JP2012006514A - Air conditioner for vehicle - Google Patents

Air conditioner for vehicle Download PDF

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Publication number
JP2012006514A
JP2012006514A JP2010145062A JP2010145062A JP2012006514A JP 2012006514 A JP2012006514 A JP 2012006514A JP 2010145062 A JP2010145062 A JP 2010145062A JP 2010145062 A JP2010145062 A JP 2010145062A JP 2012006514 A JP2012006514 A JP 2012006514A
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refrigerant
heat
temperature
vehicle
heating
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JP2010145062A
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JP5563904B2 (en
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Hiroshi Hamamoto
Yoichi Miyazaki
Hideaki Nishii
洋一 宮崎
浩 濱本
秀明 西井
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Japan Climate Systems Corp
株式会社日本クライメイトシステムズ
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Abstract

PROBLEM TO BE SOLVED: To miniaturize an indoor unit, to use heating ever if an air temperature is extremely low, and to obtain high heating capability, in an air conditioner using a heat pump.SOLUTION: A device A for cooling is provided with a compressor 100 compressing a refrigerant, a vehicle exterior heat exchanger 102 arranged in the vehicle exterior and condensing the refrigerant, an expansion valve 103 expanding the refrigerant, an evaporator 104 arranged in a vehicle and evaporating the refrigerant, and a refrigerant heater 105 heating the refrigerant. A route is switched to a first route in which the refrigerant flows to the compressor 100, the vehicle exterior heat exchanger 102, the expansion valve 103, and the evaporator 104 in this order, or a second route in which the refrigerant flows to the refrigerant heater 105, the compressor 100, and the outside heat exchanger 130 in this order. In a control device D, when heating is requested in the vehicle and also it is determined that it is difficult to absorb heat from outside air, the refrigerant flows to the second route.

Description

  The present invention relates to a vehicle air conditioner mounted on, for example, an automobile.

  Conventionally, a vehicle air conditioner provided with a heat pump is known (see, for example, Patent Document 1).

  The vehicle air conditioner of Patent Document 1 includes a heat pump and a heater core through which engine cooling water circulates. The heater core is disposed in the vehicle interior.

  The heat pump includes a compressor that compresses a refrigerant, a main condenser, a sub condenser, an expansion valve, and an evaporator, and these are connected by a refrigerant pipe. The main capacitor is disposed outside the vehicle compartment, and the sub capacitor and the evaporator are disposed in the vehicle interior.

  During heating, air is heated by the sub condenser and the heater core, while during cooling, the air is cooled by an evaporator. Further, the temperature of the air supplied to the passenger compartment can be adjusted by changing the amount of air passing through the sub condenser and the heater core and the amount of air passing through the evaporator.

JP 2003-291623 A

  However, in patent document 1, the sub capacitor | condenser and evaporator of a heat pump are arrange | positioned in the vehicle interior. In the heat pump, since the refrigerant is in a high pressure state, the sub-capacitor and the evaporator must have a pressure-resistant structure, and it is difficult to reduce the size, and the flow passage cross-sectional area must be reduced to improve the pressure resistance. Pressure loss increases.

  In Patent Document 1, three heat exchangers, that is, a sub condenser, an evaporator, and a heater core are arranged in the vehicle interior. And an indoor unit is comprised by these three heat exchangers and the case which accommodates three heat exchangers. However, since the case has to accommodate three heat exchangers, the case becomes large, and among the heat exchangers, the sub-capacitor and the evaporator are difficult to miniaturize because high-pressure refrigerant flows in. Therefore, the indoor unit becomes large. When the indoor unit is increased in size, there is a problem that the space for passengers in the vehicle interior is reduced.

  Moreover, when using a heat pump like patent document 1, if outside temperature is extremely low at the time of heating, there also exists a problem that it cannot absorb heat from outside air and heating operation cannot be performed.

  Further, in the heat pump, the refrigerant flows through the evaporator even during heating. For this reason, in the indoor unit, it is conceivable that the refrigerant flowing through the evaporator absorbs heat from the air supplied to the passenger compartment, and there is a concern that the heating capacity may be reduced.

  The present invention has been made in view of such a point, and an object of the present invention is to reduce the size of an indoor unit in a vehicle air conditioner using a heat pump and to perform heating even when the outside air temperature is extremely low. It is to be able to perform, and to obtain a high heating capacity.

  In order to achieve the above object, the present invention uses a heat pump by providing a heat pump in which a refrigerant flows and a heat exchanger for heating in which a heat carrier fluid different from the refrigerant flows, and switching the flow of the refrigerant in the heat pump. Thus, cooling and heating by heating the heat carrier fluid can be performed.

1st invention has the heat pump which circulates a refrigerant | coolant, The cooling apparatus comprised so that the air supplied to a vehicle interior might be cooled,
A heating device configured to circulate a heat carrier fluid different from the refrigerant of the heat pump and to heat the air supplied to the vehicle interior;
In the vehicle air conditioner configured to adjust the temperature of the air supplied to the passenger compartment by at least one of the cooling device and the heating device,
A control device for controlling the cooling device and the heating device;
A first heat exchanger disposed outside the passenger compartment for exchanging heat between the refrigerant of the cooling device and the heat transfer fluid of the heating device;
The heating apparatus is provided with a heating heat exchanger that is disposed in the vehicle interior and through which a heat carrier fluid flows,
The cooling device includes a compressor that compresses the refrigerant, a second heat exchanger outside the vehicle interior disposed outside the vehicle interior, an expansion valve that expands the refrigerant, an evaporator disposed in the vehicle interior, and a refrigerant. A refrigerant heater for heating, a first route for flowing the refrigerant sequentially through the compressor, the second heat exchanger outside the passenger compartment, the expansion valve and the evaporator, the refrigerant heater, the compressor and the vehicle Route switching means for switching to the second route that flows in order to the outdoor first heat exchanger is provided,
The control device is configured to control the route switching means so that the refrigerant flows through the second route when it is determined that heating is required in the passenger compartment and heat is hardly absorbed from the outside air. It is characterized by being.

  According to this configuration, the refrigerant flows through the first route by the route switching means during cooling. In the evaporator, the refrigerant exchanges heat with the air supplied into the passenger compartment. As a result, the cooled air is supplied into the passenger compartment and cooling is performed.

  On the other hand, during heating, the route switching means causes the refrigerant to flow through the second route. In the second route, the refrigerant is heated by the refrigerant heater and then compressed by the compressor, so that the temperature of the refrigerant rises. The high-temperature refrigerant compressed by the compressor flows to the first heat exchanger outside the passenger compartment. In the first heat exchanger outside the passenger compartment, the heat carrier fluid of the heating device exchanges heat with a high-temperature refrigerant. Thereby, the heat carrier fluid is heated. The heated heat carrier fluid flows into the heating heat exchanger in the passenger compartment, exchanges heat with the air supplied into the passenger compartment, the air is heated, and heating is performed.

  During heating, the refrigerant for heating the heat carrier fluid is heated by the refrigerant heater, so even if the heat pump is difficult to absorb heat from the outside air, such as when the outside air temperature is extremely low, Can be heated.

  In addition, the refrigerant flows through the second route during heating, but in this second route, the refrigerant does not flow into the evaporator, so that the refrigerant does not absorb heat in the passenger compartment and heating efficiency is improved.

  Further, only an evaporator may be disposed in the passenger compartment as a heat exchanger through which the refrigerant flows. Therefore, it is not necessary to dispose the conventional sub capacitor in the vehicle interior, and the number of heat exchangers disposed in the vehicle interior is reduced. In addition, in the heat exchanger for heating, the heat carrier fluid is flowed and the high-pressure refrigerant is not flown, so that the pressure-resistant structure of the heat exchanger for heating can be simplified, and heat exchange for heating is performed. It becomes possible to reduce the size of the vessel. Therefore, the indoor unit is reduced in size.

According to a second invention, in the first invention,
The cooling device is provided with a first pressure reducing means on the refrigerant flow downstream side of the second heat exchanger outside the passenger compartment,
The first decompression means is configured to be switchable between an open state in which the refrigerant flow path is opened and a reduced pressure state in which the refrigerant flow path is throttled, and is controlled by the control device.
The control device controls the route switching means so that the refrigerant flows through the first route when it is determined that heating is required in the passenger compartment and heat is easily absorbed from the outside air, and the first decompression is performed. The means is controlled so as to be in a reduced pressure state.

  According to this configuration, it is possible to perform highly efficient heating by absorbing heat from the outside air.

According to a third invention, in the second invention,
When it is estimated that frost has adhered to the second heat exchanger outside the passenger compartment, if the temperature of the heat transfer fluid is higher than a predetermined value, the first decompression means is opened to exchange the high-temperature refrigerant with the second heat exchange outside the passenger compartment. On the other hand, when the temperature of the heat carrier fluid is lower than a predetermined value, the refrigerant is caused to flow to the second route.

  According to this configuration, when it is estimated that frost has adhered to the second heat exchanger outside the passenger compartment, the refrigerant is also hot when the heat carrier fluid is hot. Therefore, the refrigerant is used as the second heat exchanger outside the passenger compartment. Frost is removed by flowing through (defrost). On the other hand, when the heat carrier fluid is at a low temperature, the refrigerant flows through the second route and heating is performed.

According to a fourth invention, in the third invention,
A second pressure reducing means is provided downstream of the refrigerant flow of the refrigerant heater;
The second decompression means is configured to be switchable between an open state in which the refrigerant flow path is opened and a reduced pressure state in which the refrigerant flow path is throttled, and is controlled by the control device,
When the temperature of the heat carrier fluid is lower than a predetermined value, the refrigerant flows into the second route, the second decompression means is opened, the flow of the heat carrier fluid is stopped, and the refrigerant is heated by the refrigerant heater. The refrigerant is configured to operate in a preheating mode in which the refrigerant is sucked into the compressor.

