JP2012076610A - Vehicle air conditioning device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To strike a balance between the power saving and the suppression of the generation of an odor, in an vehicle air conditioning device.SOLUTION: An air blowing capacity of a blower 32 is lowered by lowering a blower motor voltage of the blower 32 so that, at the setting of an eco-mode, at the operation of a seat air conditioner 90 and at the setting of a silent sound mode, un upper limit value IVOof the number of revolutions of a compressor 11 is lowered, a refrigerant discharge capacity of the compressor 11 is lowered, and an evaporator temperature Te is kept at a temperature not higher than a prescribed temperature. By this arrangement, the power saving of the air conditioner for the vehicle can be promoted. In addition to this, by lowering the air blowing capacity of the blower 3 according to a temperature rise of an in-room evaporator 26, a heat absorption amount in the in-room evaporator 26 is reduced, and the temperature rise of the in-room evaporator 26 can be suppressed. By this arrangement, the generation of the odor which is generated when condensed water adhered to the in-room evaporator 26 is dried can be suppressed.

Description

  The present invention relates to a vehicle air conditioner.

  2. Description of the Related Art Conventionally, in a vehicle air conditioner applied to an electric vehicle, an refrigeration cycle including an electric compressor that compresses and discharges a refrigerant, and an outdoor heat exchanger that radiates the refrigerant compressed by the electric compressor. It has.

  In this type of vehicle air conditioner, when the power consumption of the vehicle air conditioner exceeds the allowable power, the number of rotations of the outdoor fan that blows outside air to the outdoor heat exchanger is reduced while the number of rotations of the electric compressor is reduced. The thing which aimed at reduction of the power consumption of a vehicle air conditioner and ensuring air-conditioning performance by making it increase is proposed (for example, refer patent document 1).

Japanese Patent No. 3493238

  By the way, in a general vehicle air conditioner, for example, when the number of rotations of the electric compressor is decreased in order to save electric power of the electric compressor, the pressure of the high-pressure side refrigerant and the pressure of the low-pressure side refrigerant in the refrigeration cycle are reduced. And the temperature of the indoor heat exchanger that functions as an evaporator for evaporating the refrigerant tends to rise. At this time, due to the temperature rise of the indoor heat exchanger, there is a problem that the condensed water adhering to the indoor heat exchanger is easily dried, and a bad odor is easily generated when the condensed water is dried.

  In view of the above points, an object of the present invention is to achieve both power saving and prevention of malodor in a vehicle air conditioner.

  In order to achieve the above object, according to the first aspect of the present invention, a blower (32) that blows air into the passenger compartment when electric power is supplied and a refrigerant that is compressed and discharged when supplied with electric power. The compressor (11) and an indoor heat exchanger (26) functioning as an evaporator for cooling the blown air blown by the blower (32) are configured to adjust the temperature of the blown air. By the user's operation, the refrigeration cycle (10), the compressor control means (50a) for controlling the refrigerant discharge capacity of the compressor (11), the blower control means (50b) for controlling the blower capacity of the blower (32), And a power saving request means (65) for outputting a power saving request signal for requesting power saving of the electric power required for air conditioning in the passenger compartment, and the compressor control means (50a) Requesting means (6 ), The refrigerant discharge capacity of the compressor (11) is lowered as compared with before the power saving request signal is output, and the blower control means (50b) When the power saving request signal is output by the means (65), the temperature of the indoor heat exchanger (26) is increased so that the temperature of the indoor heat exchanger (26) is maintained below a predetermined temperature. It is characterized by lowering the blowing capacity of the blower (32).

  According to this, since the refrigerant discharge capacity of the compressor (11) and the air blowing capacity of the blower (32) are reduced due to a request for power saving from the user, it is possible to achieve power saving of the vehicle air conditioner.

  In addition to this, in response to a request for power saving from the user, the air blowing capacity of the blower (32) is reduced in accordance with the temperature rise of the indoor heat exchanger (26), so that the suction in the indoor heat exchanger (26) is reduced. The amount of heat can be reduced. For this reason, since the temperature rise of an indoor heat exchanger (26) can be suppressed when the refrigerant | coolant discharge capability of a compressor (11) is reduced, the condensed water adhering to an indoor heat exchanger (26) Odor generation can be suppressed during drying.

  Therefore, it is possible to achieve both power saving and suppression of bad odor generation in the vehicle air conditioner.

  Further, in the invention according to claim 2, in the vehicle air conditioner according to claim 1, when the blower control means (50b) outputs a power saving request signal by the power saving request means (65). The degree of decrease in the blowing capacity of the blower (32) is reduced in accordance with the increase in the air conditioning heat load.

  According to this, even when the user requests power saving, when the air conditioning heat load is high, the degree of decrease in the blowing capacity of the blower (32) is reduced, so that the blown air into the vehicle interior It is possible to suppress the amount of air blown from becoming too small. As a result, deterioration of the user's air conditioning feeling can be suppressed.

  Here, the seat air-conditioning means (90) for adjusting the surface temperature of the seat on which the user sits can adjust the temperature of the seat surface in contact with the user, so that the seat air-conditioning means (90) is in operation. Can reduce the refrigerant discharge capacity of the compressor (11) to save power in the vehicle air conditioner.

  However, due to a decrease in the refrigerant discharge capacity of the compressor, the temperature of the indoor heat exchanger (26) rises, so that the condensed water adhering to the indoor heat exchanger (26) becomes easy to dry. Odor is likely to occur.

  Therefore, in the invention described in claim 3, a blower (32) that blows air into the vehicle interior when supplied with electric power, and a compressor (11) that compresses and discharges refrigerant when supplied with electric power. And a vapor compression refrigeration cycle (10) that includes an indoor heat exchanger (26) that functions as an evaporator that cools the blown air blown by the blower (32) and adjusts the temperature of the blown air. The compressor control means (50a) for controlling the refrigerant discharge capacity of the compressor (11), the blower control means (50b) for controlling the air blowing capacity of the blower (32), and the surface temperature of the seat on which the user is seated. A seat air conditioning unit (90) for adjusting and a seat air conditioning control unit (50c) for controlling the operation of the seat air conditioning unit (90) are provided, and the compressor control unit (50a) is a seat air conditioning control unit (50c). Therefore, when the seat air-conditioning means (90) is operated, the refrigerant discharge capacity of the compressor (11) is lowered than before the seat air-conditioning means (90) is operated, and the blower control means (50b) When the seat air-conditioning means (90) is operated by the control means (51c), the temperature of the indoor heat exchanger (26) is increased so that the temperature of the indoor heat exchanger (26) is maintained below a predetermined temperature. The air blowing capacity of the blower (32) is reduced according to the above.

  According to this, when the seat air-conditioning means (90) is operating, the refrigerant discharge capacity of the compressor (11) and the air-blowing capacity of the blower (32) are reduced. Can be planned.

  In addition to this, when the seat air-conditioning means (90) is in operation, the indoor heat exchanger is reduced by reducing the blowing capacity of the blower (32) in accordance with the temperature rise of the indoor heat exchanger (26). The endothermic amount in (26) can be reduced. For this reason, since the temperature rise of an indoor heat exchanger (26) can be suppressed when the refrigerant | coolant discharge capability of a compressor (11) is reduced, the condensed water adhering to an indoor heat exchanger (26) Odor generation can be suppressed during drying.

  Therefore, it is possible to achieve both power saving and suppression of bad odor generation in the vehicle air conditioner.

  In the invention according to claim 4, the blower (32) that blows air into the vehicle interior when supplied with electric power, and the compressor (11) that compresses and discharges refrigerant when supplied with electric power. And a vapor compression refrigeration cycle (10) that includes an indoor heat exchanger (26) that functions as an evaporator that cools the blown air blown by the blower (32) and adjusts the temperature of the blown air. The compressor control means (50a) for controlling the refrigerant discharge capacity of the compressor (11), the blower control means (50b) for controlling the air blowing capacity of the blower (32), and the surface temperature of the seat on which the user is seated. A seat air-conditioning means (90) for adjusting, and a seat air-conditioning control means (50c) for controlling the operation of the seat air-conditioning means (90), and the compressor control means (50a) When the seat air-conditioning means (90) is operated, the refrigerant discharge capacity of the compressor (11) is decreased in accordance with the decrease in the air-conditioning heat load than before the seat air-conditioning means (90) is operated, The blower control means (50b) is configured such that when the seat air conditioning means (90) is operated by the seat air conditioning control means (50c), the temperature of the indoor heat exchanger (26) is maintained below a predetermined temperature. It is characterized in that the blowing capacity of the blower (32) is lowered according to the temperature rise of the indoor heat exchanger (26).

  According to this, when the seat air-conditioning means (90) is operating, the refrigerant discharge capacity of the compressor (11) and the air-blowing capacity of the blower (32) are reduced. Can be planned.

  In addition to this, when the seat air-conditioning means (90) is in operation, the indoor heat exchanger is reduced by reducing the blowing capacity of the blower (32) in accordance with the temperature rise of the indoor heat exchanger (26). The endothermic amount in (26) can be reduced. For this reason, since the temperature rise of an indoor heat exchanger (26) can be suppressed when the refrigerant | coolant discharge capability of a compressor (11) is reduced, the condensed water adhering to an indoor heat exchanger (26) Odor generation can be suppressed during drying.

  Therefore, it is possible to achieve both power saving and suppression of bad odor generation in the vehicle air conditioner.

  Furthermore, since the refrigerant discharge capacity of the compressor (11) is decreased in accordance with the decrease in the air conditioning heat load, when the air conditioning heat load is low, power can be further saved and the air conditioning heat load can be reduced. When it is high, the refrigerant discharge capacity of the compressor (11) can be increased to ensure the air conditioning capacity.

  According to a fifth aspect of the present invention, in the vehicle air conditioner according to the third or fourth aspect, the blower control means (50b) operates the seat air conditioning means (90) by the seat air conditioning control means (50c). When the air conditioning heat load increases, the degree of decrease in the blowing capacity of the blower (32) is reduced.

  According to this, even when the seat air-conditioning means (90) is operating, if the air-conditioning heat load is high, the degree of decrease in the blowing capacity of the blower (32) is reduced, so It can suppress that the ventilation volume of air decreases too much. As a result, deterioration of the user's air conditioning feeling can be suppressed.

  In the invention according to claim 6, the blower (32) that blows air into the vehicle interior when supplied with electric power, and the compressor (11) that compresses and discharges refrigerant when supplied with electric power. And a vapor compression refrigeration cycle (10) that includes an indoor heat exchanger (26) that functions as an evaporator that cools the blown air blown by the blower (32) and adjusts the temperature of the blown air. The compressor control means (50a) for controlling the refrigerant discharge capacity of the compressor (11), the blower control means (50b) for controlling the air blowing capacity of the blower (32), and the air conditioning in the vehicle interior by the user's operation Low noise demanding means (66) for outputting a low noise demand signal for requesting reduction of noise generated sometimes, and the compressor control means (50a) outputs the low noise demand signal by the low noise demand means (66). The refrigerant discharge capacity of the compressor (11) is lowered as compared with that before the low noise request signal is output, and the blower control means (50b) causes the temperature of the indoor heat exchanger (26) to be equal to or lower than a predetermined temperature. The air blowing capacity of the blower (32) is lowered according to the temperature rise of the indoor heat exchanger (26) so as to be maintained.

  According to this, when the low noise request signal is output by the low noise request means (66), the refrigerant discharge capacity of the compressor (11) and the air blowing capacity of the blower (32) are lowered. Noise and power saving can be achieved.

