example), and the larger rotation speed (MAX) is selected.

  Next, in step S85, it is determined whether or not the blown air at the target outlet temperature TAO can be made of engine coolant, in other words, whether or not the engine coolant temperature Tw is higher than a predetermined temperature.

  In this example, when the difference between the indoor condenser target temperature (indoor condenser target temperature) and the engine coolant temperature Tw is smaller than a predetermined threshold (2 ° C. in FIG. 11), the blown air at the target outlet temperature TAO is used. It is determined that it can be made with engine coolant. Incidentally, the indoor condenser target temperature is basically the same as the above-described heating heat exchanger target temperature, but may be a value obtained by slightly correcting the heating heat exchanger target temperature.

  When it is determined that the difference between the indoor condenser target temperature and the engine coolant temperature Tw is equal to or greater than a predetermined threshold value (in the case of NO determination), the blowout air at the target outlet temperature TAO cannot be created with the engine coolant. It progresses to step S86 and a heat pump cycle is continued. Specifically, the provisional compressor speed in step S83 is set to the current compressor speed. Thereby, heating by a heat pump cycle is performed.

  On the other hand, when it is determined in step S85 that the difference between the indoor condenser target temperature (indoor condenser target temperature) and the engine coolant temperature Tw is smaller than a predetermined threshold (in the case of YES determination), the target outlet temperature TAO. It is determined that the blown air can be made with engine cooling water, and the process proceeds to step S87 to determine whether or not the dehumidifying capacity is required.

  In this example, when the dehumidifying heating cycle (heat pump cycle with dehumidification = DRY_EVA cycle or DRY_ALL cycle) is selected, it is determined that the dehumidifying capacity is necessary.

  If it is determined in step S87 that the dehumidifying and heating cycle is not selected (NO determination), it is determined that the dehumidifying capacity is not necessary, and the process proceeds to step S88, where the current compressor speed fHn is set to 0. Set to [rpm].

  Thereby, the compressor 11 stops and a dehumidification capability is no longer exhibited. Thus, power saving is achieved by stopping the compressor 11.

  Incidentally, although the compressor 11 stops and the heating capability by the heat pump cycle (HOT cycle) is not exhibited, the engine cooling water temperature Tw is sufficiently high in this case, so the heat source necessary for heating is used as the engine. This can be ensured by cooling water, and heating of the passenger compartment can be performed without hindrance.

  On the other hand, when it is determined in step S87 that the dehumidifying heating cycle is selected (in the case of YES determination), it is determined that the dehumidifying capacity is necessary, and the process proceeds to step S86 described above. Thereby, dehumidification heating will be performed by a dehumidification heating cycle, without the compressor 11 being stopped.

  According to the present embodiment, when the heat pump cycle without dehumidification is selected and the engine coolant temperature Tw is higher than the predetermined temperature as in steps S85 → S87 → S88, the rotational speed of the compressor 11 is corrected to decrease (this example) In this case, the rotation speed of the compressor 11 is set to 0 [rpm]. Therefore, even if the rotation speed of the compressor 11 is lowered and the heating capacity of the heat pump cycle without dehumidification is lowered, the heater core 36 using cooling water as a heat source is used. Heating capacity can be supplemented.

  For this reason, power saving of the vapor compression refrigeration cycle 10 can be achieved while suppressing a decrease in heating capacity, and thus practicality can be improved.

  In addition, when the heat pump cycle with dehumidification is selected as in steps S85 → S87 → S86, the rotational speed of the compressor 11 is not corrected to decrease even if the engine coolant temperature Tw is higher than the predetermined temperature. It is possible to ensure anti-fogging properties by ensuring the dehumidifying capacity required when selecting a cycle.

(Fourth embodiment)
In the said 1st Embodiment, when an auto blower outlet is other than a face, a heat pump cycle is selected and a cooler cycle is not selected, but in this 4th Embodiment, as shown in FIG. Even if it is other than this, if the heat dissipation of the indoor condenser 12 is hindered by the heat dissipation of the heater core 36, the cooler cycle is selected.

  That is, when the heat pump cycle with dehumidification is selected and the heat dissipation of the indoor condenser 12 is hindered by the heat dissipation of the heater core 36, the refrigerant flow rate decreases and the dehumidifying capacity decreases, so that the antifogging property can be secured. There is a practical problem that it will disappear.

  In view of this point, when the heat pump cycle with dehumidification is selected, if the heat dissipation of the indoor condenser 12 is hindered by the heat dissipation of the heater core 36, the dehumidifying ability is ensured by switching to the cooler cycle, and the anti-fogging property To improve practicality.

  The control process of the flowchart of FIG. 12 is executed when the air conditioner switch 60a and the auto switch are turned on (ON).

  First, in step S90, it is determined whether or not the outside air temperature is lower than a predetermined threshold value (−3 ° C. in this example). When it is determined that the outside air temperature is lower than the predetermined threshold value (in the case of YES determination), the performance of the heat pump cycle is not sufficient, so that the process proceeds to step S91 and a cooler cycle (COOL cycle) is selected.

  When it is determined that the outside air temperature is equal to or higher than the predetermined threshold value (in the case of NO determination), the process proceeds to step S92, and it is determined whether or not the automatic air outlet is a face (FACE). If it is determined that the auto outlet is a face (in the case of YES determination), it is determined that it is not necessary to perform heating, the process proceeds to step S91, and a cooler cycle is selected.

  If it is determined in step S92 that the auto air outlet is other than the face (in the case of NO determination), it is determined that heating is required, and the process proceeds to step S93 to select a heat pump cycle.

  In step S93, it is determined whether it is necessary to perform dehumidification. In this example, the presence or absence of window fogging is determined based on whether or not the window glass surface relative humidity RHW is greater than 100, and whether or not dehumidification needs to be performed is determined based on the possibility of window fogging. .

  When it is determined that the window glass surface relative humidity RHW is 100 or less and there is no possibility of window fogging (in the case of NO determination), it is determined that it is not necessary to perform dehumidification, and the process proceeds to step S94, where there is no dehumidification capability However, the HOT cycle with the highest heating efficiency is selected.

  If it is determined in step S93 that the window glass surface relative humidity RHW is larger than 100 and there is a possibility of window fogging (in the case of YES determination), the process proceeds to step S95, and the heat dissipation of the indoor condenser 12 is performed by the heater core 36. It is determined whether there is a possibility of being disturbed by heat dissipation.

  In this example, the indoor condenser target temperature (indoor condenser target temperature) is close to the engine coolant temperature Tw (in FIG. 12, the difference between the indoor condenser target temperature and the engine coolant temperature Tw is larger than −3 ° C. and 3 If it is determined that the temperature is smaller than ° C.), it is determined that the heat dissipation of the indoor condenser 12 may be hindered by the heat dissipation of the heater core 36.

  When it is determined that the difference between the indoor condenser target temperature and the engine coolant temperature Tw is larger than −3 ° C. and smaller than 3 ° C. (in the case of YES determination), the heat radiation of the indoor condenser 12 is transferred to the heater core 36. Judging that there is a possibility of being disturbed by heat dissipation, the process proceeds to step S96, and a request (UP request) is made to increase the engine EG rotation speed by a predetermined rotation speed (500 rpm in this example) with respect to the target rotation speed. To decide. The target engine speed of the engine EG is calculated based on the remaining battery level.

  Here, the reason why the engine EG rotational speed is increased is to prevent the blown air temperature from being lowered when the heat pump cycle is switched to the cooler cycle. That is, if the cooling water temperature Tw is increased by increasing the rotational speed of the engine EG before or when switching to the cooler cycle, the blown air temperature when switching to the cooler cycle can be increased. .

