JP2014058206A - Vehicle air-conditioning device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle air-conditioning device capable of satisfying both of preventing frost formation from progressing when setting a pre-air-conditioning and ensuring heat sensation when getting on a vehicle.SOLUTION: An air-conditioning device ECU 50 performs separately: usual air-conditioning of air- conditioning a vehicle interior while running a vehicle by controlling refrigerant flow of a heat pump cycle 10; pre-air-conditioning of air conditioning the vehicle interior when the vehicle is stopped and before a crew member gets in the vehicle; and a defrosting operation of eliminating frost formed on an outdoor heat exchanger 16. When the usual air conditioning is set, the air-conditioning device ECU 50, if predetermined conditions for the usual air-conditioning and defrosting operation are satisfied, performs the defrosting operation. When pre-air-conditioning is set, the ECU 50, if predetermined conditions for the pre-air-conditioning and defrosting operation are satisfied, performs the defrosting operation. The conditions for the pre-air-conditioning and defrosting operation are set so that they are satisfied in the situation that frost formation progresses further than frost formation under the conditions for the usual air conditioning and defrosting operation.

Description

  The present invention relates to a vehicle air conditioner that performs air conditioning in a passenger compartment before occupant riding.

  As an example of a conventional vehicle air conditioner, there is known a technique for performing vehicle interior air conditioning before boarding (hereinafter also simply referred to as “pre-air conditioning” or “pre-boarding air conditioning”) by air conditioning operation using a heat pump cycle. (For example, refer to Patent Document 1).

  In addition to the pre-air conditioning operation, the device of Patent Literature 1 can perform a defrosting operation for defrosting when frost formation occurs when an outdoor heat exchanger provided in a heat pump cycle functions as an evaporator.

Japanese Patent Laid-Open No. 7-212902

  The device of Patent Document 1 discloses that the frosting operation can be performed while the vehicle is stopped, but the defrosting operation cannot be performed during pre-air conditioning. On the other hand, although the following is not a known technique, the following problems may occur when the control of performing the defrosting operation during pre-air conditioning is applied to the apparatus of Patent Document 1.

  First, when frost is generated in the outdoor heat exchanger during pre-air conditioning, if the pre-air-conditioning operation is continued without performing the defrosting operation, frost formation proceeds. Although pre-air conditioning can be carried out in this way, the heat absorption capacity in the outdoor heat exchanger is reduced due to the progress of frost formation, so that sufficient air conditioning performance cannot be obtained and the feeling of heating at the beginning of the ride cannot be obtained sufficiently There is. Second, when frost is generated in the outdoor heat exchanger during pre-air conditioning, if the defrosting operation is performed sufficiently, frost can be eliminated, but the heating capacity by the pre-air conditioning operation cannot be secured. There is a problem that the feeling of heating at the beginning of the ride is not sufficient.

  Therefore, the present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle air conditioner that can achieve both suppression of frost formation during air conditioning before boarding and securing of a feeling of heating at the beginning of boarding. It is to be.

  The present invention employs the following technical means to achieve the above object. In addition, the code | symbol in the parenthesis as described in a claim and each means of the following shows the correspondence with the specific means as described in embodiment mentioned later as one aspect.

The invention relating to the vehicle air conditioner of the present application controls the refrigerant flow of the refrigerant cycle (10), thereby controlling the normal air conditioning for air conditioning the interior of the vehicle while the vehicle is running, and the vehicle before the passenger gets on when the vehicle is stopped. A control device (50) for individually performing air-conditioning before boarding to air-condition the room and defrosting operation to defrost frost generated in the outdoor heat exchanger (16) provided in the refrigerant cycle (10) is provided. ,
The control device performs the defrosting operation when the preset normal air conditioning defrosting operation condition is satisfied during normal air conditioning, and excludes the preset pre-boarding air conditioning defrosting operation condition during the pre-boarding air conditioning. Conducted frost operation,
The pre-boarding air-conditioning defrosting operation condition is set to be established in a state in which frosting has progressed more than the normal air-conditioning defrosting operation condition.

  According to the present invention, the pre-boarding air-conditioning defrosting operation condition is established so that the time to shift to the defrosting operation is delayed from the normal air-conditioning defrosting operation condition, so that it is difficult to shift to the defrosting operation, Can be long. As a result, even if frost is generated during the air-conditioning operation before boarding, the defrosting operation is performed after the frosting is advanced to some extent without immediately performing the defrosting operation. While preventing the decrease, it is possible to secure the implementation time of the air conditioning before boarding. Therefore, it is possible to provide a vehicle air conditioner that can achieve both suppression of frost formation during air conditioning before boarding and ensuring of a feeling of heating at the beginning of boarding.

  In addition, the code | symbol in the parenthesis as described in a claim and said each means is an example which shows a corresponding relationship with the specific means as described in embodiment mentioned later.

It is a lineblock diagram of the air-conditioner for vehicles concerning one embodiment of the present invention. It is a block diagram which shows the control structure which concerns on a vehicle air conditioner. It is the flowchart which showed the basic air-conditioning control by the vehicle air conditioner. FIG. 4 is a control map for setting an upper limit rotational speed of the compressor in step 12 of the air conditioning control of FIG. 3. FIG. It is a flowchart which shows the defrost mode control process in the air-conditioning control of FIG. It is a control map for demonstrating the 1st example of the satisfaction conditions which transfer to a defrost operation from an air-conditioning driving | operation. It is a control map for demonstrating the 2nd example of the satisfaction conditions which transfer to a defrost operation from an air-conditioning driving | operation. FIG. 4 is a control map for setting the rotational speed of an outdoor fan in step 10 of the air conditioning control of FIG. 3.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to FIGS. Vehicles to which the vehicle air conditioner 1 of the present invention can be applied include an electric vehicle that obtains driving force for driving from a driving electric motor, a hybrid vehicle that can transmit any driving force of a motor generator and an engine to driving wheels, and the like. It is. In these automobiles, the battery 40 is charged with electric power supplied from an external power source (commercial power supply) when the vehicle is stopped, and the electric power stored in the battery 40 is supplied to the electric motor for traveling when the vehicle is traveling.

