JP2014054933A - Vehicle air conditioner - Google Patents

Abstract

PROBLEM TO BE SOLVED: To appropriately adjust a blast volume by determining whether a vehicle air conditioner is in a warming-up state.SOLUTION: A vehicle air conditioner comprises: blasting means 32 for blasting air into a vehicle compartment; air heating means 13 for heating the air blasted by the blasting means 32; and a blast-volume determination means S6 for determining whether the vehicle air conditioner is in a warming-up state in which the air heating means 13 just starts heating the air on the basis of a blasted air temperature TAV from air heating means 13, 21, and 22 and air conditioning load TAO, and for determining a target blast volume of the blasting means 32 on the basis of a determination result. The blast-volume determination means S6 calculates a first provisional target blast volume f(TAO) on the basis of the air conditioning load TAO, calculates a second provisional target blast volume f(WU) on the basis of the blasted air temperature TAV from the air heating means 13, and selects a smaller one of the first provisional target blast volume f(TAO) and the second provisional target blast volume f(WU) as the target blast volume of the blasting means 32 if determining that the vehicle air conditioner is in the warming-up state.

Description

  The present invention relates to a vehicle air conditioner.

  Conventionally, Patent Document 1 discloses a vehicle air conditioner that heats blown air into a vehicle interior using waste heat of a vehicle running engine as a heating source. In this prior art, when it is determined that the engine is warmed up shortly after the engine is started, the blower air volume control mode is changed in accordance with the air temperature in the passenger compartment.

  For example, in a state where the passenger compartment temperature is low, control is performed so that the blower air volume is increased after the blowout temperature is further increased. Accordingly, the amount of blown air that is not sufficiently heated (cold air) is not increased in a situation where the temperature in the passenger compartment is low, so that the occupant's feeling of cold is further enhanced by the blowing of air that is not sufficiently heated. Can be suppressed.

JP-A-5-58142

  In a vehicle air conditioner that is applied to an electric vehicle that does not include an engine or a hybrid vehicle that has little waste heat of the engine, a heating source that replaces the waste heat of the engine is employed. Specifically, the high-pressure side heat exchanger of the heat pump cycle exchanges heat between the high-temperature refrigerant and the air blown into the vehicle interior to heat the air blown into the vehicle interior, or generates electricity when electric power is supplied. The air is heated by a heater.

  In such a vehicle air conditioner, in the warm-up state shortly after the heat pump cycle or the electric heater is started, the blowing air temperature is lowered because the heating capacity of the blown air cannot be sufficiently exhibited. For this reason, it is desirable to reduce the air flow rate in the warm-up state so as not to increase the occupant's feeling of cold. As a method for controlling the air flow rate in such a warm-up state, for example, a method of reducing the air flow rate when the blown air temperature is low can be considered as in the above-described conventional technology.

  On the other hand, a vehicle air conditioner that heats blown air using a heat pump cycle or an electric heater differs from a vehicle air conditioner that uses waste heat of a vehicle running engine as a heating source, as in the above-described conventional technology, in the ability to heat blown air. Therefore, when the air conditioning load is small, for example, when the air conditioning load is small, it is possible to perform the blown air temperature control such as keeping the blown air heating capacity low and keeping the blown air temperature low.

  However, when such a method for controlling the blown air temperature is combined with the above-described method for controlling the air flow rate in the warm-up state, even if the warm-up is completed, the blown air temperature decreases as the air conditioning load decreases. Therefore, the air flow control in the warm-up state is performed again. For this reason, there is a problem in that the amount of air blown according to the air conditioning load is not achieved and passenger comfort is impaired.

  In view of the above points, an object of the present invention is to appropriately adjust the air flow rate depending on whether or not a warm-up state is established.

In order to achieve the above object, in the invention described in claim 1,
Air blowing means (32) for blowing air toward the passenger compartment;
Air heating means (13, 21, 22) for heating the air blown by the blowing means (32);
Heating capacity control means (50b, 50c) for controlling the air heating capacity of the air heating means (13, 21, 22);
Whether or not the air heating means (13, 21, 22) is in a warm-up state shortly after heating the air, determines whether the air temperature (TAV) blown from the air heating means (13, 21, 22) and the air conditioning load ( TAO), and an air volume determining means (S6) for determining a target air volume of the air blowing means (32) based on the determination result.

  According to this, since it is determined based on the blown air temperature (TAV) from the air heating means (13, 21, 22) and the air conditioning load whether or not it is in a warm-up state, the air heating means (13, 21, Compared with the case where it determines based only on the blowing air temperature (TAV) from 22), it can be determined appropriately whether it is a warm-up state. And since the target ventilation volume of the ventilation means (32) is determined based on the determination result, the ventilation volume can be appropriately adjusted according to whether it is a warm-up state.