  Next, in step S97, it is determined whether or not heat dissipation from the indoor condenser 12 is hindered by heat dissipation from the heater core 36. In this example, when the difference between the indoor condenser target temperature and the engine coolant temperature Tw is smaller than 1 ° C. (in the case of YES determination), it is determined that the heat dissipation of the indoor condenser 12 is hindered by the heat dissipation of the heater core 36.

  When it is determined that the difference between the indoor condenser target temperature and the engine coolant temperature Tw is 1 ° C. or more (in the case of NO determination), it is determined that the heat dissipation of the indoor condenser 12 is not hindered by the heat dissipation of the heater core 36. Then, the process proceeds to step S98. Step S98 corresponds to step S39 in FIG. 9, and the necessity for dehumidification is determined, and the dehumidifying ability of the heat pump cycle is appropriately selected according to the necessity for dehumidification (steps S99, S100, and S94).

  On the other hand, if it is determined in step S97 that the difference between the indoor condenser target temperature and the engine coolant temperature Tw is smaller than 1 ° C. (in the case of YES determination), the heat dissipation of the indoor condenser 12 is hindered by the heat dissipation of the heater core 36. In step S101, it is determined whether the possibility of window fogging is high.

  In this example, when the window glass surface relative humidity RHW is greater than 110, it is determined that the possibility of window fogging is high. When it is determined that the window glass surface relative humidity RHW is greater than 110 and the possibility of window fogging is high (in the case of YES determination), the process proceeds to step S91, and the cooler cycle having the highest dehumidifying capacity is selected to prevent fogging. Ensure sex.

  When it is determined in step S101 that the window glass surface relative humidity RHW is 110 or less and the possibility of window fogging is not high (in the case of NO determination), the process proceeds to step S98 and the heat pump cycle is performed according to the necessity of dehumidification. The dehumidifying capacity is appropriately selected.

  Note that step S101 is not always necessary, and step S101 may be omitted. That is, if it is determined in step S96 that the heat dissipation of the indoor condenser 12 is hindered by the heat dissipation of the heater core 36, the process proceeds to step S91 unconditionally without determining the possibility of window fogging, and the cooler cycle is selected. You may do it.

  According to the present embodiment, as determined in steps S97 and S91, when it is determined that the heat dissipation of the indoor condenser 12 is hindered by the heat dissipation of the heater core 36, the heat pump cycle is switched to the cooler cycle to ensure the dehumidification capability. Cloudiness can be ensured, and as a result, practicality can be improved.

  Here, when switching from the heat pump cycle to the cooler cycle, there are problems such as the operating sound of the electromagnetic valves 13, 17, 20, 21, and 24, which constitute the refrigerant circuit switching means, and the temperature of the blown air suddenly change.

  In view of this point, in this embodiment, as in step S101, when the possibility of window fogging is high, in other words, when the dehumidifying capacity is required, the heat pump cycle is switched to the cooler cycle. When it is low, in other words, it is possible to prevent switching from the heat pump cycle to the cooler cycle when the dehumidifying capacity is not required. For this reason, generation | occurrence | production of the above inconveniences can be suppressed.

  Furthermore, in the present embodiment, as in step S96, when there is a possibility that the heat dissipation of the indoor condenser 12 may be hindered by the heat dissipation of the heater core 36, the engine EG is increased by a predetermined number of rotations relative to the target rotation speed. Therefore, the engine coolant temperature Tw can be increased before or when switching from the heat pump cycle to the cooler cycle. For this reason, it can suppress that the blowing air temperature falls when switching from a heat pump cycle to a cooler cycle.

(Fifth embodiment)
In the fourth embodiment, when the heat dissipation of the indoor condenser 12 is hindered by the heat dissipation of the heater core 36 during the heat pump cycle, the dehumidifying ability is ensured by switching to the cooler cycle. In the fifth embodiment, as shown in FIG. As described above, when the heat radiation of the indoor condenser 12 is hindered by the heat radiation of the heater core 36 during the heat pump cycle, the heat radiation of the heater core 36 is reduced so that the heat can be radiated by the indoor condenser 12. Thereby, the dehumidification capability is ensured by the heat pump cycle with dehumidification without switching to the cooler cycle.

  The control process of the flowchart of FIG. 13 is executed when the air conditioner switch 60a and the auto switch are turned on (ON).

  First, in step S110, it is determined whether or not the outside air temperature is lower than a predetermined threshold value (−3 ° C. in this example). When it is determined that the outside air temperature is lower than the predetermined threshold value (in the case of YES determination), the performance of the heat pump cycle is not sufficient, and thus the process proceeds to step S111, and a cooler cycle (COOL cycle) is selected.

  When it is determined in step S110 that the outside air temperature is higher than the predetermined threshold value (in the case of NO determination), the process proceeds to step S112, and it is determined whether or not the air outlet mode is the face mode. When it is determined that the face mode is selected (in the case of YES determination), it is determined that it is not necessary to perform heating, the process proceeds to step S111, and a cooler cycle is selected.

  If it is determined that the mode is other than the face mode (in the case of NO determination), it is determined that heating is necessary, and the process proceeds to step S113 to select a heat pump cycle.

  In step S113, it is determined whether it is necessary to perform dehumidification. In this example, the presence or absence of window fogging is determined based on whether or not the window glass surface relative humidity RHW is greater than 100, and whether or not dehumidification needs to be performed is determined based on the possibility of window fogging. .

  When it is determined that the window glass surface relative humidity RHW is 100 or less and there is no possibility of window fogging (in the case of NO determination), it is determined that it is not necessary to perform dehumidification, and the process proceeds to step S114, and there is no dehumidification capability. However, the HOT cycle with the highest heating efficiency is selected.

  When it is determined in step S113 that the window glass surface relative humidity RHW is larger than 100 and there is a possibility of window fogging (in the case of YES determination), the process proceeds to step S115, and the heat dissipation of the indoor condenser 12 is performed by the heater core 36. It is determined whether there is a possibility of being disturbed by heat dissipation.

  In this example, when the indoor condenser target temperature (indoor condenser target temperature) and the engine coolant temperature Tw are close (in FIG. 12, the difference between the indoor condenser target temperature and the engine coolant temperature Tw is smaller than 5 ° C.). Determines that the heat dissipation of the indoor condenser 12 may be hindered by the heat dissipation of the heater core 36.

  When it is determined that the difference between the indoor condenser target temperature and the engine coolant temperature Tw is 5 ° C. or more (in the case of NO determination), the heat dissipation of the indoor condenser 12 may be hindered by the heat dissipation of the heater core 36. It is determined that there is no, and the process proceeds to step S116. Step S116 corresponds to step S98 in FIG. 12, determines the necessity for dehumidification, and appropriately selects the dehumidifying capacity of the heat pump cycle according to the necessity for dehumidification (steps S117, S118, S114).

  If it is determined in step S115 that the difference between the indoor condenser target temperature and the engine coolant temperature Tw is smaller than 5 ° C. (in the case of YES determination), the heat dissipation of the indoor condenser 12 is hindered by the heat dissipation of the heater core 36. It is determined that there is a possibility, the process proceeds to step S119, and it is determined whether or not the possibility of window fogging is high. In this example, when the window glass surface relative humidity RHW is greater than 110, it is determined that the possibility of window fogging is high.

  When it is determined that the window glass surface relative humidity RHW is greater than 110 and the possibility of window fogging is high (in the case of YES determination), the process proceeds to step S120, and a request signal for stopping the water pump (cooling water pump) is issued. Decide to output. And it progresses to step S116 and selects the dehumidification capability of a heat pump cycle suitably according to the necessity for dehumidification.

