JP2013252795A - Air conditioning system for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To attempt to satisfy a dual requirement of ensuring air conditioning performance of an air conditioning system for a vehicle, and suppressing unwanted energy consumption.SOLUTION: An upon-stop defrosting executing means executes defrosting operation when pre-air-conditioning operation is requested to execute by pre-air-conditioning start switches 60a and 70a upon stop of a vehicle. Thus, when the pre-air-conditioning operation is requested to execute and a driver is scheduled to get in a vehicle in the near future, the defrosting operation is executed and the air conditioning performance of the air conditioning system for a vehicle can be ensured, and also when the driver is not scheduled to get in a vehicle in the near future, it is possible to suppress a fact that the defrosting operation is executed, and to suppress the unwanted energy consumption in the air conditioning system for a vehicle.

Description

  The present invention relates to a vehicle air conditioner configured to be able to perform a defrosting operation for defrosting a heat exchanger that functions as an evaporator in a refrigeration cycle when frost is generated.

  Conventionally, Patent Document 1 discloses a vehicle air conditioner applied to an electric vehicle. The vehicle air conditioner disclosed in Patent Document 1 performs air conditioning of the passenger compartment before the passenger gets into the passenger compartment even when the battery (power storage unit) is charged with electric power supplied from an external power source (commercial power source). When defrosting occurs in the pre-air-conditioning operation or in the outdoor heat exchanger that functions as an evaporator in the refrigeration cycle, a defrosting operation for defrosting the frost is performed.

Japanese Patent Laid-Open No. 7-212902

  However, according to the control flow of the vehicle air conditioner disclosed in Patent Document 1, even if the occupant has no plan to board the vehicle in the near future (for example, the next day), that is, in the near future. Even when the vehicle air conditioner is not scheduled to be operated, the defrosting operation may be performed when the battery is charged from the external power source. Since the defrosting operation performed in such a case does not contribute at all to ensure the performance of the vehicle air conditioner, the electric energy supplied from the external power source is unnecessarily consumed. Become.

  In view of the above points, an object of the present invention is to suppress unnecessary energy consumption in a vehicle air conditioner.

  Another object of the present invention is to achieve both of ensuring the air conditioning performance of a vehicle air conditioner and suppressing unnecessary energy consumption.

The present invention has been devised to achieve the above object, and in the invention according to claim 1, a vapor compression refrigeration cycle (10) for adjusting the temperature of the blown air blown into the passenger compartment is provided. A defrosting operation for defrosting the outdoor heat exchanger (16) when frost formation occurs in the outdoor heat exchanger (16) that exchanges heat between the refrigerant and the outside air in the refrigeration cycle (10); A vehicle air conditioner configured to be capable of performing pre-air conditioning operation to start air conditioning in the vehicle interior before getting into the vehicle interior,
Pre-air-conditioning request means (60a, 70a) that requests execution of pre-air-conditioning operation by an occupant's operation, and pre-air-conditioning operation is requested by the pre-air-conditioning request means (60a, 70a) when the vehicle is stopped It is characterized by comprising a defrosting-execution means for stop (S137) for performing a defrosting operation when being performed.

  According to this, since the defrosting execution means at the time of stop (S137) is provided, the defrosting operation is performed when the pre-air conditioning request means (60a, 70a) is requested to perform the pre-air conditioning operation when the vehicle is stopped. Will be executed.

  Here, the fact that the pre-air-conditioning operation is required means that the occupant is scheduled to get on the vehicle in the near future. Therefore, when the occupant is scheduled to get into the vehicle in the near future, the defrosting operation is performed as necessary to suppress a decrease in the heat exchange performance of the outdoor heat exchanger (16) due to frost formation. Therefore, the air conditioning performance of the vehicle air conditioner can be secured. On the other hand, when the occupant is not scheduled to get on the vehicle in the near future, it is possible to suppress the defrosting operation from being performed, and to suppress unnecessary energy consumption in the vehicle air conditioner.

  More specifically, the vehicle air conditioner according to the first aspect of the present invention includes an electric vehicle having a power storage means (V) that stores electric power supplied from an external power source and an electric motor that outputs driving force for traveling the vehicle. When the defrosting execution means during stop (S137) is applied when the pre-air conditioning operation is requested by the pre-air conditioning request means (60a, 70a) when the vehicle is stopped, What is necessary is just to perform a defrost operation, when charge of an electrical storage means (V) is completed.

  As a result, it is possible to suppress unnecessary consumption of the external power source and to perform the pre-air-conditioning operation when the charging of the power storage means (V) is completed. It can also be prevented that charging from the power source to the power storage means (V) is hindered.

  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.

1 is an overall configuration diagram of a vehicle air conditioner according to an embodiment. It is a block diagram which shows the electric control part of the vehicle air conditioner of one Embodiment. It is a flowchart which shows the control processing of the vehicle air conditioner of one Embodiment. It is a flowchart for performing the driving | operation of a defrost mode among the control processing of the vehicle air conditioner of one Embodiment.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The vehicle air conditioner 1 of the present embodiment is applied to an electric vehicle that obtains a driving force for traveling from a traveling electric motor. In this electric vehicle, electric power supplied from an external power supply (commercial power supply) is charged to the battery V as the storage means when the vehicle is stopped, and electric power stored in the battery V is supplied to the electric motor for traveling when the vehicle is traveling. To do.