  The battery 40 is composed of, for example, a nickel metal hydride storage battery, a lithium ion battery, or the like. Further, the vehicle includes a charging device for charging electric power consumed by air conditioning in the vehicle interior, traveling, and the like. The charging device includes a desk lamp as a power supply source and an outlet connected to a commercial power source, and the battery can be charged by connecting the power supply source to the outlet.

  The vehicle air conditioner 1 is an air conditioner capable of performing vehicle interior air conditioning (hereinafter referred to as pre-boarding air conditioning or pre-air conditioning) operation that is mainly performed before passengers get on. For example, when the user of the vehicle operates the wireless terminal 70 or the like when performing a pre-boarding air conditioning operation, the air conditioner ECU 50 receives a command signal for the pre-boarding air conditioning operation transmitted from the wireless terminal 70 and receives a predetermined program. The air conditioning operation before boarding is executed by performing the above calculation. Further, the vehicle operates the vehicle air conditioner 1 by supplying power stored in the battery 40 or power supplied from external power to various components of the vehicle air conditioner 1 via the air conditioner ECU 50. ing. Therefore, even when an external power source is connected to the vehicle battery 40 or the like when the vehicle is stopped, the pre-air-conditioning operation for air-conditioning the passenger compartment before the passenger gets into the vehicle can be executed.

  Next, the structure of the vehicle air conditioner 1 is demonstrated using FIG.1 and FIG.2. The vehicle air conditioner 1 according to the present embodiment is an example of a refrigerant cycle, and a vapor compression heat pump cycle 10 that adjusts the temperature of the blown air into the vehicle interior. An air conditioning unit 30 for blowing out into the room and an air conditioner ECU 50 as a control device for controlling the operation of various components of the vehicle air conditioner 1 are provided.

  The heat pump cycle 10 includes a cooling mode refrigerant circuit that cools the blown air and cools the passenger compartment, a heating mode refrigerant circuit that heats the blown air and heats the passenger compartment, and further the heat pump cycle 10 in the heating mode. When defrosting occurs in the outdoor heat exchanger 16 that functions as an evaporator that evaporates the refrigerant, the refrigerant circuit in the defrost mode (defrosting operation) that defrosts 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 white arrow.

  The heat pump cycle 10 includes a compressor 11 that compresses and discharges refrigerant, a condenser 13 and an evaporator 18 that serve as indoor heat exchangers that heat or cool the blown air, a fixed throttle 14 for heating and a cooling system that decompress and expand the refrigerant. A fixed throttle 17, an on-off valve 15a as a refrigerant circuit switching means, a three-way valve 20 and the like are provided. Further, in the heat pump cycle 10, for example, an HFC refrigerant (specifically, R134a) is adopted as the refrigerant, and a vapor compression subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant is configured. doing.

  The compressor 11 is disposed in the hood of the vehicle outside the passenger compartment. The compressor 11 sucks, compresses and discharges the refrigerant in the heat pump cycle 10, and a fixed displacement type compression mechanism 11a having a fixed discharge capacity is provided to the electric motor 11b. It is comprised as an electric compressor which drives. Specifically, various compression mechanisms such as a scroll type compression mechanism and a vane type compression mechanism can be employed as the fixed capacity type compression mechanism 11a.

  The electric motor 11 b is an AC motor whose rotation speed is controlled by an AC voltage output from the inverter 61. Further, inverter 61 outputs an alternating voltage having a frequency corresponding to a control signal output from air conditioner ECU 50. And the refrigerant | coolant discharge capability of the compressor 11 is changed by this frequency or rotation speed control. Therefore, the electric motor 11b constitutes a discharge capacity changing unit of the compressor 11.

  The refrigerant inlet side of the condenser 13 is connected to the discharge port side of the compressor 11. The condenser 13 is disposed in a casing 31 that forms an air passage for the blown air that is blown into the vehicle interior in the air conditioning unit 30, and exchanges heat between the refrigerant circulating in the interior and the blown air. A heat exchanger for heating.

  The refrigerant outlet side of the condenser 13 is connected to the refrigerant inlet side of the outdoor heat exchanger 16 via 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 employed. 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, the heat pump cycle 10 is provided with a bypass passage 15 that guides the refrigerant flowing out of the condenser 13 to the refrigerant inlet side of the outdoor heat exchanger 16 by bypassing the heating fixed throttle 14. An open / close valve 15 a that opens and closes the bypass passage 15 is disposed in the bypass passage 15. The on-off valve 15a constitutes a refrigerant circuit switching means for switching a refrigerant circuit in the cooling mode, a refrigerant circuit in the heating mode, and a refrigerant circuit in the defrosting mode, and its operation is controlled by a control signal output from the air conditioner ECU 50. It is a solenoid valve. Specifically, the on-off valve 15a 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, in the state where the on-off valve 15 a is opened, almost the entire flow rate of the refrigerant flowing out from 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 hood, and exchanges heat between the refrigerant circulating in the interior and the air outside the vehicle (outside air) blown from the outdoor fan 16a. The outdoor fan 16a is an electric blower in which the rotation speed (air blowing capacity) is controlled by a control voltage output from the air conditioner ECU 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 refrigerant circuit switching means for switching the refrigerant circuit in each operation mode together with the on-off valve 15a, and is an electric three-way valve whose operation is controlled by a control signal output from the air conditioner ECU 50. .

