JP2012081870A - Vehicle air conditioning device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle air conditioning device that can improve anti-fogging properties of window glass.SOLUTION: The air conditioning device includes: a refrigerating cycle 10 of a steamy compression equation which is configured by including a compressor 11 which compresses and discharges the refrigerant, and is blasted into a cabin; a discharge capacity control unit 50a which controls the refrigerant discharge capacity of the above compressor 11; an upper limit value determining unit S119 which decides an upper limit value IVOmax of the refrigerant discharge capacity; a blowout opening mode changing unit which changes a plurality of blowout opening modes by changing airflow proportion which blows off from the plurality of blowout openings containing a defroster blowout opening which blows off the blast air towards at least a vehicle window glass internal surface. The discharge capacity control unit 50a increases an upper limit value IVOmax decided by an upper limit value determining unit S119, when the blowout opening mode changing unit changes the blowout opening mode from at least the defroster blowout opening to a defogging mode which blows off the blast air.

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.

  This type of vehicle air conditioner is equipped with a power saving switch that outputs a signal requesting power saving of the power required for air conditioning in the passenger compartment, and when the power saving switch is turned on, the rotation speed of the compressor The thing which aimed at reduction of the power consumption of a compressor by reducing is proposed (for example, refer patent document 1).

  In addition, there has been proposed a vehicle air conditioner that reduces the power consumption of the compressor by limiting the rotation speed of the compressor while the vehicle is stopped to 80% or less of the operable range of the compressor ( For example, see Patent Document 2).

Japanese Unexamined Patent Publication No. 6-328982 JP 2003-237356 A

  However, in the vehicle air conditioners described in Patent Documents 1 and 2, even when the occupant has turned on the defroster switch to set the defroster mode, the compression is performed even when the urgency to defrost the window glass is high. If the control for reducing the rotation speed of the machine is performed, the dehumidifying ability is lowered, so that there is a problem that a sufficient antifogging effect cannot be obtained.

  An object of this invention is to provide the vehicle air conditioner which can improve the anti-fogging property of a window glass in view of the said point.

  In order to achieve the above object, according to the first aspect of the present invention, a vapor compression type that includes a compressor (11) that compresses and discharges the refrigerant and adjusts the temperature of the blown air blown into the vehicle interior. Refrigeration cycle (10), discharge capacity control means (50a) for controlling the refrigerant discharge capacity of the compressor (11), and upper limit value determination means (S119) for determining the upper limit value (IVOmax) of the refrigerant discharge capacity A blower outlet mode switching means for switching a plurality of blower outlet modes by switching the air volume ratio blown from a plurality of blower outlets including a defroster blower outlet that blows out blown air toward at least the vehicle window glass inner surface, The discharge capacity control means (50a) has an upper limit when the air outlet mode switching means switches the air outlet mode to at least an anti-fogging mode in which blown air is blown from the defroster air outlet. It is characterized by increasing determined upper limit value determined by the means (S119) to (IVOmax).

  According to this, the upper limit value (IVOmax) determined by the upper limit value determining means (S119) when the blower outlet mode switching means switches the blower outlet mode to at least the anti-fogging mode for blowing the blown air from the defroster blower outlet. Since it increases, the refrigerant | coolant discharge capability of a compressor (11) can be raised in the anti-fogging mode with high necessity of dehumidification, and the air blown off toward a window glass can be dehumidified. Therefore, it is possible to improve the antifogging property of the window glass.

  According to a second aspect of the present invention, in the vehicular air conditioner according to the first aspect, an anti-fogging mode request for outputting an anti-fogging mode request signal for requesting execution of the anti-fogging mode by an operation of a passenger. The discharge capacity control means (50a) is characterized by increasing the upper limit value (IVOmax) determined by the upper limit value determination means (S119) when the anti-fogging mode request signal is output.

  According to this, when the anti-fogging mode request signal is output, the upper limit value (IVOmax) determined by the upper limit value determining means (S119) is increased, so that when the occupant requests the anti-fogging mode, that is, the window When the urgency of anti-fogging the glass is high, the refrigerant discharge capacity of the compressor (11) can be increased, and the air blown toward the window glass can be dehumidified. On the other hand, when the occupant does not require the anti-fogging mode, that is, when the urgency to perform the anti-fogging of the window glass is low, the upper limit value (IVOmax) of the refrigerant discharge capacity of the compressor (11) is not increased. 11) The increase in power consumption can be suppressed. Therefore, it is possible to improve the antifogging property of the window glass while suppressing an increase in energy consumption as the entire vehicle air conditioner.

  According to a third aspect of the present invention, in the vehicular air conditioner according to the first aspect, an anti-fogging mode request for outputting an anti-fogging mode request signal for requesting execution of the anti-fogging mode by an operation of a passenger. The discharge capacity control means (50a) outputs the anti-fogging mode request signal when the air outlet mode switching means switches to the anti-fogging mode by outputting the anti-fogging mode request signal. The increase degree of the upper limit value (IVOmax) is made higher than when switching to the anti-fogging mode.

  According to this, when the blowout port mode switching means switches to the antifogging mode due to the output of the antifogging mode request signal, it switches to the antifogging mode regardless of the output of the antifogging mode request signal. Since the degree of increase of the upper limit value (IVOmax) is higher than usual, when the defogging mode switching means is turned on by the occupant, the air outlet mode is switched to the defogging mode, that is, the window glass is defogged. When the urgency is high, the refrigerant discharge capacity of the compressor (11) can be increased more than when the occupant does not require the anti-fogging mode, and the air blown toward the window glass can be dehumidified. On the other hand, when switching to the anti-fogging mode regardless of the fact that the defogging mode means has been turned on by the occupant, that is, when the urgency of anti-fogging the window glass is low, the refrigerant discharge capacity of the compressor (11) is reduced. Since the increase degree of the upper limit (IVOmax) is reduced, an increase in power consumption of the compressor (11) can be suppressed. Therefore, it is possible to improve the antifogging property of the window glass while suppressing an increase in energy consumption as the entire vehicle air conditioner.

  Moreover, in invention of Claim 4, in the vehicle air conditioner as described in any one of Claim 1 thru | or 3, the ventilation capability control means (50b) which controls the ventilation capability of an air blower (32) is further provided. The blower capacity control means (50b) is characterized by increasing the blower capacity when the blower outlet mode switching means switches the blower outlet mode to the anti-fogging mode.

  According to this, when the air outlet mode switching means switches the air outlet mode to the anti-fogging mode, the air blowing capacity is increased. Therefore, in the anti-fogging mode where the need for anti-fogging of the window glass is high, the blower (32) It is possible to increase the amount of air blown toward the window glass. Therefore, it is possible to further improve the antifogging property of the window glass.

  According to a fifth aspect of the present invention, in the vehicle air conditioner according to the first aspect of the present invention, the power saving that requires at least the power saving required for the air conditioning of the passenger compartment by the operation of the passenger. The power saving requesting means for outputting the power saving request signal is provided, and the discharge capacity control means (50a) is configured to output the outlet mode switching means even when the power saving request signal is output by the power saving requesting means. However, when the air outlet mode is switched to the anti-fogging mode, the upper limit value (IVOmax) determined by the upper limit value determining means (S119) is increased.