  Further, in this electric vehicle, the electric power stored in the battery V or the electric power supplied from the external electric power is supplied to various electric components of the vehicle air conditioner 1 through the air conditioning controller 50 described later. The vehicle air conditioner 1 is operated. Therefore, even when the external power source is connected to the vehicle (specifically, the battery V) when the vehicle is stopped, the pre-air-conditioning operation is performed to air-condition the vehicle interior before the passenger gets into the vehicle interior. Can do.

  Next, the detailed structure of the vehicle air conditioner 1 is demonstrated using FIG. 1, FIG. The vehicle air conditioner 1 of this embodiment includes a vapor compression refrigeration cycle 10 as temperature adjusting means for adjusting the temperature of blown air blown into the vehicle interior, and the blown air adjusted in temperature by the refrigerating cycle 10. And an air conditioning control device 50 for controlling the operation of various electric components of the vehicle air conditioning device 1.

  First, the refrigeration cycle 10 includes a cooling mode refrigerant circuit that cools the blown air to cool the passenger compartment, a heating mode refrigerant circuit that heats the blown air and heats the passenger compartment, and the refrigeration cycle 10 in the heating mode. When the frost is generated in the outdoor heat exchanger 16 that functions as an evaporator for evaporating the refrigerant, the refrigerant circuit in the defrost mode (defrost operation) for defrosting the frost is configured to be switchable.

  In FIG. 1, the refrigerant flow in the cooling mode is indicated by a broken line arrow, the refrigerant flow in the heating mode is indicated by a solid arrow, and the refrigerant flow in the defrosting mode is indicated by a double line arrow.

  The refrigeration cycle 10 includes a compressor 11 that compresses and discharges refrigerant, an indoor condenser 13 and an indoor evaporator 18 that serve as indoor heat exchangers that heat or cool blown air, and heating that serves as decompression means for decompressing and expanding the refrigerant. A fixed throttle 14, a cooling fixed throttle 17, and an on-off valve 15a as a refrigerant circuit switching means and a three-way valve 20 are provided.

  The refrigeration cycle 10 employs an HFC refrigerant (specifically, R134a) as the refrigerant, and constitutes a vapor compression subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant. ing. Of course, you may employ | adopt HFO type refrigerant | coolants (for example, R1234yf). Furthermore, refrigeration oil for lubricating the compressor 11 is mixed in the refrigerant, and a part of the refrigeration oil circulates in the cycle together with the refrigerant.

  The compressor 11 is disposed inside a vehicle hood outside the passenger compartment, sucks refrigerant in the refrigeration cycle 10, compresses it, and discharges it. A fixed displacement compression mechanism 11a having a fixed discharge capacity is used as an electric motor 11b. It is comprised as an electric compressor which drives. 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 the control signal output from the air conditioning control device 50. And the refrigerant | coolant discharge capability of the compressor 11 is changed by this frequency (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 13 is connected to the discharge port side of the compressor 11. The indoor condenser 13 is disposed in a casing 31 that forms an air passage for the blown air blown into the vehicle interior in the indoor air conditioning unit 30 and blows air by exchanging heat between the refrigerant circulating in the interior and the blown air. It is a heat exchanger for heating which heats air.

  The refrigerant outlet side of the indoor condenser 13 is connected to the refrigerant inlet side of the outdoor heat exchanger 16 through a heating fixed throttle 14 that depressurizes the refrigerant in the heating mode. As the heating fixed throttle 14, an orifice, a capillary tube or the like can be adopted. Of course, as long as the function of depressurizing the refrigerant in the heating mode can be exhibited, a variable throttle mechanism such as an electric expansion valve with a fully open function may be adopted without being limited to the fixed throttle.

  Further, in the present embodiment, a bypass passage 15 is provided that guides the refrigerant flowing out of the indoor condenser 13 to the refrigerant inlet side of the outdoor heat exchanger 16 by bypassing the heating fixed throttle 14. An opening / closing valve 15 a for opening and closing the bypass passage 15 is disposed in the bypass passage 15.

  The on-off valve 15a constitutes a refrigerant circuit switching means for switching the refrigerant circuit in the cooling mode, the refrigerant circuit in the heating mode, and the refrigerant circuit in the defrosting mode, and is operated by a control signal output from the air conditioning control device 50. Is a solenoid valve to be controlled. Specifically, the on-off valve 15a of the present embodiment opens during the cooling mode and the defrost mode, and closes during the heating mode.

  Note that the pressure loss that occurs when the refrigerant passes through the bypass passage 15 with the on-off valve 15a open is in contrast to the pressure loss that occurs when the refrigerant passes through the heating fixed throttle 14 with the on-off valve 15a closed. And very small. Therefore, when the on-off valve 15a is opened, almost the entire flow rate of the refrigerant flowing out of the outdoor heat exchanger 16 flows to the outdoor heat exchanger 16 side through the bypass passage 15.