  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 as shown by the broken line arrow in FIG. 1 in the cooling mode, and is shown in the heating mode and the defrosting mode. As indicated by a solid line arrow or a white arrow, the refrigerant circuit is switched to a refrigerant circuit that connects the refrigerant outlet side of the outdoor heat exchanger 16 and the inlet side of the accumulator 19. The basic configuration of the cooling fixed throttle 17 is the same as that of the heating fixed throttle 14. The evaporator 18 is arrange | positioned in the casing 31 of the air-conditioning unit 30 in the upstream of the flow of blowing air of the condenser 13, and heat-exchanges the refrigerant | coolant which distribute | circulates the inside, and blowing air, and cools blowing air It is a heat exchanger for cooling.

  The refrigerant outlet side of the evaporator 18 is connected to the inlet side of the accumulator 19. 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 air conditioning unit 30 will be described. The air conditioning unit 30 is disposed inside the instrument panel (instrument panel) in the foremost part of the vehicle interior, and has an indoor blower 32, an evaporator 18, a condenser 13, and an air mix door 34 in a casing 31 that forms an outer shell thereof. Etc. 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 that switches and introduces air (inside air) and outside air into the casing 31 is disposed on the most upstream side of the blast air flow of the casing 31.

  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. The operation of the electric actuator 62 is controlled by a control signal output from the air conditioner ECU 50.

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

  On the downstream side of the air flow of the indoor blower 32, the evaporator 18 and the condenser 13 are arranged in the order of the evaporator 18 and the condenser 13 with respect to the flow of the blown air. In the casing 31, an air mix door 34 that adjusts the air volume ratio between the air volume that passes through the condenser 13 and the air volume that does not pass through the condenser 13 among the blown air after passing through the evaporator 18 is disposed. The air mix door 34 is driven by an electric actuator 63 for driving the air mix door. The operation of the electric actuator 63 is controlled by a control signal output from the air conditioner ECU 50.

  In the present embodiment, as shown by the broken line in FIG. 1 during the cooling mode and the defrosting mode, the air mix door 34 is placed at a cooling position that bypasses the condenser 13 for the entire air volume of the blown air that has passed through the evaporator 18. In the heating mode, as shown by the solid line in FIG. 1, the air mix door 34 is displaced to a heating position where the entire air volume of the blown air that has passed through the evaporator 18 flows into the condenser 13.

  Further, an opening for blowing the blown air that has passed through the condenser 13 or the blown air that has bypassed the condenser 13 into the vehicle interior, which is the air-conditioning target space, is provided in the most downstream part of the air flow of the casing 31. As this opening, a defroster opening 37a that blows air-conditioned air toward the inner surface of the front window glass of the vehicle, a face opening 37b that blows air-conditioned air toward the upper body of the passenger in the vehicle interior, and air-conditioned air toward the feet of the passenger A blow-out foot opening 37c is provided. The air flow downstream side of these openings is connected to a face air outlet, a foot air outlet, and a defroster air outlet (not shown) provided in the vehicle interior via ducts that form air passages.

  Therefore, during the cooling mode, the opening degree of the air mix door 34 is adjusted, and a part of the blown air cooled by the evaporator 18 is reheated by the condenser 13, so that the face outlet, the foot outlet, and You may make it adjust the temperature of the ventilation air which blows off into a vehicle interior from a defroster blower outlet. Further, on the upstream side of the air flow of the defroster opening 37a, the face opening 37b and the foot opening 37c, the defroster door 38a for adjusting the opening area of the defroster opening 37a and the opening area of the face opening 37b are adjusted, respectively. A foot door 38c for adjusting the opening area of the face door 38b and the foot opening 37c is disposed.

  The defroster door 38a, the face door 38b, and the foot door 38c constitute an outlet mode switching means for switching the outlet mode, and are connected to an electric actuator 64 for driving the outlet mode door via a link mechanism or the like. Are operated in conjunction with each other. The operation of the electric actuator 64 is also controlled by a control signal output from the air conditioner ECU 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 upper body of the passenger in the passenger compartment, 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 blowing mode changeover switch provided on the operation panel 60 to fully open the defroster outlet and blow out air from the defroster outlet to the inner surface of the front window glass can be set.

  Next, the electric control unit of this embodiment will be described. The air conditioner ECU 50 includes a CPU, a ROM, a RAM, and the like, which are a known microcomputer 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 20, the outdoor fan 16a, the indoor The operation of the blower 32 and the various electric actuators 62 to 64 is controlled.

  On the input side of the air conditioner ECU 50, sensors for air conditioning control such as an inside air sensor 51, an outside air sensor 52, a solar radiation sensor 53, a discharge temperature sensor 54, a discharge pressure sensor 55, an evaporator temperature sensor 56, and an outdoor heat exchanger temperature sensor 57. A group detection signal is input. The inside air sensor 51 detects a passenger compartment temperature (inside air temperature) Tr. The outside air sensor 52 detects a passenger compartment outside temperature (outside air temperature) Tam. The solar radiation sensor 53 detects the solar radiation amount Ts irradiated to the vehicle interior. The discharge temperature sensor 54 detects the discharge refrigerant temperature Td of the refrigerant discharged from the compressor 11. The discharge pressure sensor 55 detects the discharge refrigerant pressure Pd of the discharge refrigerant of the compressor 11. The evaporator temperature sensor 56 detects the refrigerant evaporation temperature (evaporation temperature) Te in the evaporator 18. The outdoor heat exchanger temperature sensor 57 detects the outdoor temperature Tout of the outdoor heat exchanger 16.

  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 inlet of the cooling fixed throttle 17 in the cooling mode, and in the heating mode, It becomes the high-pressure side refrigerant pressure of the cycle from the refrigerant discharge port side to the inlet of the heating fixed throttle 14. For example, the evaporator temperature sensor 56 detects the heat exchange fin temperature of the evaporator 18. Further, the evaporator temperature sensor 56 may detect the temperature of other parts of the evaporator 18 or may directly detect the temperature of the refrigerant itself flowing through the evaporator 18. The same applies to the outdoor heat exchange temperature sensor 57.