  Specifically, as in the invention described in claim 2, in the invention described in claim 1, the air volume determining means (S6) is configured to determine the first temporary target air volume (f) based on the air conditioning load (TAO). (TAO)) and a first temporary target air flow rate (f (TAO)) based on the air conditioning load (TAO) and a second temporary target air flow rate (TAV) based on the blown air temperature (TAV). f (WU)) is calculated, and when it is determined that the warm-up state is established, the smaller of the first temporary target airflow rate (f (TAO)) and the second temporary target airflow rate (f (WU)) Is selected as the target air flow rate of the air blowing means (32), so that in the warm-up state, the air flow rate to the occupant can be kept small, and as a result, air that is not sufficiently heated (cold air) is blown to the occupant. Strengthen the feeling of cold It can be suppressed.

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

It is a whole block diagram 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 flowchart which shows the control processing of the vehicle air conditioner of 1st Embodiment. In a 1st embodiment, it is a control characteristic figure used for control processing for determining an operation mode. It is a flowchart for determining an air blower voltage among the control processing of the vehicle air conditioner of 1st Embodiment. In 1st Embodiment, it is a control characteristic figure used for the control process for determining a blower outlet mode. It is a flowchart for determining an air blower voltage among the control processing of the vehicle air conditioner of 2nd Embodiment. It is a flowchart for determining an air blower voltage among the control processing of the vehicle air conditioner of 3rd Embodiment.

(First embodiment)
Hereinafter, the first embodiment will be described with reference to FIGS. 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) when the vehicle is stopped is charged in the battery B as the storage means, and electric power stored in the battery B is supplied to the electric motor for traveling when the vehicle travels. Run.

  Furthermore, in the electric vehicle according to the present embodiment, the electric power (electric energy) stored in the battery B is supplied to various electric components of the vehicle air conditioner 1 through the air conditioning control device 50 described later, thereby The air conditioner 1 is operated. In other words, the vehicle air conditioner 1 according to the present embodiment operates when the electric power stored in the battery B is supplied.

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

  First, the heat pump cycle 10 includes a heating mode refrigerant circuit that heats the blown air to heat the vehicle interior, a cooling mode refrigerant circuit that cools the blown air and cools the vehicle interior, and further to the heat pump cycle 10 in the heating mode. When frost formation occurs in the outdoor heat exchanger 16 that functions as an evaporator for evaporating the refrigerant, the refrigerant circuit in the defrost mode that defrosts the frost is configured to be switchable.

  In FIG. 1, the refrigerant flow in the heating mode is indicated by a white arrow, the refrigerant flow in the cooling mode is indicated by a black arrow, and the refrigerant flow in the defrosting mode is indicated by a hatched arrow. Yes.

  The heat pump 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 that decompresses and expands 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 heat pump cycle 10 employs an HFC refrigerant (specifically, R134a) as a refrigerant, and constitutes a vapor compression subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the refrigerant critical pressure. 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, and sucks refrigerant in the heat pump cycle 10 and compresses and discharges it. A fixed displacement type 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 (air heating means) for heating 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. Accordingly, when the on-off valve 15 a is open, almost the entire flow rate of the refrigerant flowing out of the outdoor heat exchanger 16 flows to the refrigerant inlet side of the outdoor heat exchanger 16 through the bypass passage 15.

  The outdoor heat exchanger 16 is disposed in the vehicle bonnet, and exchanges heat between the refrigerant on the downstream side of the indoor condenser 13 that circulates 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 of the present embodiment switches to a refrigerant circuit that connects the refrigerant outlet side of the outdoor heat exchanger 16 and the cooling fixed throttle 17 in the cooling mode, and outdoor in the heating mode and the defrost mode. It switches to the refrigerant circuit which connects the refrigerant | coolant exit side of the heat exchanger 16, and the refrigerant | coolant inlet side of the accumulator 19 arrange | positioned at the inlet side of the compressor 11. FIG.

  The cooling fixed throttle 17 is a pressure reducing means having the same configuration as 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.

  A heater core 21 and a PTC heater 22 are arranged on the downstream side of the air flow of the indoor condenser 13. The heater core 21 is a heating heat exchanger (air heating means) that heats the blown air after passing through the indoor evaporator 18 using hot water heated by the water heater 23 as a heat medium.

  The water heater 23 is an electric heater that generates heat when supplied with electric power, and its operation is controlled by a control signal output from the air conditioning controller 50. The water heater 23 may be a combustor that generates heat by burning fuel.

  The heater core 21 and the water heater 23 are connected by a hot water pipe, and a hot water circuit 24 in which hot water circulates between the heater core 21 and the water heater 23 is configured. The hot water circuit 24 is provided with a hot water pump 25 for circulating hot water. The hot water pump 25 is an electric water pump whose rotation speed (cooling water circulation flow rate) is controlled by a control voltage output from the air conditioning control device 50.

  The PTC heater 22 has a PTC element (positive characteristic thermistor), generates heat when electric power is supplied to the PTC element, and is an electric heater as an air heating unit that heats air after passing through the indoor evaporator 18. is there. The operation of the PTC heater 22 is controlled by a control signal output from the air conditioning controller 50.

  Further, in the casing 31, the air volume ratio between the air volume that passes through the indoor condenser 13, the heater core 21, and the PTC heater 22 and the air volume that does not pass through the indoor condenser 13 in the blown air after passing through the indoor evaporator 18 is adjusted. An air mix door 34 is disposed. 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.

