JP2014088093A - Vehicle air conditioner and operating method thereof - Google Patents

Abstract

PROBLEM TO BE SOLVED: To miniaturize and simplify a refrigerant circuit and a HVAC unit, to achieve low cost, and to improve cooling/heating capacity and defrosting capacity of a car room outside evaporator.SOLUTION: A refrigerant heating device 41 is installed adjacently to the suction part of a motor compressor 20, and a first temperature type expansion valve 42 is installed adjacently to the inlet of the refrigerant heating device 41. The first temperature type expansion valve 42 includes a refrigerant heating flow path for supplying a refrigerant to the refrigerant heating device 41 and a bypass flow path for directly sucking the refrigerant by the motor compressor 20 without supplying any refrigerant to the refrigerant heating device 41. In a HVAC unit, an air path is formed so that a total amount of air passed through a car room inside evaporator 8 flows through a car room inside condenser 9. A three-way selector valve 23 is disposed on the discharge side of the motor compressor 20. A refrigerant discharged from the motor compressor 20 is selectively supplied to the car room inside condenser 9 or a car room outside condenser 21. Temperature control is performed by changing the rotational speed of the motor compressor 20.

Description

  The present invention relates to a heat pump type vehicle air conditioner applied to an electric vehicle, a hybrid vehicle, and the like, and an operation method thereof.

  Electric vehicles, hybrid vehicles, and engine-driven vehicles with an idling stop function are different from general engine-driven vehicles that always have an engine in operation. Control to stop the engine frequently is made. Therefore, in a vehicle air conditioner applied to such a vehicle, it is difficult to perform a heating operation using warm heat such as engine cooling water. In addition, the refrigerant cannot be compressed by driving a compressor (compressor) with the power of the engine as in a general engine-driven vehicle.

  For this reason, as disclosed in Patent Document 1, an electric compressor that drives a compressor with power of an electric motor instead of engine power is used, and a heat pump that performs cooling and heating using a refrigerant compressed by the electric compressor A vehicle air conditioner of the type is adopted. If heating is performed without using the heat pump system, there is a heating system in which heating air is heated by an electric heater. However, since this heating system consumes a large amount of power, high COP heating (COP ≧ 1) A heat pump heating system that can realize the above is preferable. Such a heat pump type vehicle air conditioner is called HVAC (Heating, Ventilation, and Air Conditioning).

As a problem in the heat pump type vehicle air conditioner, moisture in the air is condensed during the heating operation at low outside air temperature (for example, −10 ° C. or less), and frost (frost) occurs in the outdoor evaporator. The event that heating capacity falls is mentioned.
Also, not only the moisture in the air but also snow falling, snow rolled up from the front vehicle during follow-up traveling, etc. adhere to the outdoor evaporator and frost, or the endothermic amount in the outdoor evaporator due to low outside air temperature Or the heating capacity may decrease.
In such a case, in order to improve the heating capacity, in the vehicle air conditioner disclosed in Patent Document 1, a refrigerant heating device is installed in the refrigerant circuit as a heat source at a low outside air temperature. Is used to heat the refrigerant sucked into the electric compressor.

  On the other hand, in such a heat pump type vehicle air conditioner, a vehicle interior condenser (condenser) and a vehicle interior evaporator (evaporator) are included in the HVAC unit installed inside the instrument panel in front of the vehicle interior. In addition, a temperature adjustment damper for adjusting temperature by mixing warm air passing through the vehicle interior condenser and cold air passing through the vehicle interior evaporator is incorporated.

  When the dehumidifying and heating mode is selected in such a heat pump system, the vehicle interior condenser and the vehicle interior evaporator built in the HVAC unit are on the same refrigerant system. Is indispensable.

JP 2010-234847 A

  As described above, in the conventional heat pump type vehicle air conditioner, since the refrigerant heating device for heating the refrigerant sucked into the electric compressor is independently installed in the refrigerant circuit, this independent refrigerant heating device and Equipment such as additional piping for connecting them is necessary, and it is necessary to secure these installation spaces inside a narrow vehicle, and there is a problem that the refrigerant circuit becomes complicated and expensive.

  Further, since the temperature control damper is provided inside the HVAC unit, there is a problem that the number of parts increases and the HVAC unit itself becomes large.

  Further, for example, when frost is formed on an outdoor unit heat exchanger of a home room air conditioner, so-called reverse operation (heating → cooling operation) is performed, and defrosting of the outdoor heat exchanger is performed. However, when similar defrosting is performed in the heat pump system for a vehicle, it is assumed that the safety standard for ensuring the visibility of the vehicle cannot be satisfied as the heating operation is stopped.

  The present invention has been made in view of the above circumstances, and is a vehicle capable of reducing the size and cost of the refrigerant circuit and the HVAC unit, reducing the cost, and improving the cooling / heating capability and the defrosting capability of the outdoor evaporator. An object of the present invention is to provide an air conditioner for a vehicle and an operation method thereof.

In order to solve the above problems, the present invention employs the following means.
That is, the vehicle air conditioner according to the present invention includes an electric compressor that compresses a refrigerant, a vehicle interior evaporator and a vehicle interior condenser provided in the HVAC unit in the vehicle interior, and a vehicle exterior outside the vehicle interior. An evaporator and a vehicle exterior condenser, and a refrigerant heating device that heats the refrigerant before being sucked into the electric compressor as necessary, and the refrigerant discharged from the electric compressor is A cooling operation in which the pressure is reduced after heat exchange and is supplied to the vehicle interior evaporator; a heating operation in which the refrigerant discharged from the electric compressor is heat-exchanged in the vehicle interior condenser and then supplied to the vehicle exterior evaporator; A heat pump type vehicle air conditioner that operates by switching between a dehumidifying and heating operation for supplying heat to the vehicle interior evaporator after heat exchange of the refrigerant discharged from the compressor with the vehicle interior condenser, wherein the refrigerant heating device The electric compression Adjacent to the inhalation unit characterized by being installed.

According to the above-described configuration, since the refrigerant heating device is integrated with the electric compressor, equipment such as a conventional independent refrigerant heating device and additional piping for connecting the same becomes unnecessary, and the installation space thereof is eliminated. As well as simplification and cost reduction of the refrigerant circuit.
Moreover, since the refrigerant heated by the refrigerant heating device is immediately sucked into the electric compressor adjacent to the refrigerant heating device without passing through another pipe or the like, heat loss of the heated refrigerant is prevented. Heating capacity and defrosting capacity can be improved.

  Moreover, the vehicle air conditioner according to the present invention is characterized in that, in the above configuration, a temperature type expansion valve for reducing the pressure of the refrigerant is provided adjacent to an inlet portion of the refrigerant heating device.

  According to the above configuration, in addition to the refrigerant heating device being integrated with the electric compressor, the temperature expansion valve is also integrated with the electric compressor, so that further downsizing and cost reduction can be achieved. it can.

  In the vehicle air conditioner according to the present invention, in the above configuration, the temperature type expansion valve includes a refrigerant heating flow path for flowing the refrigerant before being sucked into the electric compressor to the refrigerant heating device, and the refrigerant And a bypass flow path directly sucked into the electric compressor without flowing into the refrigerant heating device.

  According to the above configuration, during the cooling operation in which the refrigerant heating device is not used, the refrigerant before being sucked into the electric compressor is reduced in pressure loss by closing the refrigerant heating flow path of the temperature expansion valve and opening the bypass flow path. The refrigerant can be directly sucked into the electric compressor without passing through the refrigerant heating device. For this reason, the refrigerant can be efficiently sucked into the electric compressor to improve the cooling capacity.