  The outdoor heat exchanger 16 is disposed in the vehicle bonnet, 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 (blowing capacity) is controlled by a control voltage output from the air conditioning control device 50.

  A three-way valve 20 is connected to the refrigerant outlet side of the outdoor heat exchanger 16. The three-way valve 20 constitutes a refrigerant circuit switching means for switching the refrigerant circuit in each operation mode described above together with the on-off valve 15a, and an electric type whose operation is controlled by a control signal output from the air conditioning control device 50. This is a three-way valve.

  Specifically, the three-way valve 20 switches to a refrigerant circuit that connects the refrigerant outlet side of the outdoor heat exchanger 16 and the cooling fixed throttle 17 as shown by the dashed arrows in FIG. In the defrosting mode, the refrigerant circuit is switched to a refrigerant circuit connecting the refrigerant outlet side of the outdoor heat exchanger 16 and the inlet side of the accumulator 19 as shown by a solid line arrow or a double line arrow in FIG.

  The basic configuration of the cooling fixed throttle 17 is the same as that of the heating fixed throttle 14. The indoor evaporator 18 is arranged in the casing 31 of the indoor air-conditioning unit 30 on the upstream side of the blower air flow of the indoor condenser 13, 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 inlet side of the accumulator 19 is connected to the refrigerant outlet side of the indoor evaporator 18. The accumulator 19 is a gas-liquid separator that separates the gas-liquid of the refrigerant that has flowed into the accumulator and stores excess refrigerant in the cycle. Further, the suction port side of the compressor 11 is connected to the gas phase refrigerant outlet of the accumulator 19.

  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 the blower 32, the above-described indoor evaporator 18, the indoor condenser 13, air, and the like are formed in a casing 31 that forms the outer shell. The mix door 34 and the like are accommodated.

  The casing 31 is formed of a resin (for example, polypropylene) having a certain degree of elasticity and excellent in strength, and forms an air passage for blown air to be blown into the vehicle interior. An inside / outside air switching device 33 as an inside / outside air switching means for switching and introducing the inside air (vehicle compartment air) and the outside air (vehicle compartment outside air) into the casing 31 is arranged on the most upstream side of the blast air flow of the casing 31. Yes.

  The inside / outside air switching device 33 continuously adjusts the opening area of the inside air introduction port through which the inside air is introduced into the casing 31 and the outside air introduction port through which the outside air is introduced by the inside / outside air switching door, so that the air volume of the inside air and the air volume of the outside air are adjusted. The air volume ratio is continuously changed. 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.

  On the downstream side of the air flow of the inside / outside air switching device 33, a blower 32 that blows air sucked through the inside / outside air switching device 33 toward the vehicle interior is arranged. The blower 32 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) with an electric motor, and the number of rotations (air flow rate) is controlled by a control voltage output from the air conditioning control device 50.

  On the downstream side of the air flow of the blower 32, the indoor evaporator 18 and the indoor condenser 13 are arranged in the order of the indoor evaporator 18 → the indoor condenser 13 with respect to the flow of the blown air. In other words, the indoor evaporator 18 is arranged on the upstream side of the air flow with respect to the indoor condenser 13.

  In the casing 31, an air mix door 34 that adjusts the air volume ratio between the air volume that passes through the indoor condenser 13 and the air volume that does not pass through the indoor condenser 13 among the blown air after passing through the indoor evaporator 18 is disposed. Has been. The air mix door 34 is driven by an electric actuator 63 for driving 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.

  Specifically, in the present embodiment, in the cooling mode and the defrosting mode, as shown by the broken line in FIG. 1, the cooling air position that bypasses the indoor condenser 13 for the total air volume of the blown air after passing through the indoor evaporator 18 is set. The air mix door 34 is displaced, and in the heating mode, as shown by the solid line in FIG. 1, the air mix door 34 is placed at a heating position where the entire volume of the blown air after passing through the indoor evaporator 18 flows into the indoor condenser 13. Displace.

  Furthermore, an opening hole for blowing the blown air that has passed through the indoor condenser 13 or the blown air that has bypassed the indoor condenser 13 into the vehicle interior that is the air-conditioning target space is provided in the most downstream portion of the air flow of the casing 31. ing. Specifically, the opening hole includes a defroster opening hole 37a that blows conditioned air toward the inner surface of the vehicle front window glass, a face opening hole 37b that blows conditioned air toward the upper body of the passenger in the passenger compartment, and the feet of the passenger The foot opening hole 37c which blows air-conditioning wind toward is provided.

  The air flow downstream sides of the defroster opening hole 37a, the face opening hole 37b, and the foot opening hole 37c are respectively connected to a face air outlet, a foot air outlet, and a defroster air outlet provided in the vehicle interior via ducts that form air passages. It is connected to an outlet (both not shown).