  Furthermore, the air flow of the casing 31 passes through the cool air bypass passage 36 that bypasses the blown air that has passed through the indoor condenser 13, the heater core 21, and the PTC heater 22, or the indoor condenser 13, the heater core 21, and the PTC heater 22. An opening hole is provided for blowing the blown air into the passenger compartment, which is the air-conditioning target space. 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, in the cooling mode, the opening degree of the air mix door 34 is adjusted, so that the warm air reheated by the indoor condenser 13 and the indoor condenser of the blown air cooled by the indoor evaporator 18 are reduced. The air volume ratio with the detouring cold air is adjusted. And the temperature of the mixed air which mixed warm air and cold air, ie, the blowing air which blows off into a vehicle interior, is adjusted by adjustment of this air volume ratio.

  In the cooling mode, the air mix door 34 may be displaced to a position where the total amount of the blown air after passing through the indoor evaporator 18 is diverted through the indoor condenser 13 and flows to the cold air bypass passage 36 side.

  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.

  Furthermore, it can also be set as the defroster mode which fully opens a defroster blower outlet and blows air from a defroster blower outlet to the vehicle front window glass inner surface by a passenger's manual operation of the blowout mode changeover switch provided in the operation panel.

  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 computations and processes are performed based on the air conditioning control program stored in the ROM, and the on-off valve 15a and the three-way valve 20 constituting the inverter for the compressor 11 and the refrigerant circuit switching means connected to the output side thereof. The operation of various air conditioning control devices such as the blower fan 16a, the blower 32, and the various electric actuators 62 to 65 described above is 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 present embodiment, the discharge pressure sensor 55 is disposed between the indoor condenser 13, the heating fixed throttle 14, and the on-off valve 15a. 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 in the cooling mode, and the refrigerant discharge of the compressor 11 in the heating mode. This is the high-pressure side refrigerant pressure of the cycle from the outlet side to the inlet side of the heating fixed throttle 17.

  Moreover, the evaporator temperature sensor 56 of this embodiment is specifically arrange | positioned at the heat exchange fin part of the indoor evaporator 18, and is detecting the heat exchange fin temperature of the indoor evaporator 18. FIG. 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, on the input side of the air conditioning control device 50, operation signals from various air conditioning operation switches provided on an operation panel disposed in the vicinity of the instrument panel in the front part of the vehicle interior are input. Specifically, various air conditioning operation switches provided on the operation panel 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 selection for switching the operation mode. Operation mode changeover switch 60a as means, blowout mode changeover switch for changing outlet mode, air volume setting switch for blower 32, temperature setting switch 60b as temperature setting means for setting preset temperature Tset in the passenger compartment, consumed for air conditioning There is an economy switch or the like which is an energy saving request means for requesting a reduction in energy to be generated.

  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, in the air conditioning control device 50, the configuration (hardware and software) that controls the operation of the on-off valve 15a and the three-way valve 20 constituting the refrigerant circuit switching means constitutes the refrigerant circuit control means 50a. Yes.

  In the present embodiment, the air heating capability of the indoor condenser 13 is controlled by controlling the operation of the inverter 61 for the compressor 11. Therefore, the structure (hardware and software) which controls the action | operation of the inverter 61 for the compressor 11 among the air-conditioning control apparatuses 50 comprises the heating capability control means 50b.

  In the present embodiment, the configuration (hardware and software) for controlling the operation of the PTC heater 22 and the water heater 23 in the air conditioning controller 50 is the air heating capability of the PTC heater 22 and the air heating capability of the heater core 21. The heating capability control means 50c which controls is comprised.

  Next, the operation of this 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. Each of the control steps in FIGS. 3 to 6 constitutes various function realizing means that the air conditioning control device 50 has.

  First, in step S1, 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 when the previous operation of the vehicle air conditioner 1 is completed or when the vehicle system is stopped may be maintained.

  Next, in step S2, an operation signal of the operation panel 60 is read and the process proceeds to step S3. In step S3, 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 S4.

In step S4, the target blowing temperature TAO of the air blown into the vehicle interior (vehicle compartment blown 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 target temperature in the vehicle interior set by the vehicle interior temperature setting switch, 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 temperature outside the passenger compartment (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 blowing temperature TAO corresponds to the amount of heat that the vehicle air conditioner 1 needs to generate in order to keep the passenger compartment at a desired temperature, and the air conditioning load required for the vehicle air conditioner 1 (air conditioning heat load). Can be understood as

  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).

  Next, in step S5, the operation mode of the heat pump cycle 10 is determined. Specifically, as shown in the control characteristic diagram shown in FIG. 4, the operation mode is determined as the cooling mode in the high temperature side region of the outside air temperature Tam and the low temperature side region of the target outlet temperature TAO, and the low temperature side region of the outside air temperature Tam. And in the high temperature side area | region of target blowing temperature TAO, an operation mode is determined to heating mode.

  In step S5, when frost is generated in the outdoor heat exchanger 16 during the heating mode, the operation mode is switched to the defrosting mode. Such determination of frost formation is performed when the outdoor unit temperature Tout detected by the outdoor heat exchanger temperature sensor 57 is equal to or lower than a frost reference temperature (for example, −10 ° C.) set to 0 ° C. or lower in advance. It may be determined that frost formation has occurred in the outdoor heat exchanger 16.