  According to this configuration, when the refrigerant is circulated through the second route, it is possible to repeat heating with the refrigerant heater and compressing with the compressor. Thereby, since the temperature of a refrigerant | coolant rises early, the start-up of heating becomes early.

A fifth invention is the fourth invention,
During the operation in the preheating mode, when the temperature of the refrigerant flowing into the refrigerant heater becomes higher than a predetermined value, the refrigerant is depressurized by the second depressurizing means, and the mode is changed to the heating mode in which the heat carrier fluid flows. It is characterized by being comprised.

  According to this configuration, when the temperature of the refrigerant rises to some extent during operation in the preheating mode, the refrigerant is depressurized, heated by the refrigerant heater, and compressed by the compressor, so that the refrigerant pressure and temperature rise quickly. Then, when the temperature or pressure of the refrigerant discharged from the compressor increases, the heat carrier fluid is caused to flow, whereby the heat carrier fluid is heated and heating can be performed.

A sixth invention is any one of the first to fifth inventions,
The refrigerant heater is controlled so as to exhibit the higher ability of the capacity required for heating calculated from the temperature of the heat carrier fluid and the capacity required to put the refrigerant sucked into the compressor into a superheat state. It is characterized by that.

  According to this configuration, since the heating cannot be sufficiently performed when the temperature of the heat carrier fluid is low, the capacity of the refrigerant heater is increased so that the temperature of the heat carrier fluid is sufficiently increased. Moreover, a high heating capability can be obtained by setting the refrigerant on the suction side of the compressor to a superheat state.

In a seventh invention, in any one of the first to sixth inventions,
When the outside air temperature is lower than a predetermined value, the refrigerant heater is operated regardless of the operation state of the compressor.

  According to this configuration, when it is difficult to absorb heat from the outside air, the refrigerant can be heated by the refrigerant heater even when the compressor is stopped. Therefore, after that, when the compressor is operated, the refrigerant is already heated, and the temperature rise of the refrigerant is accelerated.

According to an eighth invention, in any one of the first to seventh inventions,
It is mounted on a vehicle equipped with a storage battery for supplying electric power for running the vehicle,
A charging state detecting means for detecting whether the storage battery is being charged or not being charged;
The compressor is electric,
When the charge state detection means detects that the storage battery is being charged, the compressor is operated to perform air conditioning, while the charge state detection means detects that the storage battery is not being charged. And when the air conditioner is in the non-operating state, the compressor is in the non-operating state so that the refrigerant heater can be operated.

  According to this configuration, if the storage battery is being charged, power is supplied from the outside, so that there is a margin in the amount of power. By operating the compressor at this time, cooling or heating can be performed while suppressing consumption of the storage battery.

  On the other hand, if the storage battery is not charged, there is no external power supply. At this time, since the compressor is not operated, consumption of the storage battery is suppressed. Further, by enabling the refrigerant heater to operate, it is possible to accelerate the temperature rise of the refrigerant when the air conditioner is subsequently activated.

In a ninth aspect based on the eighth aspect,
With a heat storage device that stores heat using electric power for vehicle travel,
When the outside air temperature is lower than a predetermined value and the charge state detecting means detects that the storage battery is being charged, the heat storage device stores heat, and after the storage battery is charged, the temperature of the heat transfer fluid is When the temperature is higher than the predetermined value, the operation of the compressor for heating is prohibited, and the heat of the heat storage device is released to heat the heat transfer fluid.

  According to this configuration, when the storage battery is being charged and power is supplied from the outside and there is a margin in the amount of power, the heat storage device stores heat, thereby suppressing the consumption of the storage battery. And consumption of a storage battery is suppressed by utilizing the heat | fever of a thermal storage apparatus after completion | finish of charge. Therefore, it is possible to prevent the travelable distance of the vehicle from being shortened due to the effect of heating.

In a tenth aspect of the present invention based on any one of the first to ninth aspects,
A bypass passage that bypasses the expansion valve and the evaporator, an on-off valve that opens and closes the bypass passage, and a refrigerant state detection means that detects whether or not the refrigerant flowing into the bypass passage is in a superheat state. Prepared,
When the outside air temperature is lower than a predetermined value and the refrigerant state detecting means detects that the refrigerant is in a superheat state, the on-off valve is configured to open. is there.

  According to this configuration, the open / close valve is opened when the outside air temperature is low and heating is required, so that the refrigerant does not flow through the evaporator, so that the heat absorption by the evaporator does not occur.

In an eleventh aspect based on the tenth aspect,
Calculate the required discharge amount of the compressor at each of the target temperature of the refrigerant flowing into the first heat exchanger outside the passenger compartment and the target temperature of the air flowing out of the evaporator,
Of the calculated results, when the compressor is controlled with the smaller required discharge amount as the target discharge amount and the on-off valve is opened, the required discharge amount calculated from the target temperature of the refrigerant flowing into the first heat exchanger outside the vehicle compartment is set. The compressor is configured to control the compressor as a target discharge amount.

  According to this configuration, when the on-off valve is opened to bypass the expansion valve and the evaporator, the target discharge amount is set to a necessary discharge amount calculated from the target temperature of the refrigerant flowing into the first heat exchanger outside the vehicle compartment. Thus, a high heating capacity can be obtained.

  According to the first invention, after the refrigerant is heated by the refrigerant heater, the refrigerant is compressed and flowed to the first heat exchanger outside the vehicle interior, and heat is exchanged with the heat transfer fluid in the first heat exchanger outside the vehicle interior, Since the fluid is allowed to flow through the heating heat exchanger in the passenger compartment to heat the passenger compartment, heating can be performed even when the outside air temperature is low. Furthermore, since the refrigerant does not flow to the evaporator during heating, the refrigerant does not absorb heat from the air in the passenger compartment, and heating efficiency can be improved. Further, since the conventional sub-capacitor need not be disposed in the vehicle interior, the number of heat exchangers disposed in the vehicle interior can be reduced, and the heating heat exchanger can be reduced in size. As a result, the indoor unit can be reduced in size.

  According to the second invention, when the first pressure reducing means is provided on the upstream side of the refrigerant flow of the second heat exchanger outside the passenger compartment, heating is required in the passenger compartment, and the heat is easily absorbed from the outside air. Since the decompression means is in a decompressed state, heat can be absorbed from the outside air to improve heating efficiency.

  According to the third aspect of the present invention, when frost adheres to the second heat exchanger outside the vehicle compartment, the refrigerant flows through the heat exchanger outside the vehicle compartment when the temperature of the heat transfer fluid is high. The heat exchanger can be effectively defrosted.

  According to the fourth invention, when the temperature of the heat carrier fluid is lower than a predetermined value, the circulation of the heat carrier fluid is stopped, and the refrigerant heated by the refrigerant heater is sucked into the compressor. The temperature of the refrigerant can be raised quickly to start up the heating early.

  According to the fifth aspect of the invention, the refrigerant pressure and temperature can be increased quickly by reducing the pressure of the refrigerant when the temperature of the refrigerant increases. And heating can be started at an early stage by flowing the heat carrier fluid in a state where the pressure or temperature of the refrigerant is increased.

  According to the sixth aspect of the present invention, the higher capability of the capability required for heating calculated from the temperature of the heat carrier fluid and the capability required for bringing the refrigerant sucked into the compressor into the superheat state is exhibited. Thus, since the refrigerant heater is controlled, a high heating capacity can be obtained.

  According to the seventh aspect of the invention, when the outside air temperature is lower than the predetermined value, the refrigerant heater is operated regardless of the operation state of the compressor, so that the heating can be started up early.

  According to the eighth aspect of the invention, the refrigerant heater is configured to perform air conditioning when the storage battery for running the vehicle is being charged, and to set the compressor to the non-operating state when the battery is not charging and the air-conditioning device is inactive. By enabling the operation, it is possible to improve the air conditioning performance while suppressing the consumption of the storage battery and ensuring a long travelable distance of the vehicle.

  According to the ninth aspect of the invention, the heat storage device stores heat when the storage battery is being charged, and after charging is completed, the operation of the compressor is prohibited and heating is performed by the heat of the heat storage device. It can suppress that distance shortens by the influence of heating.

  According to the tenth aspect, when the outside air temperature is low, the refrigerant can be allowed to flow by bypassing the expansion valve and the evaporator. Thereby, the heat absorption by an evaporator can be prevented and the efficiency of heating can be improved.

  According to the eleventh aspect of the invention, when the on-off valve is opened, the compressor is controlled with the required discharge amount calculated from the target temperature of the refrigerant flowing into the first heat exchanger outside the passenger compartment as the target discharge amount. Can be increased.

It is a figure explaining the schematic structure of the air-conditioner for vehicles concerning an embodiment. It is sectional drawing which shows the internal structure of an indoor unit. It is a block diagram of a vehicle air conditioner. FIG. 2 is a view corresponding to FIG. 1 and showing the flow of refrigerant in a preheating mode. FIG. 2 is a diagram corresponding to FIG. FIG. 2 is a view corresponding to FIG. 1 and showing the flow of refrigerant in the high efficiency heating mode. FIG. 2 is a view corresponding to FIG. 1 and showing a refrigerant flow in a dehumidifying and heating mode. FIG. 2 is a view corresponding to FIG. 1 and showing a refrigerant flow in a normal cooling mode. FIG. 2 is a view corresponding to FIG. 1 and showing the flow of refrigerant in a rapid cooling mode. FIG. 2A is a diagram corresponding to FIG. 2 when in the defroster mode, and FIG. 2B is a diagram corresponding to FIG. 2 when in the differential foot mode. FIG. 2A is a diagram corresponding to FIG. 2 when in the bi-level mode, and FIG. 2B is a diagram corresponding to FIG. 2 when in the heat mode. It is a flowchart which shows the control content by a control apparatus. FIG. 9 is a view corresponding to FIG. 1 according to a modified example.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the following description of the preferred embodiment is merely illustrative in nature, and is not intended to limit the present invention, its application, or its use.