  In the vehicle air conditioner according to the present invention, an air passage is formed in the HVAC unit so that the entire amount of air that has passed through the vehicle interior evaporator passes through the vehicle interior condenser, and the electric compressor A three-way switching valve is provided on the discharge side of the engine, and the refrigerant discharged from the electric compressor is selectively allowed to flow to either the vehicle interior condenser or the vehicle exterior condenser, and the electric compressor rotates. The temperature of the air blown from the HVAC unit into the passenger compartment is controlled by changing the number.

According to the above configuration, of the vehicle interior evaporator and vehicle interior condenser provided in the HVAC unit, the refrigerant is supplied only to the vehicle interior evaporator during the cooling operation, and the refrigerant is supplied only to the vehicle interior condenser during the heating operation. Supplied. And temperature control is performed by changing the rotation speed of an electric compressor.
With this configuration, since the temperature control damper provided in the HVAC unit in the conventional vehicle air conditioner is eliminated, the HVAC unit can be greatly reduced in size and cost can be reduced.
In addition, unlike conventional vehicle air conditioners, refrigerant that has been compressed and heated to the vehicle interior condenser in the HVAC unit during cooling is not supplied, so that hot air leaks, the temperature of the HVAC unit rises, etc. There is no risk of heat leakage due to this, so that the cooling capacity can be improved.

  In the vehicle air conditioner according to the present invention, in the above-described configuration, the vehicle exterior condenser is installed close to the vehicle exterior evaporator, and is directed from the vehicle exterior condenser side toward the vehicle exterior evaporator side. And a cooling unit for supplying cooling air.

  According to the above configuration, when the function is deteriorated due to frosting or the like on the outdoor evaporator, the high temperature refrigerant discharged from the electric compressor is operated while supplying the high temperature refrigerant to the outdoor condenser. Hot air generated when the refrigerant exchanges heat with the condenser outside the vehicle compartment is blown to the evaporator outside the vehicle compartment by the operation of the blowing means, and the frost formation on the evaporator outside the vehicle compartment is melted. For this reason, the defrosting capability of the vehicle exterior evaporator can be improved.

  In the vehicle air conditioner operating method according to the present invention, in the vehicle air conditioner having the above-described configuration, when the temperature of the heating air during the heating operation does not reach the target temperature, the refrigerant heating device And the refrigerant before being sucked into the electric compressor is heated.

  According to the above operation method, since the refrigerant before being compressed by the electric compressor is heated by the refrigerant heating device, the amount of heat dissipated in the vehicle interior condenser is increased, thereby improving the heating capacity particularly at low outside air temperature. Can be made.

  In the vehicle air conditioner operating method according to the present invention, in the vehicle air conditioner having the above-described configurations, the inside air circulation mode is selected during the heating operation and when the outside evaporator is frosted. In this case, the dehumidifying and heating operation is performed while supplying the refrigerant discharged from the electric compressor to both the vehicle interior evaporator and the vehicle exterior evaporator.

  In the inside air circulation mode, there is concern about the occurrence of window fogging. However, according to the above operation method, heating operation is continued while suppressing the occurrence of window fogging by performing dehumidification heating operation using the interior evaporator. can do. Moreover, the frost of a vehicle interior evaporator can be avoided as much as possible by flowing a refrigerant | coolant to both a vehicle interior evaporator and a vehicle interior evaporator.

  In the vehicle air conditioner operating method according to the present invention, when the inside air circulation mode is selected and the refrigerant heating device is operated during the heating operation and when the outside evaporator is frosted. The refrigerant discharged from the electric compressor is supplied to the vehicle interior evaporator, and the dehumidifying and heating operation is performed without supplying the refrigerant to the vehicle interior evaporator.

  According to the above operating method, it is possible to prevent window fogging and to heat all the refrigerant discharged from the electric compressor by flowing it through the refrigerant heating device, thereby improving the heating capacity.

  In the vehicle air conditioner operating method according to the present invention, the vehicle exterior condenser and the vehicle exterior evaporator are installed close to each other, and the vehicle exterior condenser side is directed toward the vehicle exterior evaporator side. In a vehicle air conditioner provided with a blowing means for blowing cooling air, the refrigerant discharged from the electric compressor is supplied to the outdoor condenser during the defrosting operation for performing defrosting of the outdoor evaporator. However, the air blowing means is operated.

  According to the above operation method, when the function is deteriorated due to frost formation on the outside-vehicle evaporator, the refrigerant is obtained by operating the air blowing means while supplying the high-temperature refrigerant discharged from the electric compressor to the outside-condenser. Hot air generated when heat is exchanged by the condenser outside the vehicle compartment is blown to the evaporator outside the vehicle compartment by the operation of the blowing means, and frost formation on the evaporator outside the compartment is melted. For this reason, a vehicle interior evaporator can be effectively defrosted in a short time, and the defrost capability of a vehicle exterior evaporator can be improved.

  Moreover, the driving | running method of the vehicle air conditioner which concerns on this invention is set to the inside air circulation mode at the time of the said defrost operation in the said driving | running method.

According to the above operating method, the already-heated vehicle interior air can be absorbed by the vehicle interior evaporator to be used as a heat source for defrosting without being wasted, and can be used for defrosting the vehicle exterior evaporator. For this reason, it is possible to improve the defrosting ability of the outdoor evaporator by increasing the temperature of the air sucked from the passenger compartment as much as possible and effectively defrosting the outdoor evaporator in a short time. it can.
Moreover, the operation method of the vehicle air conditioner according to the present invention is characterized in that, in the operation method described above, during the defrosting operation, among the plurality of outlets of the HVAC unit, an outlet far from the inside air inlet is selected. And

  According to the above operation method, it is possible to prevent the cold air blown from the HVAC unit during the defrosting operation from being short-circuited directly to the inside air suction port of the HVAC unit. For this reason, it is possible to make the vehicle interior evaporator absorb heat without wasting the heat of the vehicle interior air and to use it for defrosting of the vehicle exterior evaporator, and to improve the defrosting capability.

  As described above, according to the vehicle air conditioner and the operation method thereof according to the present invention, the refrigerant circuit and the HVAC unit are reduced in size and cost, and the cooling / heating capability and the defrosting capability of the outdoor evaporator are improved. Can be improved.

It is a refrigerant circuit figure of the air-conditioner for vehicles concerning the embodiment of the present invention. It is a figure which shows schematic structure of the temperature type expansion valve provided in the electric compressor. It is a figure which shows the flow of the refrigerant | coolant at the time of air_conditionaing | cooling operation. It is a figure which shows the flow of the refrigerant | coolant at the time of heating operation (before frost formation). It is a figure which shows the flow of the refrigerant | coolant at the time of heating operation (after frost formation, outside air introduction mode, refrigerant | coolant heating apparatus ON). It is a figure which shows the flow of the refrigerant | coolant in dehumidification heating operation (inside air circulation mode, refrigerant | coolant heating apparatus OFF). It is a figure which shows the flow of the refrigerant | coolant in dehumidification heating operation (inside air circulation mode, refrigerant | coolant heating apparatus ON). It is a figure which shows the flow of the refrigerant | coolant in a defrost operation. It is a block diagram of the control apparatus which controls a vehicle air conditioner. FIG. 10 is an operation control flowchart by the control device shown in FIG. 9. It is a control flow figure at the time of air_conditionaing | cooling operation. It is a figure which shows a part of control flow at the time of heating operation. It is a figure which shows the remaining part of FIG. It is a control flow figure at the time of a defrost operation. It is a figure which shows the remaining part of FIG.

Hereinafter, embodiments of the present invention will be described with reference to FIGS.
A heat pump type vehicle air conditioner 1 shown in FIG. 1 includes an HVAC unit 2 and a refrigerant circuit 3 capable of cooling and heating.