  In subsequent steps S6 to S11, control states of various air conditioning component devices connected to the output side of the air conditioning control device 50 are determined. First, in step S <b> 6, a target air flow rate of air blown by the blower 32, that is, a blower motor voltage to be applied to the electric motor of the blower 32 is determined.

  Details of the control in step S6 will be described with reference to FIG. First, in step S601, it is determined whether or not the auto switch of the operation panel 60 is turned on. If it is determined in step S601 that the auto switch is not turned on, the process proceeds to step S602, where the blower motor voltage that is the desired air volume of the occupant set by the air volume setting switch of the operation panel 60 is determined. Proceed to S7.

  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 S601 that the auto switch is turned on, the process proceeds to step S603, and the target air temperature determined in step S4 is referred to with reference to the control map stored in the air conditioning control device 50 in advance. A first temporary blower level f (TAO) is determined based on TAO.

  More specifically, as shown in the control characteristic diagram described in step S603 of FIG. 5, the first temporary blower level in the extremely low temperature range (maximum cooling range) and the extremely high temperature range (maximum heating range) of the target blowing temperature TAO. The air volume of the blower 32 is brought close to the maximum value by setting f (TAO) near the maximum value.

  Further, as the target blowing temperature TAO increases from the extremely low temperature range toward the intermediate temperature range, the first temporary blower level f (TAO) is decreased, and the target blowing temperature TAO is changed from the extremely high temperature range to the intermediate temperature range. As the air pressure decreases, the first temporary blower level f (TAO) is decreased to reduce the air volume of the blower 32. Further, when the target blowing temperature TAO enters the intermediate temperature range, the first temporary blower level f (TAO) is set to the minimum value and the air volume of the blower 32 is brought close to the minimum value.

  In other words, the first temporary blower level f (TAO) corresponds to the air volume (comfort air volume) that the vehicle air conditioner 1 needs to generate in order to keep the vehicle interior at a desired temperature (comfortable temperature). Therefore, it can be grasped as the amount of air blown according to the air conditioning load required for the vehicle air conditioner 1.

  In step S604, it is determined whether the target blowing temperature TAO exceeds a preset threshold (for example, 45 ° C.). If it is determined that the target blowout temperature TAO does not exceed the threshold value, it is determined that the warm-up state has not been reached, and the process proceeds to step S605, where blower level = first temporary blower level f (TAO) is determined.

  That is, in the warm-up state immediately after the indoor condenser 13 begins to heat the blown air, the air conditioning load (in other words, the target blowing temperature TAO) becomes large, but the indoor condenser 13 has sufficient heating capacity over time. Since the air-conditioning load is reduced when the target air temperature can be exhibited, it is determined that the warm-up state is not completed, that is, the warm-up is completed when it is determined that the target blowing temperature TAO does not exceed the threshold value.

  In step S606, based on the blower level determined in step S605, the blower motor voltage actually applied to the electric motor of the blower 32 is determined by referring to a control map stored in advance in the ROM of the air conditioning control device 50. Determine and proceed to step S7.

  On the other hand, when it determines with the target blowing temperature TAO exceeding the threshold value in step S604, it progresses to step S607 and refers to the control map previously memorize | stored in the air-conditioning control apparatus 50, and is blown from the indoor condenser 13 A second temporary blower level f (WU) is determined based on the air temperature TAV (condenser temperature).

  More specifically, as shown in the control characteristic diagram described in step S607 of FIG. 5, the second temporary blower level f (WU) is increased as the condenser temperature TAV increases. In the control characteristic diagram described in step S607 in FIG. 5, a hysteresis width for preventing control hunting is set.

  In other words, the second temporary blower level f (WU) is set so as to prevent the passenger from feeling cold due to the blowing of air that is not sufficiently heated (cold air) in the warm-up state. This corresponds to the air volume (warm-up air flow), and is determined so as to keep the air flow small when the condenser temperature TAV is low.

  In the present embodiment, the blown air temperature TAV from the indoor condenser 13, that is, the refrigerant condensation temperature in the indoor condenser 13 is calculated based on the discharge refrigerant pressure Pd detected by the discharge pressure sensor 55. Specifically, the saturation temperature of the refrigerant determined by the discharged refrigerant pressure Pd is used as the blown air temperature TAV. The discharge refrigerant temperature Td detected by the discharge temperature sensor 54 may be used as the blown air temperature TAV.

  In step S608, it is determined whether or not the first temporary blower level f (TAO) determined in step S603 is equal to or lower than the second temporary blower level f (WU) determined in step S607.

  When it is determined that the first temporary blower level f (TAO) is equal to or lower than the second temporary blower level f (WU), it is determined that the warm-up state is not established, that is, the warm-up is completed, and the process proceeds to step S605. Level = first temporary blower level f (TAO) is determined.

  That is, when it is determined that the first temporary blower level f (TAO) is equal to or lower than the second temporary blower level f (WU), the vehicle interior can be maintained at a desired temperature (comfortable temperature) even with a small amount of air flow. Therefore, it is determined that the warm-up has been completed.