    In the description of the embodiments, for convenience of explanation, “front” means the front side of the vehicle, “rear” means the rear side of the vehicle, and “left” means the left side of the vehicle. Furthermore, “right” represents the right side of the vehicle.

  FIG. 1 shows a schematic structure of a vehicle air conditioner 1 according to an embodiment of the present invention. The vehicle air conditioner 1 is mounted on an electric vehicle or a hybrid vehicle combining an engine and an electric motor.

  This embodiment demonstrates the case where the vehicle by which the vehicle air conditioner 1 is mounted is an electric vehicle. The vehicle is equipped with a traveling motor (not shown) and a battery 140 for supplying electric power to the traveling motor. The battery 140 is connected to an external power source and can be charged.

  The vehicle air conditioner 1 includes a cooling device A having a heat pump H configured to cool air supplied to the vehicle interior, and a heating device B configured to heat air supplied to the vehicle interior. , An indoor unit C disposed in the vehicle interior, a control device D, and an external heat exchanger 130 are provided.

  The heat pump H of the cooling device A includes a compressor 100, a first pressure reducing valve (first pressure reducing means) 101, a vehicle exterior heat exchanger (second vehicle exterior heat exchanger) 102, an expansion valve 103, and an evaporator 104. A refrigerant heater 105, a second pressure reducing valve (second pressure reducing means) 106, and a switching valve (route switching means) 107. These are connected by piping 109a-109d.

  The heating device B includes a heater core 120 and a pump 121, and water that is a heat carrier fluid different from the refrigerant of the heat pump H circulates. The water is mixed with antifreeze so that it will not freeze even below freezing. Further, a water temperature sensor 122 for detecting the temperature of water is provided in the vicinity of the heater core 120 inlet of the heating apparatus B.

  The indoor unit C includes the inside / outside air switching damper 4, the indoor fan 5, the evaporator 104, the heater core 120, the temperature adjustment damper 27, the rotary damper 35 and the defvent switching damper 55, and the casing 3. .

  The compressor 100 of the heat pump H has a compression mechanism 100b that is operated by a compressor drive motor 100a, and is a known one that is configured to compress and discharge sucked refrigerant. As shown in FIG. 3, the compressor drive motor 100 a is controlled by the control device D. The compressor 100 is of a variable displacement type that can change the discharge amount per unit time. Specifically, the rotation speed of the compressor drive motor 100a is configured to be changed by the control device D. In addition, you may make it change the volume of the compression chamber (not shown) which the compression mechanism 100b has.

  The vehicle exterior heat exchanger 102 is a tube-and-fin type heat exchanger in which tubes through which refrigerant flows and heat transfer fins (both not shown) are alternately stacked. It is arranged.

  The refrigerant discharge port of the compressor 100 and the vehicle exterior heat exchanger 102 are connected by a pipe 109a.

  In the middle of the pipe 109a, the external heat exchanger 130, the switching valve 107, and the first pressure reducing valve 101 are provided in this order from the compressor 100 side. The piping 109b branches through the switching valve 107.

  The external heat exchanger 130 is for exchanging heat between the refrigerant of the heat pump H and the heat transfer fluid of the heating apparatus B. The external heat exchanger 130 is provided with a refrigerant flow path (not shown) through which the refrigerant flows and a heat transfer fluid flow path through which the heat transfer fluid flows. The refrigerant flowing through the refrigerant flow path and the heat transfer fluid The heat transfer fluid flowing through the flow path exchanges heat with each other. The external heat exchanger 130 is disposed outside the vehicle compartment (for example, the engine room).

  The switching valve 107 includes a first route through which the refrigerant flows in order to the compressor 100, the external heat exchanger 130, the first pressure reducing valve 101, the vehicle exterior heat exchanger 102, the expansion valve 103, and the evaporator 104, the refrigerant heater 105, and the compressor 100 and the second route that flows through the external heat exchanger 130 in order. The switching valve 107 is configured by an electric three-way valve or the like, and is controlled by the control device D.

  The first pressure reducing valve 101 has a well-known structure used as a pressure reducing means of a general heat pump. The first pressure reducing valve 101 has a state in which a refrigerant flow path is opened by an actuator or the like (non-depressurized state), and a throttled state (depressurized state). Can be switched to. The first pressure reducing valve 101 is controlled by the control device D.

  The evaporator 104 is a tube-and-fin type heat exchanger in which tubes through which a refrigerant flows and heat transfer fins (both not shown) are alternately stacked. A post-evaporation temperature sensor 152 is provided on the surface of the evaporator 104 on the downstream side of the air flow. The post-evaporation temperature sensor 152 measures the temperature of the surface of the evaporator 104 on the downstream side of the air flow. The post-evaporation temperature sensor 152 is connected to the control device D.

  The expansion valve 103 has a well-known structure used as expansion means for a general heat pump, and is a temperature type automatic device configured to detect a temperature change of the refrigerant on the discharge side and automatically adjust the valve opening. It is an expansion valve (TXV). The expansion valve 103 is built in a metal block and is directly fixed to the evaporator 104. The refrigerant inlet part of the expansion valve 103 and the refrigerant outlet part of the vehicle exterior heat exchanger 102 are connected by a pipe 109c. Accordingly, the refrigerant condensed in the vehicle exterior heat exchanger 102 flows into the evaporator 104 after passing through the expansion valve 103.

  The refrigerant outlet portion of the evaporator 104 and the refrigerant inlet port of the compressor 100 are connected by a pipe 109d. A pipe 109b extending to the switching valve 107 branches off from the middle of the pipe 109d.

  The refrigerant heater 105 and the second pressure reducing valve 106 are provided in the middle of the pipe 109b. The refrigerant heater 105 is a so-called sheathed heater (electric heater) formed by covering a heating wire (heating element) 105a with a metal pipe in an insulated state. The controller D switches the refrigerant heater 105 between ON (operating state) and OFF (non-operating state) and changes the amount of power supplied to the heating wire 105a. The amount of heating (capability) can be adjusted by the amount of power supplied. The power consumption of the refrigerant heater 105 is smaller than the power consumption of the compressor 100.

  The refrigerant heater 105 is provided with a refrigerant temperature sensor 105a. The refrigerant temperature sensor 105 a is connected to the control device D and configured to detect the temperature of the refrigerant flowing into the refrigerant heater 105.

  The second pressure reducing valve 106 is configured in the same manner as the first pressure reducing valve 101 and is controlled by the control device D.

  A midway portion between the pipe 109c connected to the refrigerant inlet of the evaporator 104 and the pipe 109d connected to the refrigerant outlet of the evaporator 104 is connected by a bypass pipe (bypass passage) 109f. A bypass valve (open / close valve) 109g is provided in the middle of the bypass pipe 109f. The bypass valve 109g is for opening and closing the bypass pipe 109f, and is controlled by the control device D. When the bypass valve 109g is closed, the refrigerant flowing out of the vehicle exterior heat exchanger 102 flows into the evaporator 104, while when the bypass valve 109g is opened, the refrigerant flowing out of the vehicle exterior heat exchanger 102 is transferred to the evaporator 104. Hardly flows and is sucked into the compressor 100 through the bypass pipe 109f.

  The pipe 109c is provided with a refrigerant state detection sensor 151. The refrigerant state detection sensor 151 obtains the temperature and pressure in the pipe 109c and detects whether or not the refrigerant before flowing into the bypass pipe 109f is in a superheat state. The refrigerant state detection sensor 151 is connected to the control device D.

  On the other hand, the heater core 120 of the heating apparatus B is a tube-and-fin type heat exchanger in which tubes through which water flows and heat transfer fins (both not shown) are alternately stacked. The pump 121 is an electric pump provided with an electric motor, and can be switched on and off by the control device D, and the rotation speed can be changed (flow rate).

  In addition, as shown in FIG. 3, the vehicle is provided with an outside air temperature sensor (outside air temperature detection unit) 150 that detects the temperature outside the passenger compartment (outside air temperature). The outside air temperature sensor 150 constitutes the vehicle air conditioner 1 and is connected to the control device D.

  Further, as shown in FIG. 1, the vehicle is provided with a start timer 116, a battery remaining amount detection sensor 117, and a charge state detection sensor 118. The start timer 116, the battery remaining amount detection sensor 117, and the charge state detection sensor (charge state detection means) 118 are connected to the control device D.

  The start timer 116 is configured such that the time when the occupant operates the air conditioner 1 can be set. Based on the output signal of the start timer 116, the control device D can obtain how many minutes after the current time it is necessary to operate the air conditioner 1.

  The battery remaining amount detection sensor 117 is connected to the battery 140 mounted on the vehicle, and detects the remaining amount of the battery 140. Specifically, the remaining battery level detection sensor 117 is configured to obtain the remaining battery level based on the voltage value of the battery 140.

  The charge state detection sensor 118 is for detecting whether or not the battery 140 is being charged. Specifically, it is configured to detect a current value on a charger (not shown) side, and when current is flowing, when the battery 140 is being charged, and when current is not flowing Detects that it is not charging.

