JP2012131480A - Vehicle equipped with air conditioning apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle including an air conditioning apparatus, which adjusts supplied air (I) flowing in a vehicle inside (2), and includes a heat exchanger (8) for heating which is thermally joined to a drive engine or the like through a cooling circulation system (13), and an auxiliary heat exchanger (7) connected to a refrigerant circulation system together with a compressor (3), wherein the compressor can be adjusted by an adjustment device (37) in response to setting (Qsoll) on a user side, and the auxiliary heat exchanger (7) operates as a condenser in a heating operation mode and emits heat to the supplied air (I) together with the heat exchanger for heating (8) to improve adjustment accuracy of the air conditioning apparatus.SOLUTION: The adjustment device (37) includes an evaluation unit (38). The evaluation unit compares a target heat supply amount (Qsoll) corresponding to setting on the user side and a calculated actual heat supply amount (Qist). The adjustment device (37) derives an adjustment amount (Y) for controlling the compressor (3) based on the comparison.

Description

  The present invention relates to a vehicle equipped with an air conditioner according to the premise of claim 1 and a method for operating the air conditioner according to claim 10 in such a vehicle.

  In order to heat the vehicle interior, the supply air flowing into the vehicle interior can be warmed by using, for example, a heating heat exchanger to which exhaust heat of the internal combustion engine is sent via a cooling circulation system. In recent vehicles, only a small amount of exhaust heat is generated in the drive engine, so an auxiliary heater that can compensate for the difference from the total required heat output is usually added to the heat exchanger for heating. Has been. This auxiliary heater can be implemented in various ways, for example as a PTC heating element.

  In a vehicle equipped with a general air conditioning facility as known in Patent Document 1, the auxiliary heater can be connected to the refrigerant circulation system of the air conditioning facility. The auxiliary heater can operate as a condenser in the heating operation mode of the air conditioning equipment, and can release heat to the supply air together with the heating heat exchanger. This air conditioning equipment includes an adjusting device that adjusts the refrigerant circulation system in accordance with the setting on the user side.

German Patent Application Publication No. 10346827

  The subject of this invention is providing the vehicle provided with the air conditioning equipment which can adjust a refrigerant | coolant circulation system with a higher adjustment precision easily, and the operating method of an air conditioning equipment.

This problem is solved by the features of claim 1 or claim 10. More preferred embodiments of the invention are disclosed in the dependent claims.
According to the characteristic part of claim 1, the adjusting device includes an evaluation unit, in which the target heat supply amount corresponding to the setting on the user side and the calculated actual heat supply amount are calculated. A comparison is made. Based on this comparison, the adjustment device derives an adjustment amount for controlling the compressor. Preferably, the actual heat supply can be calculated using only the parameters of the supply air. Thereby, it is possible to omit detection of a cooling circulation system parameter and a refrigerant circulation system parameter that are difficult to measure.

  The main purpose of the adjustment as described above is to make the generated heat output at least equivalent to that of a conventional auxiliary heater (eg PTC element). However, unlike such PTC auxiliary heaters, the auxiliary heat exchanger according to the present invention can be operated with much higher efficiency, i.e., according to the present invention, the power source energy of the auxiliary heater according to the conventional design concept is higher than that of the auxiliary heater. Use is considerably less.

  In the use case of the refrigerant circulation system heat pump according to the present invention, depending on each embodiment, the design can be “overheated” immediately. Here, since the output value increases in direct proportion to the energy consumption, it is possible to realize a design in which adjustment is performed so as to guarantee the operation of the heat pump at a preset output limit. In this case, it is preferable that the maximum output of the compressor, which can be adjusted by the adjusting device, is set so that an obviously large heat output can be achieved by the auxiliary heat exchanger compared to the conventional PTC auxiliary heater. is there.

  In order to calculate the actual heat supply amount, a temperature sensor for detecting the air inflow temperature and the air outflow temperature of the collective heat source including the auxiliary heat exchanger and the heating heat exchanger can be installed. Both temperature sensors can preferably be arranged downstream and upstream of the collecting heat source, respectively.

  In addition, the evaluation unit is provided with a measurement unit that detects the actual air mass flow rate of the supply air that passes through the collective heat source. Detection of the air mass flow rate of the supply air can be performed using a dedicated measuring element. However, it is preferable to indirectly calculate the air mass flow rate of the supply air based on the operating parameters of the components of the existing equipment. That is, in a predetermined ventilation structure, an air flow flap and a blower for adjusting the air mass flow rate can be provided in the flow path of the supply air, specifically upstream of the collective heat source. With this airflow flap, the air mass flow rate of the supply air flowing through the collective heat source or the bypass air flow flowing beside the collective heat source can be adjusted according to the flap position.

  In this configuration, the measurement unit can determine the air mass flow rate of the supply air based on the electrical output of the blower and the flap position of the airflow flap. For this purpose, a characteristic table is stored in the measurement unit, where the air mass flow rate can be obtained by inputting a pair of values consisting of the blower output and the flap position, and the air mass flow rate can be read out. be able to. This characteristic table can be determined experimentally based on tests.