  According to this, even when the power saving request signal is output by the power saving request means, the upper limit value is determined when the outlet mode switching means switches the outlet mode to the anti-fogging mode. Since the upper limit value (IVOmax) determined by the means (S119) is increased, even when the power saving request means is put in by the occupant, in the anti-fogging mode where the necessity for dehumidification is high, the compressor (11) It is possible to increase the refrigerant discharge capacity and dehumidify the air blown toward the window glass. Therefore, even when the power saving request means is put in by the occupant, it is possible to reliably improve the antifogging property of the window glass.

  Moreover, in invention of Claim 6, it has the air blower (32) which ventilates air to a vehicle interior, and the compressor (11) which compresses and discharges a refrigerant | coolant, and the ventilation air ventilated by an air blower (32) Vapor compression type refrigeration cycle (10) for adjusting temperature, discharge capacity control means (50a) for controlling refrigerant discharge capacity of compressor (11), and humidity for detecting humidity (RHW) in the vicinity of vehicle window glass surface A discharge means control means (50a) for increasing the refrigerant discharge capacity when the humidity (RHW) in the vicinity of the vehicle window glass surface exceeds a predetermined reference humidity. It is said.

  According to this, since the discharge capacity control means (50a) increases the refrigerant discharge capacity when the humidity (RHW) in the vicinity of the vehicle window glass surface becomes equal to or higher than the reference humidity, the humidity in the vicinity of the vehicle window glass surface ( When RHW) is high and window fogging is likely to occur, the refrigerant discharge capacity of the compressor (11) can be increased to dehumidify the air blown toward the window glass. Therefore, it is possible to improve the antifogging property of the window glass.

  Moreover, in invention of Claim 7, in the vehicle air conditioner of Claim 6, it is further provided with the ventilation capability control means (50b) which controls the ventilation capability of a fan (32), 50b) is characterized in that the air blowing capacity is increased when the humidity (RHW) in the vicinity of the vehicle window glass surface becomes equal to or higher than the reference humidity.

  According to this, since the ventilation capacity control means (50b) increases the ventilation capacity when the humidity (RHW) near the vehicle window glass surface becomes equal to or higher than the reference humidity, the humidity (RHW) near the vehicle window glass surface. ) Is high and window fogging is likely to occur, the air blowing capacity of the blower (32) can be increased, and the air volume blown toward the window glass can be increased. Therefore, it is possible to further improve the antifogging property of the window glass.

  According to an eighth aspect of the present invention, in the vehicle air conditioner according to the sixth aspect of the present invention, further, a power saving requesting a power saving of at least the power required for the air conditioning of the passenger compartment by the operation of the occupant. The power saving request means for outputting the power saving request signal is provided, and the discharge capacity control means (50a) is in the vicinity of the surface of the vehicle window glass even when the power saving request signal is output by the power saving request means. When the humidity (RHW) of the refrigerant becomes equal to or higher than the reference humidity, the refrigerant discharge capacity is increased.

  According to this, even when the power saving request signal is output by the power saving request means, when the humidity (RHW) in the vicinity of the vehicle window glass surface exceeds the reference humidity, the refrigerant discharge Since the capacity is increased, even if the power saving request means is put in by the occupant, if the humidity (RHW) near the surface of the vehicle window glass is high and window fogging is likely to occur, the refrigerant of the compressor (11) It is possible to increase the discharge capacity and dehumidify the air blown toward the window glass. Therefore, even when the power saving request means is put in by the occupant, it is possible to reliably improve the antifogging property of the window glass.

  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 block diagram which shows the electric control part of the vehicle air conditioner of 1st Embodiment. It is a circuit diagram of the PTC heater of a 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 whole block diagram of the vehicle air conditioner of 3rd 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. FIGS. 1-4 is a whole block diagram of the vehicle air conditioner 1 of this embodiment, and FIG. 5 is a block diagram which shows the electric control part of the vehicle air conditioner 1. As shown in FIG. In the present embodiment, the vehicle air conditioner 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.

  Further, the hybrid vehicle of the present 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. In this plug-in hybrid vehicle, the battery 81 is charged from an external power source when the vehicle is stopped 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 reference remaining amount for driving as in the start of running. When this is the case, the vehicle travels mainly by the driving force of the traveling electric motor (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 is lower than the reference running 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 the 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 a high load, the engine EG is operated to operate the traveling electric motor. 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.

  Next, the detailed structure of the vehicle air conditioner 1 of this embodiment is demonstrated. The vehicle air conditioner 1 performs pre-air conditioning that performs air conditioning of the vehicle interior before an occupant enters the vehicle during charging of the battery 81 from an external power source, in addition to normal air conditioning that performs air conditioning of the vehicle interior when the vehicle is traveling. It can be carried out.

  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 for dehumidifying the vehicle interior in normal air conditioning, pre-air conditioning, and my room air conditioning. There is provided a vapor compression refrigeration cycle 10 configured to be able to switch between refrigerant circuits in the mode (DRY_EVA cycle) and the second dehumidification mode (DRY_ALL cycle).

  1-4 respectively show the flow of the refrigerant in the cooling mode, the heating mode, and the first and second dehumidification modes by 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. And a plurality of (in this embodiment, five) electromagnetic valves 13, 17, 20, 21, 24, etc., function as temperature adjusting means for adjusting the temperature of the blown air blown into the passenger compartment.

  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. The radiator is connected to a cooling water pipe constituting a cooling water circuit 40 indicated by a broken line in FIGS. The cooling water circuit 40 will be described later.

  Moreover, the cooling water circuit for circulating a cooling water is arrange | positioned in the cooling water circuit shown with the broken line of FIGS. 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 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 rotation speed (operation rate) is controlled by a control voltage output from the air conditioning control device 50. For this reason, the air-conditioning control apparatus 50 is corresponded to the air blower control means of this invention.

  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 connected to a cooling water pipe constituting the cooling water circuit 40, and exchanges heat between the cooling water (heat medium) of the engine EG and the air that has passed through the indoor evaporator 26, and passes through the indoor evaporator 26. It is a heat exchanger for heating which heats subsequent air.

  Here, the cooling water circuit 40 will be described. The coolant circuit 40 is a circuit that circulates coolant for cooling the engine EG. Further, an electric cooling water pump 40 a that pumps the cooling water is disposed in the cooling water piping of the cooling water circuit 40. The cooling water pump 40 a has its rotation speed (water pressure feeding capability) controlled by a control voltage output from the air conditioning control device 50.

  Then, the air conditioning controller 50 operates the cooling water pump 40a, so that the cooling water heated by the waste heat of the engine EG is cooled by flowing into the radiator or heater core 36, and is cooled by the radiator or heater core 36. The cooling water is returned to the engine EG again.

  That is, the cooling water is a heat source medium that heats the air blown into the passenger compartment by the heater core 36, and in the cooling water circuit 40, the cooling water pump 40a shown by the broken lines in FIGS. The circuit that circulates the cooling water in the order of EG → cooling water pump 40a constitutes a temperature adjusting means for adjusting the temperature of the blown air.

  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 heating capacity (operating rate) as a whole is controlled.

  More specifically, as shown in FIG. 6, the PTC heater 37 is composed of a plurality (three in this embodiment) of PTC heaters 37a, 37b, and 37c. FIG. 6 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. 6, the positive side of each PTC heater 37a, 37b, 37c is connected to the battery 81 side, and the negative 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, the air outlet includes a face air outlet that blows air-conditioned air toward the upper body of the passenger in the passenger compartment, a foot air outlet that blows air-conditioned air toward the feet of the passenger, and an inner surface of the front window glass of the vehicle. 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.