  Next, the structure of the indoor unit C will be described. The casing 3 of the indoor unit C is a combination of a resin-made left case component (not shown) and a right case component 2 (shown in FIG. 2). A fan housing 7 that accommodates the indoor fan 5 is formed integrally with other parts on the front side of the upper half of the casing 3. The air from the indoor fan 5 flows downward on the front end side inside the casing 3, and the upstream vehicle interior heat exchanger 10 and the downstream vehicle interior heat exchanger 11 housed in the lower half of the casing 3 After passing, the defroster port 12, the vent port 13 and the foot port 14 formed on the rear side of the casing 3 are supplied to the vehicle compartment.

  The fan housing 7 has a cylindrical shape having a center line extending in the left-right direction, and a sirocco fan constituting the indoor fan 5 is accommodated in a central portion of the fan housing 7 with its rotating shaft directed in the left-right direction. ing. Around the indoor fan 5 of the fan housing 7, an air outflow passage 17 is formed in which the flow of air blown out from the indoor fan 5 gathers, and the downstream end of the air outflow passage 17 opens at the lower side of the fan housing 7. is doing. An attachment port 18 for an indoor fan motor 5a (shown in FIG. 1) for driving the indoor fan 5 is formed on the left side wall of the fan housing 7. The indoor fan motor 5a is attached to the motor attachment port 18 in an airtight manner. The indoor fan 5 is rotatably and integrally attached to the output shaft of the indoor fan motor 5a. The indoor fan motor 5a is connected to the control device D, and the control device D switches ON / OFF and changes the rotational speed. The rotation speed of the indoor fan motor 5a is changed by changing the applied voltage.

  A suction port 19 is formed in the right side wall of the fan housing 7, and an intake box 3 a is connected to the suction port 19. The intake box 3a is formed with an outside air introduction port 3b for introducing air outside the vehicle compartment and an inside air introduction port 3c for introducing air inside the vehicle compartment. Inside the intake box 3a, an inside / outside air switching damper 4 for adjusting the opening degree of the outside air introduction port 3b and the inside air introduction port 3c is disposed. The inside / outside air switching damper 4 is driven by an inside / outside air switching actuator 4a (shown in FIG. 3) to open the outside air introduction port 3b from a position where the outside air introduction port 3b is fully closed and the inside air introduction port 3c is fully opened. It moves to a position where it is fully open and the inside air inlet 3c is fully closed. When the outside air inlet 3b is fully opened, only outside air is taken into the casing 3, and when the inside air inlet 3c is fully opened, only inside air is taken into the casing 3. Moreover, the introduction ratio of the outside air and the inside air can be arbitrarily changed according to the open / closed degree of the outside air introduction port 3b and the inside air introduction port 3c. The inside / outside air switching actuator 4a is connected to the control device A.

  As shown in FIG. 2, an air guide passage 20 connected to the downstream end of the air outflow passage 17 and extending obliquely rearward is formed on the lower half front end side inside the casing 3. The evaporator 104 is disposed and accommodated in the air guide passage 20 so as to cross the air guide passage 20. The evaporator 104 is oriented so that the direction in which the tube extends is the vertical direction.

  The upstream end of the heating passage 21 communicates with the air guide passage 20. A vertical wall 23 extending upward from the bottom wall of the casing 3 is formed between the upstream end of the heating passage 21 and the air guide passage 20 so as to partition the passages 21 and 20. A lower opening 24 that forms an upstream end opening of the heating passage 21 is formed in the upper half of the vertical wall 23. Further, an upper opening 25 is formed immediately above the lower opening 24 so as to extend from the upper end of the vertical wall 23 to the vicinity of the downstream upper end of the upstream vehicle interior heat exchanger 10. Reference numeral 25 denotes a downstream end opening of the air guide passage 20.

  In the vicinity of the upper end of the vertical wall 23, a plate-like temperature adjusting damper 27 for selectively opening and closing the lower opening 24 and the upper opening 25 is disposed, and the temperature adjusting damper 27 is a support shaft 27a extending in the left-right direction. Is supported by the casing 3. The temperature adjustment damper 27 is driven by a temperature adjustment actuator 27a (shown in FIG. 3). As shown in FIG. 2, the temperature adjustment damper 27 is rotated downward to open the upper opening 25. When fully opened, the lower opening 24 is fully closed. On the other hand, as shown in FIG. 10A, when the temperature adjustment damper 27 is rotated upward to open the lower opening 24, the upper opening 25 is opened. Fully closed. 10B, when the temperature adjustment damper 27 is rotated to an intermediate position between the lower opening 24 and the upper opening 25, the lower opening 24 and the upper opening 25 Both of them are in an open state, and the amount of air passing through both the openings 24 and 25 changes depending on the rotation angle of the temperature adjustment damper 27 at this time.

  In the vicinity of the vertical wall 23 of the heating passage 21, the heater core 120 is disposed so as to cross the heating passage 21 in an inclined state positioned rearward as it goes upward.

  An air mix space 29 in which the downstream end of the air guide passage 20 and the downstream end of the heating passage 21 communicate with each other is formed above the upper opening 25. In the air mix space 29, the temperature is adjusted by mixing the air flowing through the air guide passage 20 and the air flowing through the heating passage 21. That is, the amount of air passing through the evaporator 104 varies depending on the opening degree of the lower opening 24 and the upper opening 25 depending on the rotation angle of the temperature adjustment damper 27, and thereby the temperature of the air generated in the casing 3. Is changing.

  In addition, a duct 30 extending substantially in the vertical direction is formed integrally with the other part on the rear side of the casing 3. At the upper end of the duct 30, a defroster port 12 is formed on the front side, and a vent port 13 is formed close to the rear side. The defroster port 12 is connected to a defroster nozzle that opens near the lower end of the front window of the instrument panel via a defroster duct (not shown). Further, the instrument panel has a plurality of vent nozzles for blowing conditioned air toward the occupant's face and chest, and the vent port 13 of the casing 3 is connected to each through a vent duct (not shown). Connected to the vent nozzle. A foot opening 14 is formed at the lower end of the duct 30, and a foot duct (not shown) extending to the feet of the front seat occupant and the feet of the rear seat occupant is connected to the foot opening 14. Yes.

  Formed in the upper half of the duct 30 is a first passage 31 whose upstream end communicates with the upper portion of the air mix space 29 and whose downstream ends are connected to the defroster port 12 and the vent port 13, respectively.

  The lower half of the duct 30 is formed with a second passage 32 whose upstream end communicates with the rear portion of the air mix space 29 and whose downstream end is connected to the foot port 14. The upstream end of the second passage 32 opens forward, and is positioned close to both openings between the downstream end opening of the heating passage 21 and the upstream end opening of the first passage 31. The downstream end opening, the upstream end opening of the second passage 32, and the upstream end opening of the first passage 31 are aligned.

  The second passage 32 extends downwardly from the upstream end opening and then bends and extends substantially vertically downward. The second passage 32 and the downstream side of the heating passage 21 are partitioned by a partition wall 51 formed integrally with the casing 3. The partition wall 51 is curved downward so as to be positioned on the lower side as it goes to the rear side, and the front end portion of the partition wall 51 is formed substantially flat so that a seal material of a rotary damper 35 to be described later contacts. Has been. In addition, a casing-side seal portion 50 with which the sealing material of the rotary damper 35 abuts is inclined forward and downward between the upstream end opening of the first passage 31 and the upstream end opening of the second passage 32 on the inner wall of the casing 3. It is formed in a protruding plate shape. The casing side seal portion 50 is also formed substantially flat like the front end portion of the partition wall 51.

  In the air mix space 29, a rotary damper 35 that switches between the first passage 31 and the second passage 32 by selectively opening and closing the upstream end opening of the first passage 31 and the upstream end opening of the second passage 32 is provided. It is arranged. The rotary damper 35 is connected to a closing wall portion 36 that rotates in the direction in which the upstream end openings of the first passage 31 and the second passage 32 are aligned, and to both ends in the left-right direction that is the rotation axis direction of the closing wall portion 36. And an end wall portion 37. The closing wall portion 36 has a rectangular flat plate shape extending substantially parallel to the rotation axis, and the left and right end wall portions 37 and 37 extend substantially perpendicular to the closing wall portion 36. A support shaft 38 is formed on the left end wall portion 37 so as to protrude leftward, and a similar support shaft 38 is formed on the right end wall portion 37 so as to protrude rightward. The left and right support shafts 38 are coaxially positioned. The left and right support shafts 38 are respectively inserted into through holes (not shown) formed in the left and right side walls of the casing 3 and supported by the through holes. One support shaft 38 is connected to a blowing direction switching actuator 35a (shown in FIG. 3) via a link mechanism, and the rotary damper 35 is rotated around the support shaft 38 by the actuator 35a. .

  Then, as shown in FIG. 11B, when the rotary damper 35 is rotated forward to fully open the upstream end opening of the second passage 32, the upstream end opening of the first passage 31 is slightly opened at the front end side. In this state, the sealing member 40 located on the rear side of the rotary damper 35 comes into contact with the lower surface of the casing side seal portion 50.

  On the other hand, as shown in FIG. 2, when the rotary damper 35 is rotated rearward to fully open the upstream end opening of the first passage 31, the upstream end opening of the second passage 32 is fully closed. In this state, the sealing material 40 positioned on the upper side of the rotary damper 35 abuts on the upper surface of the casing-side seal portion 50, and the sealing material 40 positioned on the lower side of the rotary damper 35 is connected to the partition wall 51. Abuts the front end.