  On the other hand, if it is determined that the first temporary blower level f (TAO) exceeds the second temporary blower level f (WU), the process proceeds to step S609. In step S609, the blower level is determined to be the second temporary blower level f (WU), and the process proceeds to step S606. In step S606, the blower motor voltage is determined based on the blower level as described above, and the process proceeds to step S7.

  As can be seen from the above description, the value of the blower level corresponds to the blower motor voltage, that is, the target air flow rate. Therefore, the first temporary blower level f (TAO) can be expressed as the first temporary target air flow rate, and the second temporary blower level f (WU) can be expressed as the second temporary target air flow rate.

  Next, in step S7 shown in FIG. 3, the control signal output to the suction port mode, that is, the electric actuator 62 for driving the inside / outside air switching door 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, a control signal output to the electric actuator 63 for driving the outlet mode, that is, the outlet mode door 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 opening degree of the air mix door 34, that is, the control signal output to the electric actuator 63 for driving the air mix door is determined. In the present embodiment, in the heating 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 flows into the indoor condenser 13, the heater core 21 and the PTC heater 22.

  In the defrosting 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 bypasses the indoor condenser 13, the heater core 21 and the PTC heater 22. Further, in the cooling mode, the air mix door 34 is displaced so that the temperature of the air blown into the vehicle interior (vehicle compartment blown air temperature) approaches the target blow temperature TAO.

  In the present embodiment, a value calculated from the saturation temperature or the discharge refrigerant temperature Td obtained from the discharge refrigerant pressure Pd is used as the temperature of the air blown into the passenger compartment. Of course, it is also possible to provide a blown air temperature detecting means for detecting the blown air temperature in the vehicle interior, and the value detected thereby may be used as the vehicle blown air temperature.

  In step S10, the refrigerant discharge capacity of the compressor 11, that is, 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 refrigerant evaporation temperature (evaporator temperature) in the indoor evaporator 18 is referred to with reference to a control map stored in advance in the air conditioning control device 50 based on the target outlet temperature TAO determined in step S5. TE target blowout temperature TEO is determined.

  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 target of the discharge-side refrigerant pressure (high-pressure side refrigerant pressure) Pd is determined by referring to a control map stored in advance in the air-conditioning control device 50 based on the target outlet temperature TAO determined in step S5. Determine the 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.

  Details of the control in step S10 will be described with reference to FIG. First, in step S101, a rotational speed change amount Δf_C in the cooling mode is obtained. Step S101 in FIG. 6 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 S102, the rotation speed change amount Δf_H in the heating mode and the defrosting mode is obtained. Step S102 in FIG. 6 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.

  Next, in step S103, it is determined whether or not the operation mode determined in step S5 is the cooling mode. If it is determined in step S103 that the operation mode determined in step S5 is the cooling mode, the process proceeds to step S104, Δf_C is determined as the rotation speed change amount Δf of the compressor 11, and the process proceeds to step S106. .

  On the other hand, if it is determined in step S103 that the operation mode determined in step S5 is not the cooling mode, the process proceeds to step S105, Δf_H is determined as the rotational speed change amount Δf of the compressor 11, and the process proceeds to step S106. .

  In step S106, it is determined whether or not the economy switch of operation panel 60 is turned on. If the economy switch is not turned on in step S106, the process proceeds to step S107, and the upper limit value IVOmax of the rotation speed of the compressor 11 is set to 10000 rpm. If the economy switch is turned on, the process proceeds to step S108, and the compression is performed. The upper limit value IVOmax of the rotation speed of the machine 11 is set to 7000 rpm.

  In the next step S109, 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 of the rotational speed of the compressor 11, and the smaller value is obtained. The compressor speed fn is determined, and the process proceeds to step S11. The determination of the compressor speed fn in step S10 is not performed every control cycle τ in which the main routine of FIG. 3 is repeated, but is performed every predetermined control interval (1 second in the present embodiment).

  Next, in step S11 shown in FIG. 3, the operating state of the refrigerant circuit switching means, that is, the operating states of the on-off valve 15a and the three-way valve 20 is determined. Specifically, as described above, the on-off valve 15a of the present embodiment opens during the cooling mode and the defrost mode, and closes during the heating mode.

  The three-way valve 20 is switched to a refrigerant circuit that connects the refrigerant outlet side of the outdoor heat exchanger 16 and the cooling fixed throttle 17 in the cooling mode, and the refrigerant outlet side of the outdoor heat exchanger 16 and the compressor 11 in the heating mode. The refrigerant circuit is connected to the refrigerant inlet side of the accumulator 19 disposed on the suction port side.

  In step S12, the air-conditioning control device 50 applies various air-conditioning components 11 (61), 15a, 20, 16a, 32, 62-64 to the control state determined in steps S6 to S12 described above. Control signal and control voltage are output. In continuing step S14, 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) Heating mode In the heating mode, the refrigerant circuit of the heat pump cycle 10 is connected to the compressor 11, the indoor condenser 13, the heating fixed throttle 14, the outdoor heat exchanger 16 (→ The refrigerant circuit is switched to the refrigerant circuit in which the refrigerant circulates in the order of the three-way valve 20) → the accumulator 19 → the compressor 11. 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, in the heat pump cycle 10 in the heating mode, 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.