  The HVAC unit 2 selectively introduces either the inside air inside the vehicle compartment or the outside air outside the vehicle compartment via the inside / outside air switching damper 4, and sends it to the downstream side by a blower 5, and an air flow path 6 connected to the blower 5. The vehicle interior evaporator 8 and the vehicle interior condenser 9 are sequentially arranged from the upstream side to the downstream side. The HVAC unit 2 is installed in an instrument panel in front of the vehicle interior, and a def outlet 11 that opens the air temperature-controlled by the vehicle interior evaporator 8 and the vehicle interior condenser 9 toward the vehicle interior. From either the face blowout port 12 or the foot blowout port 13, the air is blown into the vehicle interior according to the blowout mode switched by the blowout mode switching dampers 14, 15, 16, and the vehicle interior is air-conditioned to a set temperature.

  The air path structure in the HVAC unit 2 is formed so that the entire amount of outside air or inside air that has been blown from the blower 5 and passed through the vehicle interior evaporator 8 passes through the vehicle interior condenser 9. In addition, the temperature control damper provided in the conventional HVAC unit is not provided.

On the other hand, in the refrigerant circuit 3 capable of cooling and heating, a closed cycle refrigeration cycle 27 and a heating cycle 29 are configured.
The refrigeration cycle 27 includes an electric compressor 20 that compresses refrigerant, a refrigerant heating device 41 that heats the refrigerant before being sucked into the electric compressor 20 as needed, and a refrigerant that is sucked into the electric compressor 20. A compressor unit 20A in which a first temperature type expansion valve 42 for reducing the pressure is unitized, a three-way switching valve 23 provided on the discharge side of the electric compressor 20, an outdoor compartment condenser 21, and a receiver 22 The second temperature type expansion valve 24, the vehicle interior evaporator 8 in the HVAC unit 2, and the check valve 25 are connected to the discharge pipe 26A and the refrigerant pipes 26B, 26C, 26D, 26E, 26F, and 26G in this order. It is comprised by connecting via.

  As shown in FIG. 2, the refrigerant heating device 41 built in the compressor unit 20 </ b> A is installed adjacent to the suction portion 20 a of the electric compressor 20, and the first temperature type expansion valve 42 is connected to the refrigerant heating device 41. It is installed adjacent to the entrance. In the first temperature type expansion valve 42, a refrigerant heating passage 42 a for flowing the refrigerant before being sucked into the electric compressor 20 to the refrigerant heating device 41, and the refrigerant before being sucked into the refrigerant heating device 41. Instead, a bypass passage 42b is provided for direct suction into the suction portion 20a of the electric compressor 20. The refrigerant heating flow path 42a is provided with a pressure reducing part 42c and a temperature sensitive part 42d.

  The refrigerant heating device 41 is, for example, a so-called electric sheathed heater that is covered with a metal pipe while insulating a heating wire as a heating element, or an electric PTC heater that uses a PTC (Positive Temperature Coefficient) element. be able to. Further, the check valve 25 allows only the refrigerant flow from the refrigerant pipe 26F side (vehicle compartment evaporator 8 side) to the compressor unit 20A side. The refrigeration cycle 27 is substantially the same as a current vehicle air conditioner applied to an engine-driven vehicle.

  The heating cycle 29 includes a compressor unit 20A, a three-way switching valve 23, a vehicle interior condenser 9 in the HVAC unit 2, a receiver 22, a third temperature expansion valve 31, a vehicle exterior evaporator 32, and a check valve. 25 are connected in this order via the discharge pipe 26A and the refrigerant pipes 26H, 26I, 26D, 26J, 26K, 26L, 26M, and 26G. Therefore, the compressor unit 20A, the three-way switching valve 23, the receiver 22, the discharge pipe 26A, and the refrigerant pipes 26D and 26G are shared by the refrigeration cycle 27 and the heating cycle 29.

  Further, a refrigerant pipe 26N that connects the refrigerant pipe 26J and the first temperature type expansion valve 42 of the compressor unit 20A is provided, and a check valve 43 and an electromagnetic valve 44 are interposed in the refrigerant pipe 26N. It is disguised. The check valve 43 allows only the refrigerant flow from the refrigerant pipe 26J side (receiver 22 side) to the compressor unit 20A side.

  Each of the second temperature type expansion valve 24 and the third temperature type expansion valve 31 includes passages 24a and 31a having a pressure reducing mechanism and passages 24b and 31b not having a pressure reducing mechanism. Then, by detecting the temperature of the refrigerant on the side of the passages 24b and 31b that are not provided with a decompression mechanism, the opening degree of the decompression mechanism of the passages 24a and 31a can be adjusted. The first temperature type expansion valve 42 has a substantially similar structure. The specific configuration of the three-way switching valve 23 is not limited, and for example, two electromagnetic valves may be combined.

  In the refrigerant circuit 3 described above, the vehicle exterior evaporator 32 constituting the heating cycle 29 passes the outside air to the vehicle exterior condenser 21 constituting the refrigeration cycle 27. ) Is installed in parallel and close to the outside-condenser 21 on the downstream side in the ventilation path, and the outside-vehicle fan 36 is shared. The outside fan 36 blows (sucks) cooling air from the outside condenser 21 side toward the outside evaporator 32 side. In the present embodiment, a radiator 37 that exchanges heat between a cooling medium that cools an engine, a motor, an inverter, a battery, and the like for driving a vehicle is installed between the outside-vehicle evaporator 32 and the outside-vehicle condenser 21. It has been configured.

  The arrangement of the outdoor condenser 21, the outdoor evaporator 32, and the radiator 37 is arbitrary, but when arranged as in the present embodiment, the outdoor condenser 21 and the vehicle radiator 37 are used during snowfall or snowfall. The snow can be blocked, and the adhesion of snow to the outdoor evaporator 32 can be reduced. Therefore, heat exchange performance in the vehicle interior evaporator 32 can be ensured, heating performance can be improved, and freezing due to snow adhesion to the vehicle interior evaporator 32 can be prevented. Moreover, when there exists heat radiation from the radiator 37 for vehicles, it can absorb heat and can aim at the improvement of heating capability.

  Furthermore, the receiver 22 of the present embodiment has check valves 38 and 39 respectively connected to two refrigerant inlets to which the refrigerant pipe 26C from the vehicle exterior condenser 21 and the refrigerant pipe 26I from the vehicle interior condenser 9 are connected. Is a receiver with a check valve integrated therein. Each of the check valves 38 and 39 allows only the refrigerant flow from the outside to the inside of the receiver 22. The refrigerant pipe 26D is an outlet pipe of the receiver 22. The refrigerant pipe 26D branches into a refrigerant pipe 26E and a refrigerant pipe 26J, the refrigerant pipe 26E is connected to the vehicle interior evaporator 8 side, and the refrigerant pipe 26J is connected to the vehicle exterior evaporator. Connected to the 32 side.

  The refrigerant discharged from the electric compressor 20 is selected as either the outdoor compartment condenser 21 (refrigerant pipe 26B side) or the indoor condenser 9 (refrigerant pipe 26H side) depending on the open state of the three-way switching valve 23. It is designed to be swept away. The temperature control of the wind blown out from the HVAC unit 2 into the vehicle interior is performed by changing the rotational speed of the electric compressor 20 and heating the refrigerant before being sucked into the electric compressor 20 by the refrigerant heating device 41. Done.