  In addition to this, when a low noise request signal is output by the low noise request means (66), the air blowing capacity of the blower (32) is reduced in accordance with the temperature rise of the indoor heat exchanger (26), thereby The amount of heat absorbed in the heat exchanger (26) can be reduced. For this reason, since the temperature rise of an indoor heat exchanger (26) can be suppressed when the refrigerant | coolant discharge capability of a compressor (11) is reduced, the condensed water adhering to an indoor heat exchanger (26) Odor generation can be suppressed during drying.

  Therefore, it is possible to achieve both power saving and suppression of bad odor generation in the vehicle air conditioner.

  In the invention according to claim 7, the blower (32) that blows air into the vehicle interior when supplied with electric power, and the compressor (11) that compresses and discharges refrigerant when supplied with electric power. And a vapor compression refrigeration cycle (10) that includes an indoor heat exchanger (26) that functions as an evaporator that cools the blown air blown by the blower (32) and adjusts the temperature of the blown air. The compressor control means (50a) for controlling the refrigerant discharge capacity of the compressor (11), the blower control means (50b) for controlling the air blowing capacity of the blower (32), and the air conditioning in the vehicle interior by the user's operation Low noise demanding means (66) for outputting a low noise demand signal for requesting reduction of noise generated sometimes, and the compressor control means (50a) outputs the low noise demand signal by the low noise demand means (66). The refrigerant discharge capacity of the compressor (11) is lowered as compared with before the seat air-conditioning means (90) is operated according to the decrease in the air-conditioning heat load, and the blower control means (50b) When the low-noise request signal is output by (66), the blower (32) according to the temperature rise of the indoor heat exchanger (26) so that the temperature of the indoor heat exchanger (26) is maintained below a predetermined temperature. ) Is reduced.

  According to this, when the low noise request signal is output by the low noise request means (66), the refrigerant discharge capacity of the compressor (11) and the air blowing capacity of the blower (32) are lowered. Noise and power saving can be achieved.

  In addition to this, when a low noise request signal is output by the low noise request means (66), the air blowing capacity of the blower (32) is reduced in accordance with the temperature rise of the indoor heat exchanger (26), thereby The amount of heat absorbed in the heat exchanger (26) can be reduced. For this reason, since the temperature rise of an indoor heat exchanger (26) can be suppressed when the refrigerant | coolant discharge capability of a compressor (11) is reduced, the condensed water adhering to an indoor heat exchanger (26) Odor generation can be suppressed during drying.

  Therefore, it is possible to achieve both power saving and suppression of bad odor generation in the vehicle air conditioner.

  Furthermore, since the refrigerant discharge capacity of the compressor (11) is decreased in accordance with the decrease in the air conditioning heat load, when the air conditioning heat load is low, power can be further saved and the air conditioning heat load can be reduced. When it is high, the refrigerant discharge capacity of the compressor (11) can be increased to ensure the air conditioning capacity.

  In the invention according to claim 8, in the vehicle air conditioner according to claim 6 or 7, when the blower control means (50b) outputs a low noise request signal by the low noise request means (66). The degree of decrease in the blowing capacity of the blower (32) is reduced in accordance with the increase in the air conditioning heat load.

  According to this, even when a low noise request signal is output by the low noise request means (66), when the air conditioning heat load is high, the degree of decrease in the blowing capacity of the blower (32) is reduced, so that the vehicle It is possible to suppress the amount of air blown into the room from becoming too small. As a result, deterioration of the user's air conditioning feeling can be suppressed.

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

It is a whole block diagram which shows the refrigerant circuit at the time of the air conditioning mode of the vehicle air conditioner of 1st Embodiment. It is a whole block diagram which shows the refrigerant circuit at the time of the heating mode of the vehicle air conditioner of 1st Embodiment. It is a whole block diagram which shows the refrigerant circuit at the time of the 1st dehumidification mode of the vehicle air conditioner of 1st Embodiment. It is a whole block diagram which shows the refrigerant circuit at the time of the 2nd dehumidification mode of the vehicle air conditioner of 1st Embodiment. It is a circuit diagram of the PTC heater of a 1st embodiment. It is a block diagram which shows the electric control part of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a graph which shows the operating state of each solenoid valve in each operation mode of 1st Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 2nd Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 2nd Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 3rd Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 4th Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 4th Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 5th Embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
A first embodiment of the present invention will be described with reference to FIGS. In the present embodiment, the vehicle air conditioner 1 of the present invention is applied to a hybrid vehicle that obtains driving force for traveling from an internal combustion engine (engine) EG and a traveling electric motor.

  The hybrid vehicle of this embodiment is configured as a so-called plug-in hybrid vehicle that can charge the battery 81 with electric power supplied from an external power source (commercial power source) when the vehicle is stopped.

  Furthermore, the plug-in hybrid vehicle according to the present embodiment charges the battery 81 when the vehicle stops before the vehicle starts running, so that the remaining amount of power stored in the battery 81 is equal to or greater than a predetermined remaining amount as when the vehicle starts running. When this is the case, the vehicle travels by the driving force of a traveling electric motor that is mainly operated by electric power supplied from the battery 81 (hereinafter, this operation mode is referred to as an EV operation mode).

  On the other hand, when the remaining amount of power stored in the battery 81 becomes lower than a predetermined remaining amount during vehicle travel, the vehicle travels mainly by the driving force of the engine EG (hereinafter, this operation mode is referred to as HV operation mode). In this way, by switching between the EV operation mode and the HV operation mode, the fuel consumption of the engine EG is suppressed and the vehicle fuel consumption is improved with respect to a normal vehicle that obtains driving force for vehicle travel only from the engine EG. I am letting.

  The EV operation mode is an operation mode in which the vehicle is driven mainly by the driving force output from the traveling electric motor. However, when the vehicle traveling load becomes high, the engine EG is operated to drive the amount of travel. Assist the motor. Similarly, the HV operation mode is an operation mode in which the vehicle is driven mainly by the driving force output from the engine EG. When the vehicle driving load becomes high, the driving electric motor is operated to operate the engine EG. To assist. The operations of the engine EG and the traveling electric motor are controlled by an engine control device (not shown).

  Further, the driving force output from the engine EG is used not only for driving the vehicle but also for operating the generator 80. And the electric power generated with the generator 80 and the electric power supplied from the external power supply can be stored in the battery 81, and the electric power stored in the battery 81 is not only a traveling electric motor but also a vehicle air conditioner. 1 can be supplied to various in-vehicle devices including each component device (air-conditioning means) constituting one.

  Next, the detailed structure of the vehicle air conditioner 1 of this embodiment is demonstrated. The vehicle air conditioner 1 performs air conditioning of the vehicle interior before the user (occupant) gets into the vehicle during charging of the battery 81 from the external power source, in addition to the normal air conditioning that performs air conditioning of the vehicle interior when the vehicle travels. It is configured to be able to perform pre-air conditioning. Note that the pre-air conditioning of the present embodiment can be executed even when the battery 81 is not being charged from the external power source.

  The vehicle air conditioner 1 includes a cooling mode (COOL cycle) for cooling the vehicle interior, a heating mode (HOT cycle) for heating the vehicle interior, and a first dehumidification mode (DRY_EVA) for dehumidifying the vehicle interior in normal air conditioning and pre-air conditioning. Cycle) and the second dehumidification mode (DRY_ALL cycle) are provided with a vapor compression refrigeration cycle 10 configured to be switchable.

  1 to 4 respectively show the flow of the refrigerant in the cooling mode, the heating mode, and the first and second dehumidifying modes with solid arrows. The first dehumidification mode is a dehumidification mode that prioritizes the dehumidification capacity over the heating capacity, and the second dehumidification mode is a dehumidification mode that prioritizes the heating capacity over the dehumidification capacity. Therefore, the first dehumidification mode can be expressed as a low temperature dehumidification mode or a simple dehumidification mode, and the second dehumidification mode can be expressed as a high temperature dehumidification mode or a dehumidification heating mode.

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

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

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

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

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

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

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

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

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

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

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

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

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

  Moreover, the cooling water circuit shown in the broken line of FIGS. 1-4 is arrange | positioned with the cooling water pump for circulating a cooling water. The cooling water pump 40 a is an electric water pump whose rotation speed (cooling water circulation amount) is controlled by a control voltage output from the air conditioning control device 50.

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

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

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

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

  The dehumidifying electromagnetic valve 24 is a refrigerant circuit switching means whose operation is controlled by a control voltage output from the air conditioning control device 50, and its basic configuration is the same as that of the low-pressure electromagnetic valve 17. Further, the dehumidifying electromagnetic valve 24 is also configured as a normally closed type on-off valve. Then, the refrigerant circuit switching means of the present embodiment includes an electric three-way valve 13, a low pressure solenoid valve 17, a high pressure solenoid valve 20, and a heat exchange that are in a predetermined valve open state or a valve closed state when power supply is stopped. It comprises a plurality of (five) solenoid valves, ie, a device cutoff solenoid valve 21 and a dehumidification solenoid valve 24.

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

  The indoor evaporator 26 is disposed in the casing 31 of the indoor air-conditioning unit 30 on the upstream side of the blower air flow of the indoor condenser 12, and exchanges heat between the refrigerant circulating in the interior and the blown air so that the blown air is exchanged. A cooling heat exchanger for cooling. The indoor evaporator 26 constitutes an indoor heat exchanger that functions as an evaporator that cools blown air blown by a blower 32 described later.

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

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

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

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

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

  The casing 31 forms an air passage for blown air that is blown into the vehicle interior, and is formed of a resin (for example, polypropylene) that has a certain degree of elasticity and is excellent in strength. On the most upstream side of the blown air flow in the casing 31, an inside / outside air switching box (not shown) for switching between the inside air (vehicle compartment air) and the outside air (vehicle compartment outside air) is arranged.

  More specifically, the inside / outside air switching box is formed with an inside air introduction port for introducing inside air into the casing 31 and an outside air introduction port for introducing outside air. Furthermore, an inside / outside air switching door is provided inside the inside / outside air switching box to continuously adjust the opening area of the inside air inlet and the outside air inlet to change the air volume ratio between the inside air volume and the outside air volume. ing.

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

  Further, as the suction port mode, the inside air mode in which the inside air introduction port is fully opened and the outside air introduction port is fully closed and the inside air is introduced into the casing 31, and the inside air introduction port is fully closed and the outside air introduction port is fully opened. 31. The outside air mode for introducing outside air into the inside 31. Further, by continuously adjusting the opening area of the inside air introduction port and the outside air introduction port between the inside air mode and the outside air mode, the introduction ratio of the inside air and the outside air is continuously adjusted. There is an inside / outside air mixing mode to change to.

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

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

  In the heating cool air passage 33, a heater core 36, an indoor condenser 12, and a PTC heater 37 as heating means for heating the air that has passed through the indoor evaporator 26 are arranged in this order in the air flow direction. Has been. The heater core 36 is a heating heat exchanger that heats the air that has passed through the indoor evaporator 26 by exchanging heat between the cooling water of the engine EG that outputs vehicle driving force and the air that has passed through the indoor evaporator 26. is there.

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

  More specifically, as shown in FIG. 5, the PTC heater 37 includes a plurality of (in this embodiment, three) PTC heaters 37a, 37b, and 37c. FIG. 5 is a circuit diagram showing an electrical connection mode of the PTC heater 37 of the present embodiment. In addition, the power consumption required to operate the PTC heater 37 of the present embodiment is less than the power consumption required to operate the compressor 11 of the refrigeration cycle 10.