  By stopping the water pump, the engine coolant temperature Tw is lowered and the heat radiation amount of the heater core 36 is reduced. For this reason, since the heat radiation of the indoor condenser 12 is not hindered by the heat radiation of the heater core 36, the dehumidification capability can be ensured in the heat pump cycle with dehumidification without decreasing the refrigerant flow rate of the heat pump cycle.

  On the other hand, when it is determined in step S119 that the window glass surface relative humidity RHW is 110 or less and the possibility of window fogging is not high (in the case of NO determination), the process proceeds to step S116, and according to the necessity of dehumidification. The dehumidifying capacity of the heat pump cycle is appropriately selected.

  In this case, since the engine coolant temperature Tw is maintained without being lowered, the heat release of the indoor condenser 12 may be hindered by the heat release of the heater core 36, and the dehumidifying ability and the heating ability may be lowered. However, in this case, the possibility of window fogging is not high, so there is no problem even if the dehumidifying capacity is lowered. In addition, the heating capacity is ensured by the heat radiation of the heater core 36.

  Note that step S119 is not always necessary, and step S119 may be omitted. That is, if it is determined in step S115 that the heat dissipation of the indoor condenser 12 is hindered by the heat dissipation of the heater core 36, the process proceeds to step S120 unconditionally without determining the possibility of window fogging, and the water pump is stopped. A request signal may be output.

  In addition, when the configuration in which the cooling water valve is arranged in the cooling water circuit shown by the broken line in FIGS. 1 to 4 is adopted, the cooling water valve may be closed instead of stopping the water pump in step S116. .

(Sixth embodiment)
In the fourth embodiment, when the heat radiation of the indoor condenser 12 is hindered by the heat radiation of the heater core 36 during the heat pump cycle, the heat radiation of the heater core 36 is reduced so that the heat can be radiated by the indoor condenser 12. In the sixth embodiment, as shown in FIG. 14, when the heat dissipation of the indoor condenser 12 is hindered by the heat dissipation of the heater core 36 during the heat pump cycle, the temperature of the indoor condenser 12 is raised to release heat by the indoor condenser 12. It can be so.

  FIG. 14 is the same as FIG. 12 except that steps S96 and S97 in the flowchart of FIG. 12 are changed to steps S136 and S137.

  In step S135 (corresponding to step S95 in FIG. 12), the indoor condenser target temperature and the engine coolant temperature Tw are close (in FIG. 14, the difference between the indoor condenser target temperature and the engine coolant temperature Tw is larger than −3 ° C.). If the temperature is smaller than 3 ° C. (in the case of YES determination), it is determined that the heat dissipation of the indoor condenser 12 may be hindered by the heat dissipation of the heater core 36, and the process proceeds to step S136. The target temperature is corrected to be increased by a predetermined temperature (5 ° C. in this example) (corrected indoor capacitor target temperature = indoor capacitor target temperature + 5).

  When the indoor condenser target temperature is increased in this way, the target high pressure PDO of the rotational speed discharge refrigerant pressure Pd of the compressor 11 is increased in step S4 described above, and the rotational speed of the compressor 11 is also increased. Thereby, the temperature of the indoor condenser 12 will rise.

  Next, in step S137, it is determined whether or not heat dissipation from the indoor condenser 12 is hindered by heat dissipation from the heater core 36. In this example, when it is determined that the difference between the corrected indoor condenser target temperature in step S136 and the engine coolant temperature Tw is smaller than 1 ° C. (in the case of YES determination), the heat dissipation of the indoor condenser 12 is caused by the heat dissipation of the heater core 36. If it is determined that it is obstructed, the process proceeds to step S161 (corresponding to step S101 in FIG. 12), and it is determined whether the possibility of window fogging is high.

  On the other hand, if it is determined in step S135 that the indoor condenser target temperature and the engine coolant temperature Tw are not close (in the case of NO determination), the heat dissipation of the indoor condenser 12 may be hindered by the heat dissipation of the heater core 36. It is determined that there is no increase in the indoor capacitor target temperature (corrected indoor capacitor target temperature = indoor capacitor target temperature), and the process proceeds to step S137.

  According to this, when the heat radiation of the indoor condenser 12 is hindered by the heat radiation of the heater core 36 during the heat pump cycle, the heat can be radiated by the indoor condenser 12 by increasing the temperature of the indoor condenser 12, so that the heat pump with dehumidification Dehumidification ability can be ensured by the cycle.

  On the other hand, when the temperature of the indoor condenser 12 is raised, there is a practical problem that the blown air temperature exceeds the target blown temperature TAO. In this embodiment, as shown in FIG. When the temperature of the vessel 12 is increased, the target opening degree SW of the air mix door 38 is calculated to be small, thereby suppressing the blown air temperature from being lowered and exceeding the target blow temperature TAO.

  FIG. 15A is a flowchart showing a main part of step S10 in the present embodiment. First, in step S150, a control water temperature TW used in a formula in step S152 described later is obtained. In this example, the larger one of the engine coolant temperature Tw and the corrected indoor condenser target temperature in step S136 is set as the control water temperature TW.

  In step S151, a corrected evaporator temperature f1 (corrected evaporator temperature) used in the mathematical formula of step S152 is calculated. In this example, the corrected evaporator temperature f1 is calculated based on the evaporator temperature TE (evaporator temperature) and the map of FIG.

  In step S152, the heater temperature used in the equation of step S153 is obtained. In this example, the heater temperature is obtained from the mathematical expression in step S152. The mathematical formula in step S152 is obtained by experiment.

  In step S153, the target opening degree SW of the air mix door 38 is calculated based on TAO, the evaporator temperature TE, and the heater temperature.

  In this example, 2 is added to the evaporator temperature TE in the equation of step S153 (TE + 2), but the numerical value added to the evaporator temperature TE can be changed as appropriate, and it is not always necessary to add a numerical value to the evaporator temperature TE.

  Further, in this example, the denominator is not made smaller than 10 in the formula of step S153, but this is to prevent the denominator from becoming too small and the target opening degree SW from becoming too large.

  According to this, when the indoor condenser target temperature is corrected to increase in step S136, the denominator of the mathematical formula in step S153 is increased and the target opening degree SW is decreased. For this reason, since the opening degree of the cold air bypass passage 34 increases and the ratio of the cold air flowing through the cold air bypass passage 34 increases, the air temperature in the mixing space 35 (the temperature of the blown air blown into the vehicle interior) is appropriately reduced. Can be made. As a result, since it can suppress that blowing air temperature exceeds target blowing temperature TAO, practicality can be improved more.

(Seventh embodiment)
The seventh embodiment relates to control at the time of failure of various devices of the refrigeration cycle 10.

  In the vapor compression refrigeration cycle 10, if at least one of the solenoid valves 13, 17, 20, 21, 24 and the refrigerant suction temperature sensor 57 constituting the refrigerant circuit switching means fails, the refrigerant flow rate to the indoor evaporator 26 is increased. Therefore, there is a practical problem that the dehumidifying ability is lowered and the antifogging property is lowered.

  In view of this point, in the present embodiment, it is determined that at least one of the solenoid valves 13, 17, 20, 21, 24 and the refrigerant suction temperature sensor 57 has failed as shown in FIG. Select the outside air mode. Thereby, even if it becomes impossible to secure the dehumidifying capacity of the refrigeration cycle 10, the anti-fogging effect is exhibited by introducing outside air.

  FIG. 16A is a flowchart showing the main part of step S8. First, in step S180, an outside air introduction rate SWIA of auto inside / outside air is obtained. The outside air introduction rate SWIA of the auto inside / outside air is a provisional value of the outside air introduction rate, and the final determination of the outside air introduction rate is performed in steps S184 to S186 described later. In this example, the outside air introduction rate SWIA of the auto inside / outside air is obtained based on TAO and the map of FIG.