  In addition, as the air outlet mode, the face air outlet is fully opened and air is blown out from the face air outlet toward the upper body of the passenger in the passenger compartment. Bi-level mode that blows air toward the upper body and feet, foot mode that fully opens the foot outlet and opens the defroster outlet by a small opening, and mainly blows air from the foot outlet, and the foot outlet and defroster There is a foot defroster mode in which the air outlet is opened to the same extent and air is blown out from both the foot air outlet and the defroster air outlet.

  Further, the defroster mode in which the occupant manually operates the air outlet mode changeover switch of the operation panel 60, which will be described later, fully opens the defroster air outlet and blows air from the defroster air outlet to the inner surface of the vehicle front window glass. (Hereinafter, this outlet mode is referred to as a manual defroster mode). Moreover, it can also be set as foot defroster mode by a passenger | crew's manual operation of the changeover switch of the blower outlet mode of the operation panel 60 (henceforth, this blower outlet mode is called manual foot defroster mode).

  By blowing air from the defroster outlet to the inner surface of the vehicle front window glass, the vehicle front window glass can be prevented from being fogged and window fogging can be eliminated. Hereinafter, at least an air outlet mode (in this embodiment, a defroster mode and a foot defroster mode) for blowing out air from at least the defroster air outlet is referred to as an anti-fogging mode. In the present embodiment, the occupant manually operates the air outlet mode changeover switch of the operation panel 60 to output an anti-fogging mode request signal for requesting the air-conditioning control device 5 to execute the anti-fogging mode. Therefore, this air outlet mode changeover switch corresponds to the anti-fogging mode request means of the present invention.

  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.

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

  The air-conditioning control device 50 is configured integrally with the above-described control means for controlling various devices. In the present embodiment, in particular, the operation of the electric motor 11b, which is the discharge capacity changing means of the compressor 11, is activated. The configuration (hardware and software) that controls (refrigerant discharge capability) is the discharge capability control means 50a, and the configuration that controls the blower 32 and controls the blower capability of the blower 32 is the blow capability control means 50b. Of course, the discharge capacity control means 50a and the like may be configured separately from the air conditioning control device 50.

  Further, on the input side of the air-conditioning control device 50, an inside air sensor 51 that detects the vehicle interior temperature Tr, an outside air sensor 52 (outside air temperature detection means) that detects the outside air temperature Tam, and a solar radiation sensor that detects the amount of solar radiation Ts in the vehicle interior. 53, a discharge temperature sensor 54 (discharge temperature detection means) for detecting the discharge refrigerant temperature Td of the compressor 11, and a discharge pressure sensor 55 (discharge pressure detection) for detecting the discharge side refrigerant pressure (high pressure side refrigerant pressure) Pd of the compressor 11. Means), an evaporator temperature sensor 56 (evaporator temperature detecting means) for detecting the temperature of the blown air (evaporator temperature) Te from the indoor evaporator 26, and the first three-way joint 15 and the low pressure solenoid valve 17 are circulated. A suction temperature sensor 57 for detecting the refrigerant temperature Tsi, a humidity sensor 58 for detecting the relative humidity of the cabin air in the vicinity of the indoor window glass, a cooling water temperature sensor for detecting the engine cooling water temperature Tw, Detection signals 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.

  Note that 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 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. Further, the detected values of the humidity sensor, the window glass vicinity temperature sensor, and the window glass surface temperature sensor are used to calculate the relative humidity RHW near 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 of the vehicle air conditioner 1, an auto switch, an operation mode changeover switch, an outlet mode changeover switch, an air volume setting switch of the blower 32, A vehicle interior temperature setting switch, an economy switch, a silent switch, and the like are provided.

  The auto switch is a switch for setting or canceling automatic control of the vehicle air conditioner 1. The economy switch is a power saving requesting means for outputting a power saving request signal for requesting power saving of power required for air conditioning in the vehicle interior and traveling of the vehicle by a user operation. The silent switch 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.

  Further, the air outlet mode changeover switch requests an antifogging mode request signal for requesting execution of the antifogging mode (specifically, requesting that the air outlet mode be the defroster mode and the foot defroster mode). Signal) can be output. Therefore, the air outlet mode changeover switch corresponds to the anti-fogging mode request means of the present invention.

  The engine control device (not shown) is composed of a well-known microcomputer and its peripheral circuits, similar to the air conditioning control device 50, and performs various calculations and processes 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 constituting the engine EG 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 70 are 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 an engine speed sensor that detects the engine speed Ne (both shown in the figure). Various engine control sensors such as (not shown) 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.

  For example, in the air conditioning control device 50, the configuration in which the refrigerant discharge capacity of the compressor 11 is controlled by controlling the frequency of the AC voltage output from the inverter 61 connected to the electric motor 11 b of the compressor 11 is compressor control. The structure which comprises a means, controls the action | operation of the air blower 32 which is an air blow means, and controls the ventilation capability of the air blower 32 comprises an air blower control means.

  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 power is supplied from the battery to the air conditioning control device 50 even when the vehicle system is stopped.

  First, in step S1, it is determined whether 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.

  The start switch for pre-air conditioning is provided in a wireless terminal (remote control) carried by a passenger or a mobile communication means (specifically, a mobile phone). Therefore, the occupant can start the vehicle air conditioner 1 from a location away from the vehicle.

  For example, when the pre-air conditioning start switch of the wireless terminal is turned on, the vehicle side directly receives the pre-air conditioning start signal transmitted from the wireless terminal, and the pre-air conditioning start switch of the mobile communication means is When turned on, it is determined that the pre-air conditioning start switch has been turned on by directly receiving the pre-air conditioning start signal transmitted from the vehicle side via the mobile phone base station or the like.

  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. When the power is not supplied from the external power source, the operation is performed until the remaining amount of power stored in the battery 81 becomes a predetermined amount or less.

  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 next step S3, the operation signal of the operation panel 60 is read and the process proceeds to step S4. Specific operation signals include economy switch ON signal (power saving request signal), silent switch ON signal (low noise request signal), vehicle interior set temperature Tset set by the vehicle interior temperature setting switch, and air outlet There are a mode selection signal, a suction port mode selection signal, an air volume setting signal of the blower 32, and the like. When an ON signal of the economy switch is detected, a flag indicating that the current operation mode of the vehicle air conditioner 1 is the economy mode (power saving mode) is turned ON. Further, when the ON signal of the silent switch 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 S16, control states of various devices connected to the air conditioning control device 50 are determined. First, in step S6, the cooling mode, the heating mode, the first dehumidifying mode and the second dehumidifying mode are selected, and whether or not the PTC heater 37 is energized is determined according to the air conditioning environment state. Details of 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 air outlet mode is the face mode, the process proceeds to step S70, the COOL cycle 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. Details of the control in step 7 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.

  If it is determined in step S71 that the auto switch has not been turned on, the process proceeds to step S72, where the blower motor voltage that is the passenger's desired air volume set by the air volume setting switch of the operation panel 60 is determined, and step S8 is performed. Proceed to 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, the process proceeds to step S73, and the target air temperature determined in step S4 is referred to with reference to the control map stored in advance in the air conditioning control device 50. A temporary blower motor voltage is determined based on TAO.