  The air conditioning unit may include an evaporator upstream of the collective heat source, and the evaporator is connected to the refrigerant circulation system together with the auxiliary heat exchanger. When implementing the heating operation mode, the components of the refrigerant circulation system can be controlled so that, for example, only the auxiliary heat exchanger operates as a condenser while the evaporator is stopped. In contrast, in the cooling operation mode, the auxiliary heat exchanger is stopped, while the evaporator absorbs heat from the supply air.

  In order to adjust the refrigerant circulation system in the cooling operation mode, the evaporator can be provided with a temperature sensor for detecting the evaporator temperature. This temperature sensor can preferably be installed outside the evaporator. In consideration of reducing the number of components, the temperature sensor on the evaporator side not only detects the temperature of the evaporator, but also plays the role of detecting the air inflow temperature of the collective heat source in the heating operation mode. It is particularly preferred that it is adjusted.

  Hereinafter, exemplary embodiments of the present invention will be described with reference to the accompanying drawings.

The circuit diagram of the air-conditioning equipment of the motor vehicle at the time of heating operation mode implementation. The figure corresponding to FIG. 1 of the air-conditioning equipment at the time of cooling operation mode implementation.

  FIG. 1 and FIG. 2 show an automobile air conditioning system that can cool or heat the automobile cabin 2. FIG. 1 shows a heating operation mode for heating the vehicle interior 2, and a portion where the refrigerant flows is emphasized by a thicker line than a portion where the refrigerant is stopped in the heating operation mode. That is, the refrigerant is guided from the compressor 3 through the 3 / 2-way valve 5 into the first high-pressure pipe 6, and the first high-pressure pipe extends to the first heat exchanger 7 in the direction of the arrow. Yes. The first heat exchanger 7 is disposed in the air conditioning unit 9 indicated by a broken line in the air duct, and the supply air I is sent into the vehicle interior 2 through this air duct.

  The first heat exchanger 7 forms a collective heat source 10 together with the heating heat exchanger 8, and the supply air I passes through the collective heat source. At that time, the heating heat exchanger 8 is disposed in a cooling circulation system 13 which is omitted by a broken line, and exhaust heat generated in an internal combustion engine (not shown) is converted into heating heat by the cooling circulation system. It can be fed into the exchanger 8.

  As shown in FIG. 1, the auxiliary heat exchanger 7 operating as a condenser is connected to the heat exchanger 17 via the second high-pressure pipe 11, the 3 / 2-way valve 12, and the expansion device 15. Fluidly coupled. The heat exchanger 17 operates as an evaporator that removes heat from ambient air in the heating operation mode. A downstream of the heat exchanger 17 extends to the suction side of the compressor 3 by a low pressure pipe 19. Here, the low-pressure pipe 19 extends through the internal heat exchanger 21, and heat exchange can be performed on the high-pressure side, that is, the high-pressure pipe 11 in the internal heat exchanger.

  As can be seen from FIG. 1, an air duct portion 31 is disposed upstream of the cooling unit 9 in the air flow. A blower 33 for adjusting the supply air I is disposed in the duct portion 31. A branch portion is provided downstream of the blower 33, and the air duct is divided into a bypass pipe 34 and a supply pipe 35 that feeds the supply air I to the air conditioning unit 9. A temperature mixing flap 36 is further arranged at the branch portion. The flow cross-sectional area in the supply pipe 35 can be adjusted according to the flap position.

  In order to adjust the air conditioning equipment, an adjustment device 37 is provided, and this adjustment device adjusts the refrigerant circulation system to the setting on the user side. For this purpose, the adjusting device 37 generates an adjusting signal Y for controlling the compressor 3. The adjustment device 37 generates the adjustment signal Y by detecting the parameter of the supply air. For this purpose, temperature sensors 39 and 40 are installed in the air conditioning unit 9, and these temperature sensors are arranged upstream and downstream of the collective heat source 10, respectively. Both the sensors 39 and 40 detect the air inflow temperature Te and the air outflow temperature Ta of the collective heat source 10. Then, as shown in FIG. 1, the current angular position W of the airflow flap 36 is detected by the position sensor 41 and sent to the measurement units 42 and 43.

In addition to the angular position W of the airflow flap 36, a voltage U _G blower 33 is correlated with the blower output is also detected and transferred to the measuring unit 42, 43. The program module 42 of the measurement unit, characteristic table can be read air mass flow rate of the supply air I at that time by entering the angular position W and blower voltage U _G is stored. This program module 42 communicates signals with other program modules 43, which are responsible for the actual heat supply based on the temperature difference between the air inflow temperature and the air outflow temperature and the measured air mass flow rate m. The quantity Qist is calculated. The calculated actual heat supply amount Qist can be compared with the target heat supply amount Qsoll corresponding to the setting on the user side by the evaluation unit 38 of the adjusting device 37. Based on this comparison, the control mechanism 37 can generate an adjustment signal Y for controlling the compressor 3.

  Compared to the conventional PTC auxiliary heater, the auxiliary heat exchanger 7 according to the present invention can far exceed the heat output of the conventional PTC heating element by appropriately controlling the compressor 3. This can provide customers with a much higher level of comfort. On the other hand, if the output upper limit of the compressor 3 is adjusted to be a predetermined upper limit, the indoor comfort guaranteed in the past can be maintained.