  As shown in FIG. 5, the positive electrode side of each PTC heater 37a, 37b, 37c is connected to the battery 81 side, and the negative electrode side is connected to each PTC heater 37a, 37b, 37c via each switch element SW1, SW2, SW3. Connected to the ground side. Each switch element SW1, SW2, SW3 switches between the energized state (ON state) and the non-energized state (OFF state) of each PTC element h1, h2, h3 included in each PTC heater 37a, 37b, 37c.

  Further, the operation of each switch element SW1, SW2, SW3 is independently controlled by a control signal output from the air conditioning control device 50. Therefore, the air-conditioning control device 50 switches the energized state and the non-energized state of each switch element SW1, SW2, SW3 to an energized state among the PTC heaters 37a, 15b, 15c, and exhibits heating capability. It is possible to change the heating capacity of the PTC heater 37 as a whole by switching the ones.

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

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

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

  Furthermore, a blower outlet (not shown) for blowing out the blown air whose temperature is adjusted from the mixing space 35 to the vehicle interior that is the space to be cooled is disposed at the most downstream portion of the blown air flow of the casing 31. Specifically, as the air outlet, a face air outlet that blows conditioned air toward the user's upper body in the passenger compartment, a foot air outlet that blows conditioned air toward the user's feet, and an inner surface of the vehicle front window glass A defroster outlet for blowing air conditioned air is provided.

  Further, on the upstream side of the air flow of the face outlet, the foot outlet, and the defroster outlet, a face door for adjusting the opening area of the face outlet, a foot door for adjusting the opening area of the foot outlet, and the defroster outlet, respectively. A defroster door (none of which is shown) for adjusting the opening area is arranged.

  These face doors, foot doors, and defroster doors constitute the outlet mode switching means for switching the outlet mode, and are connected to the electric actuator 64 for driving the outlet mode door via a link mechanism (not shown). Are operated in conjunction with each other. The operation of the electric actuator 64 is also controlled by a control signal output from the air conditioning controller 50.

  As the air outlet mode, the face air outlet is fully opened and air is blown out from the face air outlet toward the user's upper body, and both the face air outlet and the foot air outlet are opened. A bi-level mode that blows air toward the user's upper body and feet, a foot mode that fully opens the foot outlet and opens the defroster outlet by a small opening, and blows mainly air from the foot outlet, and a foot outlet There is a foot defroster mode in which the defroster outlet is opened to the same extent and air is blown out from both the foot outlet and the defroster outlet.

  Furthermore, it can also be set as the defroster mode which blows out air from a defroster blower outlet to a vehicle front window glass inner surface by fully opening a defroster blower outlet by manual operation of the switch of the operation panel 60 mentioned later.

  In addition, the hybrid vehicle to which the vehicle air conditioner 1 of the present embodiment is applied includes an electric heat defogger (not shown) separately from the vehicle air conditioner. The electric heat defogger is a heating wire disposed inside or on the surface of the vehicle interior window glass, and prevents fogging or window fogging by heating the window glass. The operation of the electric heat defogger can be controlled by a control signal output from the air conditioning controller 50.

  Furthermore, the vehicle air conditioner 1 according to the present embodiment includes a seat air conditioner 90 as a seat air conditioner that adjusts the surface temperature of the seat on which the user is seated, as shown in FIG. Specifically, the seat air conditioner 90 includes a Peltier module embedded in the seat surface, and is a seat cooling unit that reduces the surface temperature of the seat by being supplied with electric power. Note that the seat air conditioner 90 may be configured by a sheet blowing unit that blows cold air to the user from a plurality of blowout holes provided on the seat surface.

  The seat air-conditioning device 90 is activated when air conditioning air blown from the air outlets 24 to 26 of the indoor air-conditioning unit 10 can be insufficiently cooled in the passenger compartment, thereby fulfilling the function of supplementing the user's cooling feeling. The seat air conditioner 90 is controlled to operate by a control signal output from the air conditioner control device 50, and is controlled to lower the seat surface temperature until reaching a predetermined temperature. Note that the power consumption required to operate the seat air conditioner 90 is less than the power consumption required to operate the compressor 11 of the refrigeration cycle 10.

  Next, the electric control unit of this embodiment will be described. The air conditioning control device 50 is composed of a well-known microcomputer including a CPU, ROM, RAM, and its peripheral circuits, and performs various calculations and processing based on an air conditioning control program stored in the ROM, and is connected to the output side. The inverter 61 for the electric motor 11b of the compressor 11, the solenoid valves 13, 17, 20, 21, 24 constituting the refrigerant circuit switching means, the blower fan 16a, the blower 32, various electric actuators 62, 63, 64, The operation of each PTC heater 37a, 37b, 37c, cooling water pump 40a, seat air conditioner 90, etc. is controlled.

  Here, in the air conditioning control device 50, the frequency of the AC voltage output from the inverter 61 connected to the electric motor 11b of the compressor 11 is controlled to control the rotation speed (refrigerant discharge capacity) of the compressor 11. The configuration constitutes the compressor control means 50a, the configuration that controls the operation of the blower 32, which is the blower means, and controls the blower capacity of the blower 32 constitutes the blower control means 50b. Moreover, the structure which controls the action | operation of the sheet | seat air conditioner 90 which is a sheet | seat air-conditioning means among the air-conditioning control apparatuses 50 comprises the sheet | seat air-conditioning control means 50c.

  Further, on the input side of the air conditioning control device 50, an inside air sensor 51 (indoor temperature detecting means) for detecting the passenger compartment temperature Tr, an outside air sensor 52 (outside air temperature detecting means) for detecting the outside air temperature Tam, and the amount of solar radiation in the passenger compartment. A solar radiation sensor 53 for detecting Ts, a discharge temperature sensor 54 (discharge temperature detecting means) for detecting the discharge refrigerant temperature Td of the compressor 11, and a discharge pressure for detecting the discharge side refrigerant pressure (high pressure side refrigerant pressure) Pd of the compressor 11 A sensor 55 (discharge pressure detection means), an evaporator temperature sensor 56 (evaporator temperature detection means) for detecting the temperature of the air blown from the indoor evaporator 26 (evaporator temperature) Te, the first three-way joint 15 and the low-pressure solenoid valve 17 A suction temperature sensor 57 for detecting the temperature Tsi of the refrigerant flowing between the engine and the engine, a coolant temperature sensor for detecting the engine coolant temperature Tw, and a relative humidity of the vehicle interior air near the window glass in the vehicle interior. A humidity sensor for the detection signal of the interior window glass near a temperature sensor for detecting the temperature of the air, and sensors such as a window glass surface temperature sensor for detecting the window glass surface temperature of the window glass near is input.

  Further, the discharge side refrigerant pressure (high pressure side refrigerant pressure) Pd of the compressor 11 of the present embodiment is from the refrigerant discharge port side of the compressor 11 to the variable throttle mechanism portion 27b inlet side of the temperature type expansion valve 27 in the cooling mode. This is the high-pressure side refrigerant pressure of the cycle to reach, and in the other operation modes, the high-pressure side refrigerant pressure of the cycle from the refrigerant discharge port side of the compressor 11 to the fixed throttle 14 inlet side. The discharge pressure sensor 55 is provided to monitor an abnormal increase in the high-pressure side refrigerant pressure even in a general refrigeration cycle.

  Further, the evaporator temperature sensor 56 specifically detects the heat exchange fin temperature of the indoor evaporator 26. Of course, as the evaporator temperature sensor 56, temperature detection means for detecting the temperature of other parts of the indoor evaporator 26 may be employed, or temperature detection for directly detecting the temperature of the refrigerant itself flowing through the indoor evaporator 26. Means may be employed. Moreover, the detected value of a humidity sensor, a window glass vicinity temperature sensor, and a window glass surface temperature sensor is used in order to calculate the relative humidity RHW of the window glass surface.

  Further, operation signals from various air conditioning operation switches provided on the operation panel 60 disposed near the instrument panel in the front part of the vehicle interior are input to the input side of the air conditioning control device 50. Specifically, various air conditioning operation switches provided on the operation panel 60 include an operation switch (not shown), an auto switch (not shown), an operation mode changeover switch (not shown), and an air outlet of the vehicle air conditioner 1. A mode changeover switch (not shown), an air volume setting switch (not shown) of the blower 32, a passenger compartment temperature setting switch (not shown), a pre-air conditioning start switch (not shown), an economy switch 65, a silent switch 66, and the like are provided. It has been. The silent switch 66 may be configured to be operable by a user such as a vehicle maintenance worker excluding an occupant.

  The auto switch is a switch for setting or canceling the automatic control of the vehicle air conditioner 1. The pre-air conditioning start switch sets the time when the user starts the pre-air conditioning and the timing (for example, after 10 minutes). It is a switch to do. The economy switch 65 is a power saving request means for outputting a power saving request signal for requesting power saving of power required for air conditioning in the vehicle interior by a user operation. The silent switch 66 is a low noise request means for outputting a low noise request signal for requesting reduction of noise generated during air conditioning in the passenger compartment by a user operation.

  Like the air conditioning control device 50, the engine control device (not shown) is composed of a known microcomputer and its peripheral circuits, and performs various calculations and processing based on the engine control program stored in the ROM. Controls the operation of various engine control devices connected to the output side.

  Various engine components and the like constituting the engine EG (not shown) are connected to the output side of the engine control device. Specifically, a starter for starting the engine EG, a fuel injection valve (injector) drive circuit (not shown) for supplying fuel to the engine EG, and the like are connected.

  On the input side of the engine control device, a speed sensor that detects a vehicle speed (vehicle speed) (not shown), a voltmeter that detects the voltage VB between the terminals of the battery 81, an accelerator opening sensor that detects the accelerator opening Acc, and engine rotation Various engine control sensor groups such as an engine speed sensor for detecting the number Ne are connected.

  Furthermore, the air-conditioning control device 50 and the engine control device are configured to be electrically connected and electrically communicable. Thereby, based on the detection signal or operation signal input into one control apparatus, the other control apparatus can also control the operation | movement of the various apparatuses connected to the output side. For example, the engine EG can be operated by the air conditioning control device 50 outputting an operation request command for the engine EG to the engine control device.

  The air-conditioning control device 50 and the engine control device are configured such that control means for controlling various devices to be controlled connected to the output side is integrally configured, but the configuration for controlling the operation of each device to be controlled. (Hardware and software) constitutes a control means for controlling the operation of each control target device.

  Next, the operation of the present embodiment in the above configuration will be described with reference to FIG. FIG. 7 is a flowchart showing a control process of the vehicle air conditioner 1 of the present embodiment. This control process is executed if electric power is supplied from the battery 81 to the air conditioning control device 50 even when the vehicle system is stopped.

  First, in the process of step S1, it is determined whether the operation switch of the vehicle air conditioner 1 is turned on (ON) and whether the pre-air conditioning start switch is turned on. If it is determined that the operation switch of the vehicle air conditioner 1 or the pre-air conditioning start switch is turned on, the process proceeds to step S2. At this time, a flag indicating pre-air conditioning is turned on. In addition to the operation panel 60, the pre-air conditioning start switch is provided in a wireless terminal (remote control) carried by the user or a mobile communication means (specifically, a mobile phone). Therefore, the user can start the vehicle air conditioner 1 from a location away from the vehicle.

  Furthermore, since the vehicle air conditioner 1 of the present embodiment is applied to a plug-in hybrid vehicle, the pre-air conditioning is requested by the user to stop the pre-air conditioning when power is supplied to the vehicle from an external power source. In the case where power is not supplied and connected from an external power source, the operation is performed until the remaining amount of electricity stored in the battery 81 is equal to or less than a predetermined remaining amount of electricity stored for reference pre-air conditioning.