  Therefore, for example, in the cooling mode, the opening degree of the air mix door 34 is adjusted, and a part of the blown air cooled by the indoor evaporator 18 is reheated by the indoor condenser 13, whereby the face outlet The temperature of the blown air blown out from the foot outlet and the defroster outlet into the vehicle compartment may be adjusted.

  Further, on the upstream side of the air flow of the defroster opening hole 37a, the face opening hole 37b, and the foot opening hole 37c, the opening areas of the defroster door 38a and the face opening hole 37b for adjusting the opening area of the defroster opening hole 37a are adjusted. A foot door 38c for adjusting the opening area of the face door 38b and the foot opening hole 37c is disposed.

  The defroster door 38a, the face door 38b, and the foot door 38c 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 or the like. It is connected and rotated in conjunction with it. The operation of the electric actuator 64 is also controlled by a control signal output from the air conditioning control device 50.

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

  Further, the defroster mode in which the occupant manually operates the blow mode switching switch provided on the operation panel 60 to fully open the defroster blowout port and blow out air from the defroster blowout port to the inner surface of the vehicle front window glass can be set.

  Next, the electric control unit of this embodiment will be described. The air conditioning control device 50 shown in FIG. 2 includes a known microcomputer including a CPU, a ROM, a RAM, and the like and its peripheral circuits. Then, various calculations and processes are performed based on the air conditioning control program stored in the ROM, the inverter 61 for the compressor 11 connected to the output side, the on-off valve 15a and the three-way valve constituting the refrigerant circuit switching means 20, the operation of the blower fan 16a, the blower 32, and various electric actuators 62 to 64 are controlled.

  Further, on the input side of the air-conditioning control device 50, an inside air sensor 51 as an inside air temperature detecting means for detecting a vehicle interior temperature (inside air temperature) Tr, and an outside air temperature detecting means for detecting a vehicle outside temperature (outside air temperature) Tam. An outside air sensor 52, a solar radiation sensor 53 as a solar radiation amount detecting means for detecting the solar radiation amount Ts irradiated into the passenger compartment, a discharge temperature sensor 54 for detecting the refrigerant discharge temperature Td of the compressor 11 discharge refrigerant, and the refrigerant discharge refrigerant 11 The discharge pressure sensor 55 for detecting the discharge refrigerant pressure Pd, the evaporator temperature sensor 56 for detecting the refrigerant evaporation temperature (evaporator temperature) Te in the indoor evaporator 18, and the outdoor heat for detecting the outdoor temperature Tout of the outdoor heat exchanger 16. A detection signal of a sensor group for air conditioning control such as the exchanger temperature sensor 57 is input.

  In the cooling mode, the discharge refrigerant pressure Pd of the present embodiment is the high-pressure side refrigerant pressure of the cycle from the refrigerant discharge port side of the compressor 11 to the cooling fixed throttle 17 inlet side, and in the heating mode, the compressor 11 This is the high-pressure side refrigerant pressure of the cycle from the refrigerant discharge port side to the heating fixed throttle 17 inlet side.

  Moreover, the evaporator temperature sensor 56 of this embodiment specifically detects the heat exchange fin temperature of the indoor evaporator 18. Of course, as the evaporator temperature sensor 56, temperature detection means for detecting the temperature of other portions of the indoor evaporator 18 may be employed, or temperature detection for directly detecting the temperature of the refrigerant itself flowing through the indoor evaporator 18. Means may be employed. The same applies to the outdoor heat exchanger temperature sensor 57.

  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 for setting or canceling the automatic control of the vehicle air conditioner 1, and an operation mode for switching the operation mode. There are a changeover switch, a blowout mode changeover switch for changing the air outlet mode, an air volume setting switch for the blower 32, a vehicle interior temperature setting switch as a target temperature setting means for setting a target temperature Tset in the vehicle interior, and the like.

  In addition, the air conditioning control device 50 according to the present embodiment transmits and receives control signals to and from a wireless terminal 70 (specifically, a remote controller) or mobile communication means (specifically, a mobile phone and a smartphone) carried by a passenger. A transmission / reception unit 50a is provided.

  The operation panel 60 and the wireless terminal 70 perform pre-air conditioning operations such as pre-air conditioning start switches 60a and 70a for starting the pre-air conditioning operation and timer setting switches for starting the pre-air conditioning operation at predetermined times, respectively. Requesting pre-air conditioning request means is provided.

  The air-conditioning control device 50 is configured such that control means for controlling various air-conditioning components connected to the output side is integrally configured. However, the air-conditioning control device 50 is configured to control the operation of each air-conditioning component ( Hardware and software) constitutes control means for controlling the operation of each component for air conditioning.

  For example, in the present embodiment, the configuration (hardware and software) for controlling the operation of the compressor 11 in the air conditioning control device 50 constitutes the compressor control means 50b, and the on-off valve 15a constituting the refrigerant circuit switching means and The configuration for controlling the operation of the three-way valve 20 constitutes the refrigerant circuit control means 50c.