  Further, as shown in FIGS. 10B and 11A, in a state where the rotary damper 35 is rotated halfway between switching the first passage 31 and the second passage 32, the rotary damper 35 The amount of conditioned air distributed to both passages 31 and 32 varies depending on the rotational position. Further, since the closing wall portion 36 is formed in a flat plate shape and is not in an arc shape along the turning locus, the closing wall portion is located when the rotary damper 35 is in the middle of switching between the first passage 31 and the second passage 32. A gap 52 between the second passage 32 and the first passage 31 side of the air mix space 29 is formed between the casing 36 and the casing-side seal portion 50.

  Also, a defroster side opening 56 and a vent side opening 57 that are opened and closed by the defvent switching damper 55 are formed on the downstream side of the first passage 31 below the defroster port 12 and below the vent port 13, respectively. Yes. The differential vent switching damper 55 is supported on the casing 3 by a support shaft 55a that is formed in a plate shape and extends in the left-right direction, similar to the temperature control damper 27. The differential vent switching damper 55 is interlocked with the rotary damper 35 via a link mechanism, and is driven by a common actuator 35a. As shown in FIG. 11 (a), when the differential vent switching damper 55 is rotated forward to fully close the defroster side opening 56, the vent side opening 57 is fully opened, as shown in FIG. 11 (b). Further, when the differential vent switching damper 55 is rotated to the rear side and the vent side opening 57 is fully closed, the defroster side opening 56 is fully opened.

  That is, in the vehicle air conditioner 1 of this embodiment, the air passage R is constituted by the air outflow passage 17, the air guide passage 20, the heating passage 21, the air mix space 29, the first passage 31, and the second passage 32. . The air flow path R extends from the suction port 19 of the fan housing 7 constituting the introduction port to the defroster port 12, the vent port 13 and the foot port 14 constituting the outlet port.

  As shown in FIG. 3, the temperature adjusting actuator 27 a and the blowing direction switching actuator 35 a are connected to the control device D and controlled by the control device D. The control device D is connected to an air conditioning operation switch 41 provided in the passenger compartment.

  Further, an inside air temperature sensor 121 for detecting the temperature inside the vehicle interior is provided in the vehicle interior. The inside air temperature sensor 121 can detect the temperature of the air-conditioning air before being sucked into the casing 3. The inside air temperature sensor 121 is connected to the control device D.

  The control device D obtains the output signal of each sensor, the operation state of the air conditioning operation switch 41, the remaining amount of the battery 140, the air blowing state in the room, and the operation state of the compressor 100, and sets the cooling device A and the heating device B in a predetermined manner Control based on the program.

  The control device D changes the operating state of the air conditioner 1 to any mode among the six modes of the rapid cooling mode, the normal cooling mode, the dehumidifying heating mode, the high efficiency heating mode, the extremely low outside air heating mode, and the preheating mode. Switch.

  The rapid cooling mode is a mode that is selected when the maximum cooling capacity is required, for example, immediately after getting into the vehicle after being left under the hot sun in summer.

  The normal cooling mode is a mode that is selected when cooling is required but the maximum cooling capacity is not required.

  The dehumidifying and heating mode is a mode that is selected, for example, in winter when the window glass is likely to be cloudy. After dehumidifying the air, heating is performed by heating.

  The high-efficiency heating mode is a mode that is selected when the temperature of the heat pump H can absorb heat from outside air (for example, 0 ° C. or higher) in winter, for example.

  The extremely low outside air heating mode is a mode selected when the heat pump H hardly absorbs heat from the outside air due to low outside air (for example, when it is lower than −5 ° C.) as in the extremely cold season.

  The preheating mode is a mode that is selected when the temperature of the refrigerant is quickly raised during low outside air.

  When the rapid cooling mode is selected, the control device D stops the operation of the heating device B and operates the cooling device A. At this time, as shown in FIG. 9, the switching valve 107 of the heat pump H is set so that the refrigerant flows along the first route. The first pressure reducing valve 101 is opened, and the vehicle exterior heat exchanger 102 is a radiator. Further, the bypass valve 109g is closed. As a result, the refrigerant compressed by the compressor 100 flows through the refrigerant flow path of the external heat exchanger 130 through the pipe 109a, and then passes through the switching valve 107 and the first pressure reducing valve 101 to the vehicle exterior heat exchanger 102. Flowing into. The refrigerant condensed in the exterior heat exchanger 102 flows to the evaporator 104 through the piping 109c and the expansion valve 103. The refrigerant flowing through the evaporator 104 exchanges heat with air, and the air is cooled. The refrigerant that has flowed through the evaporator 104 flows through the pipe 109 d and is sucked into the compressor 100.

  Since the heating device B is in a stopped state, there is no flow of water. In addition, the broken line in the figure has shown the part into which the refrigerant | coolant or water does not flow.

  When the normal cooling mode shown in FIG. 8 is selected, the control device D operates both the cooling device A and the heating device B. The cooling device A is operated in the same manner as in the rapid cooling mode. When the heating apparatus B starts operation, water flows through the heat transfer fluid flow path of the external heat exchanger 130. The water flowing through the heat transfer fluid channel exchanges heat with the refrigerant flowing through the coolant channel. Since the refrigerant flowing through the refrigerant flow path is after being discharged from the compressor 100, it is at a high temperature, and thus water is heated. The water heated by the external heat exchanger 130 flows to the heater core 120. The refrigerant flowing through the heater core 120 exchanges heat with air, and the air is heated. In the normal cooling mode, basically, the temperature adjustment damper 27 is controlled so that the temperature of the conditioned air generated in the indoor unit C is cool.

  When the dehumidifying and heating mode shown in FIG. 7 is selected, the control device D operates both the cooling device A and the heating device B. The first pressure reducing valve 101 of the cooling device A is in a reduced pressure state. Thereby, the heat absorption from outside air can be performed. The bypass valve 109g of the cooling device A is closed. In the dehumidifying and heating mode, basically, the temperature adjustment damper 27 is controlled so that the temperature of the conditioned air generated in the indoor unit C becomes warm air.

  When the high-efficiency heating mode shown in FIG. 6 is selected, the control device D operates both the cooling device A and the heating device B. The first pressure reducing valve 101 of the cooling device A is in a reduced pressure state. Thereby, the heat absorption from outside air can be performed. Further, the bypass valve 109g is opened. As a result, the refrigerant of the cooling device A does not flow to the evaporator 104 and is not absorbed by the evaporator 104 from the air.

  When the extremely low outside air heating mode shown in FIG. 5 is selected, the control device D operates both the cooling device A and the heating device B. At this time, the switching valve 107 of the heat pump H is set so that the refrigerant flows along the second route. Further, the bypass valve 109g is closed, and the second pressure reducing valve 106 is in a reduced pressure state. Further, the refrigerant heater 105 is operated. Thus, after the refrigerant is heated by the refrigerant heater 105, it is sucked into the compressor 100 and compressed. The refrigerant discharged from the compressor 100 flows through the refrigerant flow path of the external heat exchanger 130 and then flows into the refrigerant heater 105 via the switching valve 107. Then, the water in the heating device B is heated by flowing through the heat transfer fluid channel of the external heat exchanger 130. In this way, since the refrigerant is heated by the refrigerant heater 105, heating can be performed even with extremely low outside air.

  When the preheating mode shown in FIG. 4 is selected, the control device D stops the operation of the heating device B and operates the cooling device A. At this time, the bypass valve 109g is closed and the second pressure reducing valve 106 is opened. Further, the refrigerant heater 105 is operated. As a result, the refrigerant is compressed by the compressor 100, heated by the refrigerant heater 105, and compressed by the compressor 100 again. In this way, the temperature of the refrigerant rises early. In the preheating mode, the indoor fan 5 is stopped to prevent the cold air from blowing out.

  Next, the operation of the indoor unit C will be described.

  FIG. 11B shows a case where the heat mode is selected in which most of the air in the casing 3 is supplied to the foot duct and the remaining amount is supplied to the defroster nozzle of the instrument panel. In this heat mode, the temperature adjustment damper 27 rotates until the upper opening 25 is fully closed. The air blown by the indoor fan 5 flows through the air guide passage 20 and passes through the upstream side vehicle interior heat exchanger 10. Then, the entire amount of air that has passed through the upstream side vehicle interior heat exchanger 10 flows into the heating passage 21, passes through the heater core 120, and flows into the air mix space 29.

  In the heat mode, the rotary damper 35 rotates until it covers most of the upstream end opening of the first passage 31, and the differential vent switching damper 55 rotates until the vent side opening 57 is fully closed. Therefore, most of the high-temperature air generated as described above is blown out from the foot duct to the occupant's feet via the foot opening 14. Further, a small amount of air in the air mix space 29 blows out from the defroster nozzle to the inner surface of the front window through the defroster port 12 and the defroster duct.

  FIG. 2 shows a case where the vent mode for supplying the air in the casing 3 only to the vent nozzle of the instrument panel is selected. In this vent mode, the rotary damper 35 rotates until the second passage 32 is fully closed, and the differential vent switching damper 55 rotates until the defroster side opening 56 is fully closed. Further, the temperature adjustment damper 27 is rotated until the lower opening 24 is fully closed, and the air flowing through the air guide passage 20 directly flows into the air mix space 29 without flowing through the heating passage 21.

  And the conditioned air which flowed into the 1st channel | path 31 from the air mix space 29 blows off to a passenger | crew's face and chest from each vent nozzle via the vent port 13 and a vent duct.

  FIG. 10A shows a case where the defroster mode for supplying conditioned air only to the defroster nozzle of the instrument panel is selected. In the defroster mode, the rotary damper 35 rotates until the second passage 32 is fully closed, as in the vent mode, and the differential vent switching damper 55 rotates until the vent side opening 57 is fully closed. Furthermore, the temperature control damper 27 is rotated until the upper opening 25 is fully closed. The conditioned air flowing into the first passage 31 from the air mix space 29 is blown out from the defroster nozzle to the inner surface of the front window via the defroster port 12 and the defroster duct.