  In step S2, initialization of a flag, a timer, etc., initial alignment of the stepping motor constituting the electric actuator described above, and the like are performed. Note that the initialization of the flag includes maintaining the current flag state.

  In the process of step S3, the operation signal of the operation panel 60 is read and the process proceeds to step S4. As specific operation signals, an ON signal (power saving request signal) of the economy switch 65, an ON signal (low noise request signal) of the silent switch 66, a vehicle interior set temperature Tset set by the vehicle interior temperature setting switch, There are an air outlet mode selection signal, an air inlet mode selection signal, an air volume setting signal of the blower 32, and the like. When an ON signal of the economy switch 65 is detected, a flag indicating that the current operation mode of the vehicle air conditioner 1 is the eco mode (power saving mode) is turned on. When the ON signal of the silent switch 66 is detected, a flag indicating that the current operation mode of the vehicle air conditioner 1 is the silent mode (low noise mode) is turned ON.

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

  Moreover, although the heat exchanger target temperature for heating is basically a value calculated by the above-described formula F1, correction for calculating a value lower than TAO calculated by the formula F1 to suppress power consumption is performed. Sometimes it is done.

  In subsequent steps S6 to S14, control states of various devices connected to the air conditioning control device 50 are determined. First, in step S6, the cooling mode, the heating mode, the first dehumidifying mode and the second dehumidifying mode are selected, and whether or not the PTC heater 37 is energized is determined according to the air conditioning environment state. Details of the control in step S6 will be described with reference to FIG.

  First, in step S61, it is determined whether pre-air conditioning is being performed. When it determines with performing pre air conditioning in step S61, it progresses to step S62 and it is determined whether the external temperature Tam is lower than -3 degreeC. If it is determined in step S62 that the outside air temperature Tam is lower than −3 ° C., it is determined in step S63 that the PTC heater 37 needs to be energized, and the process proceeds to step S7.

  Thus, when the outside temperature Tam is lower than −3 ° C., the reason why it is necessary to energize the PTC heater 37 is that the refrigeration cycle 10 performs heating when the outside temperature Tam is lower than −3 ° C. If this is done, the difference between the high and low pressures of the cycle will increase, the cycle efficiency (COP) will decrease, the refrigerant evaporation temperature in the outdoor heat exchanger 16 will decrease, and the outdoor heat exchanger 16 may be frosted. is there.

  If it is determined in step S62 that the outside air temperature Tam is not lower than −3 ° C., the process proceeds to step S64, and it is determined whether or not the air outlet mode is the face mode. If it is determined in step S64 that the outlet mode is the face mode, the process proceeds to step S65, the cooling mode is selected, and the process proceeds to step S7. The reason is that the face mode is an operation mode selected mainly in summer, as will be described in step S9 described later.

  If it is determined in step S64 that the air outlet mode is not the face mode, the process proceeds to step S66, where the necessity of dehumidification increases as the air temperature Te blown from the indoor evaporator 26 decreases. The mode is selected in the order of the first dehumidifying mode and the second dehumidifying mode, and the process proceeds to step S7.

  On the other hand, when it determines with pre air conditioning not being performed in step S61, it progresses to step S67 and it is determined whether the external temperature Tam is lower than -3 degreeC. If it is determined in step S67 that the outside air temperature Tam is lower than −3 ° C., the process proceeds to step S68, the cooling mode is selected, and the process proceeds to step S7.

  If it is determined in step S67 that the outside air temperature Tam is not lower than −3 ° C., the process proceeds to step S69, and it is determined whether the air outlet mode is the face mode. If it is determined in step S69 that the outlet mode is the face mode, the process proceeds to step S70, the cooling mode is selected, and the process proceeds to step S7. The reason is the same as in step S65. If it is determined in step S69 that the outlet mode is not the face mode, the process proceeds to step S66 described above.

  In step S <b> 7, a target air blowing amount of air blown by the blower 32 is determined. Specifically, the blower motor voltage to be applied to the electric motor of the blower 32 is determined. More detailed control contents of step S7 will be described with reference to FIG.

  First, in step S71, it is determined whether or not the auto switch of the operation panel 60 is turned on. As a result, when it is determined that the auto switch is not turned on (S71: No), the process proceeds to step S72, and the blower motor voltage that is the user's desired air volume manually set by the air volume setting switch of the operation panel 60 is obtained. Once determined, the process proceeds to step S8. Specifically, the air volume setting switch of the present embodiment can set five levels of air volume of Lo → M1 → M2 → M3 → Hi, and the blower motor voltage is set in the order of 4V → 6V → 8V → 10V → 12V. Determined to be higher.

  On the other hand, if it is determined in step S71 that the auto switch is turned on (S71: Yes), the process proceeds to step S73, and whether or not the current operation mode of the vehicle air conditioner 1 is the eco mode. That is, it is determined whether an ON signal (power saving request signal) from the economy switch 65 has been acquired. Specifically, it is determined whether or not the flag indicating the eco mode described in step S3 is ON.

  If it is determined in step S73 that the mode is not the eco mode (S73: No), the process proceeds to step S74, and the control stored in the air-conditioning control device 50 in advance based on the target outlet temperature TAO determined in step S5. The blower motor voltage is determined with reference to the map, and the process proceeds to step S8.

  More specifically, in the present embodiment, the blower motor voltage is set to a high voltage near the maximum value (about 12 V) in the extremely low temperature range (maximum cooling range) and extremely high temperature range (maximum heating range) of TAO, and the air volume of the blower 32 is set. Is controlled near the maximum air volume. Further, when TAO rises from the extremely low temperature region toward the intermediate temperature region, the blower motor voltage is decreased according to the increase in TAO, and the air volume of the blower 32 is decreased.

  Further, when TAO decreases from the extremely high temperature range toward the intermediate temperature range, the blower motor voltage is decreased in accordance with the decrease in TAO, and the air volume of the blower 32 is decreased. When TAO enters a predetermined intermediate temperature range, the blower motor voltage is set to the minimum value (about 4 V), and the air volume of the blower 32 is set to the minimum value.

  On the other hand, if it is determined in step S73 that the mode is the eco mode (S73: Yes), the process proceeds to step S75, and, similarly to step S74, based on the target outlet temperature TAO determined in step S5 in advance. The temporary blower motor voltage is determined with reference to the control map stored in the air conditioning controller 50, and the process proceeds to step S76.

  Here, as is clear from the control steps S74 and 75 of FIG. 9, in step S75, the temporary blower motor voltage is determined according to TAO, as in step S74. It is determined to be smaller than the value determined in S74. In other words, the provisional blower motor voltage is determined such that the blowing capacity of the blower 32 is lower in the eco mode when the user desires to save power in the vehicle air conditioner 1 than in the air conditioning other than the eco mode.

  For example, in step S74, the blower motor voltage is set to about 12 V in the extremely low temperature range (maximum cooling range) and the extremely high temperature range (maximum heating range) of TAO, but in step S75, it is set to about 10 V. In step S74, when TAO enters a predetermined intermediate temperature range, the blower motor voltage is set to about 4V, but in step S75, it is set to about 3V.

  After the provisional blower motor voltage is determined in step S75, in step S76, the blower motor voltage correction coefficient f is referred to with reference to the control map stored in advance in the air conditioning controller 50 based on the TAO determined in step S5. (TAO) is determined. Specifically, in the extremely low temperature range (maximum cooling range) of TAO, f (TAO) is set to the minimum value (for example, “0”), and TAO is changed from the very low temperature range to the intermediate temperature range (for example, −5 ° C.). As it rises, f (TAO) is gradually increased as TAO rises. When TAO enters a predetermined intermediate temperature range, f (TAO) is set to a maximum value (for example, “1.0”).

  Note that TAO decreases as the air conditioning heat load increases, such as the amount of solar radiation Ts into the vehicle interior, the vehicle interior temperature Tr, and the outside air temperature Tam, as indicated by the above-described formula F1, and as the air conditioning heat load decreases. To rise. For this reason, the smaller the TAO, the higher the air conditioning heat load, and the larger the TAO, the lower the air conditioning heat load. Therefore, f (TAO) becomes a lower value as the air conditioning heat load is higher, and becomes a higher value as the air conditioning heat load is lower.

  After determining f (TAO) in step S76, in step S77, it is stored in advance in the air conditioning controller 50 based on the detected value (evaporator temperature) of the evaporator temperature sensor 56 read in step S4. The blower motor voltage correction amount f (Te) is determined with reference to the control map. Specifically, when the evaporator temperature Te is equal to or lower than the first predetermined temperature (in this embodiment, “3 ° C.”), f (Te) is set to the maximum value (for example, “0”), and the evaporator temperature Te is When the temperature rises higher than the predetermined temperature, f (Te) is decreased as Te increases. Further, when the evaporator temperature Te rises to a second predetermined temperature (“7 ° C.” in the present embodiment) or higher, f (Te) is set to a minimum value (for example, “−4”). That is, when the temperature of the indoor evaporator 26 rises to a temperature at which the condensed water adhering to the surface of the indoor evaporator 26 is likely to dry, f (Te) is lowered. Note that a value equal to or less than “0” is set in f (Te).

  After f (Te) is determined in step S77, the process proceeds to step S78. In step S78, an addition value obtained by adding the value obtained by multiplying the temporary blower motor voltage determined in step S75 by f (Te) and f (TAO) is compared with the minimum value (about 3V) of the blower motor voltage. The larger value is determined as the current blower motor voltage, and the process proceeds to step S8.

  Thus, in the present embodiment, in the eco mode, the blower motor voltage is determined to be a low value according to the rise in the evaporator temperature Te by the blower motor voltage correction amount f (Te). That is, when an ON signal (power saving request signal) is output by the economy switch 65, the temperature of the indoor evaporator 26 increases (the indoor evaporator 26 has a temperature so that the evaporator temperature Te is maintained below a predetermined temperature). As the condensed water adhering to the surface is more likely to dry, the blowing capacity of the blower 32 is reduced.

  However, even in the eco mode, when the air conditioning heat load is high, the blower motor voltage correction coefficient f (TAO) causes the blower motor voltage to decrease in accordance with the increase in the air conditioning heat load (decrease in the blowing capacity of the blower 32). The degree is corrected to be small. Thereby, when the air-conditioning heat load is large, it is possible to suppress the amount of air blown from the blower 32 from becoming too small.

  In step S8, the inlet mode, that is, the switching state of the inside / outside air switching box is determined. This suction port mode is also determined with reference to the control map stored in advance in the air conditioning control device 50 based on the TAO determined in step S5. In the present embodiment, priority is given mainly to the outside air mode for introducing outside air. However, the inside air mode for introducing inside air is selected when TAO is in a very low temperature range and high cooling performance is desired. Further, an exhaust gas concentration detecting means for detecting the exhaust gas concentration of the outside air may be provided, and the inside air mode may be selected when the exhaust gas concentration becomes equal to or higher than a predetermined reference concentration.

  In step S9, the air outlet mode is determined. This air outlet mode is also determined with reference to a control map stored in advance in the air conditioning control device 50 based on the TAO determined in step S5. In this embodiment, as the TAO rises from the low temperature range to the high temperature range, the outlet mode is sequentially switched from the foot mode to the bi-level mode to the face mode.