  Next, the flow of the refrigerant during operation of the vehicle air conditioner 1 will be described with reference to FIGS. The vehicle air conditioner 1 performs a cooling operation in which the refrigerant discharged from the electric compressor 20 is heat-exchanged by the vehicle exterior condenser 21 and then decompressed to be supplied to the vehicle interior evaporator 8, and is discharged from the electric compressor 20. The refrigerant is heated in the vehicle interior condenser 9 and then supplied to the vehicle interior evaporator 32, and the refrigerant discharged from the electric compressor 20 is heat exchanged in the vehicle interior condenser 9 and then the vehicle interior evaporator 8 is used. The operation is switched to the dehumidifying and heating operation to be supplied to the vehicle. In each figure, the refrigerant pipe through which the refrigerant flows during operation is indicated by a thick line, and the refrigerant pipe through which no refrigerant flows is indicated by a thin line.

[Cooling operation]
FIG. 3 shows the refrigerant flow during the cooling operation.
During the cooling operation, the opening direction of the three-way switching valve 23 is set so that the refrigerant compressed by the electric compressor 20 is supplied from the discharge pipe 26A through the refrigerant pipe 26B to the vehicle exterior condenser 21 side. The refrigerant supplied to the vehicle exterior condenser 21 is condensed and liquefied by exchanging heat with the outside air ventilated through the vehicle exterior fan 36. The liquid refrigerant is introduced into the receiver 22 through the refrigerant pipe 26C and the check valve 38 of the receiver 22, and once stored therein, the liquid refrigerant is led to the second temperature type expansion valve 24 through the refrigerant pipes 26D and 26E. Here, the pressure is reduced to a gas-liquid two-phase state, and the gas is supplied to the vehicle interior evaporator 8 in the HVAC unit 2.

  Refrigerant that has undergone heat exchange with the inside air or outside air blown from the blower 5 in the vehicle interior evaporator 8 and has been evaporated and gasified includes refrigerant pipes 26F and 26G, a check valve 25, a first temperature expansion valve 42, and the like. Then, it is sucked into the electric compressor 20 and compressed again. At this time, the refrigerant heating device 41 is in a stopped (OFF) state. The refrigerant passes through the bypass channel 42b when passing through the first temperature type expansion valve 42, and is directly drawn into the electric compressor 20 without passing through the refrigerant heating device 41 causing pressure loss. Thereafter, the same cycle is repeated.

  The inside air or the outside air cooled by heat exchange with the refrigerant in the vehicle interior evaporator 8 is supplied to the def outlet 11, the face outlet 12, according to the blow mode switched by the blow mode switching dampers 14, 15, 16. The air is blown into the vehicle compartment from any one of the foot outlets 13 and used for cooling the vehicle compartment.

  During this cooling operation, the vehicle interior condenser 9 in the HVAC unit 2 is not supplied with the compressed and heated refrigerant, so that the temperature in the vehicle interior condenser 9 does not increase. Therefore, even if the entire amount of the wind that has been cooled by passing through the vehicle interior evaporator 8 passes through the vehicle interior condenser 9, the cold air is not warmed. The temperature of the cold air is controlled by changing the rotational speed of the electric compressor 20.

[Heating operation (before frost formation)]
FIG. 4 shows the refrigerant flow during heating operation.
During the heating operation, the refrigerant compressed by the electric compressor 20 is supplied from the discharge pipe 26A to the vehicle interior condenser 9 side in the HVAC unit 2 through the refrigerant pipe 26H until the outside evaporator 32 is frosted. Thus, the valve opening direction of the three-way switching valve 23 is set. The refrigerant supplied to the vehicle interior condenser 9 is radiated by heat exchange with the inside air or outside air blown from the blower 5. The air thus heated is blown into the vehicle compartment from any of the differential blowout port 11, the face blowout port 12 and the foot blowout port 13 according to the blowout mode, and is used for heating the vehicle interior. The normal heating operation is performed in the outside air introduction mode in order to prevent the windows from being fogged.

  The refrigerant that has been heat-exchanged in the passenger compartment condenser 9 and condensed and liquefied is introduced into the receiver 22 through the refrigerant pipe 26I and the check valve 39 of the receiver 22, and once stored therein, the refrigerant pipe 26D, 26J, the solenoid valve 44 provided in the refrigerant pipe 26N is closed, and therefore is led to the third temperature expansion valve 31, where the pressure is reduced to a gas-liquid two-phase state, and the vehicle passes through the refrigerant pipe 26K. It is supplied to the outdoor evaporator 32.

  The refrigerant supplied to the outside evaporator 32 is heat-exchanged with the outside air ventilated by the outside compartment fan 36 and is converted into evaporative gas by absorbing heat from the outside air. Then, the third temperature type expansion valve is passed through the refrigerant pipe 26L. 31 passes through the refrigerant pipes 26M and 26G, the check valve 25, and the first temperature expansion valve 42, and is sucked into the electric compressor 20 and compressed again. At this time, the refrigerant heating device 41 is in a stopped (OFF) state as in the cooling operation, and the refrigerant is electrically compressed through the bypass flow path 42b having a small pressure loss inside the first temperature type expansion valve 42. Inhaled by the machine 20. Thereafter, the same cycle is repeated to perform heat pump heating.

[Heating operation (after frost formation)]
As described above, when the outdoor evaporator 32 absorbs heat from the outside air and performs the heating operation, it frosts on the surface of the outdoor evaporator 32 at a low outdoor temperature (for example, at -10 ° C. or lower), As this frosting progresses, the heating capacity decreases, and there is a concern that the heating temperature of the heating will eventually not reach the target temperature. Therefore, when the outside-vehicle evaporator 32 is frosted, the refrigerant is stopped from flowing through the outside-vehicle evaporator 32 and the refrigerant before being sucked into the electric compressor 20 by operating the refrigerant heating device 41 is stopped. A refrigerant heating type heating operation for heating is performed.

  That is, when frost formation is detected with respect to the vehicle interior evaporator 32, the refrigerant heating device 41 is operated. Thus, when the refrigerant evaporates by the refrigerant heating device 41 and the degree of superheat starts to be applied, the first temperature type expansion valve 42 is opened (ON) and the electromagnetic valve 44 is also opened. Therefore, as shown in FIG. The refrigerant discharged and passed through the vehicle interior condenser 9 and the receiver 22 flows into the refrigerant pipe 26N, passes through the electromagnetic valve 44 and the check valve 43, and passes through the refrigerant heating passage 42a of the first temperature type expansion valve 42 (see FIG. 2) and is passed through the refrigerant heating device 41 where it is heated and then sucked into the electric compressor 20 and compressed. Thereafter, the same cycle is repeated to continue the heat pump heating.

  Along with this, the amount of refrigerant flowing into the vehicle interior evaporator 32 decreases, the degree of superheat is not applied, and the passage 31a including the pressure reducing mechanism of the third temperature expansion valve 31 is closed (OFF). For this reason, the refrigerant supply to the vehicle interior evaporator 32 is stopped. The refrigerant heated by the refrigerant heating device 41 is compressed by the electric compressor 20 and introduced into the passenger compartment condenser 9, and heat is exchanged with the outside air blown from the blower 5 to dissipate heat. It is the same as the heating operation. Even when the refrigerant heating type heating operation is being performed, it is preferable to set the outside air introduction mode in order to prevent fogging of the window.

  The second temperature type expansion valve 24 and the third temperature type expansion valve 31 may be provided with electromagnetic valves. If the electromagnetic valve is provided, the refrigerant flow can be completely stopped. However, the configuration of the vehicle air conditioner 1 can be simplified by using a temperature expansion valve without using a solenoid valve.

[Dehumidifying heating operation (after frost formation)]
As described above, when the outside-air evaporator 32 is frosted and the inside air circulation mode is selected by the occupant while the heating operation is performed while heating the refrigerant by the refrigerant heating device 41, Although there is an advantage that heat can be absorbed from the air in the passenger compartment at a high temperature, there is a concern that the windows of the vehicle may become cloudy suddenly due to the circulation of air with high humidity inside the vehicle. In such a case, the dehumidifying and heating operation is performed while supplying the refrigerant discharged from the electric compressor 20 to both the vehicle interior evaporator 8 and the vehicle interior evaporator 32.