  FIG. 10B shows a case where the differential foot mode for supplying conditioned air to the defroster nozzle and the foot duct of the instrument panel is selected. In this differential foot mode, the rotary damper 35 is rotated to a rotation position in the middle of switching between the first passage 31 and the second passage 32, and the closing wall portion 36 of the rotary damper 35 and the casing side seal portion 50 are A gap 52 is formed between them. Further, the differential vent switching damper 55 is rotated until the vent side opening 57 is fully closed, and the temperature adjustment damper 27 is rotated to an intermediate position between the lower opening 24 and the upper opening 25.

  In this differential foot mode, a part of the air flowing through the air guide passage 20 flows into the heating passage 21 and is heated, and the air in the heating passage 21 and the remaining air in the air guide passage 20 enter the air mix space 29. Inflow and mix. About half of the conditioned air in the air mix space 29 mainly flows into the first passage 31 from the front side of the air mix space 29, and the rest flows into the second passage 32 from below the closed wall portion 36 of the rotary damper 35. To do. At this time, since the upstream end of the second passage 32 is close to the downstream end of the heating passage 21, the temperature of the air flowing into the second passage 32 is higher than the temperature of the air flowing into the first passage 31.

  In this mode, the air flowing from the air mix space 29 into the second passage 32 flows to the first passage 31 side of the air mix space 29 through the gap 52. Since the air in the second passage 32 that has flowed into the air mix space 29 has a relatively high temperature as described above, when mixed with the air on the first passage 31 side of the air mix space 29, the air on the first passage 31 side is mixed. This temperature rises and this air flows into the first passage 31.

  The conditioned air flowing into the first passage 31 is blown out from the defroster nozzle toward the inner surface of the front window via the defroster port 12 and the defroster duct. Further, the air flowing into the second passage 32 is blown out from the foot duct to the passenger's feet via the foot opening 14. At this time, since the temperature of the air flowing into the second passage 32 is higher than the temperature of the air flowing into the first passage 31, the occupant does not feel cold at his feet.

  Further, since the air in the second passage 32 is mixed with the air in the air mix space 29 and then flows into the first passage 31, the temperature of the air blown from the defroster nozzle and the temperature of the air blown from the foot duct are determined. The difference is within the appropriate range. Furthermore, since the temperature of the air flowing into the first passage 31 increases as described above, it is possible to quickly clear the fog on the inner surface of the front window.

  FIG. 11A shows a case where the bi-level mode for supplying air to the vent nozzle and the foot duct of the instrument panel is selected. In this bi-level mode, the rotary damper 35 is rotated to a rotational position in the middle of switching between the first passage 31 and the second passage 32 as in the differential foot mode, and the closing wall portion 36 of the rotary damper 35 is rotated. A gap 52 is formed between the casing side seal portion 50 and the casing side seal portion 50. The differential vent switching damper 55 is rotated until the defroster side opening 56 is fully closed, and the temperature adjustment damper 27 is rotated to an intermediate position between the lower opening 24 and the upper opening 25.

  In this bi-level mode, about half of the conditioned air in the air mix space 29 flows into the first passage 31 and the rest flows into the second passage 32 as in the differential foot mode. At this time, air having a relatively high temperature flows into the second passage 32.

  In this mode, the air flowing into the second passage 32 from the air mix space 29 flows to the first passage 31 side of the air mix space 29 through the gap 52 and mixes with the air on the first passage 31 side. As a result, the air whose temperature has risen flows into the first passage 31.

  The air flowing into the first passage 31 blows out from the vent nozzle to the occupant's face and chest via the vent port 13 and the vent duct, and the air flowing into the second passage 32 passes through the foot port 14. Blows out from the foot duct to the passenger's feet. At this time, since the temperature of the air flowing into the second passage 32 is relatively high, the occupant does not feel cold at his feet. Moreover, since the air of the 2nd channel | path 32 is made to flow into the air mix space 29, the difference of the temperature of the air which blows off from a vent nozzle and the temperature of the air which blows off from a foot duct is settled in an appropriate range.

  Next, specific control contents performed by the control device D will be described based on the flowchart of FIG.

  In step SA1 after the start of the flowchart of FIG. 12, it is determined whether or not the start timer 116 is ON. If it is determined as YES in step SA1 and the start timer 116 is ON, the process proceeds to subsequent step SA2. If NO is determined in step SA1, the process waits without proceeding to the next step until the start timer 116 is turned on.

  In step SA2, the outside air temperature TG is detected by the outside air temperature sensor 150. In step SA3 following step SA2, it is determined whether the outside air temperature is lower than −5 ° C., higher than 0 ° C., or not lower than −5 ° C. and not higher than 0 ° C. When the outside air temperature is lower than −5 ° C. (extreme cold season), the process proceeds to step SA4. When the outside air temperature is −5 ° C. or higher and 0 ° C. or lower, the process proceeds to step SA5. Proceed to

  The temperature used as the standard for determining the outside air temperature in step SA3 is not limited to the above. Whether the heat absorption from the atmosphere cannot be expected so much, whether the heat absorption can be expected, or is the heating unnecessary? What is necessary is just to use the temperature which can determine as a reference.

  In step SA4, it is determined whether or not the time until the air conditioner 1 starts operation (the air conditioner 1 is turned on) is within a predetermined time. The time when the air conditioner 1 starts operation is set by the start timer 116, and the time until the air conditioner 1 starts operation is obtained by comparing the set time of the start timer 116 with the current time. It is supposed to be. For example, the predetermined time of step SA4 is preferably about 10 minutes, but is not limited thereto.

  When it is determined YES in step SA4 and the time until the air conditioner 1 starts operation is within a predetermined time, the process proceeds to step SA7. If it is determined NO in step SA4, the process waits without proceeding to the next step SA7 until the time until the air conditioner 1 starts operation is within a predetermined time.

  In step SA7, the heat pump H is operated in the preheating mode. Thereby, the temperature of the refrigerant begins to rise. In the preheating mode, the temperature of the refrigerant gradually increases. When the temperature of the refrigerant rises, the second pressure reducing valve 106 is brought into a reduced pressure state.

  Although not shown, it may be determined before step SA7 whether the remaining battery level is equal to or greater than a predetermined amount. If the remaining battery level is high, the refrigerant heater 105 is turned on in step SA7. However, if the remaining battery level is low, it is preferable not to turn on the refrigerant heater 105 but to proceed to step SA8.

  Further, the energization time and power supply amount to the refrigerant heater 105 may be changed depending on the remaining battery level. If the remaining amount of the battery is less than the predetermined amount, the energization time to the refrigerant heater 105 is shortened or the amount of supplied power is reduced as compared with the case where the remaining amount is greater than the predetermined amount. The predetermined amount is an amount that does not hinder the traveling of the vehicle.

  When the battery 140 is being charged, as in the case where an external power supply for charging is connected to the vehicle, this is detected, and the energization time to the refrigerant heater 105 is lengthened or supplied. The amount of power may be increased.

  In step SA8 following step SA7, it is determined whether or not the air conditioner 1 has started operation. If YES is determined in the step SA8, the process proceeds to a step SA9. If it is determined NO in step SA8, the process waits until the air conditioner 1 starts operation. During this time, since the heat pump H is operating in the preheating mode, the temperature of the refrigerant is rising.

  In step SA9, the temperature of the refrigerant flowing into the refrigerant heater 105 is detected by the refrigerant temperature sensor 105a, and it is determined whether or not the refrigerant temperature is higher than a predetermined value. This predetermined value is a value that can be effectively compressed by the compressor 100 at a value higher than the outside air temperature.

  If it is determined as YES in step SA9 and the temperature of the refrigerant is higher than the predetermined value, the process proceeds to step SA10, and the heat pump H is operated in the heating mode in the extremely low outside air. That is, the refrigerant is depressurized by the second pressure reducing valve 106, and the pump 121 of the heating apparatus B is operated to cause water to flow. The timing at which the refrigerant starts to be depressurized by the second pressure reducing valve 106 may be different from the timing at which the water starts to flow. That is, it is preferable to start the flow of water after the temperature of the refrigerant rises to such an extent that the water can be warmed.

  The refrigerant and water exchange heat with the external heat exchanger 130 to heat the water. The heated water flows through the heater core 120 and exchanges heat with air to heat the air. Thereby, heating is performed. At this time, since the operation is performed in the preheating mode in advance, the heating starts quickly.

  In step SA11 following step SA10, the outside air temperature TG is detected again. In step SA12 following step SA11, it is determined whether or not the air conditioner 1 is turned off. This can be determined based on whether or not the air conditioning operation switch 41 has been turned OFF by the passenger. If it is determined as YES in step SA12 and the air conditioner 1 is turned off, the process proceeds to step SA13 to stop the operation and end.

  When it is determined as NO in step SA12 and the operation of the air conditioner 1 is continued, the process proceeds to step SA14 and the outside air temperature determination similar to that in step SA3 is performed. When the outside air temperature is lower than −5 ° C., the process returns to step SA10 to continue the operation in the extremely low outside air heating mode. When the outside air temperature is −5 ° C. or more and 0 ° C. or less, the process proceeds to step SA15. If higher, the process proceeds to Step SA19 described later.

  In step SA15, since the outside air temperature is −5 ° C. or more and 0 ° C. or less, the air conditioner 1 is operated in the high efficiency heating mode described above.

  On the other hand, in step SA5, which has been determined that the outside air temperature is determined to be −5 ° C. or more and 0 ° C. or less in step SA3 of the flowchart shown in FIG. 12, it is determined whether or not the air conditioner 1 has started operation, similarly to step SA8. . If YES is determined in the step SA5, the process proceeds to a step SA16. If it is determined NO in step SA5, the process waits until the air conditioner 1 starts operation.