  In step S181, it is determined whether at least one of the solenoid valves 13, 17, 20, 21, 24 and the refrigerant suction temperature sensor 57 has failed. If it is determined that the failure has occurred, the failure flag is set to 1. If no failure is determined, the failure flag is set to 0. In this example, the failure determination of the solenoid valve is performed depending on whether the resistance of the solenoid valve coil is close to 0 (short) or close to infinity (open).

  In step S182, it is determined whether or not the failure flag is 1. When it is determined that the failure flag is 1 (in the case of YES determination), the process proceeds to step S186, where the outside air that is the final value of the outside air introduction rate is determined. The introduction rate SWI is set to 100%. As a result, outside air is introduced, so that window fogging can be suppressed even if the solenoid valve fails and the dehumidifying capacity of the refrigeration cycle 10 cannot be secured.

  When it is determined in step S182 that the failure flag is other than 1 (in the case of NO determination), the process proceeds to step S183, and the selected inlet mode is determined.

  When the suction port mode is the manual outside air mode (manual FRS), that is, when the outside air mode is set by operating the suction port mode switch 60b, the process proceeds to step S186, and the outside air introduction rate SWI is set to 100% (SWI = 100).

  When the suction port mode is the manual inside air mode (manual REC), that is, when the inside air mode is set by operating the suction port mode switch 60b, the process proceeds to step S185, and the outside air introduction rate SWI is set to 0% (SWI = 0).

  If the suction port mode is the auto mode, that is, if the suction port mode is set by automatic control, the process proceeds to step S184, where the outside air introduction rate SWI is made equal to the outside air introduction rate SWIA of the auto inside / outside air (SWI = SWIA).

  According to the present embodiment, when it is determined that at least one of the solenoid valves 13, 17, 20, 21, 24 and the refrigerant suction temperature sensor 57 has failed as in steps S181, S182, and S186, the air volume of the outside air Since the ratio is set to a predetermined ratio or more (in this example, the outside air introduction rate SWI is set to 100%), the humidity in the passenger compartment can be kept low by introducing a lot of dry outside air.

  For this reason, the fall of the anti-fogging property accompanying at least one failure among the solenoid valves 13, 17, 20, 21, 24 and the refrigerant suction temperature sensor 57 can be suppressed, and thus the practicality can be improved.

(Eighth embodiment)
The eighth embodiment relates to a method for determining the air outlet mode in step S9.

  When the inside air mode is set as the air outlet mode by manual operation of the occupant (during manual REC), there is a practical problem that the humidity in the passenger compartment tends to increase and window fogging easily occurs.

  In view of this point, in the present embodiment, as shown in FIG. 17 (a), when the manual REC is performed, the foot defroster mode is more easily obtained than when the manual REC is performed, thereby increasing the window glass temperature and anti-fogging properties. Secure.

  FIG. 17A is a flowchart showing the main part of step S9. First, in step S190, the auto outlet mode is determined. The auto air outlet mode is an air outlet mode selected by automatic control, and is a provisional determination of the air outlet mode. On the other hand, the final determination of the air outlet mode is performed in steps S195 and S197 described later. In this example, the auto outlet mode is determined based on TAO and the map of FIG.

  Next, in step S191, it is determined whether or not the auto outlet mode is the foot mode (FOOT) or the bi-level mode (B / L). When it is determined that the auto air outlet mode is not the foot mode or the bi-level mode, that is, the face mode (in the case of NO determination), the process proceeds to step S195, and the auto air outlet mode is directly changed to the final determined air outlet mode. (Air outlet mode = Auto air outlet mode).

  That is, as described in step S9, the face mode is selected as the outlet mode when the TAO is in a low temperature range (mainly in summer), and in this case, the outlet mode is the inside air mode. Also, it is judged that the possibility of window fogging is low, and the auto blowout port mode is changed to the final decision blowout mode.

  On the other hand, when it is determined in step S191 that the auto outlet mode is the foot mode or the bi-level mode (in the case of YES determination), the process proceeds to step S192 to determine whether or not the suction port mode is the manual REC. To do.

  If it is determined that the suction port mode is other than the manual REC (in the case of NO determination), the process proceeds to step S194, and whether or not the automatic F / D (foot defroster mode in automatic control) is selected as the suction port mode. If it is determined that the auto F / D is selected, the auto F / D determination flag is set to 1. In this example, whether or not the auto F / D is selected is determined based on the window glass surface relative humidity RHW and the map of FIG.

  Next, in step S196, it is determined whether or not the auto F / D determination flag is 1. If it is determined that the auto F / D determination flag is other than 1 (in the case of NO determination), the process proceeds to step S195, and the auto blowout mode (temporary blowout mode) in step S190 is left as it is as the final decision. Set to exit mode (air outlet mode = auto air outlet mode).

  If it is determined in step S196 that the auto F / D determination flag is 1 (in the case of YES determination), the process proceeds to step S197, and the final determined outlet mode is set to the F / D mode (foot defroster mode). (Air outlet mode = F / D mode).

  On the other hand, if it is determined in step S192 that the suction port mode is manual REC (in the case of YES determination), the process proceeds to step S193, and whether or not to select the auto F / D is changed to a map different from step S194. Based on this, if it is determined that the auto F / D is selected, the auto F / D determination flag is set to 1.

  As can be seen by comparing the maps of step S193 and step S194, when the suction port mode is the manual REC, the threshold value for the automatic F / D selection is set compared to the case where the suction port mode is other than the manual REC. The value of RHW is small.

  In other words, at the time of manual REC, the auto F / D is selected earlier even if the possibility of window fogging is lower than at times other than manual REC. For this reason, the window glass temperature can be increased and the anti-fogging property can be ensured in the manual REC inside air mode in which window fogging is likely to occur.

  Moreover, the anti-fogging property at the time of a heat pump cycle without dehumidification can be improved by selecting auto F / D early. That is, since the window glass temperature can be increased by blowing warm air toward the window glass, window fogging can be prevented to some extent even if the blown air is not dehumidified.

  For this reason, it is possible to improve the heating efficiency by reducing the frequency of operation of the heat pump cycle with dehumidification that is inferior in heating capacity as compared with the heat pump cycle without dehumidification, thereby further suppressing the increase in power of the vapor compression refrigeration cycle. be able to. As a result, the deterioration of the vehicle fuel consumption can be suppressed, and as a result, the practicality can be improved.

(Ninth embodiment)
The ninth embodiment relates to the detailed contents of step S11, that is, the method for determining the rotational speed of the compressor 11.

  As described above, when the foot mode is selected as the air outlet mode, air is blown out at least from the foot air outlet 42. Further, when the foot defroster mode or the defroster mode is selected, window fogging is prevented by increasing the air volume ratio of the air blown from the defroster outlet 43 as compared with the foot mode. Therefore, the foot defroster mode and the defroster mode are hereinafter referred to as an anti-fogging mode.

  When the air outlet mode switch 60c is operated in the anti-fogging mode, dehumidification by the refrigeration cycle 10 should be normally performed. However, depending on the occupant, the operation is not well understood and the anti-fogging mode is selected. The anti-fogging mode may be selected in order to warm the face area. Some occupants select the anti-fogging mode simply for the purpose of preventing window fogging.

  Therefore, if the refrigeration cycle 10 is immediately operated simply because the occupant selects the anti-fogging mode, there is a practical problem that the control becomes very uncomfortable from the viewpoint of the occupant who emphasizes fuel consumption.

  In view of this point, in the present embodiment, as shown in FIG. 18A, the operation frequency of the compressor 11 is reduced by determining whether the compressor 11 is operable according to the possibility of window fogging. To save power and improve fuel efficiency.