  More specifically, in this embodiment, the temporary 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 the extremely high temperature range (maximum heating range) of TAO, and the blower 32 To control the airflow near the maximum airflow. Further, when TAO rises from the extremely low temperature range toward the intermediate temperature range, the temporary blower motor voltage is reduced according to the rise in TAO, and the air volume of the blower 32 is reduced.

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

  In the next step S74, it is determined whether or not the outlet mode is the manual defroster mode or the manual foot defroster mode. If it is determined in step S74 that the outlet mode is the manual defroster mode or the manual foot defroster mode, the process proceeds to step S75.

  In step S75, referring to a control map stored in the air conditioning controller 50 in advance, a blower motor voltage correction amount f (outside air temperature) for adjusting the blower motor voltage is determined according to the outside air temperature Tam, and the process proceeds to step S77. .

  Specifically, when the outside air temperature Tam is equal to or lower than the first predetermined temperature (in this embodiment, “−30 ° C.”), f (outside air temperature) is set to a maximum value (for example, “4”), and the outside air temperature Tam is When the temperature rises higher than the first predetermined temperature, f (outside air temperature) is decreased according to the increase in Tam. Further, when the outside air temperature Tam rises to a second predetermined temperature (“−5 ° C.” in the present embodiment) or higher, f (outside air temperature) is set to a minimum value (for example, “0”).

  As a result, when the outside air temperature Tam is low, that is, when it is difficult to eliminate window fogging, the blower motor voltage is increased by increasing the blower motor voltage correction amount f (outside air temperature), and the air volume blown from the defroster outlet Can be increased. Therefore, the vehicle front window glass can be reliably anti-fogged.

  On the other hand, if it is determined in step S74 that the outlet mode is not the manual defroster mode or the manual foot defroster mode, the blower motor voltage correction amount f (outside air temperature) is determined to be “0”, and the process proceeds to step S77.

  In the subsequent step S77, the value obtained by adding the blower motor voltage correction amount f (outside air temperature) to the temporary blower motor voltage determined in step S73 is compared with the lowest voltage (3 V in this embodiment), and the larger value is obtained. And the larger value is compared with the maximum voltage (12 V in the present embodiment), the smaller value is determined as the blower motor voltage, and the process proceeds to step S8.

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

  In step S9, the air outlet mode is determined. This air outlet mode is also determined with reference to a control map stored in advance in the air conditioning control device 50 based on 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. Furthermore, when it is determined that the window glass is likely to be fogged based on the relative humidity RHW near the window glass surface calculated from the detection value of the humidity sensor, etc., the foot defroster mode or the defroster mode is selected. You may make it do.

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

Here, the heater temperature is a value determined according to the heating capability of the heating means (the heater core 36, the indoor condenser 12, and the PTC heater 37) 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 (specifically, 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 blowing temperature TEO of the blowing air temperature Te from the indoor evaporator 26 is determined by referring to the control map stored in advance in the air conditioning control device 50 based on the TAO determined in step S4. decide.

  Then, a deviation En (TEO−Te) between the target blowing temperature TEO and the blowing air temperature Te is calculated, and 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 the next step S113, a temporary upper limit value IVOmax ′ of the rotation speed of the compressor 11 is determined based on the detection value of the vehicle speed sensor with reference to a control map stored in advance in the air-conditioning control device 50. Proceed to S114.

  More specifically, the temporary upper limit value IVOmax ′ of the rotation speed of the compressor 11 is increased stepwise (stepwise) as the detection value of the vehicle speed sensor increases. That is, in the speed increase process in which the detection value (vehicle speed) of the vehicle speed sensor increases, the upper limit value IVOmax ′ is set to the predetermined rotation speed (1000 rpm in this embodiment) every time the vehicle speed increases by a predetermined speed (20 km / h in this embodiment). Increasing. 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 set to the predetermined rotation speed (1000 rpm in this embodiment) every time the vehicle speed decreases by a predetermined speed (20 km / h in this embodiment). It is decreasing.

  For example, as shown in step S113 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. When it is increased 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, the upper limit value IVOmax ′ is set to the highest “10000” rpm if the vehicle speed is faster than 70 km / h, and the upper limit value IVOmax ′ when the vehicle speed decreases to 70 km / h or less. Is changed to “9000” rpm. Then, every time the vehicle speed decreases 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 ′. ) And 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 further decreased when the second threshold value is set to a value higher than the first threshold value. Like to do. As a result, the upper limit value IVOmax 'is prevented from frequently changing due to temporary fluctuations in the vehicle speed.

  In the next step S114, it is determined whether or not the air outlet mode is the manual defroster mode or the manual foot defroster mode. If it is determined in step S114 that the outlet mode is the manual defroster mode or the manual foot defroster mode, the process proceeds to step S115.

  In step S115, referring to the control map stored in advance in the air conditioning control device 50, the upper limit correction of the rotational speed of the compressor 11 for adjusting the upper limit of the rotational speed of the compressor 11 according to the outside air temperature Tam. The amount f1 (outside air temperature) is determined, and the process proceeds to step S119.

  Specifically, when the outside air temperature Tam is equal to or lower than the first predetermined temperature (in this embodiment, “−30 ° C.”), f1 (outside air temperature) is set to the maximum value (for example, “1200”), and the outside air temperature Tam is When the temperature rises higher than the first predetermined temperature, f1 (outside air temperature) is decreased according to the increase in Tam. Further, when the outside air temperature Tam rises to the second predetermined temperature (“−5 ° C.” in the present embodiment) or higher, f1 (outside air temperature) is set to the minimum value (for example, “0”).

  As a result, when the outside air temperature Tam is low, that is, when it is difficult to eliminate window fogging, the refrigerant discharge capacity of the compressor 11 is increased by increasing the upper limit correction amount f1 (outside air temperature) of the rotation speed of the compressor 11. Thus, the temperature of the indoor evaporator 26 can be lowered. Therefore, since the dehumidifying capability of the indoor evaporator 26 can be improved, the vehicle front window glass can be reliably anti-fogged.

  On the other hand, if it is determined in step S114 that the outlet mode is not the manual defroster mode or the manual foot defroster mode, the process proceeds to step S116, and the upper limit correction amount f1 (outside temperature) of the rotation speed of the compressor 11 is set to “0”. And proceed to step S117.

  In step S117, it is determined whether or not the current operation mode of the vehicle air conditioner 1 is the economy mode or the silent mode. That is, it is determined whether an ON signal (power saving request signal) from the economy switch or an ON signal (low noise request signal) from the silent switch has been acquired. Specifically, it is determined whether the flag indicating the economy mode described in step S3 is ON, or whether the flag indicating the silent mode is ON.

  If it is determined in step S117 that the current operation mode of the vehicle air conditioner 1 is the economy mode or the silent mode, the process proceeds to step S118, and the temporary upper limit value IVOmax ′ of the rotation speed of the compressor is set to the vehicle speed sensor. Based on the detected value, the control map stored in advance in the air conditioning control device 50 is referred to, and the process proceeds to step S119. In step S118, as in step S113, the temporary upper limit value IVOmax 'of the rotation speed of the compressor 11 is increased stepwise (stepwise) as the detected value of the vehicle speed sensor increases.