  As described above, in the heating mode of the present embodiment, since the refrigerant does not flow into the indoor evaporator 18 corresponding to the indoor heat exchanger, the blown air is not cooled by the indoor evaporator 18.

(B) Cooling mode In the cooling mode, the refrigerant circuit of the heat pump cycle 10 is connected to the compressor 11 → the indoor condenser 13 (→ bypass passage 15) → the outdoor heat exchanger 16 (→ A refrigeration cycle is formed in which the refrigerant circulates in the order of the three-way valve 20) → the cooling fixed throttle 17 → the indoor evaporator 18 → the accumulator 19 → the compressor 11. That is, a refrigeration cycle is configured in which the indoor condenser 13 and the outdoor heat exchanger 16 function as a radiator that radiates heat to the refrigerant, and the indoor evaporator 18 functions as an evaporator that evaporates the refrigerant.

  Therefore, in the heat pump cycle 10 in the cooling mode, the high-pressure and high-temperature refrigerant compressed by the compressor 11 exchanges heat with a part of the blown air after passing through the indoor evaporator 18 in the indoor condenser 13 to Part is heated. Furthermore, the refrigerant that has flowed out of the indoor evaporator 18 flows into the outdoor heat exchanger 16 through the bypass passage 15, and radiates heat by exchanging heat with the outside air blown from the blower fan 16 a in the outdoor heat exchanger 16.

  The refrigerant that has flowed out of the outdoor heat exchanger 16 flows into the cooling fixed throttle 17 via the three-way valve 20 and is 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. The air blown through the indoor evaporator 18 is cooled by the endothermic action of the refrigerant.

  As described above, a part of the blown air cooled by the indoor evaporator 18 is heated by the indoor condenser 13 so that the blown air blown into the vehicle interior approaches the target blowing temperature TAO. It is adjusted 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.

  As described above, in the cooling mode of the present embodiment, the blown air is cooled by evaporating the refrigerant in the indoor evaporator 18 corresponding to the indoor heat exchanger.

(C) Defrost mode The defrost mode is executed when it is determined that frost formation has occurred in the outdoor heat exchanger 16. In the present embodiment, once switched to the defrosting mode, it is not switched to another operation mode until a predetermined time (in this embodiment, 5 minutes) elapses.

  In the defrost mode, the refrigerant circuit of the heat pump cycle 10 is connected to the compressor 11 (→ the indoor condenser 13 → the bypass passage 15) → the outdoor heat exchanger 16 (→ the three-way valve) as shown by the hatched arrows in FIG. 20) → Accumulator 19 → Hot gas cycle in which the refrigerant circulates in the order of compressor 11.

  In the defrosting mode, the operation of the air mix door 34 is controlled so that the total air volume of the blown air bypasses the indoor condenser 13, so that the refrigerant hardly dissipates heat in the indoor condenser 13. Accordingly, the blown air is not heated by the indoor condenser 13 and the vehicle interior is not heated.

  Therefore, in the heat pump cycle 10 in the defrosting mode, 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.

  As described above, in the defrosting mode of the present embodiment, the refrigerant does not flow into the indoor evaporator 18 corresponding to the indoor heat exchanger, so the blown air is not cooled by the indoor evaporator 18.

  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, a defrosting mode is performed. The outdoor heat exchanger 16 can also be defrosted by performing the operation at. Further, when the economy switch is turned on, the energy consumed for the air conditioning in the vehicle interior can be reduced by lowering the upper limit value IVOmax of the rotation speed of the compressor 11.

  Further, in the vehicle air conditioner 1 according to the present embodiment, as described in the control step S6, whether or not it is in the warm-up state is determined based on whether the air temperature TAV blown from the indoor condenser 13 and the target air temperature TAO (in other words, Therefore, it is possible to appropriately determine whether or not it is in the warm-up state as compared with the case where the determination is made based only on the blown air temperature TAV from the indoor condenser 13. .

  And since the target ventilation volume of the air blower 32 is determined based on the determination result, the ventilation volume can be appropriately determined according to whether or not it is in the warm-up state.

  Specifically, as shown in steps S608 and S609, when it is determined that the engine is in the warm-up state, the first temporary blower level f (TAO) calculated based on the target blowing temperature TAO and the indoor condenser 13 Among the second temporary blower levels f (WU) calculated based on the blown air temperature TAV from the second temporary blower level f (WU) having a smaller value, the second temporary blower level f (WU) having a smaller value is selected as the target air blowing amount of the blower 32.

  Therefore, in the warm-up state, the amount of air blown to the occupant can be kept small, so that the occupant's feeling of cold can be suppressed from being blown out by air that is not sufficiently heated (cold air).

  Moreover, as shown in steps S604 and S605, when the target blowing temperature TAO is lower than the predetermined value, that is, when it is determined that the warm-up is completed, regardless of whether or not the warm-up state is established. The first temporary blower level f (TAO) is selected as the blower level. For this reason, after the warm-up is completed, it is possible to reliably secure an air flow rate necessary for maintaining the interior of the vehicle at a desired temperature (comfortable temperature).