  FIG. 18A is a flowchart showing the main part of step S11. The control process of the flowchart in FIG. 18A is executed when the auto switch is turned on (ON).

  In step S200, the rotational speed change amount ΔfC with respect to the previous compressor rotational speed fCn−1 is obtained using the basic determination method in the above-described cooler cycle (cooling mode). FIG. 18B shows an example of a fuzzy inference rule for obtaining the rotational speed change amount ΔfC.

  In step S201, the rotational speed change amount ΔfH with respect to the previous compressor rotational speed fHn−1 is obtained using the basic determination method in the heat pump cycle (heating mode) described above. FIG. 18C shows an example of a fuzzy inference rule for obtaining the rotation speed change amount ΔfH.

  Next, in step S202, it is determined whether or not the cooler cycle is selected. If it is determined that the cooler cycle is selected (in the case of YES determination), the process proceeds to step S203, and the rotational speed change amount Δf is set. Then, the rotational speed change amount ΔfC in the cooling mode is substituted.

  When it is determined in step S202 that the cooler cycle is not selected, that is, when it is determined that the heat pump cycle is selected (in the case of NO determination), the rotation speed change amount Δf is changed to the rotation speed change in the heating mode. The amount ΔfH is substituted.

  Next, in step S205, a temporary current compressor rotational speed is obtained using the previous compressor rotational speed and the rotational speed change amount Δf (temporary current compressor rotational speed = previous compressor rotational speed + rotational speed change amount). Δf).

  Next, in step S206, it is determined whether or not a HOT cycle is selected. If it is determined that the HOT cycle is selected (in the case of YES determination), the process proceeds to step S207, and the compressor maximum rotation speed is set to a predetermined rotation speed (10000 [in this example, 10000 [to permit operation of the compressor 11). rpm]).

  Next, in step S212, the current compressor speed is finally determined. In this example, the smaller one of the temporary current compressor speed in step S205 and the highest compressor speed in step S207 is set as the current compressor speed (current compressor speed = MIN (temporary current compressor speed). , Maximum compressor speed).

  If it is determined in step S206 that other than the HOT cycle is selected (NO determination), the process proceeds to step S208, and it is determined whether the air conditioner switch 60a is turned on.

  When it is determined that the air conditioner switch 60a is turned on (in the case of YES determination), the process proceeds to step S207, and the operation of the compressor 11 is permitted.

  If it is determined that the air conditioner switch 60a is not turned on, that is, if the air conditioner switch 60a is turned off (in the case of NO determination), the process proceeds to step S209, and whether or not the outlet mode is DEF or manual F / D. That is, it is determined whether or not the anti-fogging mode (defroster mode or foot defroster mode) is set by manual operation of the air outlet mode switch 60c (operation by the passenger).

  If it is determined that the air outlet mode is not DEF or manual F / D (in the case of NO determination), the process proceeds to step S211 and the maximum compressor speed is set to 0 [rpm] to prohibit the operation of the compressor 11. Set. As a result, the compressor 11, that is, the refrigeration cycle 10 (air conditioner) is stopped in conjunction with the air conditioner switch 60a being turned off.

  Next, in step S212, the current compressor speed is finally determined. Therefore, the current compressor speed is set to 0 [rpm], and the compressor 11 is stopped.

  On the other hand, when it is determined in step S209 that the air outlet mode is DEF or manual F / D (in the case of YES determination), the process proceeds to step S210 to determine whether or not there is a possibility of window fogging. . In this example, when the window glass surface relative humidity RHW is greater than 100 (RHW> 100), it is determined that there is a possibility of window fogging.

  When it is determined that there is a possibility of window fogging (in the case of YES determination), the process proceeds to step S207 and the operation of the compressor 11 is permitted. Thereby, even if the air-conditioner switch 60a is OFF, the refrigeration cycle 10 (air conditioner) exhibits a dehumidifying ability and prevents window fogging.

  If it is determined that there is no possibility of window fogging (NO determination), the process proceeds to step S211 and the operation of the compressor 11 is prohibited. Thereby, even if the outlet mode is DEF or manual F / D, the compressor 11, that is, the refrigeration cycle 10 (air conditioner) can be stopped without being operated when anti-fogging is not required. The frequency of operation can be reduced to save power.

  Thus, since the vehicle fuel consumption can be improved by reducing the operating frequency of the compressor 11 and saving power, the practicality can be improved.

(10th Embodiment)
The tenth embodiment relates to a method for determining the air outlet mode in step S9.

  When the air outlet mode switch 60c is operated in the anti-fogging mode, the outside air introduction mode should normally be set to reduce the humidity in the vehicle interior, but depending on the passenger, the operation is not well understood and the anti-fogging is not performed. The anti-fogging mode may be selected to select a mode or to warm the face. Some occupants select the anti-fogging mode simply for the purpose of preventing window fogging.

  Therefore, if the occupant simply selects the anti-fogging mode and immediately enters the outside air introduction mode, there is a practical problem that the control becomes very uncomfortable from the viewpoint of the occupant who emphasizes fuel efficiency and odor.

  In view of this point, in the present embodiment, as illustrated in FIG. 19, the introduction of the outside air is suppressed by determining whether or not the outside air can be introduced according to the possibility of window fogging. As a result, ventilation loss is reduced, and power consumption is reduced to improve fuel efficiency. Further, by suppressing the introduction of outside air, the smell of outside air is prevented from entering the vehicle interior.

  FIG. 19 is a flowchart showing the main part of step S9. First, in step S220, the outside air introduction rate SWIA of the auto inside / outside air is determined. The outside air introduction rate SWIA of the auto inside / outside air is a provisional value of the outside air introduction rate, and final determination of the outside air introduction rate is performed in steps S224 to S226 described later. In this example, the outside air introduction rate SWIA of the auto inside / outside air is obtained based on TAO and the map of FIG.

  In step S221, it is determined whether or not the air outlet mode is DEF or manual F / D (anti-fogging mode). When the air outlet mode is DEF or manual F / D (in the case of YES determination), the process proceeds to step S222, and it is determined whether there is a possibility of window fogging. In this example, when the window glass surface relative humidity RHW is greater than 100 (RHW> 100), it is determined that there is a possibility of window fogging.

  If it is determined that there is a possibility of window fogging (in the case of YES determination), the process proceeds to step S226, and the final air freshness introduction rate SWI is set to 100% (SWI = 100).

  If it is determined in step S222 that there is no possibility of window fogging (in the case of NO determination), the process proceeds to step S223, and the selected inlet mode is determined.

  When the suction port mode is the auto mode, the process proceeds to step S224, and the final air-introduction rate SWI is made the same as the external air introduction rate SWIA of the auto inside / outside air (SWI = SWIA).

  When the suction port mode is manual REC (manual inside air mode), the process proceeds to step S225, and the outside air introduction rate SWI is set to 0% (SWI = 0). Thereby, introduction of outside air can be suppressed.

  If the suction port mode is manual FRS (manual outside air mode), that is, if the outside air mode is set by operating the suction port mode switch 60b, the process proceeds to step S226, and the outside air introduction rate SWI is set to 100% (SWI = 100).

  If the outlet mode is not DEF or manual F / D in step S221 (in the case of NO determination), the process proceeds to step S223 without determining the possibility of window fogging, and the selected inlet mode is determined. The outside air introduction rate SWI is determined according to the selected inlet mode (steps S224 to S226).

  According to the present embodiment, when at least the inside air is introduced into the casing 31 as in steps S221 and S226, when the anti-fogging mode is set by the air outlet mode switch 60c (in this example, DEF or manual F / In the case of D), the outside air introduction rate is basically increased (in this example, the outside air introduction rate SWI is set to 100%), so that the humidity in the vehicle compartment can be lowered.