  Furthermore, operation signals from various air conditioning operation switches provided on the operation panel 60 near the instrument panel in the front of the vehicle interior are input to the input side of the air conditioner ECU 50. Various air conditioning operation switches provided on the operation panel 60 include, for example, an operation switch of the vehicle air conditioner 1, an auto switch that sets or cancels the automatic control of the vehicle air conditioner 1, an operation mode changeover switch that switches the operation mode, There are an air outlet mode switching switch for switching the air outlet mode, an air volume setting switch for the indoor blower 32, a vehicle interior temperature setting switch for setting the target temperature Tset in the vehicle interior, and the like.

  The air conditioner ECU 50 also includes a transmission / reception unit 50a that transmits / receives control signals to / from the wireless terminal 70 carried by the occupant or various mobile communication means (for example, a mobile phone or a smartphone). The operation panel 60 and the wireless terminal 70 each require pre-air-conditioning operation such as a pre-air-conditioning start switch for starting the pre-air-conditioning operation and a timer setting switch for starting the pre-air-conditioning operation at a predetermined time. Request means are provided.

  The air conditioner ECU 50 is a control device in which control means for controlling various air conditioning components connected to the output side is integrally configured. The configuration (hardware and software) for controlling the operation of each air conditioning component device constitutes a control means for controlling the operation of each air conditioning component device. For example, in this embodiment, the structure which controls the action | operation of the compressor 11 among air-conditioner ECU50 comprises the compressor control means 50b, and controls the action | operation of the on-off valve 15a and the three-way valve 20 which comprise a refrigerant circuit switching means. The configuration constitutes the refrigerant circuit control means 50c.

  Next, the operation of the vehicle air conditioner 1 will be described with reference to FIGS. This control process is executed if electric power is supplied to the air conditioner ECU 50 even when the vehicle is stopped. First, in step 1, whether or not the vehicle air conditioner 1 is to be operated, that is, whether or not the auto switch is ON with the operation switch of the operation panel 60 turned on, or the pre-air conditioning start switch is ON. It is determined whether or not it has been done. And when it determines with operating the vehicle air conditioner 1, it progresses to step 2. FIG. Note that the fact that the pre-air conditioning start switch is ON includes the start of the pre-air conditioning operation by the timer setting.

  In step 2, initialization such as initialization of a flag, a timer, and initial position alignment of the stepping motor constituting the above-described electric actuator 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 3, the operation signal of the operation panel 60 is read and the process proceeds to step 4. In step 4, the vehicle environmental state signal used for air conditioning control, that is, the detection signals of the above-described sensor groups 51 to 57 for air conditioning control, etc. are read, and the process proceeds to step 5.

In step 5, the 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 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.

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

  In subsequent steps 6 to 12, control states of various air conditioning component devices connected to the output side of the air conditioner ECU 50 are determined. First, in step 6, based on the target blowing temperature TAO, referring to a control map stored in advance in the ROM of the air conditioner ECU 50, the target blowing amount of air blown by the indoor blower 32, that is, the indoor blower. The blower motor voltage to be applied to the 32 electric motors is determined.

  In this control map, the blower motor voltage is set to a high voltage near the maximum value in the maximum cooling region and the maximum heating region of the target blowout temperature TAO, and control is performed so that the air flow rate of the indoor blower 32 approaches the maximum air flow rate. 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 7, 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 conditioner ECU 50 based on the target outlet temperature TAO. In the present embodiment, the outside air mode in which outside air is introduced is basically prioritized, but the inside air mode in which the inside air is introduced is selected when the target blowing temperature TAO is the maximum cooling region and high cooling performance is desired. The

  In step 8, the air outlet mode is determined. This outlet mode is also determined based on the target outlet temperature TAO with reference to a control map stored in advance in the air conditioner ECU 50. 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 outlet temperature TAO tends to be in the low temperature range, the face mode is mainly used. In spring and autumn, when the target outlet temperature TAO tends to be in the middle temperature range, the bi-level mode is mainly used. A mode is selected.

  Furthermore, when it is determined that there is a high possibility of fogging on the window glass based on the relative humidity RHW on the surface of the window glass calculated from the detected value of the humidity detecting means for detecting the relative humidity in the vicinity of the vehicle window glass. The foot defroster mode or the defroster mode may be selected.

  In step 9, the control state of the air mix door 34 is determined. As described above, in the present embodiment, the air mix door 34 is displaced so that the total air volume of the blown air after passing through the evaporator 18 is bypassed the condenser 13 in the cooling mode and the defrosting mode. In the mode, the air mix door 34 is displaced so that the entire air volume of the blown air after passing through the evaporator 18 flows into the condenser 13.

  In step 10, the operating rate of the outdoor fan 16 a, that is, the rotational speed of the outdoor fan 16 a is determined based on the discharge refrigerant temperature Td of the compressor 11 with reference to a control map stored in advance in the air conditioner ECU 50. In this control map, the rotational speed of the outdoor fan 16a is determined to increase as the discharge refrigerant temperature Td increases.

  In step 11, the operating states of the on-off valve 15a and the three-way valve 20 are determined according to the operation mode set by the operation mode switch. 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 12, 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 temperature Te detected by the evaporator temperature sensor 56 so as not to deteriorate the air conditioning feeling with reference to a control map stored in the air conditioner ECU 50 in advance based on the target blowout temperature TAO or the like. The target evaporation temperature TEO is determined.

  A deviation En (TE− (En−)) is calculated by calculating a deviation En (TEO−Te) between the target evaporation temperature TEO and the refrigerant evaporation temperature Te, and subtracting the previously calculated deviation En−1 from the previously calculated deviation En. 1)) is used to obtain the rotational speed change amount dfC with respect to the previous compressor rotational speed fCn-1 based on the fuzzy inference based on the membership function and rules stored in the air conditioner ECU 50 in advance.