  Further, as described in step S607, since the blown air temperature TAV from the indoor condenser 13 is calculated based on the high-pressure side refrigerant pressure Pd of the heat pump cycle 10, the blown air temperature TAV from the indoor condenser 13 is calculated. There is no need to newly provide a sensor for detection.

(Second Embodiment)
In the second embodiment, as shown in FIG. 7, steps S611, S612, and S613 are added to step S6 of the first embodiment.

  Regarding the detailed control content of step S6 in this embodiment, a different point from the said 1st Embodiment is demonstrated. First, when it is determined in step S608 that the first temporary blower level f (TAO) is higher than the second temporary blower level f (WU), it is determined that the warm-up is completed, and the warm-up is completed in step S611. The flag is turned on and the process proceeds to step S605.

  If it is determined in step S604 that the target blowing temperature TAO exceeds the threshold value, the process proceeds to step S612, and it is determined whether the warm-up completion flag is turned on. If it is determined that the warm-up completion flag is not turned on, it is determined that the warm-up state is set, and the process proceeds to step S607.

  On the other hand, if it is determined that the warm-up completion flag is ON, it is determined that the warm-up has been completed, and the process proceeds to step S613, where the second temporary blower level f (WU) is set to the first temporary blower level in step S603. The value is determined to be the same value as the maximum value of f (TAO) (31 in this example) or a value larger than the maximum value (31 in this example), and the process proceeds to step S608. In this case, since it is determined in step S608 that the first temporary blower level f (TAO) is equal to or lower than the second temporary blower level f (WU), in step S605, the first temporary blower level f ( TAO) is selected as the blower level.

  That is, according to the present embodiment, once it is determined that the warm-up has been completed, the first temporary blower level f (TAO) is selected as the blower level, and the second temporary blower level f (WU) is not selected.

  Therefore, after the warm-up is completed, it is possible to prevent the occurrence of control hunting such as selection of the first temporary blower level f (TAO) or selection of the second temporary blower level f (WU) as the blower level. In addition, it is possible to ensure the amount of air necessary to keep the interior of the vehicle at a desired temperature (comfortable temperature).

(Third embodiment)
In the third embodiment, as shown in FIG. 8, steps S621 and S622 are added to step S6 of the first embodiment.

  Regarding the detailed control content of step S6 in this embodiment, a different point from the said 1st Embodiment is demonstrated. First, when it is determined in step S609 that the blower level is equal to the second temporary blower level f (WU), the process proceeds to step S621 to perform timer count.

  If it is determined in step S608 that the first temporary blower level f (TAO) is less than or equal to the second temporary blower level f (WU), the process proceeds to step S622, and whether or not the timer count time is 30 seconds or more. judge.

  When it is determined that the timer count time is 30 seconds or more, it is determined that the warm-up is completed, and the process proceeds to step S605. On the other hand, if it is determined that the timer count time is less than 30 seconds, it is determined that the warm-up state is set, and the process proceeds to step S609.

  That is, according to this embodiment, when the state where the first temporary blower level f (TAO) is smaller than the second temporary blower level f (WU) continues for a predetermined time or more, it is determined that the warm-up is completed.

  As a result, when the first temporary blower level f (TAO) and the second temporary blower level f (WU) are close to each other, the first temporary blower level f (TAO) is selected as the blower level. Control hunting such as the provisional blower level f (WU) being selected can be prevented.

(Other embodiments)
The present invention is not limited to the above-described embodiment, and can be variously modified as follows.

  (1) In the above-described embodiment, it is determined whether or not the engine is in the warm-up state based on the blown air temperature TAV from the indoor condenser 13 and the target blown temperature TAO (in other words, the air conditioning load). Whether or not it is in a state may be determined based on the temperature of the air blown from the heater core 21 and the target air temperature TAO. Moreover, you may determine whether it is a warm-up state based on the blowing air temperature from the PTC heater 22, and the target blowing temperature TAO.

  (2) Although the example which employ | adopted the electric compressor as the compressor 11 was demonstrated, the format of the compressor 11 is not limited to this. For example, you may employ | adopt the compressor 11 which obtains a driving force from an engine via a belt, an electromagnetic clutch, etc. Therefore, application of the vehicle air conditioner 1 of the present invention is not limited to an electric vehicle.

  For example, a normal vehicle that travels by obtaining a driving force for traveling from an internal combustion engine (engine), a so-called hybrid vehicle that obtains a driving force for traveling from both the internal combustion engine and the traveling electric motor, and an external device when the vehicle is stopped You may apply to what is called a plug-in hybrid vehicle which can charge the battery B with the electric power supplied from a power supply (commercial power supply).

  In addition, in a vehicle equipped with an engine, in addition to the indoor condenser 13, a heating heat exchanger (heater core) for heating the blown air using engine cooling water as a heat source may be provided as auxiliary heating means for the blown air.