  Accordingly, the face mode is mainly selected in the summer, the bi-level mode is mainly selected in the spring and autumn, and the foot mode is mainly selected in the winter. Further, when it is determined that the window glass is likely to be fogged based on the relative humidity RHW of the window glass surface calculated from the detection value of the humidity sensor or the like, the foot defroster mode or the defroster mode is selected. You may do it.

  In step S10, the target opening degree SW of the air mix door 38 is calculated based on the TAO determined in step S5, the evaporator temperature Te detected by the evaporator temperature sensor 56, and the heater temperature.

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

  In step S11, the refrigerant discharge capacity of the compressor 11 (in this embodiment, the rotational speed of the compressor 11) is determined. Here, a basic method for determining the rotational speed of the compressor 11 will be described. For example, in the cooling mode, the target blowout of the evaporator temperature Te detected by the evaporator temperature sensor 56 with reference to the control map stored in advance in the air conditioning controller 50 based on the TAO determined in step S5. Determine the temperature TEO.

  Then, a deviation En (TEO−Te) between the target blowing temperature TEO and the blowing air temperature Te is calculated, and a deviation change rate Edot (En− (En− ()) obtained by subtracting the previously calculated deviation En−1 from the currently calculated deviation En. En-1)), and based on the fuzzy inference based on the membership function and rules stored in the air conditioning controller 50 in advance, the rotational speed change amount Δf_C with respect to the previous compressor rotational speed fCn-1 is calculated. Ask.

  In the heating mode, the first dehumidifying mode, and the second dehumidifying mode, referring to the control map stored in advance in the air conditioning control device 50 based on the heating heat exchanger target temperature determined in step S4, A target high pressure PDO of the discharge side refrigerant pressure (high pressure side refrigerant pressure) Pd is determined.

  Then, a deviation Pn (PDO−Pd) between the target high pressure PDO and the discharge side refrigerant pressure Pd is calculated, and a deviation change rate Pdot (Pn− (Pn− ( Pn-1)) is used to calculate the rotational speed change amount Δf_H with respect to the previous compressor rotational speed fHn-1 based on the fuzzy inference based on the membership function and rules stored in the air conditioning controller 50 in advance. Ask.

  Details of the control in step S11 will be described with reference to FIG. First, in step S111, a rotational speed change amount Δf_C in the cooling mode (COOL cycle) is obtained. Step S111 in FIG. 10 describes a fuzzy rule table used as a rule. In this rule table, Δf_C is determined based on the above-described deviation En and deviation change rate Edot so that frosting of the indoor evaporator 26 is prevented.

  In step S112, the rotational speed change amount Δf_H in the heating mode (HOT cycle), the first dehumidifying mode (DRY_EVA cycle), and the second dehumidifying mode (DRY_ALL cycle) is obtained. Step S112 in FIG. 10 describes a fuzzy rule table used as a rule. In this rule table, Δf_H is determined so as to prevent an abnormal increase in the high-pressure side refrigerant pressure Pd based on the above-described deviation Pn and deviation change rate Pdot.

  In step S113, it is determined whether or not the current operation mode of the vehicle air conditioner 1 is the eco mode. That is, it is determined whether an ON signal (power saving request signal) from the economy switch 65 has been acquired. Specifically, it is determined whether or not the flag indicating the eco mode described in step S3 is ON.

  If it is determined in step S113 that the mode is not the eco mode (S113: No), the process proceeds to step S114, and the upper limit value IVOmax of the compressor rotation speed is preliminarily determined based on the detected value of the vehicle speed sensor. The determination is made with reference to the control map stored in 50, and the process proceeds to step S116.

  More specifically, the upper limit value IVOmax of the rotation speed of the compressor 11 is increased stepwise as the detection value of the vehicle speed sensor increases. That is, in the speed increasing process in which the detection value (vehicle speed) of the vehicle speed sensor increases, the upper limit value IVOmax is increased by a predetermined number of revolutions (1000 rpm in this embodiment) every time the vehicle speed increases by a predetermined speed (20 km / h in this embodiment). I am letting. On the other hand, in the speed reduction process in which the detection value (vehicle speed) of the vehicle speed sensor decreases, the upper limit value IVOmax is decreased by a predetermined number of revolutions (1000 rpm in this embodiment) every time the vehicle speed decreases by a predetermined speed (20 km / h in this embodiment). I am letting.

  For example, as shown in step S114 of FIG. 10, in the vehicle speed increasing process in which the vehicle speed increases, if the vehicle speed is slower than 20 km / h, the upper limit value IVOmax is set to the lowest “6000” rpm, and the vehicle speed is set to 20 km / h. When it rises to h, the upper limit value IVOmax is changed to “7000” rpm. Then, every time the vehicle speed increases by 20 km / h, the upper limit value IVOmax is increased stepwise by “1000” rpm. When the vehicle speed increases to 80 km / h, the upper limit value IVOmax is set to the highest “10000” rpm.

  Conversely, in the vehicle speed reduction process in which the vehicle speed decreases, if the vehicle speed is faster than 70 km / h, the upper limit value IVOmax is set to the highest “10000” rpm, and if the vehicle speed decreases to 70 km / h or less, the upper limit value IVOmax is set to “ Change to 9000 "rpm. Then, every time the vehicle speed increases by 20 km / h, the upper limit value IVOmax is decreased stepwise by “1000” rpm. When the vehicle speed decreases to 10 km / h, the upper limit value IVOmax is set to the lowest “6000” rpm.

  Further, in the present embodiment, the vehicle speed (first threshold value) when lowering the first upper limit value from the predetermined upper limit value IVOmax, and the vehicle speed (second threshold value) when raising the first upper limit value from the predetermined upper limit value IVOmax. Is provided with a difference (hysteresis region). That is, in the speed increase process, the upper limit value IVOmax is increased by one step when the first threshold value is exceeded, and the upper limit value IVOmax is decreased by one step when it falls below the second threshold value set to a value higher than the first threshold value. I have to. Thereby, it is suppressed that upper limit value IVOmax changes frequently by the temporary fluctuation | variation of a vehicle speed.

  On the other hand, as a result of the determination process in step S113, if it is determined that the mode is the eco mode (S113: Yes), the process proceeds to step S115, and the upper limit value IVOmax of the rotation speed of the compressor is based on the detection value of the vehicle speed sensor. Then, the control map is determined with reference to the control map stored in advance in the air conditioning control device 50, and the process proceeds to step S116. In step S115, as in step S114, the upper limit value IVOmax of the rotational speed of the compressor 11 is increased stepwise (stepwise) as the detection value of the vehicle speed sensor increases.

  Here, as apparent from the control steps S114 and S115 in FIG. 10, in step S115, the upper limit value IVOmax of the compressor 11 is determined according to the vehicle speed, as in step S114. The determined value is also determined to be smaller than the value determined in step S114. In other words, the upper limit value IVOmax of the rotation speed of the compressor 11 in the present embodiment is the rotation of the compressor 11 in the eco mode where the user desires to save power in the vehicle air conditioner 1 than in the air conditioning other than the eco mode. The number (refrigerant discharge capacity) is determined to decrease.

  In step S116, it is determined whether or not the operation mode set in step S6 is the cooling mode. As a result, when it is determined that the cooling mode is set (S116: Yes), the process proceeds to step S117, the amount of change Δf of the compressor 11 is set to Δf_C determined in step S111, and the process proceeds to step S119. To do.

  On the other hand, when it is determined in step S116 that the operation mode set in step S6 is not the cooling mode (S116: No), the process proceeds to step S118, and the rotational speed change amount Δf of the compressor 11 is set in step S112. The determined Δf_H is set, and the process proceeds to step S119.

  In step S119, the value obtained by adding the rotational speed change amount Δf to the previous compressor rotational speed fn−1 is compared with the upper limit value IVOmax determined in steps S114 and S115, and the smaller value is compared with the current value. The compressor speed fn is determined, and the process proceeds to step S12. By determining the rotation speed of the compressor 11 in this way, the upper limit value of the rotation speed (refrigerant discharge capacity) of the compressor 11 is limited, and thus the power consumption of the compressor 11 is unnecessarily increased. This can be suppressed.

  Further, as described above, the upper limit value IVOmax of the compressor 11 in the eco mode determined in step S115 is lower than the upper limit value IVOmax of the compressor 11 determined in step S114. It is determined.

  This is because the upper limit value IVOmax of the refrigerant discharge capacity (the number of revolutions) of the compressor 11 is set according to the request for power saving from the user when there is no request for power saving from the user (the power saving from the user). Means lower than before the request is made). The determination of the compressor speed fn in step S119 is not performed every control cycle τ but every predetermined control interval (1 second in the present embodiment).

  In step S12, the number of operating PTC heaters 37 and the operating state of the electric heat defogger are determined. For example, when the PTC heater 37 is operated in step S6 and the PTC heater 37 needs to be energized, the target opening degree SW of the air mix door 38 is 100% in the heating mode. What is necessary is just to determine according to the difference of internal temperature Tr and the heat exchanger target temperature for heating, when the heat exchanger target temperature for heating cannot be obtained.

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

  In step S13, the operating states of the solenoid valves 13 to 24, which are refrigerant circuit switching means, are determined according to the operation mode determined in step S6 described above.

  Specifically, as shown in the chart of FIG. 11, when the operation mode is determined to be the cooling mode (COOL cycle), all the solenoid valves are set in a non-energized state. When the heating mode (HOT cycle) is determined, the electric three-way valve 13, the high pressure solenoid valve 20, and the low pressure solenoid valve 17 are energized, and the remaining solenoid valves 21 and 24 are deenergized.

  When the first dehumidification mode (DRY_EVA cycle) is determined, the electric three-way valve 13, the low pressure solenoid valve 17, the dehumidification solenoid valve 24, and the heat exchanger shut-off solenoid valve 21 are energized, and the high pressure solenoid valve 20 Is turned off. In addition, when the second dehumidification mode (DRY_ALL cycle is determined), the electric three-way valve 13, the low-pressure solenoid valve 17, and the dehumidification solenoid valve 24 are energized, and the remaining solenoid valves 20 and 21 are de-energized. .

  That is, in this embodiment, even if it is a case where it switches to the refrigerant circuit of any operation mode, it is comprised so that supply of the electric power with respect to at least 1 electromagnetic valve among each electromagnetic valves 13-24 may be stopped. . Thereby, the total power consumption of each solenoid valve 13-24 of this embodiment can be reduced.

  Next, in step S14, it is determined whether the seat air conditioner 90 needs to be operated. The operating state of the seat air conditioner 90 refers to a control map stored in advance in the air conditioning control device 50 based on the target outlet temperature TAO determined in step S5, the vehicle interior set temperature Tset read in step S4, and the like. Determined.

  For example, when the target blowing temperature TAO is equal to or lower than a predetermined temperature and the vehicle interior set temperature Tset is lower than a predetermined reference seat air conditioning operating temperature, it is determined that the seat air conditioner 90 is operated (ON). . When the seat air conditioner 90 is activated, a flag indicating that the seat air conditioner 90 is activated is turned ON.

  In step S15, various devices 61, 13, 17, 20, 21, 24, 16a, 32, 37, 62, 63 are provided from the air conditioning control device 50 so that the control states determined in the above-described steps S6 to S14 are obtained. , 64 and 90, control signals and control voltages are output. For example, a control signal is output to the inverter 61 for the electric motor 11b of the compressor 11 so that the rotational speed of the compressor 11 becomes the rotational speed determined in step S11.

  In step S16, the process waits for the control period τ, and returns to step S3 when it is determined that the control period τ has elapsed. In the present embodiment, the control cycle τ is 250 ms. This is because the air conditioning control in the passenger compartment does not adversely affect the controllability even if the control period is slower than the engine control or the like. Furthermore, it is possible to suppress a communication amount for air conditioning control in the vehicle and to sufficiently secure a communication amount of a control system that needs to perform high-speed control such as engine control.