  Furthermore, in this embodiment, as in steps S222, S224, and S225, when the possibility of window fogging is low (not), the amount of increase in the outside air introduction rate is higher than when the possibility of window fogging is high (present). (In this example, the amount of increase in the outside air introduction rate is reduced to zero). Therefore, when there is no need to lower the vehicle compartment humidity, the introduction of outside air is suppressed and the air conditioning efficiency is reduced due to ventilation (ventilation). Loss) and the intrusion of the odor of outside air can be suppressed.

  That is, since introduction of outside air more than necessary can be suppressed, ventilation loss can be reduced and power saving of the vapor compression refrigeration cycle 10 can be achieved. Pleasure can be suppressed, and as a result, practicality can be improved.

(Eleventh embodiment)
The eleventh embodiment relates to cycle (operation mode) switching control of the refrigeration cycle 10.

  In the refrigeration cycle 10, when the heat pump cycle is switched to the cooler cycle while the compressor 11 is operated, the electromagnetic valves 13, 17, 20, 21, 24, which constitute the refrigerant circuit switching means, are electromagnetically acted on. Since the valve is switched, the electromagnetic valve may be broken.

  Therefore, if the compressor 11 is temporarily stopped when the heat pump cycle is switched to the cooler cycle, the pressure acting on the electromagnetic valve can be reduced when the electromagnetic valve 11 is switched. Can be prevented.

  However, since the refrigeration cycle 10 cannot exhibit the dehumidifying capability while the compressor 11 is temporarily stopped, there is a practical problem that the antifogging property cannot be ensured.

  In view of this point, in the present embodiment, as shown in FIG. 20, when the heat pump cycle is switched to the cooler cycle, the compressor 11 is temporarily stopped, and the electrothermal defogger 47 and the PTC heater 37 as window glass heating means. By operating the, anti-fogging property is ensured by the electric heat defogger 47 and the PTC heater 37 even when the compressor 11 is temporarily stopped.

  FIG. 20 is a flowchart showing a main part of step S16, and FIG. 21 is a timing chart showing an example of a control result according to the flowchart of FIG.

  First, in step S230, it is determined whether or not there is a request for cycle switching. When it is determined that there is no cycle switching request (in the case of NO determination), the processing of the flowchart of FIG. 20 (solenoid valve switching processing) is terminated.

  When it is determined that there is a cycle switching request (in the case of YES determination), the process proceeds to step S231, and whether or not the mode switching is other than the COOL cycle, that is, switching from the heat pump cycle to the COOL cycle (cooler cycle). Determine. If it is determined not to switch to the COOL cycle (NO determination), the process proceeds to step S232, and a predetermined electromagnetic valve is switched.

  That is, in this case, the switching is between heat pump cycles, and the pressure difference before and after the solenoid valve is small. Therefore, even if the solenoid valve is switched while the compressor 11 is operated, there is no possibility that the solenoid valve will fail.

  If it is determined in step S231 that the operation is switched to the COOL cycle (YES determination), the process proceeds to step S233, where the compressor 11 is temporarily stopped and the electric heat defogger 47 and the PTC heater 37 are activated (ON). ) Thereby, even if the compressor 11 is temporarily stopped, anti-fogging property can be ensured.

  Next, in step S234, the process waits for 20 seconds to elapse after the compressor 11 is temporarily stopped. Thereby, the refrigerant | coolant pressure in the refrigerating cycle 10 falls to some extent. In the defroster mode or the manual foot defroster mode, the waiting time in step S234 may be set to zero.

  Next, in step S235, a pressure f (TAMdisp) that can reduce the solenoid valve switching sound is obtained. According to the knowledge obtained through experiments, it is considered that the pressure f (TAMdisp) that can reduce the solenoid valve switching sound is appropriate to be around saturation pressure +0.2 MPa. Therefore, in this example, the pressure f (TAMdisp) that can reduce the electromagnetic valve switching sound is obtained based on the electromagnetic valve ambient temperature TAMdisp and the map shown in step S235.

  Next, in step S236, it is determined whether or not the refrigerant pressure in the refrigeration cycle 10 has become lower than the pressure f (TAMdisp) that can reduce the electromagnetic valve switching sound in step S235. When it is determined that the pressure has decreased (in the case of YES determination), the process proceeds to step S238. When it is determined that the pressure has not decreased (in the case of NO determination), the process proceeds to step S237 and waits for 100 seconds to decrease the refrigerant pressure. Then, the process proceeds to step S238.

  That is, in steps S236 and S237, the refrigerant pressure in the refrigeration cycle 10 becomes lower than the above-described pressure f (TAMdisp) or 100 seconds elapses, whichever is earlier, the next step S238 (electromagnetic The process proceeds to (valve operation).

  In the defroster mode or the manual foot defroster mode, the waiting time in step S237 may be set to zero.

  In step S238, a solenoid valve with a low switching sound, that is, a solenoid valve used in a low pressure environment is switched. In this example, the low pressure solenoid valve 17, the high pressure solenoid valve 20, the heat exchanger cutoff solenoid valve 21, and the dehumidification solenoid valve 24 are switched.

  Next, in step S239, it waits for 10 seconds to elapse after switching the solenoid valve having a low switching sound. Thereby, the refrigerant pressure in the refrigeration cycle 10 is further reduced.

  Next, in step S240, a solenoid valve having a loud switching sound, that is, a solenoid valve used in a high pressure environment is switched. In this example, the electric three-way valve 13 is switched.

  In step S241, the compressor 11 is restarted and the electric heat defogger 47 and the PTC heater 37 are stopped (OFF).

  According to the present embodiment, the compressor 11 is temporarily stopped at the time of cycle switching as in step S233, and the window glass heating means such as the electrothermal defogger 47 and the PTC heater 37 are operated (ON). It is possible to achieve both prevention and securing of antifogging properties at the time of cycle switching, and as a result, practicality can be improved.

(Twelfth embodiment)
The twelfth embodiment relates to a method for selecting an operation mode during pre-air conditioning.

  If a heat pump cycle with dehumidification is selected at the time of pre-air conditioning (air conditioning before boarding) where the occupant has not yet boarded, dehumidification is performed in the heat pump cycle even though it is not necessary to prevent fogging of the window glass. For this reason, there is a practical problem that the increase in the refrigeration cycle 10 is caused and the fuel consumption of the vehicle is deteriorated.

  In view of this point, in this embodiment, as shown in FIG. 22, the heat pump with dehumidification is used when it is not necessary by relaxing the condition for selecting the heat pump cycle without dehumidification (HOT cycle) during heating by pre-air conditioning. Power saving of the refrigeration cycle 10 is achieved by suppressing dehumidification in the cycle.

  FIG. 22 is a flowchart showing a main part of step S6. The control process of the flowchart of FIG. 22 is executed when the air conditioner switch 60a and the auto switch are turned on (ON).

  FIG. 22 corresponds to the process in which step S262 is added between step S131 and step S132 in the flowchart of FIG. 14, and the other configuration is the same as FIG.

  If it is determined in step S251 (corresponding to step S131 in FIG. 14) that the auto outlet is other than FACE (in the case of NO determination), the process proceeds to step S262 to determine whether pre-air conditioning is being performed. . If it is determined that pre-air conditioning is not being performed (in the case of NO determination), the process proceeds to step S252 (corresponding to step S132 in FIG. 14), and it is determined whether there is a possibility of window fogging.