  FIG. 2 shows the cooling operation mode of the air conditioning equipment, and the piping through which the refrigerant flows is highlighted with a thick line. In the cooling operation mode, the 3 / 2-way valve 5 shuts off the pipe 6 that reaches the first heat exchanger 7 in the air conditioning unit 9 downstream of the compressor 3, while the intermediate pipe 23 that reaches the pipe 19 is disconnected. Open. At the branching portion to the pipe 19, the shutoff valve 25 on the opposite side to the heat exchanger 17 is in a closed state, so that the refrigerant can flow through the heat exchanger 17. In the cooling operation mode, heat is released to the surrounding air as a condenser.

  The refrigerant is guided to the evaporator 29 in the air conditioning unit 9 through the one-way valve 27 connected in parallel to the expansion device 15, the internal heat exchanger 21, and the 3 / 2-way valve 12. . An air duct portion 31 is disposed upstream of the evaporator 29. Adjustment of the refrigerant circulation system in the cooling operation mode can be performed by the adjustment device 37 in a manner similar to that in the heating operation mode. Unlike FIG. 1, in the cooling operation mode of FIG. 2, the actual heat flow taken from the supply air I can be calculated based on the temperature difference between the evaporator inflow temperature and the evaporator outflow temperature. In FIG. 2, the evaporator inflow temperature is detected by the temperature sensor 45, while the evaporator outflow temperature is detected by the temperature sensor 40.

Claims (10)

A vehicle provided with an air conditioning facility for adjusting the supply air (I) flowing into the vehicle compartment (2), the air conditioning facility comprising a heating heat exchanger (8), an auxiliary heat exchanger (7), The heating heat exchanger is thermally coupled to a drive engine or the like via a cooling circulation system (13), and the auxiliary heat exchanger is configured to circulate refrigerant together with the compressor (3). Connected to the system, the compressor can be adjusted according to the setting (Qsoll) on the user side by the adjusting device (37), and the auxiliary heat exchanger (7) serves as a condenser in the heating operation mode. In a vehicle that operates and releases heat to the supply air (I) together with the heating heat exchanger (8),
The adjusting device (37) comprises an evaluation unit (38);
In the evaluation unit, the target heat supply amount (Qsoll) corresponding to the setting on the user side is compared with the calculated actual heat supply amount (Qist),
The vehicle characterized in that the adjustment device (37) derives an adjustment amount (Y) for controlling the compressor (3) based on the comparison.   Of the compressor (3) adjustable by the adjusting device (37) so that the heat output by the auxiliary heat exchanger (7) can be adjusted much larger than that of a conventional auxiliary heater, for example a PTC heating element. The vehicle according to claim 1, wherein a maximum output is set.   3. The vehicle according to claim 1, wherein the actual heat supply amount (Qist) is calculated only by parameters (m, Ta, Te) of the supply air (I).   In order to calculate the actual heat supply amount (Qist), the air inflow temperature (Te) and the air outflow temperature of the collective heat source (10) comprising the auxiliary heat exchanger (7) and the heating heat exchanger (8) The vehicle according to claim 1, 2 or 3, wherein a temperature sensor (39, 40) for detecting (Ta) is provided.   The evaluation unit (38) is provided with measurement units (42, 43) for measuring the air mass flow rate (m) of the supply air (I) in order to calculate the actual heat supply amount (Qist). The vehicle according to any one of claims 1 to 4, characterized in that:   An airflow flap (36) and a blower (33) for adjusting the air mass flow rate (m) are arranged upstream of the collective heat source (10) including the heating heat exchanger (8) and the auxiliary heat exchanger (7). The vehicle according to any one of claims 1 to 5, wherein the vehicle is provided, and the flow cross-sectional area and flow velocity of the supply air (I) can be adjusted by the airflow flap and the blower. An airflow flap (36) and a blower (33) for adjusting the air mass flow rate (m) are arranged upstream of the collective heat source (10) including the heating heat exchanger (8) and the auxiliary heat exchanger (7). Provided,
Wherein the measuring unit (42, 43), the air mass flow (m) on the basis of the flap position (W) blower parameters that correlate to the electrical output or that of the blower (U _G) and the air flow flap (36) The vehicle according to claim 5, wherein the vehicle is determined.   The air conditioning unit (9) includes an evaporator (29) upstream of the collective heat source (10), and the evaporator is connected to a refrigerant circulation system together with the auxiliary heat exchanger (7). (29) is stopped particularly in the heating operation mode, and absorbs heat from the supplied air (I) in the cooling operation mode in which the auxiliary heat exchanger (7) is stopped. The vehicle according to claim 7. The evaporator (29) is provided with a temperature sensor (40) for detecting the evaporator temperature (T _V ) in the cooling operation mode, and the temperature sensor (40) is a collective heat source (in the heating operation mode). 10. The vehicle according to claim 8, wherein the air inflow temperature (Te) of 10) is detected. The driving method of the air conditioning equipment for a vehicle according to any one of claims 1 to 9.

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