  Next, the operation of the present embodiment in the above configuration will be described using the flowcharts of FIGS. This control process is executed if power is supplied from the battery to the air conditioning control device 50 even when the vehicle is stopped. In addition, each control step in FIG. 3, FIG. 4 comprises the various function implementation | achievement means which the air-conditioning control apparatus 50 has.

  First, in step S1, whether or not the vehicle air conditioner 1 is to be operated, that is, whether or not the auto switch is turned on (ON) while the operation switch of the operation panel 60 is turned on, or pre-air conditioning is started. It is determined whether or not the switches 60a and 70a are turned on (ON). And when it determines with operating the vehicle air conditioner 1, it progresses to step S2. It should be noted that the fact that the pre-air conditioning start switches 60a and 70a are turned on includes the start of the pre-air conditioning operation by the timer setting described above.

  In step S2, initialization such as initialization of a flag, a timer, and initial position alignment of the stepping motor constituting the electric actuator described above is performed. In this initialization, some of the flags and calculation values that are stored at the end of the previous operation of the vehicle air conditioner 1 are maintained.

  Next, in step S3, an operation signal of the operation panel 60 is read and the process proceeds to step S4. In step S4, a vehicle environmental state signal used for air conditioning control, that is, detection signals from the above-described sensor groups 51 to 57 for air conditioning control, etc. are read, and the process proceeds to step S5.

In step S5, a target blowing temperature TAO of the vehicle cabin blowing air is calculated. The target blowing temperature TAO is a value that is determined in order to quickly bring the inside air temperature Tr close to the occupant's desired target temperature Tset, and is calculated by the following formula F1.
TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C (F1)
Here, Tset is the vehicle interior target temperature set by the vehicle interior temperature setting switch 60a, Tr is the vehicle interior temperature (inside air temperature) detected by the inside air sensor 51, and Tam is detected by the outside air sensor 52. The vehicle interior temperature (outside air temperature), and Ts is the amount of solar radiation detected by the solar radiation sensor 53. Kset, Kr, Kam, and Ks are control gains, and C is a correction constant.

  The target blowout temperature TAO calculated by the above formula F1 is a control target value that can be used in both the cooling mode and the heating mode, but the above formula F1 is used to suppress power consumption in the heating mode. You may correct | amend so that it may be a value a little lower than the target blowing temperature TAO calculated by (1).

  In subsequent steps S6 to S12, control states of various air-conditioning components connected to the output side of the air-conditioning control device 50 are determined. First, in step S6, based on the target blowing temperature TAO, a control map stored in advance in the ROM of the air conditioning control device 40 is referred to, and the target blowing amount of the air blown by the blower 32 (that is, the blower 32 of the blower 32). The blower motor voltage to be applied to the electric motor is determined.

  Specifically, in this control map, the blower motor voltage is set to a high voltage near the maximum value in the extremely low temperature region (maximum cooling region) and the extremely high temperature region (maximum heating region) of the target blowing temperature TAO, and the air flow rate of the blower 32 is set. Is controlled to approach the maximum airflow. Further, as the target blowing temperature TAO goes from the extremely low temperature region or the extremely high temperature region to the intermediate temperature region, the blower motor voltage is decreased to control the air flow rate.

  In step S7, the suction port mode, that is, the switching state of the inside / outside air switching device 33 is determined. This suction port mode is also determined with reference to a control map stored in advance in the air conditioning control device 50 based on the target outlet temperature TAO. In the present embodiment, the outside air mode for introducing outside air is basically given priority, but the inside air mode for introducing inside air is selected when the target blowing temperature TAO is in a very low temperature range and high cooling performance is desired. The

  In step S8, the outlet mode is determined. This air outlet mode is also determined based on the target air temperature TAO with reference to a control map stored in the air conditioning controller 50 in advance. In the present embodiment, the outlet mode is sequentially switched from the face mode to the bi-level mode to the foot mode as the target outlet temperature TAO increases from the low temperature region to the high temperature region.

  Therefore, in summer, when the target air temperature TAO tends to be in the low temperature range, the face mode is mainly used. In spring and autumn, when the target air temperature TAO is likely to be in the middle temperature region, mainly in the bi-level mode. Foot mode is selected.

  Furthermore, a humidity detecting means for detecting the relative humidity in the vicinity of the vehicle window glass is provided, and the window glass is highly likely to be fogged based on the relative humidity RHW on the surface of the window glass calculated from the detection value of the humidity detecting means. If it is determined, the foot defroster mode or the defroster mode may be selected.

  In step S9, the control state of the air mix door 34 is determined. As described above, in the present embodiment, in the cooling mode and the defrost mode, the air mix door 34 is displaced so that the total air volume of the blown air after passing through the indoor evaporator 18 is bypassed by the indoor condenser 13, and in the heating mode. The air mix door 34 is displaced so that the total amount of the blown air after passing through the indoor evaporator 18 flows into the indoor condenser 13.

  In step S10, the operating rate of the blower fan 16a, that is, the rotational speed of the blower fan 16a is determined based on the discharge refrigerant temperature Td of the compressor 11 with reference to a control map stored in the air conditioning control device 50 in advance. Specifically, in this control map, it determines so that the operation rate (rotation speed) of the ventilation fan 16a may increase with the increase in the discharge refrigerant temperature Td.