  At the time of this dehumidifying heating operation, as shown in FIG. 6, the refrigerant compressed by the electric compressor 20 is first introduced into the vehicle interior condenser 9 as in the heating operation before frosting (FIG. 4). Thus, heat is exchanged with the inside air blown from the blower 5 to radiate heat. The air thus heated is blown into the vehicle compartment from any of the differential blowout port 11, the face blowout port 12 and the foot blowout port 13 according to the blowout mode, and is used for heating the vehicle interior.

  The refrigerant that has radiated heat and is condensed and liquefied by the vehicle interior condenser 9 is introduced into the receiver 22 and once stored therein, the refrigerant is then diverted from the refrigerant pipe 26D to both the refrigerant pipes 26E and 26J.

  The refrigerant flowing from the receiver 22 to the refrigerant pipe 26E is decompressed by the second temperature type expansion valve 24, becomes a gas-liquid two-phase state, and is supplied to the vehicle interior evaporator 8 in the HVAC unit 2. The air (inside air) cooled and dehumidified by absorbing heat by the refrigerant in the vehicle interior evaporator 8 is heated by the vehicle interior condenser 9 installed on the downstream side of the vehicle interior evaporator 8, and depends on the blowing mode. Thus, the air is blown into the vehicle compartment from any one of the differential blowout port 11, the face blowout port 12, and the foot blowout port 13, thereby being used for heating the vehicle interior. The refrigerant that has been heat-exchanged with the inside air blown from the blower 5 in the vehicle interior evaporator 8 and converted into evaporated gas flows into the refrigerant pipe 26F.

  Further, the refrigerant that flows from the receiver 22 to the refrigerant pipe 26J flows to the third temperature type expansion valve 31 side because the electromagnetic valve 44 is closed, and is reduced in pressure to become a gas-liquid two-phase state. 32. The refrigerant supplied to the vehicle exterior evaporator 32 exchanges heat with the outside air ventilated by the vehicle interior outside fan 36, and is evaporated and gasified by absorbing heat from the outside air, and then passes through the third temperature type expansion valve 31 again. The refrigerant that has flowed from the vehicle interior evaporator 8 in the refrigerant pipe 26G joins, is sucked into the electric compressor 20 through the check valve 25 and the first temperature expansion valve 42, and is compressed again.

  At this time, the refrigerant heating device 41 is in a stopped (OFF) state, and the refrigerant is sucked into the electric compressor 20 through the bypass flow path 42b having a small pressure loss inside the first temperature type expansion valve 42. . Thereafter, the same cycle is repeated to perform dehumidifying heating operation using both heat pump heating and cooling. In this dehumidifying and heating operation, since the inside air is dehumidified using the interior evaporator 8, there is no fear of cloudy windows.

  Furthermore, when the outside air temperature is low and the air outlet temperature does not reach the target air outlet temperature, the refrigerant heater 41 is operated to heat the refrigerant before being sucked into the electric compressor 20. The flow of the refrigerant at this time is as shown in FIG. At this time, the refrigerant heating device 41 is turned ON with the electromagnetic valve 44 opened and the refrigerant pipe 26N opened from the state of FIG.

  At this time, if the third temperature type expansion valve 31 is, for example, in a half-open state, the refrigerant flows to the vehicle exterior evaporator 32 side, and the pressure of the refrigerant sucked into the electric compressor 20 decreases. Preferably, the third temperature expansion valve 31 is provided with an electromagnetic valve function, and during the dehumidifying and heating operation after frosting, the third temperature expansion valve 31 is forcibly closed by this electromagnetic valve so that the refrigerant pipes 26K, 26L, and 26M are closed. The refrigerant is closed to prevent the refrigerant from flowing into the vehicle interior evaporator 32. Thereby, all the refrigerant | coolants which flowed to the refrigerant | coolant piping 26J from the receiver 22 flow to the refrigerant | coolant heating apparatus 41 side, and heating capability is improved by being heated with the refrigerant | coolant heating apparatus 41.

[Defrosting operation]
As described above, when the outside-of-vehicle evaporator 32 is operated to perform the heating operation, even if frost formation is detected in the out-of-vehicle evaporator 32, the defrosting operation is not performed immediately, and the refrigerant heating described above is performed. By switching to the heating operation of the type (FIG. 5) or the dehumidifying heating operation (FIG. 6), the heating operation is controlled as it is. For this reason, while the vehicle is running (used), forced defrosting is not performed, and it is awaited that it is naturally defrosted by the outside air. However, if the outside air temperature continues to be low, it is assumed that frost remains attached without being defrosted.

  Therefore, when the vehicle is stopped (parked) and there are no passengers, it is preferable in the case of an electric vehicle or a hybrid vehicle when the battery of the vehicle is charged or when the battery capacity is sufficient after charging. The vehicle air conditioner 1 is controlled to perform a defrosting operation.

  In this defrosting operation, as shown in FIG. 8, the three-way switching valve 23 is configured so that the hot gas refrigerant compressed by the electric compressor 20 is supplied to the vehicle exterior condenser 21 side through the refrigerant pipe 26B. The valve opening direction is set, and the vehicle exterior fan 36 is operated. That is, the refrigerant flows as in the cooling operation (FIG. 3). Further, the inside / outside air switching damper 4 of the HVAC unit 2 is set to the inside air circulation mode. The refrigerant supplied to the outside-condenser 21 is heat-exchanged with outside air ventilated via the outside-vehicle fan 36 to be condensed and liquefied. At this time, the outside-condenser 21 becomes high temperature.

  The outside-vehicle evaporator 32 is installed in the vicinity of the downstream side in the ventilation path of the outside-vehicle fan 36 (air blowing means) that ventilates outside air with respect to the outside-vehicle condenser 21. As a result of the operation, the cooling air that is heated by exchanging heat with the high-temperature outside-vehicle condenser 21 is blown to the outside-vehicle evaporator 32, and the frost attached to the outside-vehicle evaporator 32 is melted by the heat.

  The refrigerant that dissipates heat and is condensed in the outdoor condenser 21 is led to the second temperature expansion valve 24 through the refrigerant pipe 26C, the receiver 22, the outlet refrigerant pipe 26D, and the refrigerant pipe 26E, where the refrigerant is decompressed and gas-liquid. It becomes a two-phase state and is supplied to the vehicle interior evaporator 8 in the HVAC unit 2. The gas-liquid two-phase refrigerant supplied to the vehicle interior evaporator 8 absorbs heat from the vehicle interior air (inside air) circulated through the blower 5 and is evaporated, and refrigerant pipes 26F and 26G, a check valve 25, The air is sucked into the electric compressor 20 through the first temperature type expansion valve 42 and compressed again. Hereinafter, by repeating the same cycle, it is possible to indirectly defrost and defrost the frost of the outdoor evaporator 32 using the heat of the hot gas refrigerant radiated by the outdoor condenser 21.

  For this reason, even during the defrosting operation, it is possible to perform the defrosting without circulating the high-pressure hot gas refrigerant to the low-pressure specification vehicle exterior evaporator 32. Moreover, since this defrosting operation is performed in a state where no passengers are present in the vehicle, the defrosting operation can be performed by setting an optimum mode suitable for defrosting.

  In the present embodiment, the inside / outside air switching damper 4 is set to the inside air circulation mode and the rotation speed of the electric compressor 20 is increased so that the vehicle interior evaporator 8 can absorb heat from air as high as possible. Is set to the maximum (MAX COOL) and the cooling operation is performed. Since defrosting can be performed by effectively using the amount of heat of the hot gas as described above, defrosting can be performed in a short time.