  Here, as is apparent from the control steps S113 and S118 of FIG. 10, in step S118, the temporary upper limit value IVOmax ′ of the rotational speed of the compressor 11 is determined according to the vehicle speed, as in step S113. Any decision value is determined to be smaller than the value decided in step S113. In other words, the provisional upper limit value IVOmax ′ of the rotation speed of the compressor 11 in the present embodiment is reduced in the noise mode of the vehicle air conditioner 1 in the economy mode where the user desires power saving of the vehicle air conditioner 1 or Is determined so that the rotational speed (refrigerant discharge capacity) of the compressor 11 is lower than that in the air conditioning other than the economy mode or the silent mode.

  On the other hand, if it is determined in step S117 that the current operation mode of the vehicle air conditioner 1 is not the economy mode or the silent mode, the process proceeds to step S119.

  In step S119, the value obtained by adding the upper limit correction amount f1 (outside temperature) determined in steps S115 and S116 to the temporary upper limit value IVOmax ′ of the rotation speed of the compressor 11 determined in steps S113 and S118. Is determined as the upper limit value IVOmax of the rotation speed of the compressor 11, and the process proceeds to step S1110. This step S119 corresponds to the upper limit determining means of the present invention.

  In subsequent step S1110, it is determined whether or not the operation mode determined in step S6 is the cooling mode. If it is determined in step S1110 that the operation mode determined in step S6 is the cooling mode, the process proceeds to step S1111 where the rotational speed change amount Δf of the compressor 11 is determined to be Δf_C, and the process proceeds to step S1113. .

  On the other hand, if it is determined in step S1110 that the operation mode determined in step S6 is not the cooling mode, the process proceeds to step S1112, the rotation speed change amount Δf of the compressor 11 is determined to be Δf_H, and the process proceeds to step S1113.

  In step S1113, 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 step S119 and the maximum rotational speed (10000 rpm in the present embodiment). Then, the smallest value is determined as the current compressor rotational speed fn, and the process proceeds to step S12. Since the upper limit value of the rotation speed (refrigerant discharge capacity) of the compressor 11 is limited by determining the compressor rotation speed fn in this manner, the power consumption of the compressor 11 is unnecessarily increased. Can be suppressed.

  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, all the solenoid valves are set in a non-energized state. When the heating mode is determined, the electric three-way valve 13, the high pressure solenoid valve 20, and the low pressure solenoid valve 17 are turned on, and the remaining solenoid valves 21 and 24 are turned off.

  When the first dehumidifying mode is determined, the electric three-way valve 13, the low pressure solenoid valve 17, the dehumidifying solenoid valve 24, and the heat exchanger shut-off solenoid valve 21 are energized, and the high pressure solenoid valve 20 is not energized. And When the second dehumidifying mode is determined, the electric three-way valve 13, the low pressure solenoid valve 17, and the dehumidifying solenoid valve 24 are energized, and the remaining solenoid valves 20 and 21 are 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.

  In step S14, various devices 61, 13, 17, 20, 21, 24, 16a, 32, 62, 63, 64 are provided from the air conditioning control device 50 so that the control state determined in the above-described steps S6 to S13 is obtained. Control signal and control voltage are output. For example, a control signal is output to the inverter 61 for the electric motor 11b of the compressor 11 so that the rotational speed of the compressor 11 becomes the rotational speed determined in step S11.

  In step S15, the process waits for the control period τ. When it is determined that the control period τ has elapsed, the process proceeds to step S16. 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.

  First, as described in the control step S11 (specifically, step S115), when the outlet mode is the manual defroster mode or the manual foot defroster mode, that is, when the occupant requests the anti-fogging mode, It is judged that the urgency to prevent the window glass from being fogged is high, and when the outside air temperature Tam is low (window fogging is difficult to eliminate), the upper limit value correction amount f1 (outside air temperature) of the compressor 11 is increased. Yes. Thereby, the refrigerant | coolant discharge capability of the compressor 11 can be raised and the air blown off toward a window glass can be dehumidified.

  On the other hand, as explained in the control step S116, when the outlet mode is not the manual defroster mode or the manual foot defroster mode, that is, when the occupant does not request the antifogging mode, there is an urgency to defrost the window glass. It is determined that the value is low, and the upper limit correction amount f1 (outside temperature) of the rotation speed of the compressor 11 is set to zero. Thereby, since the upper limit value IVOmax of the refrigerant discharge capacity of the compressor 11 is not increased, an increase in power consumption of the compressor 11 can be suppressed.

  Therefore, it is possible to improve the antifogging property of the window glass while suppressing an increase in energy consumption as the entire vehicle air conditioner.

  Further, as is clear from FIG. 10, the control step S115 is executed even when the operation mode is the economy mode or the silent mode. Therefore, even when the economy switch or the silent switch is turned on by the occupant, in the anti-fogging mode where the necessity of dehumidification is high, the air discharged toward the window glass is increased by increasing the refrigerant discharge capacity of the compressor 11. Can be dehumidified. Therefore, even when the economy switch or the silent switch is turned on by the occupant, the anti-fogging property of the window glass can be reliably improved.

  Further, as described in the control step S7 (specifically, step S75), when the outlet mode is the manual defroster mode or the manual foot defroster mode, that is, when the occupant requests the anti-fogging mode, The blower motor voltage correction amount f (outside air temperature) is increased when the outside air temperature Tam is low (window fogging is difficult to eliminate) because it is determined that the urgency to prevent the window glass from fogging is high. Thereby, the ventilation capability of the air blower 32 can be increased, and the air volume of the air blown toward the window glass can be increased. Therefore, it is possible to further improve the antifogging property of the window glass.

  By the way, in this embodiment, since the temperature type expansion valve 27 as a decompression means for decompressing and expanding the refrigerant is employed, the degree of superheat of the refrigerant on the outlet side of the indoor evaporator 26 is controlled within a predetermined range.

  When the blowing capacity of the blower 32 is increased, the heat absorption amount on the air side is increased and the superheat degree of the refrigerant on the outlet side of the indoor evaporator 26 is likely to increase. However, in the temperature type expansion valve 27, the superheat degree is within a predetermined range. Thus, the opening degree of the temperature type expansion valve 27 increases. Thereby, the refrigerant | coolant evaporation temperature in the indoor evaporator 26 becomes easy to rise. Such an increase in the refrigerant evaporation temperature in the indoor evaporator 26 hinders the dehumidification of the blown air.

  On the other hand, in this embodiment, since the refrigerant discharge capacity of the compressor 11 is further increased, the refrigerant evaporation temperature in the indoor evaporator 26 can be lowered. For this reason, blowing air can be effectively dehumidified and it becomes possible to improve the anti-fogging property of a window glass more reliably.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIGS. This embodiment demonstrates the example which changed the control aspect of the compressor 11 and the air blower 32 with respect to the said 1st Embodiment.

  First, the control aspect of the air blower 32 of this embodiment is demonstrated using FIG. FIG. 12 is a flowchart showing a control flow corresponding to FIG. 9 of the first embodiment. First, in step S71, it is determined whether or not the auto switch of the operation panel 60 is turned on, as in the first embodiment.

  If it is determined in step S71 that the auto switch is not turned on, the process proceeds to step S72, and the blower motor that has the desired air volume of the occupant set by the air volume setting switch of the operation panel 60, as in the first embodiment. The voltage is determined and the process proceeds to step S8. On the other hand, if it is determined in step S71 that the auto switch is turned on, the process proceeds to step S73, and in the same manner as in the first embodiment, referring to the control map stored in advance in the air conditioning control device 50, the step is performed. A temporary blower motor voltage is determined based on the target blowing temperature TAO determined in S4.