  In step S11, the operating states of the on-off valve 15a and the three-way valve 20 that are refrigerant circuit switching means are determined according to the operation mode set by the operation mode changeover switch. Specifically, in the cooling mode, the on-off valve 15a is opened, and the operation of the three-way valve 20 is controlled so that the refrigerant outlet side of the outdoor heat exchanger 16 and the refrigerant inlet side of the cooling fixed throttle 17 are connected. On the other hand, in the heating mode, the on-off valve 15a is closed and the operation of the three-way valve 20 is controlled so that the refrigerant outlet side of the outdoor heat exchanger 16 and the refrigerant inlet side of the accumulator 19 are connected.

  In step S12, the refrigerant discharge capacity of the compressor 11 (specifically, the rotational speed of the compressor 11) is determined. In the cooling mode, the refrigerant evaporation detected by the evaporator temperature sensor 56 so as not to deteriorate the air conditioning feeling with reference to the control map stored in the air conditioning control device 50 in advance based on the target blowing temperature TAO or the like. A target evaporation temperature TEO for the temperature Te is determined.

  Then, a deviation En (TEO−Te) between the target evaporation temperature TEO and the refrigerant evaporation 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 discharge refrigerant pressure (high-pressure side refrigerant pressure) Pd detected by the discharge pressure sensor 55 with reference to a control map stored in the air-conditioning control device 50 in advance based on the target outlet temperature TAO or the like. Determine the target high pressure PDO.

  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.

  In the next step S13, it is determined whether or not to perform the operation in the defrosting mode in which the outdoor heat exchanger 16 is defrosted. Details of the control in step S13 will be described with reference to FIG. First, in step S131 of FIG. 4, it is determined whether or not the vehicle is in operation. In addition, the vehicle driving | operation of this embodiment does not mean only during driving | running | working of a vehicle but the state which the vehicle system is starting, ie, the state which is not at the time of a vehicle stop.

  If it is determined in step S131 that the vehicle is operating, the process proceeds to step S132, and it is determined whether or not frost formation has occurred in the outdoor heat exchanger 16. Various methods can be employed for such frost determination. For example, when the outdoor temperature Tout detected by the outdoor heat exchanger temperature sensor 57 is equal to or lower than a predetermined reference temperature (for example, 0 ° C.), it is determined that frost formation has occurred in the outdoor heat exchanger 16. do it.

  When it determines with the outdoor heat exchanger 16 having frosted in step S132, it progresses to step S133 and the driving | operation in a defrost mode is performed. Specifically, in step S133, the on-off valve 15a is opened, the operation of the three-way valve 20 is controlled so as to connect the refrigerant outlet side of the outdoor heat exchanger 16 and the refrigerant inlet side of the accumulator 19, and the compressor 11 The rotational speed is set to a predetermined rotational speed. If it is not determined in step S132 that frost formation has occurred in the outdoor heat exchanger 16, the process proceeds to step S14.

  On the other hand, if it is determined in step S131 that the vehicle is not operating, the process proceeds to step S134, and it is determined whether or not the charging of the battery V is completed. Various methods can be used to determine whether or not the charging of the battery V has been completed. For example, in a state where an external power source is connected to the vehicle, if the remaining amount of charge of the battery V is greater than or equal to a predetermined remaining amount, it may be determined that charging of the battery V is complete.

  If it is determined in step S134 that the charging of the battery V has not been completed, the process proceeds to step S14. On the other hand, when it is determined in step S134 that the charging of the battery V is completed, the process proceeds to step S135, and the pre-air conditioning is performed based on the operation signals of the operation panel 60 and the wireless terminal 70 constituting the pre-air conditioning request unit. It is determined whether or not execution of the operation is requested.

  If it is determined in step S135 that execution of the pre-air conditioning operation is not requested, the process proceeds to step S14. On the other hand, if execution of the pre-air conditioning operation is requested in step S135, the process proceeds to step S136, and it is determined whether or not frost formation has occurred in the outdoor heat exchanger 16. In step S136, the same determination as in step S132 described above is performed.

  When it is determined in step S136 that frost formation has occurred in the outdoor heat exchanger 16, the process proceeds to step S137, and the operation in the defrosting mode is executed. That is, the same control as step S133 described above is performed, and the process proceeds to step S14. Moreover, also when it determines with frost formation having arisen in the outdoor heat exchanger 16 in step S136, it progresses to step S14.

  As is clear from the above description, in the above-described control step S137, it is determined in the control step S131 that the vehicle is stopped, and it is determined in the control step S135 that execution of the pre-air conditioning operation is requested. The operation in the defrosting mode is executed. Therefore, the control step S137 constitutes a stop-time defrosting execution means described in the claims. Conversely, the control step S132 described above may be expressed as an operating defrosting execution unit.

  In subsequent step S14, the air conditioning control device 50 changes the various air conditioning components 11 (61), 15a, 20, 16a, 32, 62 to 64 so as to obtain the control state determined in the above steps S6 to S13. In contrast, a control signal and a control voltage are output. In continuing step S15, it waits for control period (tau), and if progress of control period (tau) is determined, it will return to step S3.