  In addition, the defrosting operation is performed after the vehicle is stopped, in a state where no passengers are present in the passenger compartment, and during or after the vehicle battery is charged, so that the defrosting operation affects the travel distance of the vehicle. Can be avoided, and the defrosting operation can be performed when the vehicle battery is charged or when the battery capacity after charging is sufficient, thus ensuring efficient and reliable operation without affecting passengers. In addition, the outside-vehicle evaporator 32 can be defrosted.

  Further, regarding the blowing mode, if the foot mode is selected and air is blown out from the foot blowing port 13, the air blown out from the foot blowing port 13 is opened in the vicinity of the foot blowing port 13. There is a possibility that a short circuit is formed in the circulation inlet, making it difficult to suck in high-temperature air in the passenger compartment. Therefore, at the time of the defrosting operation, the outlet that is far from the inlet is selected from among the outlets 11, 12, and 13 of the HVAC unit 2. In other words, any one of the differential mode, the face mode, and the bi-level mode other than the foot mode is automatically selected as the blowing mode. Therefore, the temperature of the air sucked from the vehicle interior by the inside air circulation can be increased as much as possible, and the vehicle interior evaporator 32 can be effectively defrosted in a short time.

  Further, the end of the defrosting operation is carried out by performing a heat pump heating operation (heating operation before frosting in FIG. 4) using the outside-vehicle evaporator 32, and frosting detection means (the outside-vehicle evaporator refrigerant temperature described later). When the temperature difference between the sensor (T1) 58 and the outside air temperature sensor (Tamb) 54 is determined by whether or not the temperature difference is equal to or greater than the set value a), the defrosting operation is terminated. That is, it is confirmed that the defrosting is completed by the fact that the frost detection means does not operate, so that the vehicle interior evaporator 32 can be defrosted with certainty so that no defrosting remains.

[Air conditioning controller]
The operation mode described above is controlled through the air conditioning control device 50 shown in FIG. The air-conditioning control device 50 is connected to a vehicle control device 51 corresponding to the upper level so that related information can be input from the vehicle side and includes a control panel 52. The air conditioning control device 50 controls the operation of the vehicle air conditioning device 1 based on detection signals from various sensors described below and input information from the vehicle control device 51 and the control panel 52.

  The air conditioning controller 50 includes a vehicle interior temperature sensor (Tr) 53, an outside air temperature sensor (Tamb) 54, a solar radiation sensor (Ts) 55, a vehicle speed sensor 56, and a vehicle interior evaporator 8 installed at appropriate positions of the vehicle. A frost sensor (FS) 57 installed in the vehicle, an outside-vehicle evaporator refrigerant temperature sensor (T1) 58 installed in the outside-vehicle evaporator 32, a high-pressure sensor (HP) 59 installed in the refrigerant pipe 26H, the vehicle A detection signal from a vehicle interior condenser outlet temperature sensor (Tc) 60 installed in the indoor condenser 9 is inputted (refer to FIG. 1 for the installation positions of these sensors).

  The air-conditioning control device 50 performs a required calculation, processing, etc. according to a preset program based on the detection signals from the various sensors described above and the input information from the control panel 52 and the vehicle control device 51, and switches the blowing mode. Actuator 61 for dampers 14, 15, 16, actuator 62 for inside / outside air switching damper 4, motor 64 for blower 5, motor 65 for outside fan 36, motor 66 for electric compressor 20, refrigerant heating device 41 The on / off switch 67, the electromagnetic coil 68 for the three-way switching valve 23, the electromagnetic coil 69 for the electromagnetic valve 44, and the like are controlled, and the vehicle air conditioner 1 is controlled as described above.

[Operation control]
Hereinafter, the operation control of the vehicle air conditioner 1 by the air conditioner control apparatus 50 will be described with reference to the flowcharts shown in FIGS.
FIG. 10 is a main control flowchart of the vehicle air conditioner 1. When control is started, first, in step S101, the setting of the control panel 52 is read, and in step S102, the various sensors 53 to 60 are read. Read the detected value. Based on these set values and detected values, in step S103, the target blowout temperature Ttar is calculated, and the process proceeds to step S104. Here, it is determined whether or not the dehumidifying operation is performed. If the dehumidifying operation is performed (Yes), the process proceeds to step S105 to enter the “cooling operation control”, and if the dehumidifying operation is not performed (No). Then, the process proceeds to step S106 to enter “heating operation control”, and then, in step S107, the detection values of the various sensors 53 to 60 are output and the process returns to the start point.

When “cooling operation control” is entered in step S105, the cooling operation control shown in FIG. 11 is executed.
In the cooling operation control, first, in step S201, the flow path of the three-way switching valve 23 is determined and connected to a circuit for flowing the refrigerant to the side of the vehicle exterior condenser 21 side. Subsequently, in step S202, opening / closing of the electromagnetic valve 44 is determined, and the electromagnetic valve 44 is closed (OFF). Thereby, the refrigerating cycle 27 for cooling is set.

  Subsequently, the rotational speed of the electric compressor 20 is determined in step S203, the suction mode is switched by switching the inside / outside air switching damper 4 in step S204, the blowing mode is switched by switching the blowing mode switching dampers 14, 15, 16 in step S205, and the blower 5 is switched in step S206. In step S207, the driving voltage of the outside fan 36 is determined and the motors and actuators 61 to 66 are controlled so that the cooling operation is executed so that the cabin temperature becomes the set temperature. It has become. Thereafter, the process proceeds to C1 (step S107), and the cooling operation is continued.

In addition, when “heating operation control” is entered in step S106 of FIG. 10, the heating operation control shown in FIGS. 12 and 13 is executed.
In the heating operation control, first, in step S301 of FIG. 12, the flow path of the three-way switching valve 23 is determined and connected to a circuit for flowing the refrigerant to the vehicle interior condenser 9 side. Subsequently, in step S302, opening / closing of the electromagnetic valve 44 is determined, and the electromagnetic valve 44 is closed (OFF). Thereby, the heat pump cycle for heating before frost formation is set, and it transfers to step S303 after that. In step S303, the presence or absence of frost formation on the outdoor evaporator 32 is determined.

  The presence or absence of frost formation in step S303 is based on whether or not the difference between the detected value T1 of the outside-vehicle evaporator refrigerant temperature sensor 58 and the detected value Tamb of the outside air temperature sensor 54 is equal to or greater than a set value a (Tamb−T1 ≧ a). Determined. If it is determined that there is frost formation (Yes), the process proceeds to step S304. If it is determined that there is no frost formation (No), the process proceeds to step S501 (see FIG. 13). Here, when it is determined that there is no frost formation, the vehicle interior evaporator 32 is caused to function as an evaporator, and heating operation is performed by a heat pump cycle before frost formation (FIG. 4).

  In step S501 in FIG. 13, since there is a possibility that the occupant may select the inside air circulation mode, it is determined whether there is a command for selecting the inside air introduction mode. If there is no command for selecting the outside air introduction mode (outside air command), it is determined as the inside air circulation mode (Yes), the inside air circulation mode is set in step S502, and the opening of the solenoid valve is set in step S503.

  Subsequently, the process proceeds to step S504, and whether or not the difference between the target outlet temperature Ttar and the detected value Tco of the vehicle interior condenser outlet temperature sensor 60 is equal to or larger than the set value b (Ttar−Tco ≧ b), or the frost sensor 57. It is determined whether or not the detected value Fs is less than or equal to the set value c (Fs ≦ c). If it is determined that Ttar−Tco ≧ b or Fs ≦ c (Yes), the process proceeds to step S505 and the refrigerant heating device 41 is turned on. Otherwise (No), the process proceeds to step S506, and the refrigerant heating device 41 is kept in the OFF state. As described above, when it is determined that only the heating by the heat pump is insufficient, the refrigerant heating device 41 supplements the heating capability.