  In the next step S741, it is determined whether or not the relative humidity RHW near the window glass surface exceeds a predetermined reference humidity (for example, 80%). If it is determined in step S741 that the relative humidity RHW near the window glass surface exceeds the reference humidity, the process proceeds to step S751.

  In step S751, a blower motor voltage correction amount f (RHW) for adjusting the blower motor voltage according to the relative humidity RHW in the vicinity of the window glass surface is determined with reference to a control map stored in the air conditioning control device 50 in advance. The process proceeds to step S771.

  Specifically, the blower motor voltage correction amount f (RHW) is increased stepwise as the relative humidity RHW near the window glass surface increases. That is, in the humidity increasing process in which the relative humidity RHW near the window glass surface increases, the correction amount f (RHW) is increased every time the relative humidity RHW near the window glass surface increases by a predetermined humidity (2.5% in the present embodiment). The predetermined value (1 in this embodiment) is increased. On the other hand, in the humidity reduction process in which the relative humidity RHW in the vicinity of the window glass surface decreases, the correction amount f (RHW) is reduced every time the relative humidity RHW in the vicinity of the window glass surface decreases by a predetermined humidity (2.5% in this embodiment). The predetermined value (1 in this embodiment) is decreased.

  For example, as shown in step S751 of FIG. 12, in the humidity increase process in which the relative humidity RHW near the window glass surface increases, if the relative humidity RHW near the window glass surface is lower than 87.5%, the correction amount f When (RHW) is set to the minimum “0” and the relative humidity RHW near the window glass surface rises to 87.5% or more, the correction amount f (RHW) is changed to “1”. Then, every time the relative humidity RHW near the window glass surface increases by 2.5%, the correction amount f (RHW) is increased stepwise by “1”. When the relative humidity RHW near the window glass surface rises to 95%, the correction amount f (RHW) is set to the maximum “4”.

  On the contrary, in the humidity decreasing process in which the relative humidity RHW near the window glass surface is decreased, if the relative humidity RHW near the window glass surface is higher than 92.5%, the correction amount f (RHW) is set to the maximum “4”. When the relative humidity RHW near the window glass surface is reduced to 92.5% or less, the correction amount f (RHW) is changed to “3”. Then, every time the relative humidity RHW near the window glass surface decreases by 2.5%, the correction amount f (RHW) is decreased stepwise by “1”. When the relative humidity RHW in the vicinity of the window glass surface decreases to 85%, the correction amount f (RHW) is set to the lowest “0”.

  In this embodiment, the humidity (first threshold) when lowering the first correction amount from the predetermined correction amount f (RHW) and the humidity (first threshold) when increasing the first correction amount from the predetermined correction amount f (RHW). 2 threshold) is provided with a difference (hysteresis region). That is, in the humidity increase process, the correction amount f (RHW) is increased by one step when the first threshold value is exceeded, and the correction amount f (RHW) when the second threshold value is set higher than the first threshold value. ) Is further lowered. Thereby, it is suppressed that the correction amount f (RHW) changes frequently by the temporary fluctuation | variation of the relative humidity RHW near the window-glass surface.

  In this step S751, when the relative humidity RHW in the vicinity of the window glass surface is low, that is, window fogging is likely to occur, the blower motor voltage correction amount f (RHW) is increased to increase the blower motor voltage, and from the defroster outlet. The air volume of the blown air can be increased. Therefore, the vehicle front window glass can be reliably anti-fogged.

  On the other hand, if it is determined in step S741 that the relative humidity RHW near the window glass surface does not exceed the reference humidity, the blower motor voltage correction amount f (window glass surface humidity) is determined to be “0”, and the process proceeds to step S771. move on.

  In subsequent step S771, the value obtained by adding the blower motor voltage correction amount f (RHW) to the temporary blower motor voltage determined in step S73 is compared with the lowest voltage (3 V in this embodiment), and the larger value is determined. While calculating, the larger value is compared with the maximum voltage (12 V in the present embodiment), the smaller value is determined as the blower motor voltage, and the process proceeds to step S8.

  Next, the control aspect of the compressor 11 of this embodiment is demonstrated using FIG. FIG. 13 is a flowchart showing a control flow corresponding to FIG. 10 of the first embodiment. First, in steps S111 and S112, as in the first embodiment, the amount of change Δf_C in the rotational speed of the compressor 11 in the cooling mode and the rotational speed of the compressor 11 in the heating mode, the first dehumidifying mode, and the second dehumidifying mode, respectively. A change amount Δf_H is determined.

  In the subsequent step S113, as in the first embodiment, the temporary upper limit value IVOmax ′ of the rotation speed of the compressor 11 is referred to the control map stored in the air conditioning controller 50 in advance based on the detected value of the vehicle speed sensor. The process proceeds to step S1141.

  In the next step S1141, it is determined whether or not the relative humidity RHW near the window glass surface exceeds a predetermined reference humidity (for example, 80%). If it is determined in step S741 that the relative humidity RHW in the vicinity of the window glass surface exceeds the reference humidity, the process proceeds to step S1151.

  In step S1151, with reference to the control map stored in the air conditioning control device 50 in advance, the rotation of the compressor 11 for adjusting the upper limit value of the rotation speed of the compressor 11 according to the relative humidity RHW near the window glass surface. The numerical upper limit correction amount f1 (RHW) is determined, and the process proceeds to step S1191.

  Specifically, the upper limit correction amount f1 (RHW) is increased stepwise as the relative humidity RHW near the window glass surface increases. That is, in the humidity increasing process in which the relative humidity RHW near the window glass surface increases, the correction amount f1 (RHW) is increased every time the relative humidity RHW near the window glass surface increases by a predetermined humidity (2.5% in this embodiment). The predetermined number of rotations (300 in the present embodiment) is increased. On the other hand, in the humidity lowering process in which the relative humidity RHW in the vicinity of the window glass surface decreases, the correction amount f1 (RHW) is reduced every time the relative humidity RHW in the vicinity of the window glass surface decreases by a predetermined humidity (2.5% in this embodiment). The predetermined value (300 in this embodiment) is decreased.

  For example, as shown in step S1151 of FIG. 13, in the humidity increasing process in which the relative humidity RHW near the window glass surface increases, if the relative humidity RHW near the window glass surface is lower than 87.5%, the correction amount f1. When (RHW) is set to the minimum “0” and the relative humidity RHW near the window glass surface rises to 87.5% or more, the correction amount f1 (RHW) is changed to “300”. Then, every time the relative humidity RHW near the window glass surface rises by 2.5%, the correction amount f (RHW) is increased stepwise by “300”. When the relative humidity RHW near the window glass surface rises to 95%, the correction amount f1 (RHW) is set to the maximum “1200”.

  On the contrary, in the humidity reduction process in which the relative humidity RHW in the vicinity of the window glass surface decreases, if the relative humidity RHW in the vicinity of the window glass surface is higher than 92.5%, the correction amount f1 (RHW) is maximized to “1200”. When the relative humidity RHW near the window glass surface is reduced to 92.5% or less, the correction amount f1 (RHW) is changed to “900”. Then, every time the relative humidity RHW in the vicinity of the window glass surface decreases by 2.5%, the correction amount f1 (RHW) is decreased stepwise by “300”. When the relative humidity RHW near the window glass surface decreases to 85%, the correction amount f1 (RHW) is set to the lowest “0”.