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

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

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

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

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

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

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

  The refrigerant that has flowed out of the indoor evaporator 26 flows into the accumulator 29 via the temperature sensing part 61 a of the temperature type expansion valve 27. The gas-phase refrigerant that has been gas-liquid separated by the accumulator 29 is sucked into the compressor 11 and compressed again.

  Furthermore, in this cooling mode refrigerant circuit, as is apparent from the description of FIG. 1, two different portions in the refrigerant flow path of the refrigeration cycle 10 communicate with each other. In other words, in the cooling mode refrigerant circuit, a closed circuit that does not communicate with other parts is not formed in the refrigerant flow path constituting the refrigeration cycle 10.

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

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

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

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

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

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

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

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

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

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

  The refrigerant that has flowed out of the indoor evaporator 26 flows into the accumulator 29 via the temperature sensing part 61 a of the temperature type expansion valve 27. The gas-phase refrigerant that has been gas-liquid separated by the accumulator 29 is sucked into the compressor 11 and compressed again.

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

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

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

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

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

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

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

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

  Further, as described above, the cooling mode refrigerant circuit, the heating mode refrigerant circuit, and the first dehumidification mode refrigerant circuit all use the outdoor heat exchanger 16 and the indoor heat exchanger ( Specifically, it is a refrigerant circuit in a single heat exchanger mode that circulates to either the indoor condenser 12 or the indoor evaporator 26), and the refrigerant circuit in the second dehumidifying mode is sucked into the compressor 11. It can also be expressed as a refrigerant circuit in a combined heat exchanger mode that distributes the refrigerant to both the outdoor heat exchanger 16 and the indoor heat exchanger (specifically, the indoor evaporator 26).

  Since the vehicle air conditioner of this embodiment operates as described above, the following excellent effects can be exhibited.

  As described in the processing of the control step S7 and the control step S11, in this embodiment, the blower motor voltage of the blower 32 and the rotation speed of the compressor 11 are compared in the eco mode as compared to the case where the eco mode is not set. The upper limit value IVOmax is limited to a low value. For this reason, the power consumption of the vehicle air conditioner 1 in the eco mode can be reduced, and the power consumption of the vehicle air conditioner 1 can be reduced. Further, in the eco mode, the upper limit value of the rotation speed of the compressor 11 and the blower motor voltage of the blower 32 are reduced, so that the noise in the vehicle air conditioner 1 can be reduced and the noise of the vehicle air conditioner 1 can be reduced. Can be planned.

  Here, in the eco mode or the like, when the upper limit value IVOmax of the rotation speed of the compressor 11 is decreased, the difference between the high-pressure side refrigerant pressure and the low-pressure side refrigerant pressure in the refrigeration cycle 10 is reduced. As a result, the amount of refrigerant condensed in the outdoor heat exchanger 16 or the like is reduced, and the flow rate of the refrigerant circulating in the refrigeration cycle 10 is reduced. When the vehicle travels, even if the rotational speed of the blower fan 16a is increased, the air volume of the vehicle exterior air blown to the outdoor heat exchanger 16 hardly changes due to the ram pressure during travel. For this reason, when the vehicle travels, in the outdoor heat exchanger 16, the amount of refrigerant condensed tends to decrease, and the temperature of the indoor evaporator 26 tends to rise.

  Then, when the amount of refrigerant condensed in the outdoor heat exchanger 16 decreases, the temperature expansion valve 27 may adjust the opening degree so that the flow rate of the refrigerant circulating in the refrigeration cycle 10 increases. The pressure of the refrigerant (low pressure side refrigerant) on the downstream side of the refrigerant flow of the temperature type expansion valve 27 is likely to increase. As the pressure of the low-pressure side refrigerant rises, the temperature of the low-pressure side refrigerant rises. When the low-pressure side refrigerant flows into the indoor evaporator 26, the temperature of the indoor evaporator 26 rises and adheres to the surface of the indoor evaporator 26. The possibility that the condensed water dries is increased, and a bad odor is generated when the condensed water dries.

  On the other hand, in the present embodiment, when the upper limit value IVOmax of the rotation speed of the compressor 11 is decreased in the eco mode or the like, the blower motor voltage (air blowing capacity) of the air blower 32 according to the temperature rise of the indoor evaporator 26. Is reduced (see step S7). By reducing the blowing capacity of the blower 32, the heat absorption amount in the indoor evaporator 26 is reduced, so that the temperature rise of the indoor evaporator 26 can be suppressed and the condensed water adhering to the indoor evaporator 26 is dried. Odor generation can be suppressed.

  Therefore, according to the configuration of the present embodiment, it is possible to achieve both power saving and suppression of bad odor generation in the vehicle air conditioner 1.

  In the present embodiment, in the eco mode, the degree of decrease in the blower motor voltage of the blower 32 is reduced in accordance with an increase in the air conditioning heat load such as the solar radiation amount Ts, the passenger compartment temperature Tr, and the outside air temperature Tam. For this reason, it can suppress that the ventilation volume of the ventilation air to a vehicle interior decreases too much. As a result, deterioration of the user's air conditioning feeling can be suppressed.

  Further, as described in the process of the control step S11, the upper limit value IVOmax of the rotation speed (refrigerant discharge capacity) of the compressor 11 is increased as the vehicle speed increases, so that the vehicle stops or runs at a low speed. The noise of the vehicle air conditioner 1 can be reduced under certain conditions, i.e., conditions in which the operating sound of the compressor 11 is likely to be annoying to the user.

  On the other hand, the speed of the compressor 11 can be increased under conditions where the vehicle travels at a high speed and road noise increases, that is, under conditions where the operating sound of the compressor 11 is less harsh to the user.

  In addition, by increasing the upper limit value IVOmax of the compressor 11 in stages, it is possible to suppress the upper limit value of the compressor 11 from fluctuating due to temporary fluctuations in the speed of the vehicle. Can do.

  Furthermore, by setting the threshold value for increasing the upper limit value of the rotational speed of the compressor 11 to a value lower than the threshold value for decreasing the upper limit value, the rotational speed of the compressor 11 is caused by vehicle speed fluctuation (hunting). It is possible to suppress frequent change of the upper limit value.

  Therefore, it is possible to reduce the noise of the vehicle air conditioner that is annoying for the user while sufficiently ensuring the air conditioning performance in the passenger compartment.

  Further, in the present embodiment, since the upper limit value IVOmax of the rotation speed of the compressor 11 is changed stepwise, the upper limit value of the rotation speed of the compressor 11 due to a change in the vehicle speed is suppressed from changing frequently. . Further, since the threshold value when the upper limit value of the rotation speed of the compressor 11 is increased is set to a value lower than the threshold value when the upper limit value is decreased, the upper limit value of the rotation speed of the compressor 11 due to a change in the vehicle speed. Is suppressed from changing frequently.

  For this reason, the temperature change of the indoor evaporator 26 becomes small, and it can suppress that the temperature of the indoor evaporator 26 rises to the dew point temperature of the condensed water adhering to the indoor evaporator 26. As a result, according to the configuration of the present embodiment, it is possible to sufficiently suppress the generation of malodor when the condensed water adhering to the indoor evaporator 26 dries.

  In the operation mode of the vehicle air conditioner 1 described above, in the operation mode in which the refrigerant does not flow into the indoor evaporator 26, that is, in the heating mode, the blower motor voltage of the blower 32 based on the evaporator temperature Te is reduced. It is not necessary to perform processing.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIGS. FIG. 12 is a drawing corresponding to FIG. 9 of the first embodiment, and FIG. 13 is a drawing corresponding to FIG. 10 of the first embodiment. In the present embodiment, description of the same or equivalent parts as in the first embodiment will be omitted or simplified.

  In the first embodiment described above, an example has been described in which, when the eco mode is set, the rotational speed of the compressor 11 is limited and the blower motor voltage (air blowing capacity) of the blower 32 is reduced. Then, the control aspect of step S7 and step S11 of 1st Embodiment is changed, and while the sheet | seat air conditioner 90 is operate | moving, while limiting the rotation speed of the compressor 11, the blower motor voltage (blower capability) of the air blower 32 is demonstrated. ) Will be described.

  Here, when the seat air conditioner 90 is operating, the seat air conditioner 90 can efficiently adjust the sensible temperature of the user with power saving, so the upper limit value IVOmax of the rotation speed of the compressor 11 is set. It is possible to reduce the power consumption of the vehicle air conditioner 1.

  However, when the upper limit value IVOmax of the rotation speed of the compressor 11 is reduced, the temperature of the indoor evaporator 26 rises as in the eco mode, and the condensed water adhering to the indoor evaporator 26 is easily dried. Odor when the condensed water dries easily occurs.

  Therefore, in this embodiment, when it is determined in step S71 in step S7 that the auto switch is turned on in step S71 (S71: Yes), the process proceeds to step S79, and the seat air conditioner 90 is activated. It is determined whether or not. Specifically, it is determined whether or not a flag indicating that the seat air conditioner 90 described in step S14 is operating is ON.

  As a result, when it is determined that the seat air-conditioning apparatus 90 is not operating (S79: No), the process proceeds to step S74, and the air-conditioning control apparatus 50 is in advance based on the target outlet temperature TAO determined in step S5. The blower motor voltage is determined with reference to the stored control map, and the process proceeds to step S8.

  On the other hand, if it is determined that the seat air conditioner 90 is operating (S79: Yes), the process proceeds to step S75, and is stored in the air conditioning controller 50 in advance based on the target outlet temperature TAO determined in step S5. A temporary blower motor voltage is determined with reference to the control map. Thereafter, the process proceeds to step S8 through steps S76 to S78.

  In step S11, after Δf_H is determined in step S112, it is determined in step S120 whether the seat air conditioner 90 is operating. Note that the determination in step S120 is performed in the same manner as the determination in step S79.

  As a result, when it is determined that the seat air conditioner 90 is not operating (S120: No), the process proceeds to step S114, and the control map stored in the air conditioning controller 50 in advance is referred to based on TAO. The blower motor voltage is determined and the process proceeds to step S8. On the other hand, if it is determined that the seat air conditioner 90 is operating (S120: Yes), the process proceeds to step S115, and the upper limit value IVOmax of the rotation speed of the compressor 11 is determined in step S114. A value lower than the upper limit value IVOmax of the rotational speed is determined.

  According to the embodiment described above, when the seat air conditioner 90 is operated, the upper limit value IVOmax of the rotation speed of the compressor 11 and the blower motor voltage of the blower 32 are reduced, so that power saving of the vehicle air conditioner 1 is achieved. be able to. In particular, the seat air conditioner 90 consumes less power (conserves power) than the compressor 11 of the refrigeration cycle 10, and therefore can further reduce power consumption of the vehicle air conditioner 1.

  In addition, when the seat air conditioner 90 is operating, the amount of heat absorbed in the indoor heat exchanger 26 can be reduced by reducing the blowing capacity of the blower 32 in accordance with the temperature rise of the indoor evaporator 26. it can. For this reason, when the upper limit value IVOmax of the rotation speed of the compressor 11 is reduced, the temperature rise of the indoor evaporator 26 can be suppressed, and the generation of malodor when the condensed water adhering to the indoor evaporator 26 dries. Can be suppressed.

  Therefore, according to the configuration of the present embodiment, it is possible to achieve both power saving and suppression of bad odor generation in the vehicle air conditioner 1.