  If it is determined in step S262 that pre-air conditioning is being performed (in the case of YES determination), the process proceeds to step S261 (corresponding to step S161 in FIG. 14), and the HOT cycle is selected. As a result, it is avoided that a heat pump cycle with dehumidification with inferior heating capacity is selected during pre-air conditioning, and a heat pump cycle without dehumidification (HOT cycle) with high heating capacity is selected. Heating efficiency can be improved.

  Thus, in the present embodiment, as in steps S262 and S261, when pre-air conditioning (pre-boarding air conditioning), a heat pump cycle without dehumidification is selected as compared with normal air conditioning other than pre-air conditioning (other than pre-boarding air conditioning). (In this example, the heat pump cycle without dehumidification is selected unconditionally), so that dehumidification can be suppressed in the heat pump cycle with dehumidification when it is not necessary. For this reason, since the power saving of the refrigerating cycle 10 can be achieved, the vehicle fuel consumption can be improved, and the practicality can be improved.

(Other embodiments)
In each of the above embodiments, a humidity sensor, a window glass vicinity temperature sensor, and a window glass surface temperature sensor that form detection means for detecting a detection value necessary for obtaining the relative humidity RHW of the window glass surface are arranged on the window glass surface. However, it is not always necessary to place the sensor on the surface of the window glass, and place these sensors at a location away from the window glass surface (for example, the instrument panel) to correct the detection values of these sensors as appropriate. Also good.

  Moreover, the said 1st-12th embodiment is only what demonstrated one specific example of the control processing of the vehicle air conditioner in this invention, A various deformation | transformation is possible without being limited to this.

  For example, the criteria for determining the possibility of window fogging and the criteria for determining the degree of dehumidification in the above embodiment can be changed as appropriate.

  For example, the predetermined threshold value of the outside air temperature in steps S31 and S43 of the first embodiment can be changed as appropriate.

  In step S209 of the ninth embodiment and step S221 of the tenth embodiment, whether or not the air outlet mode is DEF or manual F / D, that is, whether the anti-fogging mode is set by the operation of the occupant. However, in steps S209 and S221, it is determined whether or not the anti-fogging mode is set regardless of whether the operation is performed by an occupant or the automatic control of the air conditioning control device 50. May be.

  Moreover, you may combine said each embodiment in the range which can be implemented.

  Moreover, although each said embodiment demonstrated the example which applied the vehicle air conditioner of this invention to the hybrid vehicle, the application object of this invention is not limited to a hybrid vehicle, For example, by stopping an engine. The present invention can be applied to various vehicles such as a vehicle that saves fuel.

10 Vapor compression refrigeration cycle 11 Compressor 12 Indoor condenser 13 Electric three-way valve (refrigerant circuit switching means)
16 Outdoor heat exchanger 17 Low pressure solenoid valve (refrigerant circuit switching means)
20 High pressure solenoid valve (refrigerant circuit switching means)
21 Heat exchanger shut-off solenoid valve (refrigerant circuit switching means)
24 Dehumidifying solenoid valve (refrigerant circuit switching means)
26 Indoor evaporator 31 Casing 36 Heater core (heating means)
37 PTC heater (window glass heating means)
38 Air mix door (temperature adjustment means)
40 Inside / outside air switching box 40a Inside air introduction port 40b Outside air introduction port 40c Inside / outside air switching door (air volume ratio changing means)
42a Foot door (air outlet mode switching means)
43a Defroster door (air outlet mode switching means)
45 RHW sensor (window glass surface relative humidity detection means)
47 Electric heat defogger (window glass heating means)
50 Air-conditioning control device (control means)
60a Air conditioner switch 60b Suction mode switch EG Engine (internal combustion engine)

Claims (17)