  In the heating mode, the target of the discharge refrigerant pressure Pd (high-pressure side refrigerant pressure) detected by the discharge pressure sensor 55 with reference to a control map stored in the air conditioner ECU 50 in advance based on the target blowout temperature TAO or the like. Determine the high pressure PDO. A deviation Pn (Pn− (Pn−1) is calculated by calculating a deviation Pn (PDO−Pd) between the target high pressure PDO and the discharge refrigerant pressure Pd, and subtracting the previously calculated deviation Pn−1 from the currently calculated deviation Pn. )) Is used to obtain the rotational speed change amount dfH 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 conditioner ECU 50 in advance.

  Further, in step 12, the air conditioner ECU 50 sets an upper limit value of the maximum rotational speed of the compressor 11 during pre-air conditioning, and controls the rotational speed of the compressor 11 to be equal to or lower than the set maximum rotational speed. That is, when the rotation speed of the compressor 11 obtained by using the rotation speed change amount dfH calculated by the above calculation method is less than the set maximum rotation speed, the calculated value is directly used in step 14 as the compressor 11. Is output as a control signal. On the other hand, in the case of the set maximum number of revolutions or more, by outputting the set maximum number of revolutions as a control signal of the compressor 11, the compressor 11 is controlled to be equal to or less than the set maximum number of revolutions, The upper limit value of the rotational speed is set.

  The upper limit value of the maximum rotational speed of the compressor 11 in this pre-air conditioning is set by calculation using the control map shown in FIG. 4 stored in advance in the ROM or the like of the air conditioner ECU 50. For example, the upper limit value of the maximum rotational speed is set to 2500 [rpm] when the outdoor temperature Tout detected by the outdoor heat exchanger temperature sensor 57 is −12.5 ° C. or lower, and is −10 ° C. or higher. Is set to 5100 [rpm]. Thus, when the outdoor unit temperature Tout is −12.5 ° C. or lower, it is determined that frosting is progressing compared to the case where the outdoor unit temperature Tout is −10 ° C. or higher, and the upper limit rotational speed of the compressor 11 is reached. Control to reduce the is performed.

  The upper limit number of rotations of the compressor 11 is 5100 [rpm] to 5000 [rpm] calculated by the interpolation method when the outdoor unit temperature Tout is a temperature between −10 ° C. and −10.5 ° C. ], And when the outdoor unit temperature Tout is a temperature between -10.5 ° C. and −12.5 ° C., it is calculated from 5000 [rpm] to 2500 [rpm] calculated by the interpolation method. ] Is obtained. Thus, also when the outdoor unit temperature Tout is a temperature between −10 ° C. and −12.5 ° C., it is determined that frost formation is progressing, and the upper limit rotational speed of the compressor 11 is decreased. Control is performed.

  That is, when the outdoor unit temperature Tout is a temperature between −10 ° C. and −12.5 ° C., the outdoor unit temperature Tout detected at the control cycle interval is lower in the current value than the previous value. If so, it is determined that frost formation is progressing as shown by the arrows in FIG. And in this rotation speed determination step (step 12) of the compressor 11, it controls so that an upper limit rotation speed (maximum rotation speed) may be reduced, and the effect | action which cools the outdoor heat exchanger 16 is suppressed.

  Further, the air conditioner ECU 50 may control the compressor 11 to be temporarily stopped when it is determined that frost formation is in progress as described above.

  In the next step 13, it is determined whether or not to perform the operation in the defrost mode in which the outdoor heat exchanger 16 is defrosted. The more detailed processing of step 13 will be described with reference to FIG. First, in step 131, it is determined whether or not the vehicle is operating. “During vehicle driving” does not mean that the vehicle is running, but a state where the vehicle system is activated, that is, a state where the vehicle is not stopped.

  If it is determined in step 131 that the vehicle is operating, the process proceeds to step 132, where 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. Here, it is determined that frost formation has occurred in the outdoor heat exchanger 16 when the outdoor temperature Tout detected by the outdoor heat exchanger temperature sensor 57 is equal to or lower than a predetermined reference temperature.

  As shown in the control map shown in FIG. 6, the air conditioner ECU 50 sets a plurality of levels of frosting progress (frosting determination level) and reflects the “pre-ride air conditioning defrosting operation condition” reflecting the frosting determination level. The determination in step 132 and step 136 is performed according to “normal air-conditioning defrosting operation conditions”. The air conditioner ECU 50 determines the level 1 when the outdoor unit temperature Tout is higher than −14 ° C. and lower than −10 ° C., and determines the level 2 when the outdoor temperature Tout is higher than −18 ° C. and lower than −14 ° C., and is −18 ° C. or lower. In this case, it is determined as level 3. It shows that frost formation is progressing more as level 1, level 2, and level 3 progress.

  Here, the determination of frost formation in step 132 employs level 1 as a reference value. That is, in step 132, when the outdoor unit temperature Tout decreases to a predetermined temperature of −10 ° C. or lower, it is determined that the engine has entered level 1, which is a frost determination level during normal air conditioning. Further, in the determination in step 136 described later, level 2 or level 3 where frosting is progressing more than level 1 is adopted as a reference value.

  When it is determined in step 132 that frost formation has occurred in the outdoor heat exchanger 16, the process proceeds to step 133 and the operation in the defrost mode is performed. In step 133, the on-off valve 15a is opened, 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, and the rotation speed of the compressor 11 is determined in advance. The predetermined number of revolutions is controlled. On the other hand, if it is not determined in step 132 that frost formation has occurred in the outdoor heat exchanger 16, the process proceeds to step 14.