  Further, in the present embodiment, when the seat air conditioner 90 is operated, the degree of decrease in the blower motor voltage of the blower 32 is reduced in accordance with an increase in the air conditioning heat load such as the solar radiation amount Ts, the passenger compartment temperature Tr, and the outside air temperature Tam. ing. For this reason, it can suppress that the ventilation volume of the ventilation air to a vehicle interior decreases too much. As a result, deterioration of the user's air conditioning feeling can be suppressed.

(Third embodiment)
Next, a third embodiment of the present invention will be described with reference to FIG. FIG. 14 is a drawing corresponding to FIG. 13 of the second embodiment. In the present embodiment, description of the same or equivalent parts as in the first and second embodiments will be omitted or simplified.

  In the first and second embodiments described above, the example in which the upper limit value IVOmax of the rotation speed of the compressor 11 is determined according to the vehicle speed without depending on the air-conditioning heat load has been described, but in this embodiment, the compressor 11 An example in which the upper limit value IVOmax of the rotational speed is determined in consideration of the air conditioning heat load (actually TAO) together with the vehicle speed will be described.

  In the present embodiment, Δf_H is determined in step S112 in step S11, and then the process proceeds to step S121. Based on the detection value of the vehicle speed sensor, the compressor 11 is referred to the control map stored in the air conditioning control device 50 in advance. A temporary upper limit value IVOmax ′ of the rotational speed is determined, and the process proceeds to step S120. Since the method for determining the provisional upper limit value IVOmax ′ in step S121 is the same as that in step S114 described above, description thereof is omitted.

  In step S120, it is determined whether or not the seat air conditioner 90 is operating. If it is determined that the seat air conditioner 90 is not operating as a result of the determination (S120: No), the process proceeds to step S122. . In step S122, the upper limit correction amount f1 (TAO) of the rotation speed of the compressor 11 is determined to be “0”, and the process proceeds to step S124.

  On the other hand, when it determines with the sheet | seat air conditioner 90 operating in step S120 (S120: Yes), it transfers to step S123. In this step S123, the upper limit correction amount f1 (TAO) of the rotational speed of the compressor 11 is determined with reference to the control map stored in advance in the air conditioning control device 50 based on the target outlet temperature TAO determined in step S5. Then, the process proceeds to step S124.

  Specifically, in the extremely low temperature region (maximum cooling region) of TAO, f (TAO) is set to the maximum value (for example, “0”), and TAO is changed from the extremely low temperature region to the intermediate temperature region (for example, −5 ° C.). As it rises, f (TAO) is gradually reduced as TAO rises. When TAO enters a predetermined intermediate temperature range, f (TAO) is set to a minimum value (for example, “−1200”). In addition, f1 (TAO) becomes a high value (value close | similar to "0"), so that an air conditioning thermal load is high, and becomes a low value, so that an air conditioning thermal load is low.

  In Step S124, the upper limit correction amount f1 (TAO) determined in Steps S122 and S123 is added to the temporary upper limit value IVOmax ′ of the rotation speed of the compressor 11, and the upper limit value IVOmax of the rotation speed of the compressor 11 of this time is added. To decide.

  Here, when the seat air conditioner 90 is not operating (S120: No), since the upper limit correction amount f1 (TAO) is set to “0” in step S122, the temporary upper limit value determined in step S121. IVOmax ′ is determined as it is as the upper limit value IVOmax.

  On the other hand, when the seat air conditioner 90 is operating (S120: Yes), the upper limit correction amount f1 (TAO) is decreased in step S123 in accordance with the decrease in the air conditioning heat load, that is, the increase in TAO. Therefore, when the air conditioning heat load is small, the upper limit value IVOmax of the rotation speed of the compressor 11 is determined to be a low value, and when the air conditioning heat load is large, the upper limit value IVOmax of the rotation speed of the compressor 11 is high. Determined by value.

  After setting the upper limit value IVOmax of the rotational speed of the compressor 11 in step S124, the current rotational speed fn of the compressor is determined through steps S116 to S119, and the process proceeds to step S12.

  In the present embodiment described above, the upper limit value IVOmax of the rotation speed of the compressor 11 is limited to a lower value when the seat air conditioner 90 is operated than when the seat air conditioner 90 is not operated. For this reason, the power consumption in the vehicle air conditioner 1 when the seat air conditioner 90 is operated can be reduced, and the power consumption of the vehicle air conditioner 1 can be reduced.

  In the present embodiment, when the air conditioning heat load is small, the upper limit value IVOmax of the rotation speed of the compressor 11 is determined to be a low value when the seat air conditioner 90 is operated, and when the air conditioning heat load is large, Since the upper limit value IVOmax of the rotation speed of the compressor 11 is determined to be a high value, it is possible to suppress deterioration in air conditioning performance due to insufficient refrigerant discharge capacity of the compressor 11 when the air conditioning heat load is large. As a result, deterioration of the user's air conditioning feeling can be suppressed.

  Furthermore, in this embodiment, since the temporary upper limit value IVOmax ′ of the rotational speed of the compressor 11 is determined according to the increase in the vehicle speed, it is possible to reduce the noise of the vehicle air conditioner that is annoying for the user. it can.

(Fourth embodiment)
Next, a fourth embodiment of the present invention will be described with reference to FIGS. 15 corresponds to FIG. 9 of the first embodiment and FIG. 12 of the second embodiment, and FIG. 16 corresponds to FIG. 10 of the first embodiment and FIG. 13 of the second embodiment. It is a drawing. In the present embodiment, description of the same or equivalent parts as in the first to third embodiments will be omitted or simplified.

  In the above-described first to third embodiments, when the eco mode is set or when the seat air conditioner 90 is operating, the rotation speed of the compressor 11 is limited and the blower motor voltage of the blower 32 ( In the present embodiment, the compressor 11 is changed when the silent mode is set by changing the control mode of steps S7 and S11 of the first to third embodiments. An example in which the number of rotations is limited and the blower motor voltage (air blowing capacity) of the blower 32 is reduced will be described.

  In this embodiment, when it is determined in step S71 in step S7 that the auto switch is turned on in step S71 (S71: Yes), the process proceeds to step S80, that is, whether or not the silent mode is set. Then, it is determined whether or not the ON signal (low noise request signal) from the silent switch 66 has been acquired. Specifically, it is determined whether or not a flag indicating that the current operation mode of the vehicle air conditioner 1 described in step S3 is the silent mode is ON.

  As a result, when it is determined that the mode is not the silent mode (S80: No), the process proceeds to step S74, and the control map stored in the air conditioning controller 50 in advance based on the target blowing temperature TAO determined in step S5. The blower motor voltage is determined with reference to step S8.

  On the other hand, when it is determined that the silent mode is selected (S80: Yes), the process proceeds to step S75, and a control map stored in the air conditioning control device 50 in advance based on the target blowing temperature TAO determined in step S5. The provisional blower motor voltage is determined by referring to it. Thereafter, the process proceeds to step S8 through steps S76 to S78.

  In step S11, after Δf_H is determined in step S112, it is determined in step S125 whether the silent mode is set. Note that the determination in step S125 is performed in the same manner as the determination in step S80.

  As a result, when it is determined that the silent mode is not set (S125: No), the process proceeds to step S114, and the blower motor voltage is determined with reference to the control map stored in advance in the air conditioning control device 50 based on TAO. The process proceeds to step S8. On the other hand, when it is determined that the silent mode is selected (S125: Yes), the process proceeds to step S115, and the upper limit value IVOmax of the rotation speed of the compressor 11 is determined as the upper limit value of the rotation speed of the compressor 11 determined in step S114. A value lower than IVOmax is determined.

  According to the present embodiment described above, when the silent mode is set, the upper limit value IVOmax of the rotation speed of the compressor 11 and the blower motor voltage of the blower 32 are set as compared with the case where the silent mode is not set. Therefore, noise in the vehicle air conditioner 1 can be reduced, and power saving of the vehicle air conditioner 1 can be achieved.

  In addition, when the silent mode is set, the heat absorption amount in the indoor heat exchanger 26 can be reduced by reducing the blowing capacity of the blower 32 according to the temperature rise of the indoor evaporator 26. For this reason, when the upper limit value IVOmax of the rotation speed of the compressor 11 is reduced, the temperature rise of the indoor evaporator 26 can be suppressed, and the generation of malodor when the condensed water adhering to the indoor evaporator 26 dries. Can be suppressed.

  Therefore, according to the configuration of the present embodiment, it is possible to achieve both power saving and suppression of bad odor generation in the vehicle air conditioner 1.

  Further, in the present embodiment, when the silent mode is set, the degree of decrease in the blower motor voltage of the blower 32 is reduced according to the increase in the air conditioning heat load such as the solar radiation amount Ts, the vehicle interior temperature Tr, and the outside air temperature Tam. Like to do. For this reason, it can suppress that the ventilation volume of the ventilation air to a vehicle interior decreases too much. As a result, deterioration of the user's air conditioning feeling can be suppressed.

(Fifth embodiment)
Next, a fifth embodiment of the present invention will be described with reference to FIG. FIG. 17 is a drawing corresponding to FIG. 16 of the fourth embodiment. In the present embodiment, description of the same or equivalent parts as those in the first to fourth embodiments will be omitted or simplified.

  In the fourth embodiment described above, the example in which the upper limit value IVOmax of the rotation speed of the compressor 11 is determined according to the vehicle speed without depending on the air-conditioning heat load has been described, but in this embodiment, the rotation speed of the compressor 11 is determined. An example in which the upper limit value IVOmax is determined in consideration of the air conditioning heat load (actually TAO) together with the vehicle speed will be described.

  In the present embodiment, Δf_H is determined in step S112 in step S11, and then the process proceeds to step S121. Based on the detection value of the vehicle speed sensor, the compressor 11 is referred to the control map stored in the air conditioning control device 50 in advance. A temporary upper limit value IVOmax ′ of the rotational speed is determined, and the process proceeds to step S125.

  In step S125, it is determined whether or not the silent mode is set. If it is determined that the mode is not the silent mode (S125: No), the process proceeds to step S122. In step S122, the upper limit correction amount f1 (TAO) of the rotation speed of the compressor 11 is determined to be “0”, and the process proceeds to step S124.

  On the other hand, if it is determined in step S125 that the silent mode is set (S125: Yes), the process proceeds to step S123. In this step S123, the upper limit correction amount f1 (TAO) of the rotational speed of the compressor 11 is determined with reference to the control map stored in advance in the air conditioning control device 50 based on the target outlet temperature TAO determined in step S5. Then, the process proceeds to step S124.

  In Step S124, the upper limit correction amount f1 (TAO) determined in Steps S122 and S123 is added to the temporary upper limit value IVOmax ′ of the rotation speed of the compressor 11, and the upper limit value IVOmax of the rotation speed of the compressor 11 of this time is added. To decide.

  In the present embodiment described above, when the silent mode is set, the upper limit value IVOmax of the rotation speed of the compressor 11 is limited to a lower value than when the silent mode is not set. For this reason, it is possible to reduce the operating sound (noise) of the compressor 11 when the silent mode is set, and to reduce the power consumption in the vehicle air conditioner 1. That is, when the silent mode is set, noise reduction and power saving in the vehicle air conditioner 1 can be achieved.

  In the present embodiment, when the silent mode is set, if the air conditioning heat load is small, the upper limit value IVOmax of the rotation speed of the compressor 11 is determined to be a low value, and if the air conditioning heat load is large, the compression is performed. Since the upper limit value IVOmax of the rotation speed of the machine 11 is determined to be a high value, it is possible to suppress deterioration in air conditioning performance due to insufficient refrigerant discharge capacity of the compressor 11 when the air conditioning heat load is large. As a result, deterioration of the user's air conditioning feeling can be suppressed.