A vapor compression refrigeration cycle (10) configured to be switchable between a non-dehumidifying heat pump cycle that heats the blown air blown into the passenger compartment without dehumidifying, and a dehumidified heat pump cycle that dehumidifies and heats the blown air; ,
Window glass surface relative humidity detection means (45) for detecting a detection value necessary for calculating the window glass surface relative humidity;
Control means (50) for performing switching control between the heat pump cycle without dehumidification and the heat pump cycle with dehumidification,
The control means (50) selects the heat pump cycle without dehumidification when the window glass surface relative humidity is lower than a predetermined threshold, and when the window glass surface relative humidity is higher than the predetermined threshold, the heat pump with dehumidification. A vehicle air conditioner characterized by selecting a cycle.   The control means (50), during power saving operation that prioritizes power saving of the vapor compression refrigeration cycle (10), than during normal operation that prioritizes the dehumidifying capacity of the vapor compression refrigeration cycle (10), The vehicle air conditioner according to claim 1, wherein the predetermined threshold value is increased. A vapor compression refrigeration cycle (10) configured to be switchable between a non-dehumidifying heat pump cycle that heats the blown air blown into the passenger compartment without dehumidifying, and a dehumidified heat pump cycle that dehumidifies and heats the blown air; ,
A casing (31) forming an air passage for the blown air;
An inside / outside air switching box (40) formed with an inside air introduction port (40a) for introducing inside air into the casing (31) and an outside air introduction port (40b) for introducing outside air into the casing (31);
An inside / outside air switching door (40c) for opening and closing the inside air introduction port (40a) and the outside air introduction port (40b);
A suction port mode switch (60b) for setting an inside air mode in which the inside / outside air switching door (40c) fully opens the inside air introduction port (40a) and fully closes the outside air introduction port (40b) by the operation of the occupant;
Control means (50) for performing switching control between the heat pump cycle without dehumidification and the heat pump cycle with dehumidification,
The vehicle air conditioner, wherein the control means (50) selects the heat pump cycle with dehumidification when the inside air mode is set by the suction port mode switch (60b). A non-dehumidifying heat pump cycle having a compressor (11) for compressing and discharging the refrigerant and heating the blown air blown into the passenger compartment without dehumidifying; and a dehumidified heat pump cycle for dehumidifying and heating the blown air A vapor compression refrigeration cycle (10) configured to be switchable to
Heating means (36) for heating the blown air using cooling water of an internal combustion engine (EG) as a heat source;
Control means (50) for determining the number of rotations of the compressor (11) and performing switching control between the heat pump cycle without dehumidification and the heat pump cycle with dehumidification,
The control means (50) reduces and corrects the rotational speed of the compressor (11) when the non-dehumidifying heat pump cycle is selected and the temperature of the cooling water is higher than a predetermined temperature. Air conditioner. Heat exchange is performed between the indoor evaporator (26) for cooling the blown air blown into the vehicle interior with a refrigerant, the indoor condenser (12) for heating the blown air with the refrigerant, and the air outside the vehicle compartment and the refrigerant. Vapor compression type comprising an outdoor heat exchanger (16) and capable of switching between a cooler cycle for cooling the blown air blown into the vehicle interior and a dehumidified heat pump cycle for dehumidifying and heating the blown air A refrigeration cycle (10);
Heating means (36) for heating the blown air using a heat source other than the refrigerant;
Control means (50) for performing switching control between the cooler cycle and the heat pump cycle with dehumidification,
When the control means (50) determines that the heat radiation of the indoor condenser (12) is hindered by the heat radiation of the heating means (36) when the heat pump cycle with dehumidification is selected, the dehumidification is present. A vehicle air conditioner that switches from a heat pump cycle to the cooler cycle.   Even when the control means (50) determines that the heat dissipation of the indoor condenser (12) is hindered by the heat dissipation of the heating means (36) when the heat pump cycle with dehumidification is selected. The vehicle air conditioner according to claim 5, wherein when it is determined that the possibility of window fogging is low, the heat pump cycle with dehumidification is continued without switching to the cooler cycle.   When the control means (50) determines that the heat radiation of the indoor condenser (12) may be hindered by the heat radiation of the heating means (36) when the heat pump cycle with dehumidification is selected. The vehicle air conditioner according to any one of claims 5 and 6, wherein the heat radiation amount of the heating means (36) is increased. Dehumidification which has an indoor evaporator (26) which cools the blowing air blown into the vehicle interior with a refrigerant, and an indoor condenser (12) which heats the blowing air with the refrigerant, and dehumidifies and heats the blowing air Vapor compression refrigeration cycle (10) constituting a heat pump cycle,
Heating means (36) for heating the blown air using a heat source other than the refrigerant;
Control means (50) for controlling the temperature of the heating means (36),
The control means (50) reduces the temperature of the heating means (36) when it is determined that the heat dissipation of the indoor condenser (12) is hindered by the heat dissipation of the heating means (36). Vehicle air conditioner.   Even when the control means (50) determines that the heat dissipation of the indoor condenser (12) is hindered by the heat dissipation of the heating means (36), The vehicle air conditioner according to claim 8, wherein the temperature of the heating means (36) is maintained without being lowered. A compressor (11) that compresses and discharges the refrigerant, an indoor evaporator (26) that cools the blown air blown into the vehicle interior with the refrigerant, and an indoor condenser (12 that heats the blown air with the refrigerant) A vapor compression refrigeration cycle (10) constituting a heat pump cycle with dehumidification for dehumidifying and heating the blown air,
Heating means (36) for heating the blown air using a heat source other than the refrigerant;
Control means (50) for determining the rotational speed of the compressor (11),
When the control means (50) determines that the heat radiation of the indoor condenser (12) is hindered by the heat radiation of the heating means (36), the control means (50) increases and corrects the rotational speed of the compressor (11). A vehicle air conditioner. The temperature which adjusts the air volume ratio of the cold air cooled by the said indoor evaporator (26), and the warm air heated by the said indoor condenser (12), and adjusts the temperature of the ventilation air ventilated into a vehicle interior Adjusting means (38),
The control means (50) controls the temperature adjusting means (38) so that the temperature of the blown air blown into the vehicle interior becomes a target blowing temperature,
Furthermore, when the control means (50) corrects the rotation speed of the compressor (11) to be increased, the air volume ratio of the cold air increases compared to the case where the rotation speed of the compressor (11) is not corrected to increase. The vehicle air conditioner according to claim 10, wherein the temperature adjusting means (38) is controlled to do so. Vapor compression refrigeration having an indoor evaporator (26) that cools the blown air blown into the passenger compartment with the refrigerant, and refrigerant circuit switching means (13, 17, 20, 21, 24) for switching the flow of the refrigerant. Cycle (10);
A casing (31) forming an air passage for the blown air;
An air volume ratio changing means (40c) for adjusting an air volume ratio between the inside air and the outside air introduced into the casing (31);
Control means (50) for controlling the refrigerant circuit switching means and determining the air volume ratio between the inside air and the outside air;
When the control means (50) determines that the refrigerant circuit switching means is out of order, the air-conditioning apparatus for vehicles is characterized in that the air volume ratio of the outside air is set to a predetermined ratio or more. A casing (31) that forms an air passage for the blast air blown into the vehicle interior;
An inside / outside air switching box (40) formed with an inside air introduction port (40a) for introducing inside air into the casing (31) and an outside air introduction port (40b) for introducing outside air into the casing (31);
An inside / outside air switching door (40c) for opening and closing the inside air introduction port (40a) and the outside air introduction port (40b);
A suction port mode switch (60b) for setting an inside air mode in which the inside / outside air switching door (40c) fully opens the inside air introduction port (40a) and fully closes the outside air introduction port (40b) by the operation of the occupant;
A foot outlet (42) that is formed in the casing (31) and blows out the blown air toward the feet of the occupant;
A defroster outlet (43) that is formed in the casing (31) and blows out the blown air toward the vehicle window glass;
Outlet mode switching means (42a, 43a) for adjusting the opening area of the foot outlet (42) and the opening area of the defroster outlet (43);
Control means (50) for controlling the air outlet mode switching means (42a, 43a) to switch the air outlet mode,
The blowout port mode includes a foot mode that blows out the blown air from at least the foot blowout port (42), and an anti-fogging state in which the air volume ratio of the blown air blown out from the defroster blowout port (43) is larger than that in the foot mode. Mode
The control means (50) switches from the foot mode to the anti-fogging mode when the possibility of window fogging is higher than a predetermined threshold,
Further, when the inside air mode is set by the suction port mode switch (60b), the control means (50) sets the predetermined threshold value to a value lower than that when the inside air mode is not set. A vehicle air conditioner characterized in that it is set. A vapor compression refrigeration cycle (10) having a compressor (11) for compressing and discharging the refrigerant, and an indoor evaporator (26) for cooling the blown air blown into the vehicle interior with the refrigerant;
An air conditioner switch (60a) for setting operation / stop of the compressor (11) by an occupant's operation;
An outlet mode switch (60c) for setting an anti-fogging mode in which the conditioned air that has passed through the indoor evaporator (26) is blown toward the vehicle window glass, by the operation of the occupant;
Control means (50) for inputting operation signals from the air conditioner switch (60a) and the outlet mode switch (60c) and outputting a control signal to the compressor (11);
When the control unit (50) is set to stop the compressor (11) by the air conditioner switch (60a) and the antifogging mode is set by the outlet mode switch (60c), The vehicle air conditioner is characterized in that the compressor (11) is operated when the possibility of window fogging is high, and the compressor (11) is stopped when the possibility of window fogging is low. A casing (31) forming an air passage for the blown air;
An air volume ratio changing means (40c) for adjusting an air volume ratio between the inside air and the outside air introduced into the casing (31);
An outlet mode switch (60c) for setting an anti-fogging mode for blowing the blown air toward the vehicle window glass by an occupant's operation;
Control means (50) for receiving an operation signal from the air outlet mode switch (60c), determining an air volume ratio between the inside air and the outside air, and outputting a control signal to the air volume ratio changing means (40c). And
The control means (50) increases the introduction ratio of the outside air when at least the inside air is introduced into the casing (31) and the anti-fogging mode is set by the outlet mode switch (60c). Let
Further, the control means (50) reduces the amount of increase in the outside air introduction rate when the possibility of window fogging is low compared to when the possibility of window fogging is high. Air conditioner. Refrigerant circuit switching means (13, 17, 20, and 20) for switching between a compressor (11) that compresses and discharges refrigerant, a cooler cycle that cools blown air that is blown into the passenger compartment, and a heat pump cycle that heats the blown air. 21, 24) and a vapor compression refrigeration cycle (10),
Window glass heating means (37, 47) for heating the vehicle window glass using a heat source other than the refrigerant,
Control means (50) for controlling the compressor (11), the refrigerant circuit switching means and the window glass heating means (37, 47),
The control means (50) temporarily stops the compressor (11) and controls the window glass heating means (37, 47) when controlling the refrigerant circuit switching means to switch from the heat pump cycle to the cooler cycle. A vehicle air conditioner. A vapor compression refrigeration cycle (10) configured to be switchable between a non-dehumidifying heat pump cycle that heats the blown air blown into the passenger compartment without dehumidifying, and a dehumidified heat pump cycle that dehumidifies and heats the blown air; ,
Control means (50) for performing selection of the heat pump cycle without dehumidification and the heat pump cycle with dehumidification based on a predetermined condition;
The control means (50) is configured to perform the dehumidification-free heat pump cycle when performing pre-boarding air conditioning in which the passenger compartment is air-conditioned in advance before boarding, as compared to when performing normal air conditioning other than pre-boarding air conditioning. The vehicle air conditioner is characterized in that the condition for selecting is relaxed.

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