  Since the vehicle air conditioner 1 according to the present embodiment performs the control process as described above, it operates as follows according to the operation mode.

(A) Cooling mode In the cooling mode, the air-conditioning control device 50 opens the on-off valve 15a, and connects the refrigerant outlet side of the outdoor heat exchanger 16 and the refrigerant inlet side of the cooling fixed throttle 17 so that the three-way valve 20 is connected. Control the operation. Further, the air conditioning control device 50 displaces the air mix door 34 so that the total air volume of the blown air after passing through the indoor evaporator 18 bypasses the indoor condenser 13.

  Thereby, as indicated by the broken line arrow in FIG. 1, the compressor 11 (→ the indoor condenser 13 → the bypass passage 15) → the outdoor heat exchanger 16 (→ the three-way valve 20) → the cooling fixed throttle 17 → the indoor evaporator 18 A refrigeration cycle in which refrigerant circulates in the order of accumulator 19 → compressor 11 is configured. That is, a refrigeration cycle is configured in which the outdoor heat exchanger 16 functions as a radiator that radiates heat to the refrigerant, and the indoor evaporator 18 functions as an evaporator that evaporates the refrigerant.

  In the cooling mode, the blown air does not flow into the indoor condenser 13 due to the action of the air mix door 34, so that the refrigerant hardly radiates heat in the indoor condenser 13.

  Therefore, the high-pressure and high-temperature refrigerant compressed by the compressor 11 is cooled by exchanging heat with the outside air blown from the blower fan 16 a by the outdoor heat exchanger 16, and decompressed and expanded by the cooling fixed throttle 17. The low-pressure refrigerant decompressed by the cooling fixed throttle 17 flows into the indoor evaporator 18, absorbs heat from the blown air blown from the blower 32, and evaporates. Due to the endothermic action of the refrigerant, the blown air passing through the indoor evaporator 18 is cooled, and cooling of the passenger compartment is realized.

  Further, the refrigerant that has flowed out of the indoor evaporator 18 flows into the accumulator 19. The gas-phase refrigerant separated from the gas and liquid by the accumulator 19 is sucked into the compressor 11 and compressed again.

(B) Heating mode In the heating mode, the air conditioning controller 50 controls the operation of the three-way valve 20 so as to close the on-off valve 15a and connect the refrigerant outlet side of the outdoor heat exchanger 16 and the refrigerant inlet side of the accumulator 19. To do. Further, the air conditioning control device 50 displaces the air mix door 34 so that the total air volume of the blown air after passing through the indoor evaporator 18 flows into the indoor condenser 13.

  As a result, as indicated by the solid arrows in FIG. 1, the refrigerant flows in the order of the compressor 11 → the indoor condenser 13 → the heating fixed throttle 14 → the outdoor heat exchanger 16 (→ the three-way valve 20) → the accumulator 19 → the compressor 11. A circulating refrigeration cycle is constructed. That is, a refrigeration cycle is configured in which the indoor condenser 13 functions as a radiator and the outdoor heat exchanger 16 functions as an evaporator.

  Therefore, the refrigerant compressed by the compressor 11 radiates heat to the blown air blown from the blower 32 by the indoor condenser 13. Thereby, the blowing air which passes the indoor condenser 13 is heated, and heating of a vehicle interior is implement | achieved. The refrigerant that has flowed out of the indoor condenser 13 is decompressed by the heating 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 19 through the three-way valve 20. The gas-phase refrigerant separated from the gas and liquid by the accumulator 19 is sucked into the compressor 11 and compressed again.

(C) Defrosting Mode In the defrosting mode, the air conditioning control device 50 opens the on-off valve 15a and operates the three-way valve 20 so as to connect the refrigerant outlet side of the outdoor heat exchanger 16 and the refrigerant inlet side of the accumulator 19. To control. Further, the air conditioning control device 50 displaces the air mix door 34 so that the total air volume of the blown air after passing through the indoor evaporator 18 bypasses the indoor condenser 13.

  Thereby, as shown by the double line arrow in FIG. 1, the compressor 11 (→ the indoor condenser 13 → the bypass passage 15) → the outdoor heat exchanger 16 (→ the three-way valve 20) → the accumulator 19 → the compressor 11. A hot gas cycle in which the refrigerant circulates is configured. In the cooling mode, the blown air does not flow into the indoor condenser 13 due to the action of the air mix door 34, so that the refrigerant hardly radiates heat in the indoor condenser 13.

  Therefore, the high-pressure and high-temperature refrigerant compressed by the compressor 11 flows into the outdoor heat exchanger 16 and dissipates heat. Thereby, the outdoor heat exchanger 16 is heated and defrosting of the outdoor heat exchanger 16 is realized. The refrigerant that has flowed out of the outdoor heat exchanger 16 flows into the accumulator 19 through the three-way valve 20. The gas-phase refrigerant that has been gas-liquid separated by the accumulator 19 is sucked into the compressor 11.