  In the present embodiment, the humidity (first threshold value) when lowering the first correction amount from the predetermined correction amount f1 (RHW) and the humidity (first threshold value) when increasing the first correction amount from the predetermined correction amount f1 (RHW). 2 threshold) is provided with a difference (hysteresis region). That is, in the humidity increase process, the correction amount f (RHW) is increased by one step when the first threshold value is exceeded, and the correction amount f (RHW) when the second threshold value is set higher than the first threshold value. ) Is further lowered. Thereby, it is suppressed that the correction amount f1 (RHW) changes frequently by the temporary fluctuation | variation of the relative humidity RHW near the window-glass surface.

  Thereby, when the relative humidity RHW in the vicinity of the window glass surface is higher than the reference humidity, that is, when window fogging is likely to occur, the upper limit f1 (outside temperature) of the rotation speed of the compressor 11 is increased to increase the compressor 11. Thus, the refrigerant discharge capacity can be increased, and the air blown toward the window glass can be dehumidified. Therefore, the vehicle front window glass can be reliably anti-fogged.

  On the other hand, when it is determined in step S1141 that the relative humidity RHW in the vicinity of the window glass surface does not exceed the reference humidity, the process proceeds to step S1161, and the upper limit value correction amount f1 (RHW) of the rotational speed of the compressor 11 is set to “ 0 "is determined, and the process proceeds to step S117.

  In step S117, as in the first embodiment, it is determined whether or not the current operation mode of the vehicle air conditioner 1 is the economy mode or the silent mode. When it is determined in step S117 that the current operation mode of the vehicle air conditioner 1 is the economy mode or the silent mode, the process proceeds to step S118, and the temporary rotation speed of the compressor is determined as in the first embodiment. The upper limit value IVOmax ′ is determined with reference to a control map stored in advance in the air conditioning control device 50 based on the detection value of the vehicle speed sensor, and the process proceeds to step S1191. In step S118, as in step S113, the temporary upper limit value IVOmax 'of the rotation speed of the compressor 11 is increased stepwise (stepwise) as the detected value of the vehicle speed sensor increases.

  Here, as is apparent from the control steps S113 and S118 of FIG. 13, in step S118, the temporary upper limit value IVOmax ′ of the rotational speed of the compressor 11 is determined according to the vehicle speed, as in step S113. Any decision value is determined to be smaller than the value decided in step S113. In other words, the provisional upper limit value IVOmax ′ of the rotation speed of the compressor 11 in the present embodiment is reduced in the noise mode of the vehicle air conditioner 1 in the economy mode where the user desires power saving of the vehicle air conditioner 1 or Is determined so that the rotational speed (refrigerant discharge capacity) of the compressor 11 is lower than that in the air conditioning other than the economy mode or the silent mode.

  On the other hand, if it is determined in step S117 that the current operation mode of the vehicle air conditioner 1 is not the economy mode or the silent mode, the process proceeds to step S1191.

  In step S1191, a value obtained by adding the upper limit correction amount f1 (RHW) determined in steps S1151 and S1161 to the temporary upper limit value IVOmax ′ of the rotation speed of the compressor 11 determined in steps S113 and S118. After determining the upper limit value IVOmax of the rotation speed of the compressor 11, the compressor rotation speed fn of this time is determined through steps S1110 to S1113, and the process proceeds to step S12.

  Other configurations and operations of the vehicle air conditioner 1 are the same as those in the first embodiment. Therefore, according to the vehicle air conditioner 1 of the present embodiment, as explained in the control step S1151, when the relative humidity RHW near the window glass surface is higher than the reference humidity, it is determined that window fogging is likely to occur. However, the upper limit correction amount f1 (RHW) of the rotational speed of the compressor 11 is increased stepwise in accordance with the increase in the relative humidity RHW near the window glass surface. Thereby, the refrigerant | coolant discharge capability of the compressor 11 can be raised and the air blown off toward a window glass can be dehumidified.

  On the other hand, as explained in the control step S1161, when the relative humidity RHW in the vicinity of the window glass surface is equal to or lower than the reference humidity, it is determined that the window fog hardly occurs and the necessity for performing the fog prevention of the window glass is low. The upper limit correction amount f1 (RHW) of the rotation speed of the compressor 11 is set to zero. Thereby, since the upper limit value IVOmax of the refrigerant discharge capacity of the compressor 11 is not increased, an increase in power consumption of the compressor 11 can be suppressed.

  Therefore, it is possible to improve the antifogging property of the window glass while suppressing an increase in energy consumption as the entire vehicle air conditioner.

  As is apparent from FIG. 13, the control step S1151 is executed even when the operation mode is the economy mode or the silent mode. Therefore, even when the economy switch or the silent switch is turned on by the occupant, if the relative humidity RHW near the window glass surface is higher than the reference humidity and the necessity of anti-fogging is high, the refrigerant discharge capacity of the compressor 11 is increased. Thus, the air blown toward the window glass can be dehumidified. Therefore, even when the economy switch or the silent switch is turned on by the occupant, the anti-fogging property of the window glass can be reliably improved.

  Further, as described in the control step S7 (specifically, step S751), when the relative humidity RHW near the window glass surface is higher than the reference humidity, that is, it is determined that window fogging is likely to occur, and the window glass surface When the nearby relative humidity RHW is high, the blower motor voltage correction amount f (RHW) is increased. Thereby, the ventilation capability of the air blower 32 can be increased, and the air volume of the air blown toward the window glass can be increased. Therefore, it is possible to further improve the antifogging property of the window glass.

(Third embodiment)
In each of the above-described embodiments, an example has been described in which the refrigeration cycle 10 configured to be able to switch between the cooling mode, the heating mode, the first dehumidifying mode, and the second dehumidifying mode is employed. As shown in FIG. 14, the refrigeration cycle 10 having no refrigerant circuit switching function is employed.

  Specifically, the refrigeration cycle 10 according to the present embodiment includes a compressor 11, an outdoor heat exchanger 16, a temperature expansion valve 27, and an indoor evaporator 26 that are annularly connected in this order. It plays the function of cooling the blown air. That is, the cooling mode in each of the above-described embodiments is configured to be realizable.

  Therefore, in the refrigerating cycle 10 of this embodiment, each solenoid valve 13-24 which is a refrigerant circuit switching means is abolished. Furthermore, the accumulator 29 connected to the refrigerant suction port of the compressor 11 is abolished, and a receiver 29a is provided as a high-pressure side gas-liquid separator that separates the gas-liquid of the refrigerant flowing out of the outdoor heat exchanger 16 and stores excess refrigerant. ing. Other configurations are the same as those of the first embodiment.

  Furthermore, the operation of this embodiment is basically executed based on the control flow shown in FIG. 7 of the first embodiment, but in this embodiment, the solenoid valves 13 to 24 which are refrigerant circuit switching means are abolished. Therefore, the control related to switching of the refrigerant circuit in steps S6, S13, etc. is abolished. Further, for example, the control related to the operation mode other than the cooling mode such as S112 in FIG. 10 of the first embodiment is also abolished.