  (3) In the above-described embodiment, the refrigerant circuit in the heating mode, the cooling mode, and the defrost mode has been described as the refrigerant circuit in which the heat pump cycle 10 can be switched. However, the heat pump cycle 10 uses the cooled and dehumidified blast air. It is also possible to switch to a refrigerant circuit in a dehumidifying and heating mode that reheats and dehumidifies and heats the interior of the vehicle.

  Specifically, in the dehumidifying and heating mode, the on-off valve 15a constituting the refrigerant circuit switching means is closed, and the three-way valve 20 can be switched to a refrigerant circuit that connects the refrigerant outlet side of the outdoor heat exchanger 16 and the cooling fixed throttle 17. That's fine.

  Thereby, in the dehumidifying heating mode, the refrigerant circuit of the heat pump cycle 10 is connected to the compressor 11 → the indoor condenser 13 → the heating fixed throttle 14 → the outdoor heat exchanger 16 (→ the three-way valve 20) → the cooling fixed throttle 17 → the room. A refrigeration cycle in which the refrigerant circulates in the order of the evaporator 18 → accumulator 19 → compressor 11 is configured.

  Therefore, in the heat pump cycle 10 in the dehumidifying and heating mode, the high-pressure and high-temperature refrigerant compressed by the compressor 11 exchanges heat with a part of the blown air that has passed through the indoor evaporator 18 in the indoor condenser 13 and blown air. A part of is heated. Further, the refrigerant flowing out of the indoor evaporator 18 is decompressed by the heating fixed throttle 14 and flows into the outdoor heat exchanger 16. The refrigerant flowing into the outdoor heat exchanger 16 exchanges heat with the outside air blown from the blower fan 16a to radiate heat.

  The refrigerant that has flowed out of the outdoor heat exchanger 16 flows into the cooling fixed throttle 17 via the three-way valve 20 and is 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 dehumidified. The subsequent operation is the same as in the cooling mode.

  As described above, in the dehumidifying and heating mode, the blown air is cooled by evaporating the refrigerant in the indoor evaporator 18 corresponding to the indoor heat exchanger.

10 Heat pump cycle 13 Indoor condenser (air heating means)
21 Heater core (air heating means)
22 PTC heater (air heating means)
32 Blower (Blower means)
50b Heating capacity control means S6 Blow rate determination means

Claims (10)

Air blowing means (32) for blowing air toward the passenger compartment;
Air heating means (13, 21, 22) for heating the air blown by the blower means (32);
Heating capacity control means (50b, 50c) for controlling the air heating capacity of the air heating means (13, 21, 22);
Whether the air heating means (13, 21, 22) is in a warm-up state shortly after heating the air or not is determined by the air temperature (TAV) blown from the air heating means (13, 21, 22). A vehicle air conditioner comprising: an air flow determining means (S6) for determining based on an air conditioning load (TAO) and determining a target air flow of the air blowing means (32) based on the determination result. . The blowing amount determining means (S6)
A first temporary target air volume (f (TAO)) is calculated based on the air conditioning load (TAO), and a second temporary target air volume (f (WU)) is calculated based on the blown air temperature (TAV). And
When it is determined that the warm-up state is set, the smaller of the first temporary target airflow rate (f (TAO)) and the second temporary target airflow rate (f (WU)) is set as the target airflow rate. The vehicle air conditioner according to claim 1, wherein the air conditioner is selected.   The air flow determining means (S6) once determines that it is not in the warm-up state, and then selects the first temporary target air flow (f (TAO)) as the target air flow, and the second temporary target feed. The vehicle air conditioner according to claim 2, wherein an air volume (f (WU)) is not selected as the target air volume.   When the first temporary target air flow rate (f (TAO)) is larger than the second temporary target air flow rate (f (WU)), the air flow determining unit (S6) determines that the warm-up state is established. The vehicle air conditioner according to any one of claims 2 and 3, characterized in that: The blowing amount determining means (S6)
A first temporary target air volume (f (TAO)) is calculated based on the air conditioning load (TAO), and a second temporary target air volume (f (WU)) is calculated based on the blown air temperature (TAV). And
When the state where the first temporary target air flow rate (f (TAO)) is smaller than the second temporary target air flow rate (f (WU)) continues for a predetermined time or more, it is determined that the warm-up state is not established. The vehicle air conditioner according to claim 1.   The said air heating means is a heat exchanger (13) for heating which heats the said air by exchanging heat between the refrigerant of the heat pump cycle (10) and the air. The vehicle air conditioner according to claim 1.   The vehicle blower according to claim 6, wherein the blowing amount determining means (S6) calculates the blown air temperature (TAV) based on a high-pressure side refrigerant pressure (Pd) of the heat pump cycle (10). Air conditioner.   The said air heating means is a heater core (21) which heats the said air by exchanging heat between the heat medium heated by the heat medium heating means (23) and the air. The vehicle air conditioner according to any one of the above.   The vehicle air conditioner according to any one of claims 1 to 5, wherein the air heating means is an electric heater (22) that generates heat by supplying electric power to heat the air. .   When the air conditioning load (TAO) is lower than a predetermined value, the air flow determining means (S6) is responsive to the first temporary target air flow (f ( The vehicle air conditioner according to any one of claims 1 to 9, wherein TAO)) is selected as the target air flow rate.

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