  In step SA16, which is determined as YES in step SA5, it is determined whether or not the high efficiency heating mode is requested. Specifically, when the temperature in the passenger compartment is compared with the temperature set by the occupant and the difference between the two is wide, a high-efficiency heating mode is required because stronger heating is required. Is determined.

  If it determines with YES by step SA16, it will progress to step SA17 and will drive | operate in high efficiency heating mode. In the high efficiency heating mode, the bypass valve 109g is opened and the refrigerant does not flow into the evaporator 104, so that the evaporator 104 does not absorb heat from the air. Therefore, heating efficiency increases. Then, the process proceeds to Step SA11.

  On the other hand, if NO is determined in step SA16, the process proceeds to step SA18. In step SA18, the operation is performed in the dehumidifying heating mode. In the dehumidifying and heating mode, the refrigerant flows through the evaporator 104, so that the air is dehumidified when passing through the evaporator 104. The dehumidified air is heated by the heater core 120, and heating is performed. Then, the process proceeds to Step SA11.

  Thereafter, the process proceeds to step SA12. If YES is determined in step SA12, the process proceeds to step SA13 and the operation of the air conditioner 1 is stopped. On the other hand, if it is determined to be ON in step SA12, the process proceeds to step SA14 to determine the outside air temperature. If the outside air temperature is lower than −5 ° C., the process returns to step SA10 to operate in the extremely low outside air heating mode. If it is -5 ° C. or more and 0 ° C. or less, the process proceeds to step SA15 to continue the operation in the high efficiency heating mode. If it is higher than 0 ° C., the process proceeds to step SA19 described later.

  Moreover, in step SA6 which progressed by having determined that external temperature is higher than 0 degreeC in step SA3, it is determined whether the air conditioning apparatus 1 started the driving | operation. If YES is determined in step SA6, the process proceeds to step SA19. If it is determined NO in step SA6, the process waits until the air conditioner 1 starts operation.

  In step SA19, which is determined as YES in step SA6, it is determined whether or not the rapid cooling mode is requested. Specifically, if the difference between the passenger compartment temperature and the temperature set by the passenger is wide, or if the passenger compartment temperature is extremely high (when left in the sun), the maximum cooling capacity is It is determined that the rapid cooling mode is requested as necessary.

  If YES is determined in step SA19, the process proceeds to step SA20 to operate in the rapid cooling mode. In the rapid cooling mode, since the heating device B is stopped, the air in the casing 3 is not heated by the heater core 120. Therefore, the cooling efficiency is increased. Then, the process proceeds to Step SA11.

  On the other hand, if NO is determined in step SA19, the process proceeds to step SA21. In step SA21, the operation is performed in the normal cooling mode. In the normal cooling mode, since the heating device B is operating, the temperature of the air is adjusted in the casing 3. Then, the process proceeds to Step SA11.

  When it determines with YES by step SA12, it progresses to step SA13 and the driving | operation of the air conditioner 1 is stopped. On the other hand, if it is determined to be ON in step SA12, the process proceeds to step SA14 to determine the outside air temperature. If the outside air temperature is lower than −5 ° C., the process returns to step SA10 to continue the operation in the low outside air heating mode. If it is −5 ° C. or more and 0 ° C. or less, the process proceeds to Step SA15 to perform the operation in the high efficiency heating mode. If it is higher than 0 ° C., the process proceeds to Step SA19.

  Moreover, the control apparatus D calculates the target capability of the refrigerant | coolant heater 105, and controls the refrigerant | coolant heater 105 so that it may become the target capability. Specifically, the water temperature of the heating apparatus B is detected by the water temperature sensor 122, and the capacity of the refrigerant heater 105 necessary for heating calculated from this temperature is obtained. This is the ability required to make the water temperature at least higher than the temperature in the passenger compartment. Moreover, the capability of the refrigerant | coolant heater 105 required in order to make the refrigerant | coolant suck | inhaled by the compressor 100 into a superheat state is acquired. And the control apparatus D controls the refrigerant | coolant heater 105 so that the higher capability is demonstrated among these two capability.

  In the above control, the refrigerant heater 105 and the compressor 100 are simultaneously operated in the extremely low outside air heating mode. However, the present invention is not limited to this. For example, the refrigerant heater 105 is operated first, The compressor 100 may be operated.

  When the charging state detection sensor 118 detects that the battery 140 is being charged, the compressor 100 is operated to perform air conditioning. On the other hand, the charging state detection sensor 118 detects that the battery 140 is not being charged. When the air conditioner 1 is in a non-operating state, the refrigerant heater 105 may be operated with the compressor 100 in the non-operating state. When the battery 140 is being charged, electric power is supplied from the external power source and there is a sufficient amount of electric power. Therefore, even if the compressor 100 is operated, it is possible to shorten the possible travel distance. On the other hand, when the battery 140 is not being charged, the power from the external power source is not supplied, so the compressor 100 that consumes more power than the refrigerant heater 105 is stopped and the refrigerant heater 105 is operated. The refrigerant can be preheated. Therefore, the heating rises quickly.

  Further, the control device D calculates a target discharge amount of the compressor 100 when controlling the compressor 100. The required discharge amount of the compressor 100 is calculated from the target temperature of the refrigerant flowing into the external heat exchanger 130, and the required discharge amount of the compressor 100 is calculated from the target temperature of the air flowing out from the evaporator 104. Of these calculated results, the compressor 100 is controlled using the smaller required discharge amount as the target discharge amount. On the other hand, when opening the bypass valve 109g, the compressor 100 is controlled with the required discharge amount calculated from the target temperature of the refrigerant flowing into the external heat exchanger 130 as the target discharge amount. This makes it possible to obtain a high heating capacity when opening the bypass valve 109g.

  Further, the refrigerant state detection sensor 151 detects whether or not the refrigerant in the pipe 109c is in a superheat state, and it is detected that the outside air temperature is lower than a predetermined value and the refrigerant in the pipe 109c is in a superheat state. In this case, the control device D may open the bypass valve 109g. This predetermined value is a temperature at which the high efficiency heating mode is selected. According to this, when the outside air temperature is low and heating is required, the bypass valve 109g is opened, so that the refrigerant does not flow through the evaporator 104, so heat absorption by the evaporator 104 can be reliably prevented, and heating efficiency is further improved. Can do.

  As described above, according to the vehicle air conditioner 1 according to this embodiment, when the outside air temperature is low, after the refrigerant is heated by the refrigerant heater 105, the refrigerant is compressed and sent to the external heat exchanger 130. Heat is exchanged with water by the external heat exchanger 130, and the water is flowed to the heater core 120 in the vehicle interior to heat the vehicle interior, so that heating can be performed even when the outside air temperature is low.

  Further, since the refrigerant does not flow into the evaporator 104 during heating, the refrigerant does not absorb heat from the air in the passenger compartment, and heating efficiency can be improved. Further, since the conventional sub-capacitor need not be disposed in the vehicle interior, the number of heat exchangers disposed in the vehicle interior is reduced, and the heater core 120 with low pressure resistance is sufficient, and the heater core 120 is downsized. As a result, the indoor unit C can be reduced in size.

  Further, since the reduced pressure state is set when heating is required in the passenger compartment and heat is easily absorbed from the outside air, the heating efficiency can be improved by absorbing heat from the outside air.

  Further, when the temperature of the water in the heating apparatus B is lower than a predetermined value, the flow of the water is stopped, and the refrigerant heated by the refrigerant heater 105 is sucked into the compressor 100, whereby the temperature of the refrigerant It is possible to start up the heating early by raising the temperature.

  Further, the pressure and temperature of the refrigerant can be increased quickly by reducing the pressure of the refrigerant when the temperature of the refrigerant becomes high. And heating can be started at an early stage by flowing water with the pressure or temperature of the refrigerant increased.

  Further, the higher capability of the capability required for heating calculated from the temperature of the water in the heating device B and the capability required for bringing the refrigerant sucked into the compressor 100 into the superheat state is exhibited. Since the refrigerant heater 105 is controlled, a high heating capacity can be obtained.

  Further, when the outside air temperature is lower than the predetermined value, heating can be started early by operating the refrigerant heater 105 regardless of the operation state of the compressor 100.

  Also, air conditioning is performed when the vehicle running battery 140 is being charged, and when the air conditioner 1 is not operating and is not operating, the compressor 100 is disabled and the refrigerant heater 105 is operated. By making it possible, it is possible to improve the air conditioning performance while suppressing the consumption of the battery 140 and ensuring a long travelable distance of the vehicle.

  In addition, a bypass passage 109f and a bypass valve 109g are provided so that when the outside air temperature is low, the refrigerant flows by bypassing the expansion valve 103 and the evaporator 104. Thereby, the heat absorption by the evaporator 104 can be reliably prevented, and the efficiency of heating can be improved.

  Further, when the bypass valve 109g is opened, the compressor 1000 is controlled with the required discharge amount calculated from the target temperature of the refrigerant flowing into the external heat exchanger 130 as the target discharge amount, so that the heating capacity can be increased.

  In addition, you may provide the thermal storage apparatus 160 in the apparatus B for heating like the modification shown in FIG. The heat storage device 160 is disposed on the downstream side of the heater core 120 in the water flow direction in the heating device B. The heat storage device 160 includes a container having a heat insulating structure, and is configured to exhibit a heat storage effect by storing heated water in the container. When the outside air temperature is lower than the predetermined value and heating is required, and when the battery state 140 is detected by the charging state detection sensor 118, the heat pump H is operated in the extremely low outside air mode or the high efficiency heating mode. The water is heated by exchanging heat with the high-temperature refrigerant, and the heated water is stored in the heat storage device 160. By storing heat during charging as described above, the power of the external power source can be used and consumption of the battery 140 can be suppressed.