  Furthermore, in this embodiment, since the temporary upper limit value IVOmax ′ of the rotational speed of the compressor 11 is determined according to the increase in the vehicle speed, it is possible to reduce the noise of the vehicle air conditioner that is annoying for the user. it can.

(Other embodiments)
As mentioned above, although embodiment of this invention was described, this invention is not limited to this, Unless it deviates from the range described in each claim, it is not limited to the wording of each claim, and those skilled in the art Improvements based on the knowledge that a person skilled in the art normally has can be added as appropriate to the extent that they can be easily replaced. For example, various modifications are possible as follows.

  (1) In each of the above-described embodiments, the compressor 11 is limited by limiting the upper limit value IVOmax of the rotation speed of the compressor 11 when the eco mode is set, when the seat air conditioner 90 is operated, and when the silent mode is set. Although the example which reduces the refrigerant | coolant discharge capability of this was demonstrated, it is not limited to this. For example, the refrigerant discharge capacity of the compressor 11 is reduced by limiting the amount of power supplied to the electric motor 11b of the compressor 11 when the eco mode is set, when the seat air conditioner 90 is activated, and when the silent mode is set. You may let them.

  (2) In the above-described embodiments, the air blower motor voltage of the blower 32 is increased when the air conditioning heat load is large in consideration of the air conditioning feeling of the user. However, the present invention is not limited to this. For example, the blower motor voltage of the blower 32 may be decreased in accordance with an increase in the temperature of the indoor evaporator 26 (evaporator temperature Te) regardless of the air conditioning heat load. In this case, although the air conditioning feeling of the user may be deteriorated, the generation of bad odor in the indoor evaporator 26 can be more reliably suppressed.

  (3) In each of the above-described embodiments, when setting the upper limit value IVOmax of the rotation speed of the compressor 11 according to the increase or decrease of the vehicle speed, the upper limit value of the rotation speed of the compressor 11 is set in order to suppress control hunting. Hysteresis areas are provided for the first threshold value for increasing IVOmax and the second threshold value for decreasing IVOmax. For example, when the control hunting is so small that it can be ignored, the hysteresis area can be eliminated. Good.

  (4) In each of the above-described embodiments, the upper limit value IVOmax of the rotation speed of the compressor 11 is increased in accordance with the increase in the vehicle speed. However, the present invention is not limited to this. When the eco mode is set, when the seat air conditioner 90 is operated, when the silent mode is set, when the eco mode is not set, when the seat air conditioner 90 is not operated, and when the silent mode is not set, the rotation of the compressor 11 If the upper limit value IVOmax of the number is set to a low value, the upper limit value IVOmax of the rotation speed of the compressor 11 may be determined regardless of the increase or decrease of the vehicle speed.

  (5) Each above-mentioned embodiment can be suitably combined in the possible range. For example, the refrigerant discharge capacity of the compressor 11 is reduced when any one of the conditions for setting the eco mode, the conditions for operating the seat air conditioner 90, and the conditions for setting the silent mode is satisfied. At the same time, the blowing capacity of the blower 32 may be reduced.

  (6) In each of the above-described embodiments, an example in which the refrigeration cycle 10 configured to be able to switch the refrigerant circuit in the cooling mode, the heating mode, the first dehumidifying mode, and the second dehumidifying mode has been described. Then, you may employ | adopt the refrigerating cycle 10 which does not have the switching function of a refrigerant circuit. For example, you may employ | adopt the refrigerating cycle 10 which connected the compressor 11, the outdoor heat exchanger 16, the temperature type expansion valve 27, and the indoor evaporator 26 cyclically | annularly in this order. That is, it is good also as a structure which can implement | achieve the air_conditioning | cooling mode in each above-mentioned embodiment.

  Thus, even if it is the vehicle air conditioner 1 which employ | adopts the refrigerating cycle 10 specialized in the function which implement | achieves the air_conditioning | cooling mode which cools the ventilation air ventilated into an air blower vehicle interior, it describes in each above-mentioned embodiment. By applying the controlled mode, the effects described in the above embodiments can be obtained.

  (7) Although the vehicle air conditioner 1 of the present invention has not been described in detail in the above-described embodiment with respect to the driving force for running the plug-in hybrid vehicle, the vehicle air conditioner 1 of the present invention is not engine EG. It may be applied to a so-called parallel type hybrid vehicle that can travel by directly obtaining driving force from both the traveling electric motor and the engine EG as a driving source of the generator 80, and the generated power is a battery. Further, the present invention may be applied to a so-called serial type hybrid vehicle that travels by obtaining a driving force from an electric motor for traveling that is stored in 81 and that is operated by being supplied with electric power stored in the battery 81.

10 Refrigeration cycle 11 Compressor 26 Indoor evaporator (indoor heat exchanger)
32 Blower 50a Compressor control means 50b Blower control means 50c Seat air conditioning control means 65 Economy switch (power saving request means)
66 Silent switch (low noise requirement means)
90 Seat air conditioner (sheet air conditioning means)

Claims (8)

A blower (32) that blows air into the passenger compartment when power is supplied;
A compressor (11) that compresses and discharges refrigerant by supplying electric power; and an indoor heat exchanger (26) that functions as an evaporator that cools the blown air blown by the blower (32). A vapor compression refrigeration cycle (10) configured to adjust the temperature of the blown air, and
Compressor control means (50a) for controlling the refrigerant discharge capacity of the compressor (11);
A blower control means (50b) for controlling the blowing capacity of the blower (32);
A power saving requesting means (65) for outputting a power saving request signal for requesting power saving of the power required for air conditioning in the vehicle interior by a user operation;
When the power saving request signal is output by the power saving requesting means (65), the compressor control means (50a) determines the refrigerant discharge capacity of the compressor (11) by the power saving request signal. Lower than before output,
When the power saving request signal is output by the power saving request means (65), the blower control means (50b) maintains the temperature of the indoor heat exchanger (26) below a predetermined temperature. As described above, the vehicle air conditioner reduces the blowing capacity of the blower (32) in accordance with the temperature rise of the indoor heat exchanger (26).   When the power saving request signal is output by the power saving request means (65), the blower control means (50b) decreases the blowing capacity of the blower (32) according to an increase in the air conditioning heat load. The vehicle air conditioner according to claim 1, wherein the degree is reduced. A blower (32) that blows air into the passenger compartment when power is supplied;
A compressor (11) that compresses and discharges refrigerant by supplying electric power; and an indoor heat exchanger (26) that functions as an evaporator that cools the blown air blown by the blower (32). A vapor compression refrigeration cycle (10) configured to adjust the temperature of the blown air, and
Compressor control means (50a) for controlling the refrigerant discharge capacity of the compressor (11);
A blower control means (50b) for controlling the blowing capacity of the blower (32);
Seat air conditioning means (90) for adjusting the surface temperature of the seat on which the user is seated;
Seat air conditioning control means (50c) for controlling the operation of the seat air conditioning means (90),
The compressor control means (50a) determines the refrigerant discharge capacity of the compressor (11) when the seat air conditioning means (90) is operated by the seat air conditioning control means (50c). 90) lower than before operating,
The blower control means (50b) maintains the temperature of the indoor heat exchanger (26) below a predetermined temperature when the seat air conditioning means (90) is operated by the seat air conditioning control means (51c). As described above, the vehicle air conditioner reduces the air blowing capacity of the blower (32) in accordance with the temperature rise of the indoor heat exchanger (26). A blower (32) that blows air into the passenger compartment when power is supplied;
A compressor (11) that compresses and discharges refrigerant by supplying electric power; and an indoor heat exchanger (26) that functions as an evaporator that cools the blown air blown by the blower (32). A vapor compression refrigeration cycle (10) configured to adjust the temperature of the blown air, and
Compressor control means (50a) for controlling the refrigerant discharge capacity of the compressor (11);
A blower control means (50b) for controlling the blowing capacity of the blower (32);
Seat air conditioning means (90) for adjusting the surface temperature of the seat on which the user is seated;
Seat air conditioning control means (50c) for controlling the operation of the seat air conditioning means (90),
The compressor control means (50a) reduces the refrigerant discharge capacity of the compressor (11) when the seat air conditioning means (90) is operated by the seat air conditioning control means (50c). Depending on the condition, the seat air-conditioning means (90) is lowered than before the operation,
The blower control means (50b) maintains the temperature of the indoor heat exchanger (26) below a predetermined temperature when the seat air conditioning means (90) is operated by the seat air conditioning control means (50c). As described above, the vehicle air conditioner reduces the air blowing capacity of the blower (32) in accordance with the temperature rise of the indoor heat exchanger (26).   The blower control means (50b) is configured to control the blower capacity of the blower (32) according to an increase in the air conditioning heat load when the seat air conditioning means (90) is operated by the seat air conditioning control means (50c). The vehicle air conditioner according to claim 3 or 4, wherein the degree of decrease is reduced. A blower (32) that blows air into the passenger compartment when power is supplied;
A compressor (11) that compresses and discharges refrigerant by supplying electric power; and an indoor heat exchanger (26) that functions as an evaporator that cools the blown air blown by the blower (32). A vapor compression refrigeration cycle (10) configured to adjust the temperature of the blown air, and
Compressor control means (50a) for controlling the refrigerant discharge capacity of the compressor (11);
A blower control means (50b) for controlling the blowing capacity of the blower (32);
Low noise request means (66) for outputting a low noise request signal for requesting reduction of noise generated during air conditioning of the vehicle interior by a user operation,
When the low noise demand signal is output from the low noise demand means (66), the compressor control means (50a) outputs the refrigerant discharge capacity of the compressor (11) as the low noise demand signal. Lower than before,
The blower control means (50b) adjusts the temperature of the indoor heat exchanger (26) according to the temperature rise of the indoor heat exchanger (26) so that the temperature of the indoor heat exchanger (26) is kept below a predetermined temperature. A vehicle air conditioner characterized in that the air blowing capacity is lowered. A blower (32) that blows air into the passenger compartment when power is supplied;
A compressor (11) that compresses and discharges refrigerant by supplying electric power; and an indoor heat exchanger (26) that functions as an evaporator that cools the blown air blown by the blower (32). A vapor compression refrigeration cycle (10) configured to adjust the temperature of the blown air, and
Compressor control means (50a) for controlling the refrigerant discharge capacity of the compressor (11);
A blower control means (50b) for controlling the blowing capacity of the blower (32);
Low noise request means (66) for outputting a low noise request signal for requesting reduction of noise generated during air conditioning of the vehicle interior by a user operation,
When the low noise demand signal is output by the low noise demand means (66), the compressor control means (50a) changes the refrigerant discharge capacity of the compressor (11) according to the decrease in the air conditioning heat load. , Lower than before operating the seat air conditioning means (90),
When the low noise request signal is output by the low noise requesting means (66), the blower control means (50b) maintains the temperature of the indoor heat exchanger (26) below a predetermined temperature. The vehicle air conditioner characterized in that the air blowing capacity of the blower (32) is lowered in accordance with the temperature rise of the indoor heat exchanger (26).   When the low noise request signal is output by the low noise requesting means (66), the blower control means (50b) determines the degree of decrease in the blowing capacity of the blower (32) according to an increase in the air conditioning heat load. The vehicle air conditioner according to claim 6 or 7, wherein the vehicle air conditioner is made smaller.

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