  If it is determined in step 131 that the vehicle is not in operation, the routine proceeds to step 134 where it is determined whether or not the charging of the battery 40 is completed. Various methods can be used to determine whether or not the charging of the battery 40 is completed. For example, when the external power supply is connected to the vehicle and the remaining amount of power stored in the battery 40 is greater than or equal to a predetermined remaining amount, it may be determined that charging of the battery 40 is complete.

  If it is determined in step 134 that charging of the battery 40 is not completed, the process proceeds to step 14. On the other hand, if it is determined in step 134 that the charging of the battery 40 has been completed, the process proceeds to step 135, where the pre-air-conditioning request unit is configured based on the operation signals of the operation panel 60 and the wireless terminal 70. It is determined whether or not execution of the air conditioning operation is requested. If it is determined in step 135 that execution of the pre-air conditioning operation is not requested, the process proceeds to step 14. On the other hand, if execution of the pre-air conditioning operation is requested in step 135, the process proceeds to step 136, and it is determined whether or not frost formation has occurred in the outdoor heat exchanger 16.

  As described above, in step 136, level 2 or level 3 in which frost formation is progressing more than level 1 which is the frost determination level during normal air conditioning is adopted as the reference value. That is, in step 136, when the outdoor unit temperature Tout decreases to a temperature between −18 ° C. and 14 ° C. (including −14 ° C.) or to a temperature below −18 ° C. It is determined that the engine has entered level 2 or level 3 which is the frost determination level during pre-air conditioning. As described above, the pre-air-conditioning defrosting operation condition that is the determination criterion in step 136 in the case of pre-air conditioning progresses more than the normal air-conditioning defrosting operation condition that is the determination criterion in step 132 in the case of normal air-conditioning. It is set so as to be established in the state.

  When it is determined in step 136 that frost formation has occurred in the outdoor heat exchanger 16, the process proceeds to step 137, and the operation in the defrosting mode is executed. That is, the same control as in step 133 described above is performed, and the process proceeds to step 14. Further, if it is not determined in step 136 that frost formation has occurred in the outdoor heat exchanger 16, the process proceeds to step 14. Therefore, during the pre-air conditioning setting, the transition to the defrosting operation is delayed compared to the case of the normal air conditioning, so that frosting progresses to some extent than during the normal air conditioning setting. The implementation time of becomes longer. As is clear from the above description, in step 137, when it is determined in step 131 that the vehicle is stopped, and in step 135, it is determined that execution of the pre-air conditioning operation is requested. The operation in the defrosting mode is executed.

  In the following step 14, the various air conditioning component devices 11 (61), 15 a, 20, 16 a, 32, 62 described above are sent from the air conditioner ECU 50 so that the control state determined in the above step 6 to step 13 can be obtained. A control signal and a control voltage are output for .about.64. In continuing step 15, it waits for a control period, and if progress of a control period is determined, it will return to step 3.

  Since the control processing is executed as described above, the vehicle air conditioner 1 operates as follows according to the operation mode.

(Cooling mode)
In the cooling mode, the air conditioner ECU 50 opens the on-off valve 15a and controls the operation of 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 cooling fixed throttle 17. Further, the air conditioner ECU 50 displaces the air mix door 34 so that the total air volume of the blown air after passing through the evaporator 18 bypasses the condenser 13.

  Thereby, as indicated by the broken line arrow in FIG. 1, the compressor 11 (→ the condenser 13 → the bypass passage 15) → the outdoor heat exchanger 16 (→ the three-way valve 20) → the cooling fixed throttle 17 → the evaporator 18 → the accumulator. A refrigerant cycle in which the refrigerant circulates in the order of 19 → the 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 evaporator 18 functions as an evaporator that evaporates the refrigerant. Note that, in the cooling mode, the blown air does not flow into the condenser 13 due to the action of the air mix door 34, so that the refrigerant hardly dissipates heat in the 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 outdoor fan 16 a by the outdoor heat exchanger 16, 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 evaporator 18, absorbs heat from the blown air blown from the indoor blower 32, and evaporates. Due to the endothermic action of the refrigerant, the blown air passing through the evaporator 18 is cooled, and cooling of the passenger compartment is realized. The refrigerant that has flowed out of the 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.

(Heating mode)
In the heating mode, the air conditioner ECU 50 controls the operation of the three-way valve 20 so as to close the on-off valve 15 a and connect the refrigerant outlet side of the outdoor heat exchanger 16 and the refrigerant inlet side of the accumulator 19. Further, the air conditioner ECU 50 displaces the air mix door 34 so that the total air volume of the blown air after passing through the evaporator 18 flows into the condenser 13. As a result, as indicated by the solid line arrow in FIG. 1, the refrigerant circulates in the order of the compressor 11 → the condenser 13 → the heating fixed throttle 14 → the outdoor heat exchanger 16 (→ the three-way valve 20) → the accumulator 19 → the compressor 11. A refrigerant cycle is configured. That is, a refrigeration cycle is configured in which the 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 indoor blower 32 by the condenser 13. Thereby, the ventilation air which passes the condenser 13 is heated, and heating of a vehicle interior is implement | achieved. Further, the refrigerant flowing out of the 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 outdoor 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.

(Defrost mode)
In the defrost mode, the air conditioner ECU 50 controls the operation of the three-way valve 20 so as to open the on-off valve 15 a and connect the refrigerant outlet side of the outdoor heat exchanger 16 and the refrigerant inlet side of the accumulator 19. Further, the air conditioner ECU 50 displaces the air mix door 34 so that the total air volume of the blown air after passing through the evaporator 18 bypasses the condenser 13. Thereby, as indicated by the white arrow in FIG. 1, the refrigerant circulates in the order of the compressor 11 (→ the 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 is configured.