  Subsequently, in step S507, the rotational speed of the electric compressor 20, in step S508, the blowing mode by switching the blowing mode switching dampers 14, 15, 16, the driving voltage of the blower 5 in step S509, and the outdoor fan 36 in step S510. The driving voltage and the like are respectively determined, and the motor and the actuators 61 to 66 are driven, so that the heating operation after frost formation is performed on the outdoor evaporator 32 so that the vehicle interior temperature becomes the set temperature. It has become. Then, it transfers to C1 (step S107) and heating operation is continued.

  On the other hand, if there is a command to select the outside air introduction mode (outside air command) in step S501, the outside air introduction mode (No) is determined, the outside air introduction mode is set in step S601, and the refrigerant heating device 41 is turned on in step S602. After setting to OFF, the rotational speed of the electric compressor 20 in step S603, the blowing mode by switching the blowing mode switching dampers 14, 15, and 16 in step S604, the drive voltage of the blower 5 in step S605, and the outdoor fan in step S606 The driving voltage of 36 is determined, and the motors and actuators 61 to 66 are driven, so that the heating operation is performed so that the vehicle interior temperature becomes the set temperature. Then, it transfers to C1 (step S107) and heating operation is continued.

  On the other hand, in step S303 in FIG. 12, when it is determined that frost is formed and the process proceeds to step S304, it is determined whether the vehicle power is on (ON) or not (OFF), and is OFF (No). In step S401, the process proceeds to step S305 if ON (Yes). In step S305, it is determined whether there is a command for selecting the outside air introduction mode. If there is no command to select the outside air introduction mode (outside air command), the inside air circulation mode (Yes) is determined, the inside air circulation mode is set in the next step S306, and the opening degree of the solenoid valve is set in step 307. The

  Subsequently, the process proceeds to step S308. Here, whether the difference between the target blowing temperature Ttar and the detected value Tco of the vehicle interior condenser blowing temperature sensor 60 is equal to or larger than the set value b (Ttar−Tco ≧ b), or the detected value Fs by the frost sensor 57 is Then, it is determined whether or not it is equal to or less than the set value c (Fs ≦ c). When it is determined that Ttar−Tco ≧ b or Fs ≦ c (Yes), the process proceeds to step S309 and the refrigerant heating device 41 is turned on. Otherwise (No), the process proceeds to step S310, and the refrigerant heating device 41 is kept in the OFF state. As described above, when it is determined that only the heating by the heat pump is insufficient, the refrigerant heating device 41 supplements the heating capability.

  Following this, in step S311, the rotational speed of the electric compressor 20, in step S312, the blowing mode by switching the blowing mode switching dampers 14, 15, and 16, the drive voltage of the blower 5 in step S313, and the outdoor fan 36 in step S314. The driving voltage and the like are respectively determined, and the motor and the actuators 61 to 66 are driven, so that the heating operation after frost formation is performed on the outdoor evaporator 32 so that the vehicle interior temperature becomes the set temperature. It has become. Then, it transfers to C1 (step S107) and heating operation is continued.

  In step S305, if there is a command to select the outside air introduction mode (outside air command), the outside air introduction mode is determined (No), then the outside air introduction mode is set in step S315 shown in FIG. In S316, the electromagnetic valve 44 is opened (ON). Next, after the refrigerant heating device 41 is set to ON in step S317, the rotational speed of the electric compressor 20 in step S318, the blow mode by switching the blow mode switching dampers 14, 15, 16 in step S319, and the blower in step S320. In step S321, the driving voltage of the outside fan 36 is determined, and the motors and the actuators 61 to 66 are driven to perform the heating operation so that the cabin temperature becomes the set temperature. The Then, it transfers to C1 (step S107) and heating operation is continued.

Further, in step S304 of FIG. 12, it is determined No, that is, the vehicle power supply is OFF, and when the process proceeds to step S401, it is determined whether or not the vehicle power supply (battery) is being charged or is fully charged. If it is determined that charging is in progress or charging is complete (Yes), it is determined that the vehicle is stopped (parked), no occupant is on the vehicle, and the vehicle battery is being charged or fully charged. Then, the process proceeds to step S402, and “defrosting operation control” is performed to defrost the frost frosted on the vehicle interior evaporator 32. The frost in the outside evaporator 32 may be naturally defrosted during the continuous operation after frost formation. However, when the vehicle power is turned off after the frost determination is determined, the “defrost operation control” is always performed. It is supposed to be executed.
On the other hand, if the vehicle power source (battery) is being charged or not fully charged (step S401 → No), the defrosting operation is terminated.

  In this “defrosting operation control”, as shown in FIG. 14, in step S701, the flow path of the three-way switching valve 23 is determined and connected to a circuit that causes the refrigerant to flow to the outdoor condenser 21 side. Subsequently, in step S702, opening / closing of the electromagnetic valve 44 is determined, and the electromagnetic valve 44 is closed. Thereby, the refrigeration cycle 27 for the defrosting operation is set, and then the process proceeds to step S703. In step S703, whether or not the difference between the detection value Tr of the vehicle interior temperature sensor 53 and the detection value Tamb of the outside air temperature sensor 54 is equal to or less than a set value d (Tr−Tamb ≦ d), or a detection value by the frost sensor 57. It is determined whether Fs is equal to or less than a set value c (Fs ≦ c).

  If it is determined Yes in step S703, the process proceeds to step S704 and the refrigerant heating apparatus 41 is turned on. If it is determined No, the process proceeds to step S705 so that the refrigerant heating apparatus 41 is maintained in the OFF state. It has become. As described above, when the vehicle interior temperature is low, sufficient heat absorption cannot be expected in the vehicle interior evaporator 8, and it is determined that the amount of heat necessary for defrosting is insufficient, the vehicle interior evaporator is used by the refrigerant heating device 41. The refrigerant circulated to 8 can be heated.

  Next, in step S706, the rotation speed of the electric compressor 20, in step S707, a suction mode (inside air circulation mode) by switching the inside / outside air switching damper 4, and in step S708, a blowing mode by switching the blowing mode switching dampers 14, 15, 16 In step S709, the drive voltage of the blower 5 is determined, in step S710, the drive voltage of the outside-vehicle fan 36 is determined, and the motors and actuators 61 to 66 are driven, whereby the defrosting operation is executed in the inside air circulation mode. It has become so.

  Further, in the present embodiment, during the defrosting operation, the operation is performed in the blowing mode of the differential mode, the face mode, or the bi-level mode by the blowing mode switching dampers 14, 15, and 16. This is to prevent the low-temperature air blown from the foot blow-out port 13 into the vehicle interior during a defrosting operation performed in the inside-air circulation mode from short-circuiting from a nearby inside-air circulation intake port.

  When the “defrosting operation control” in steps S701 to S710 illustrated in FIG. 14 is completed, the process proceeds to C2 (step S403) in FIG. 12 to perform frost determination. In this frost determination, similarly to the frost determination performed in step S303, whether or not the difference between the detected value T1 of the outside-vehicle evaporator refrigerant temperature sensor 58 and the detected value Tamb of the outside air temperature sensor 54 is equal to or greater than the set value a. (Tamb−T1 ≧ a). And if it determines with frost formation (Yes), it will return to step S402, "defrost operation control" will be continued, and if it determines with No (no frost formation), a defrost operation will be complete | finished. ing.