  On the other hand, when the temperature of the water in the heating device B is higher than a predetermined value after the charging of the battery 140 is finished, the operation of the compressor 100 for heating is prohibited, and the heating effect is increased by the hot water in the heat storage device 160. obtain. Thereby, heating can be performed while suppressing consumption of the battery 140.

  Further, when the temperature of water is higher than a predetermined value when it is estimated whether or not frost has adhered to the exterior heat exchanger 102 and the frost has adhered to the exterior heat exchanger 102. May be configured such that the first pressure reducing valve 101 is opened, the high-temperature refrigerant is allowed to flow through the vehicle exterior heat exchanger 102 for a certain period of time, and the frost is melted by the refrigerant. Thereby, frost is removed quickly. In this case, when the temperature of the water is lower than a predetermined value, the refrigerant is caused to flow to the second route. Thereby, heating can be performed. As a method for estimating whether or not frost has adhered to the exterior heat exchanger 102, for example, temperature sensors that detect the refrigerant inlet temperature and the exit temperature of the exterior heat exchanger 102 are provided. Then, the inlet temperature and the outlet temperature are compared, and if the difference is equal to or smaller than a predetermined value, it is estimated that frost is adhered, and if the difference is larger than the predetermined value, it is estimated that frost is not adhered. This is an estimation method using the fact that when frost adheres to the exterior heat exchanger 102, the heat exchange efficiency of the exterior heat exchanger 102 deteriorates and the difference between the inlet temperature and the outlet temperature becomes smaller.

  In the above embodiment, the indoor fan 5 is accommodated in the same casing 3 as the upstream and downstream heat exchangers 10 and 11, but the upstream and downstream heat exchangers 10 and 11 are included in the casing 3. The indoor fan may be housed in another casing (not shown).

  Moreover, in the said embodiment, although the refrigerant | coolant heater 105 was comprised with the electric heater, it is not restricted to this, For example, the heater by warm water may be sufficient.

  Moreover, the vehicle air conditioner 1 according to the present invention can be mounted on a vehicle other than an electric vehicle or a hybrid vehicle.

  As described above, the vehicle air conditioner according to the present invention is suitable for, for example, an electric vehicle or a hybrid vehicle combining an engine and an electric motor.

DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 5 Indoor fan 100 Compressor 101 1st pressure reduction valve (1st pressure reduction means)
102 Heat exchanger outside the cabin (second heat exchanger outside the cabin)
103 expansion valve 104 evaporator 105 refrigerant heater 106 second pressure reducing valve (second pressure reducing means)
107 Switching valve (route switching means)
109f Bypass channel (bypass piping)
109g Bypass valve (open / close valve)
118 Battery state detection sensor (charge state detection means)
120 Heater core (heat exchanger for heating)
130 External heat exchanger (first heat exchanger outside the passenger compartment)
140 battery (storage battery)
160 Heat storage device A Cooling device B Heating device C Indoor unit D Control device H Heat pump

Claims (11)

  1. A cooling device having a heat pump for circulating the refrigerant and configured to cool air supplied to the passenger compartment;
    A heating device configured to circulate a heat carrier fluid different from the refrigerant of the heat pump and to heat the air supplied to the vehicle interior;
    In the vehicle air conditioner configured to adjust the temperature of the air supplied to the passenger compartment by at least one of the cooling device and the heating device,
    A control device for controlling the cooling device and the heating device;
    A first heat exchanger disposed outside the passenger compartment for exchanging heat between the refrigerant of the cooling device and the heat transfer fluid of the heating device;
    The heating apparatus is provided with a heating heat exchanger that is disposed in the vehicle interior and through which a heat carrier fluid flows,
    The cooling device includes a compressor that compresses the refrigerant, a second heat exchanger outside the vehicle interior disposed outside the vehicle interior, an expansion valve that expands the refrigerant, an evaporator disposed in the vehicle interior, and a refrigerant. A refrigerant heater for heating, a first route for flowing the refrigerant sequentially through the compressor, the second heat exchanger outside the passenger compartment, the expansion valve and the evaporator, the refrigerant heater, the compressor and the vehicle Route switching means for switching to the second route that flows in order to the outdoor first heat exchanger is provided,
    The control device is configured to control the route switching means so that the refrigerant flows through the second route when it is determined that heating is required in the passenger compartment and heat is hardly absorbed from the outside air. An air conditioner for a vehicle.
  2. In the vehicle air conditioner according to claim 1,
    The cooling device is provided with a first pressure reducing means on the refrigerant flow downstream side of the second heat exchanger outside the passenger compartment,
    The first decompression means is configured to be switchable between an open state in which the refrigerant flow path is opened and a reduced pressure state in which the refrigerant flow path is throttled, and is controlled by the control device.
    The control device controls the route switching means so that the refrigerant flows through the first route when it is determined that heating is required in the passenger compartment and heat is easily absorbed from the outside air, and the first decompression is performed. An air conditioner for a vehicle, characterized in that the means is controlled to be in a reduced pressure state.
  3. In the vehicle air conditioner according to claim 2,
    When it is estimated that frost has adhered to the second heat exchanger outside the passenger compartment, if the temperature of the heat transfer fluid is higher than a predetermined value, the first decompression means is opened to exchange the high-temperature refrigerant with the second heat exchange outside the passenger compartment. The vehicle air conditioner is configured to flow the refrigerant to the second route when the temperature of the heat transfer fluid is lower than a predetermined value, while the temperature of the heat transfer fluid is lower than a predetermined value.
  4. The vehicle air conditioner according to claim 3,
    A second pressure reducing means is provided downstream of the refrigerant flow of the refrigerant heater;
    The second decompression means is configured to be switchable between an open state in which the refrigerant flow path is opened and a reduced pressure state in which the refrigerant flow path is throttled, and is controlled by the control device,
    When the temperature of the heat carrier fluid is lower than a predetermined value, the refrigerant flows into the second route, the second decompression means is opened, the flow of the heat carrier fluid is stopped, and the refrigerant is heated by the refrigerant heater. The vehicle air conditioner is configured to operate in a preheating mode in which the refrigerant is sucked into the compressor.
  5. The vehicle air conditioner according to claim 4,
    During the operation in the preheating mode, when the temperature of the refrigerant flowing into the refrigerant heater becomes higher than a predetermined value, the refrigerant is depressurized by the second depressurizing means, and the mode is changed to the heating mode in which the heat carrier fluid flows. An air conditioner for a vehicle that is configured.
  6. In the vehicle air conditioner according to any one of claims 1 to 5,
    The refrigerant heater is controlled so as to exhibit the higher ability of the capacity required for heating calculated from the temperature of the heat carrier fluid and the capacity required to put the refrigerant sucked into the compressor into a superheat state. An air conditioner for a vehicle.
  7. In the vehicle air conditioner according to any one of claims 1 to 6,
    A vehicle air conditioner configured to operate a refrigerant heater when the outside air temperature is lower than a predetermined value regardless of the operating state of the compressor.
  8. In the vehicle air conditioner according to any one of claims 1 to 7,
    It is mounted on a vehicle equipped with a storage battery for supplying electric power for running the vehicle,
    A charging state detecting means for detecting whether the storage battery is being charged or not being charged;
    The compressor is electric,
    When the charge state detection means detects that the storage battery is being charged, the compressor is operated to perform air conditioning, while the charge state detection means detects that the storage battery is not being charged. And when the air conditioner is in a non-operating state, the vehicular air conditioner is configured so that the refrigerant heater can be operated by disabling the compressor.
  9. The vehicle air conditioner according to claim 8,
    With a heat storage device that stores heat using electric power for vehicle travel,
    When the outside air temperature is lower than a predetermined value and the charge state detecting means detects that the storage battery is being charged, the heat storage device stores heat, and after the storage battery is charged, the temperature of the heat transfer fluid is When the temperature is higher than the predetermined value, the operation of the compressor for heating is prohibited, and the vehicle air conditioner is configured to heat the heat transfer fluid by releasing the heat of the heat storage device. .
  10. The vehicle air conditioner according to any one of claims 1 to 9,
    A bypass passage that bypasses the expansion valve and the evaporator, an on-off valve that opens and closes the bypass passage, and a refrigerant state detection means that detects whether or not the refrigerant flowing into the bypass passage is in a superheat state. Prepared,
    The on-off valve is configured to open when the outside air temperature is lower than a predetermined value and the refrigerant state detecting means detects that the refrigerant is in a superheat state. Air conditioner.
  11. The vehicle air conditioner according to claim 10,
    Calculate the required discharge amount of the compressor at each of the target temperature of the refrigerant flowing into the first heat exchanger outside the passenger compartment and the target temperature of the air flowing out of the evaporator,
    Of the calculated results, when the compressor is controlled with the smaller required discharge amount as the target discharge amount and the on-off valve is opened, the required discharge amount calculated from the target temperature of the refrigerant flowing into the first heat exchanger outside the vehicle compartment is set. A vehicular air conditioner configured to control the compressor as a target discharge amount.
JP2010145062A 2010-06-25 2010-06-25 Air conditioner for vehicles Active JP5563904B2 (en)

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JP2013178032A (en) * 2012-02-28 2013-09-09 Mitsubishi Heavy Ind Ltd Vehicle heat pump air conditioner and method for operating the same
JP2014113837A (en) * 2012-12-06 2014-06-26 Panasonic Corp Air conditioner for vehicle
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