  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 operates as described above, and can perform cooling and heating in the passenger compartment, and performs defrosting mode operation when frost formation occurs in the outdoor heat exchanger 16. Thus, the outdoor heat exchanger 16 can be defrosted. According to the vehicle air conditioner 1, when the occupant is scheduled to get into the vehicle in the near future, the defrosting operation is performed when frost formation occurs in the outdoor heat exchanger 16. Thereby, the fall of the heat exchange performance of the outdoor heat exchanger 16 by frost formation can be suppressed, and the air conditioning performance of the vehicle air conditioner 1 can be ensured.

  Next, another embodiment of the condition for shifting from the pre-air conditioning operation to the defrosting operation, which is performed in step 136 for performing the frost determination during the pre-air conditioning setting, will be described with reference to FIG. FIG. 7 is a time chart for explaining the relationship between the level determination of the degree of frost formation and the transition timing to the defrosting mode.

  As shown in FIG. 7, the air conditioner ECU 50 determines that the pre-air-conditioning defrosting operation condition in step 136 is established when a predetermined delay time TL has elapsed since the outdoor unit temperature Tout has reached the level 1 described above. To do. In this case, it is determined that the normal air-conditioning defrosting operation condition in step 132 is satisfied when the outdoor unit temperature Tout reaches the level 1 described above. Therefore, the establishment of the pre-air-conditioning defrosting operation condition is that a predetermined delay time TL has elapsed since the outdoor unit temperature Tout has reached level 1 than when the outdoor air-conditioning defrosting operation condition has been established. I will be late. In this way, after the predetermined delay time TL has passed, it is determined that the pre-air-conditioning defrosting operation condition is satisfied, so that during the pre-air-conditioning setting, the defrosting operation is performed in a state where frosting has progressed more than during the normal air-conditioning setting. Can be migrated. The pre-air-conditioning defrosting operation condition may be set so as to be satisfied when a predetermined delay time TL elapses after the outdoor unit temperature Tout becomes level 2.

  Next, the output determination of the outdoor fan 16a performed in step 10 will be described with reference to FIG. FIG. 8 is a control map for determining the number of rotations of the outdoor fan 16a in accordance with the progress of frost formation in Step 10 described above.

  In step 10, when the outdoor unit temperature Tout is in the range of −10 ° C. to −12.5 ° C., the air conditioner ECU 50 calculates the rotational speed of the outdoor fan 16a by interpolation according to the map shown in FIG. . The frost formation of the outdoor heat exchanger 16 proceeds as the outdoor unit temperature Tout decreases from -10 ° C to -12.5 ° C, and the air conditioner ECU 50 determines that the outdoor fan 16a is in proportion to the degree of progress. Control to increase the rotation speed.

  That is, when the outdoor unit temperature Tout is a temperature between −10 ° C. and −12.5 ° C., the outdoor unit temperature Tout detected at the control cycle interval is lower in the current value than the previous value. If so, it is determined that frost formation is progressing as shown by the arrows in FIG. Then, in the rotational speed determination step (step 10) of the outdoor fan 16a this time, the outdoor heat exchanger 16 is controlled by increasing the amount of air passing through the outdoor heat exchanger 16 by controlling the rotational speed to be increased from the previous time. It promotes defrosting.

  Below, the effect which the vehicle air conditioner 1 of this embodiment brings is described. According to the vehicle air conditioner 1, the air conditioner ECU 50 controls the refrigerant flow of the heat pump cycle 10 to control the normal air conditioner that air-conditions the passenger compartment while the vehicle is running, and the vehicle before the passenger gets on the vehicle when the vehicle is stopped. The air conditioning before boarding (pre-air conditioning) for air conditioning the room and the defrosting operation for defrosting the frost generated in the outdoor heat exchanger 16 are individually performed. When normal air conditioning is set (including during normal air conditioning and when normal air conditioning is started), the air conditioner ECU 50 performs the defrosting operation when a preset normal air conditioning defrosting operation condition is satisfied (step 133). When pre-boarding air conditioning is set (including during pre-boarding air conditioning and when starting pre-boarding air conditioning), if the pre-boarding air-conditioning defrosting operation condition (pre-air conditioning defrosting operation condition) is satisfied, the defrosting operation is performed. (Step 137). The pre-boarding air-conditioning defrosting operation condition is set so as to be established in a state in which frosting has progressed more than the normal air-conditioning defrosting operation condition (step 136).

  According to this control, the pre-boarding air-conditioning defrosting operation condition is established so that the timing for shifting to the defrosting operation is delayed from the normal air-conditioning defrosting operation condition. For this reason, it is possible to suppress the frequency with which the defrosting operation is performed during heating in the air conditioning before boarding. That is, it is difficult to shift from the air conditioning operation to the defrosting operation, and the air conditioning before boarding can carry out the air conditioning longer. In this way, in the case of air conditioning operation before boarding, even if frosting occurs, the frosting is advanced to some extent and then the defrosting operation is performed to prevent a significant decrease in air conditioning capacity due to frosting. And the time required for air conditioning before boarding can be secured. Therefore, since it is possible to achieve a balanced control between the suppression of the progress of frost formation during the air conditioning before boarding and the securing of the feeling of heating at the beginning of the boarding, the vehicle air conditioner 1 that can sufficiently exert the effect of the air conditioning before boarding is obtained. .

  In addition, as shown in FIG. 4, when the air conditioning before boarding is set, the air conditioner ECU 50 sets the upper limit number of revolutions of the compressor 11 when it determines that frosting is in progress. According to this control, when frosting is proceeding more than the previous time, the compressor 11 is operated at a speed exceeding the suppressed upper limit speed this time in order to reduce the upper limit speed of the compressor 11. It will never be done. Thereby, it can go to the direction where the discharge amount of a refrigerant | coolant compulsorily decreases, and progress of the frosting state of the outdoor heat exchanger 16 can be suppressed.