  The vehicle air conditioner 1 according to the present embodiment operates as described above to achieve cooling and heating in the passenger compartment, and when frost formation occurs in the outdoor heat exchanger 16, the defrosting mode is set. The outdoor heat exchanger 16 can be defrosted by executing the operation.

  Furthermore, in the vehicle air conditioner 1 of the present embodiment, the defrosting operation is executed when the pre-air conditioning operation is requested when the vehicle is stopped in the control step S137 constituting the defrosting execution means at the time of stop. Like to do.

  Here, the fact that the pre-air-conditioning operation is required means that the occupant is scheduled to get on the vehicle in the near future. Therefore, when the occupant is scheduled to get into the vehicle in the near future, the defrosting operation is performed when the outdoor heat exchanger 16 is frosted, so that the heat of the outdoor heat exchanger 16 due to the frost is obtained. It is possible to secure the air conditioning performance of the vehicle air conditioner by suppressing the deterioration of the replacement performance.

  On the other hand, when the occupant is not scheduled to get into the vehicle in the near future, it is possible to suppress the defrosting operation from being performed, and to suppress unnecessary energy consumption in the vehicle air conditioner 1. As a result, according to the vehicle air conditioner 1 of the present embodiment, it is possible to achieve both of ensuring air conditioning performance and suppressing unnecessary energy consumption.

  Furthermore, in control step S137 of the present embodiment, when frost formation occurs in the outdoor heat exchanger 16, the operation in the defrost mode is executed before the pre-air conditioning operation is executed. In other words, the air conditioning is performed after the operation in the defrosting mode is completed. Therefore, the air conditioning performance of the vehicle air conditioner 1 can be more reliably ensured.

  Furthermore, the vehicle air conditioner 1 of the present embodiment is applied to an electric vehicle having a battery V that is a power storage unit that stores electric power supplied from an external power source, and charging of the battery V is completed in control step S137. The operation in the defrosting mode is executed later. Therefore, it can suppress that charge of the battery V is prevented by performing pre air-conditioning driving | operation.

(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 above-described embodiment, an example has been described in which the refrigeration cycle 10 is configured to be capable of switching between a cooling mode refrigerant circuit and a heating mode refrigerant circuit. The circuit is not limited to one that can be switched.

  For example, in the vehicle air conditioner configured to heat the blown air in the indoor condenser 13 of the refrigeration cycle 10, in the control step S137 constituting the stop defrosting execution means, the vehicle is stopped. And when execution of pre air-conditioning operation is demanded, defrosting operation may be performed.

  (2) In the refrigeration cycle 10 of the above-described embodiment, the example in which the refrigerant circuit switching unit is configured by the on-off valve 15a and the three-way valve 20 has been described, but the refrigerant circuit switching unit is not limited thereto, for example, outdoor heat exchange A downstream bypass passage that connects the refrigerant outlet side of the vessel 16 and the refrigerant inlet side of the accumulator 19 may be provided, and a downstream on-off valve having the same configuration as the on-off valve 15a may be disposed in the downstream bypass passage.

  (3) In the above-described embodiment, an example in which the vehicle air conditioner 1 is applied to an electric vehicle has been described. However, the application of the present embodiment is not limited to this. For example, a vehicle that obtains driving force for driving a vehicle from both an internal combustion engine and a driving electric motor, and the battery V can be charged with electric power supplied from an external power source (commercial power source) when the vehicle is stopped. You may apply to a plug-in hybrid vehicle.

DESCRIPTION OF SYMBOLS 10 Refrigeration cycle 16 Outdoor heat exchanger 60a, 70a Pre air-conditioning start switch S137 Stop defrost execution means

Claims (3)

A vapor compression refrigeration cycle (10) for adjusting the temperature of the blown air blown into the passenger compartment;
A defrosting operation for defrosting the outdoor heat exchanger (16) when frost formation occurs in the outdoor heat exchanger (16) for exchanging heat between the refrigerant and the outside air in the refrigeration cycle (10); A vehicle air conditioner configured to be capable of performing pre-air conditioning operation to start air conditioning in the vehicle interior before getting into the vehicle interior,
Pre-air conditioning requesting means (60a, 70a) for requesting execution of the pre-air conditioning operation by an occupant's operation;
When the vehicle is stopped and when the pre-air-conditioning requesting means (60a, 70a) requests execution of the pre-air-conditioning operation, the defrosting-time executing means for stoppage (S137) that executes the defrosting operation. A vehicle air conditioner.   Furthermore, the said defrosting execution means (S137) at the time of a stop performs the said defrost operation before the said pre air conditioning operation is performed, The vehicle air conditioner of Claim 1 characterized by the above-mentioned. The vehicle is an electric vehicle having power storage means (V) for storing electric power supplied from an external power source and an electric motor for outputting driving force for traveling the vehicle,
Furthermore, the said defrosting execution means (S137) at the time of a stop performs the said defrost operation, when the charge of the said electrical storage means (V) is completed. The vehicle air conditioner described in 1.

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