  Further, for example, the determination as to whether or not the operation mode is the cooling mode shown in the control step S1110 in FIG. 11 of the first embodiment is not performed. Specifically, the control step S1110 and the like in FIG. 11 may be abolished, or it may be determined that the cooling mode is always performed at the time of the determination in step S1110.

  Therefore, 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 like this embodiment, it is the above-mentioned. By applying the control mode described in each embodiment, the effects described in each of the above embodiments can be obtained.

(Other embodiments)
The present invention is not limited to the above-described embodiment, and can be variously modified as follows without departing from the spirit of the present invention.

  (1) In the first embodiment described above, in the control steps S114 and S115, the example in which the refrigerant discharge capacity of the compressor 11 is increased when the outlet mode is the manual foot mode or the manual foot defroster mode has been described. However, the upper limit value IVOmax of the rotation speed of the compressor 11 may be increased in a blower outlet mode (defroster mode or foot defroster mode) in which blown air is blown from at least the defroster outlet.

  In this case, when switching to the anti-fogging mode by turning on the air outlet mode switch and outputting the anti-fogging mode request signal, the mode is switched to the anti-fogging mode regardless of the output of the anti-fogging mode request signal. The increase degree of the upper limit value IVOmax of the rotation speed of the compressor 11 may be made higher than that in the case of the case.

  According to this, when the air outlet mode is switched to the anti-fogging mode due to the introduction of the air outlet mode changeover switch by the occupant, that is, when the urgency of anti-fogging the window glass is high, the refrigerant of the compressor 11 The discharge capacity can be increased more than when the occupant does not require the anti-fogging mode, and the air blown toward the window glass can be dehumidified. On the other hand, when the occupant switches to the defogging mode regardless of whether the defogging mode means is turned on, that is, when the urgency of defogging the window glass is low, the upper limit value IVOmax of the rotation speed of the compressor 11 Therefore, the increase in power consumption of the compressor 11 can be suppressed. Therefore, it is possible to improve the antifogging property of the window glass while suppressing an increase in energy consumption as the entire vehicle air conditioner.

  (2) In the first and second embodiments described above, the refrigeration cycle 10 that heats or cools the blown air blown into the vehicle interior by switching the refrigerant circuit is employed, and in the fifth embodiment, the blown air is cooled. Although the example which employ | adopted the refrigerating cycle 10 to explain was carried out, of course, the heat pump which heats blowing air by using the radiator which radiates the refrigerant | coolant discharged from the compressor 11 as an indoor heat exchanger, and the evaporator which evaporates a refrigerant as an outdoor heat exchanger A cycle may be employed.

  (3) In each of the above-described embodiments, the vehicle air conditioner 1 of the present invention is not described in detail with respect to the driving force for driving the vehicle of the plug-in hybrid vehicle. The present invention may be applied to a so-called parallel type hybrid vehicle that can travel by directly obtaining driving force from both the EG and the electric motor for traveling, or the engine EG is used as a driving source of the generator 80 to generate electric power. You may apply to what is called a serial type hybrid vehicle which travels by obtaining driving force from the electric motor for driving | running | working which is stored in the battery 81 and further operates by being supplied with the electric power stored in the battery 81.

  Moreover, you may apply the vehicle air conditioner 1 of this invention to the electric vehicle which obtains the driving force for vehicle travel only from a travel electric motor, without providing the engine EG.

DESCRIPTION OF SYMBOLS 10 Refrigeration cycle 11 Compressor 32 Blower 50a Discharge capacity control means 50b Blower capacity control means

Claims (8)

A vapor compression refrigeration cycle (10) that includes a compressor (11) that compresses and discharges refrigerant and adjusts the temperature of the blown air that is blown into the vehicle interior;
Discharge capacity control means (50a) for controlling the refrigerant discharge capacity of the compressor (11);
Upper limit determination means (S119) for determining an upper limit (IVOmax) of the refrigerant discharge capacity;
A blower outlet mode switching means for switching a plurality of blower outlet modes by switching the air volume ratio blown from a plurality of blower outlets including a defroster blower outlet that blows out the blown air toward at least the vehicle window glass inner surface,
The discharge capacity control means (50a), when the air outlet mode switching means switches the air outlet mode to at least the anti-fogging mode in which the blown air is blown out from the defroster air outlet, the upper limit value determining means (S119). The vehicle air conditioner is characterized in that the upper limit value (IVOmax) determined by the above is increased. Furthermore, an anti-fogging mode requesting means for outputting an anti-fogging mode request signal for requesting execution of the anti-fogging mode by the operation of a passenger
The discharge capacity control means (50a) increases the upper limit value (IVOmax) determined by the upper limit value determination means (S119) when the anti-fogging mode request signal is output. Item 2. The vehicle air conditioner according to Item 1. Furthermore, an anti-fogging mode requesting means for outputting an anti-fogging mode request signal for requesting execution of the anti-fogging mode by the operation of a passenger
The discharge capacity control means (50a) outputs the anti-fogging mode request signal when the outlet mode switching means switches to the anti-fogging mode when the anti-fogging mode request signal is output. 2. The vehicle air conditioner according to claim 1, wherein the increase degree of the upper limit value (IVOmax) is made higher than when the mode is switched to the anti-fogging mode. Furthermore, it comprises a blowing capacity control means (50b) for controlling the blowing capacity of the blower (32),
The air blowing capacity control means (50b) increases the air blowing capacity when the air outlet mode switching means switches the air outlet mode to the anti-fogging mode. The vehicle air conditioner according to claim 1. Furthermore, it comprises a power saving request means for outputting a power saving request signal for requesting power saving of at least the power required for air conditioning in the passenger compartment by the operation of the passenger,
The discharge capacity control means (50a) is configured so that the air outlet mode switching means changes the air outlet mode to the anti-fogging mode even when the power saving request signal is output by the power saving request means. 2. The vehicle air conditioner according to claim 1, wherein the upper limit value (IVOmax) determined by the upper limit value determining means (S <b> 119) is increased when the mode is switched. A vapor compression refrigeration cycle that has a blower (32) that blows air into the passenger compartment and a compressor (11) that compresses and discharges refrigerant and adjusts the temperature of the blown air blown by the blower (32). (10) and
Discharge capacity control means (50a) for controlling the refrigerant discharge capacity of the compressor (11);
A humidity detecting means (58) for detecting the humidity (RHW) near the surface of the vehicle window glass,
The vehicle air conditioner characterized in that the discharge capacity control means (50a) increases the refrigerant discharge capacity when the humidity (RHW) in the vicinity of the vehicle window glass surface exceeds a predetermined reference humidity. . Furthermore, it comprises a blowing capacity control means (50b) for controlling the blowing capacity of the blower (32),
The vehicle according to claim 6, wherein the air blowing capacity control means (50b) increases the air blowing capacity when a humidity (RHW) in the vicinity of the surface of the vehicle window glass is equal to or higher than the reference humidity. Air conditioner Furthermore, it comprises a power saving request means for outputting a power saving request signal for requesting power saving of at least the power required for air conditioning in the passenger compartment by the operation of the passenger,
In the discharge capacity control means (50a), even when the power saving request signal is output by the power saving request means, the humidity (RHW) in the vicinity of the surface of the vehicle window glass is equal to or higher than the reference humidity. The vehicle air conditioner according to claim 6, wherein the refrigerant discharge capacity is increased when it becomes.

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