  The pre-boarding air conditioning defrosting operation condition (step 136) and the normal air conditioning defrosting operation condition (step 132) are conditions for determining whether or not the conditions are satisfied based on the temperature of the outdoor heat exchanger 16. The temperature at which the pre-boarding air-conditioning defrosting operation condition is satisfied is set to be lower than the temperature at which the normal air-conditioning defrosting operation condition is satisfied.

  According to this control, the pre-boarding air conditioning defrosting operation condition uses the temperature of the outdoor heat exchanger 16 that is lower than the normal air conditioning defrosting operation condition as the determination temperature. For this reason, by setting the temperature that is directly related to the progress level of frosting as the determination temperature, the timing for shifting to the defrosting operation during the pre-boarding air conditioning setting is surely delayed as compared to during the normal air conditioning setting. Can be controlled. Therefore, the frequency at which the defrosting operation is performed during heating in the air conditioning before boarding can be surely suppressed, and the heating operation can be performed for a longer time when the air conditioning before boarding is set.

  In addition, as shown in FIG. 7, when the normal air conditioning is set, the air conditioner ECU 50 performs a predetermined time (predetermined time) from when the temperature of the outdoor heat exchanger 16 reaches a temperature that satisfies the normal air conditioning defrosting operation condition. After the elapse of the delay time TL), it is determined that the pre-boarding air-conditioning defrosting operation condition is satisfied, and the defrosting operation is performed.

  According to this control, after the temperature of the outdoor heat exchanger 16 reaches a temperature at which the normal air-conditioning defrosting operation condition is satisfied, an air-conditioning time for a predetermined time (predetermined delay time TL) is surely ensured. it can. Therefore, in the case of heating operation, it is possible to realize control that can guarantee a certain heating execution time, and to easily obtain a feeling of heating at the beginning of the ride.

(Other embodiments)
The preferred embodiments of the present invention have been described above, but the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention. The structure of the said embodiment is an illustration to the last, Comprising: The scope of the present invention is not limited to the range of these description. The scope of the present invention is indicated by the description of the scope of claims, and further includes meanings equivalent to the description of the scope of claims and all modifications within the scope.

  “Pre-boarding air conditioning (pre-air conditioning)” included in the present invention is air conditioning performed mainly for the purpose of air-conditioning operation before the occupant gets on board and air-conditioning the inside of the vehicle when boarding. Therefore, “pre-boarding air conditioning (pre-air conditioning)” included in the present invention includes that in which the air-conditioning operation is mainly performed before boarding, and is limited to air-conditioning driving performed only before boarding. It is not a thing. “Pre-boarding air conditioning (pre-air conditioning)” included in the present invention includes, for example, a case where the air-conditioning operation is continued for a short time after boarding.

  The establishment of the pre-boarding air-conditioning defrosting operation condition that triggers the transition from the air-conditioning operation to the defrosting operation during the setting of the pre-boarding air-conditioning included in the present invention is limited only to the matters described in the above embodiment. is not. For example, it may be determined that the pre-boarding air-conditioning defrosting operation condition is satisfied when the energization current value of the outdoor fan 16a becomes a predetermined value or less, and the air-conditioning operation may be shifted to the defrosting operation. This utilizes the characteristic that when the amount of frost generated in the outdoor heat exchanger 16 increases, the resistance of the blown air passing through the heat exchanger increases and the current value for energizing the outdoor fan 16a decreases. . That is, the air-conditioning defrosting operation condition before boarding is satisfied when the energization current value of the outdoor fan 16a becomes equal to or less than a predetermined current value set lower than that in the normal air-conditioning defrosting operation condition.

DESCRIPTION OF SYMBOLS 1 ... Vehicle air conditioner 10 ... Heat pump cycle (refrigerant cycle)
DESCRIPTION OF SYMBOLS 11 ... Compressor 16 ... Outdoor heat exchanger 50 ... Air-conditioner ECU (control apparatus)

Claims (4)

By controlling the refrigerant flow of the refrigerant cycle (10), normal air conditioning that air-conditions the vehicle interior while the vehicle is running, pre-boarding air conditioning that air-conditions the vehicle interior when the vehicle is stopped and before the passenger gets on, and the refrigerant A vehicle air conditioner (1) provided with a control device (50) for individually performing defrosting operation for defrosting frost generated in an outdoor heat exchanger (16) provided in a cycle (10). ,
When the normal air conditioning is set, the control device performs the defrosting operation when a preset normal air conditioning defrosting operation condition is satisfied, and when the pre-ride air conditioning is set, When the set air-conditioning defrosting operation condition before boarding is satisfied, the defrosting operation is performed,
The vehicle air conditioner is set such that the pre-boarding air-conditioning defrosting operation condition is established in a state where the frosting has progressed more than the normal air-conditioning defrosting operation condition.   When the pre-ride air conditioning is set and the control device determines that the frost formation is in progress, the control device reduces the upper limit rotation speed of the compressor (11) that discharges the refrigerant in the refrigerant cycle. The vehicle air conditioner according to claim 1, wherein the air conditioner is set. The pre-ride air conditioning defrosting operation condition and the normal air conditioning defrosting operation condition are conditions for determining whether or not the condition is satisfied based on the temperature of the outdoor heat exchanger,
3. The vehicle air conditioner according to claim 1, wherein the temperature at which the pre-ride air conditioning defrosting operation condition is satisfied is set to be lower than the temperature at which the normal air conditioning defrosting operation condition is satisfied. apparatus.   When the normal air-conditioning is set, the control device performs the pre-ride air-conditioning defrost after a predetermined time has elapsed from the time when the temperature of the outdoor heat exchanger reaches a temperature that satisfies the normal air-conditioning defrosting operation condition. The vehicle air conditioner according to claim 1 or 2, wherein the defrosting operation is performed by determining that an operation condition is satisfied.

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