[Action / Effect]
According to the vehicle air conditioner 1 according to the present embodiment, the following effects are achieved.
First, since the refrigerant heating device 41 is installed adjacent to the suction portion of the electric compressor 20, the refrigerant heating device 41 is integrated with the electric compressor 20 (becomes a compressor unit 20A). Such an independent refrigerant heating device and equipment such as an additional pipe for connecting the same are not required, the installation space can be reduced, and simplification and cost reduction of the refrigerant circuit 3 can be achieved.
Moreover, since the refrigerant heated by the refrigerant heating device 41 is immediately sucked into the electric compressor 20 adjacent to the refrigerant heating device 41 without passing through another pipe or the like, the heat loss of the heated refrigerant is reduced. It can prevent and can improve a heating capability and a defrosting capability.

  In addition, since the first temperature expansion valve 42 for reducing the pressure of the refrigerant is installed adjacent to the inlet of the refrigerant heating device 41, the refrigerant heating device 41 is integrated with the electric compressor 20. In addition, since the first temperature type expansion valve 42 is also integrated with the electric compressor 20, further downsizing and cost reduction can be achieved.

  Further, the first temperature type expansion valve 42 includes a refrigerant heating flow path 42 a for flowing the refrigerant before being sucked into the electric compressor 20 to the refrigerant heating device 41, and the electric compressor without flowing the refrigerant to the refrigerant heating device 41. And a bypass flow path 42b that directly inhales the refrigerant, and during the cooling operation in which the refrigerant heating device 41 is not used, the refrigerant heating flow path 42a of the first temperature expansion valve 42 is closed and the bypass flow path 42b is opened. Thus, the refrigerant before being sucked into the electric compressor 20 can be directly sucked into the electric compressor 20 without passing through the refrigerant heating device 41 that causes pressure loss. For this reason, the cooling capacity can be improved by efficiently sucking the refrigerant into the electric compressor 20.

  In the vehicle air conditioner 1, an air passage is formed in the HVAC unit 2 so that the entire amount of air that has passed through the vehicle interior evaporator 8 passes through the vehicle interior condenser 9, and the discharge of the electric compressor 20. The three-way switching valve 23 is provided on the side, and the refrigerant discharged from the electric compressor 20 is selectively passed to either the vehicle interior condenser 9 or the vehicle interior condenser 21. The temperature of the air blown out from the HVAC unit 2 into the vehicle interior is controlled by changing the above.

According to this configuration, among the vehicle interior evaporator 8 and the vehicle interior condenser 9 provided in the HVAC unit 2, the refrigerant is supplied only to the vehicle interior evaporator 8 during the cooling operation, and during the heating operation, the vehicle interior condenser. Only 9 is supplied with refrigerant. And temperature control is performed by changing the rotation speed of the electric compressor 20.
With this configuration, since the temperature control damper provided in the HVAC unit in the conventional vehicle air conditioner is eliminated, the HVAC unit 2 can be greatly reduced in size and cost can be reduced.
In addition, unlike conventional vehicle air conditioners, refrigerant that has been compressed and heated to the vehicle interior condenser in the HVAC unit during cooling is not supplied, so that hot air leaks, the temperature of the HVAC unit rises, etc. There is no risk of heat leakage due to this, so that the cooling capacity can be improved.

  In addition, the vehicle air conditioner 1 is installed with the outside-condener 21 being placed close to the outside-vehicle evaporator 32 and the cooling air is blown from the outside-condenser 21 side to the outside-vehicle evaporator 32 side. A vehicle exterior fan 36 (air blowing means) is provided. For this reason, when the outside-of-vehicle evaporator 32 is frosted and the function is reduced and the defrosting operation is performed, the high-temperature refrigerant discharged from the electric compressor 20 is supplied to the out-of-vehicle condenser 21 and the outside fan By operating 36, hot air generated when high-temperature refrigerant is heat-exchanged by the vehicle exterior condenser 21 is blown to the vehicle interior evaporator 32 by the operation of the vehicle exterior fan 36, and the vehicle exterior evaporator 32 is attached. The frost is melted. For this reason, the defrosting capability of the vehicle interior evaporator 32 can be improved.

  Further, as a method of operating the vehicle air conditioner 1 configured as described above, when the air blowing temperature during the heating operation does not reach the target air blowing temperature, the refrigerant heating device 41 is operated and sucked into the electric compressor 20. Since the refrigerant before being heated is heated, the amount of heat dissipated in the vehicle interior condenser 9 is increased, whereby the heating capacity can be improved particularly at a low outside air temperature.

  In addition, as an operation method of the vehicle air conditioner 1, when the inside air circulation mode is selected during heating operation and when the outside-vehicle evaporator 32 is frosted, the refrigerant discharged from the electric compressor 20 is used. The dehumidifying and heating operation is performed while supplying both the vehicle interior evaporator 8 and the vehicle exterior evaporator 32.

  For this reason, even in the inside air circulation mode in which the occurrence of window fogging is a concern, according to the above operation method, heating is performed while suppressing the occurrence of window fogging by performing the dehumidifying heating operation using the interior evaporator 8. You can continue driving. Moreover, the frost of the vehicle interior evaporator 8 can be avoided as much as possible by flowing the refrigerant through both the vehicle interior evaporator 8 and the vehicle interior evaporator 32.

  Further, as a method of operating the vehicle air conditioner 1, during the defrosting operation in which the outside evaporator 32 is defrosted, the high temperature refrigerant discharged from the electric compressor 20 is supplied to the outside condenser 21 while outside the passenger compartment. The fan 36 is operated. For this reason, hot air generated when high-temperature refrigerant is heat-exchanged by the vehicle exterior condenser 21 is blown to the vehicle exterior evaporator 32 by the operation of the vehicle exterior fan 36, and the frost formation of the vehicle exterior evaporator 32 is melted. The For this reason, the evaporator 32 outside a vehicle interior can be effectively defrosted in a short time, and the defrosting capability of the evaporator 32 outside a vehicle interior can be improved.

  Further, during this defrosting operation, the inside air circulation mode is automatically selected, so that the vehicle interior evaporator 8 absorbs heat without wasting the already warmed vehicle interior air, and used as a heat source for defrosting. It can use for defrosting of the evaporator 32 outside a vehicle interior. For this reason, the temperature of the air sucked from the vehicle interior is made as high as possible, and the vehicle interior evaporator 32 can be effectively defrosted in a short time, thereby improving the defrosting capability of the vehicle interior evaporator 32. be able to.

  Further, during this defrosting operation, since the air outlet far from the inside air suction port is automatically selected among the plurality of air outlets 11, 12, and 13 of the HVAC unit 2, the air is blown out from the HVAC unit 2 during the defrosting operation. It is possible to prevent the cold air generated from being short-circuited directly to the inside air suction port of the HVAC unit 2. For this reason, it is possible to cause the vehicle interior evaporator 8 to absorb the heat without wasting the heat of the vehicle interior air and to use it to defrost the vehicle exterior evaporator 32, thereby improving the defrosting capability.

  It should be noted that the present invention is not limited to the configuration of the above-described embodiment, and can be appropriately modified or improved within a scope not departing from the gist of the present invention. Are also included in the scope of rights of the present invention.

DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 2 HVAC unit 3 Refrigerant circuit 8 Car interior evaporator 9 Car interior condenser 11, 12, 13 HVAC unit outlet 20 Electric compressor 20A Compressor unit 20a Electric compressor suction part 21 Car exterior condenser 22 Receiver 23 Three-way selector valve 27 Refrigeration cycle 29 Heating cycle 32 Outside-vehicle evaporator 36 Outside-vehicle fan (air blowing means)
41 Refrigerant Heating Device 42 First Temperature Type Expansion Valve 42a Refrigerant Heating Channel 42b Bypass Channel

Claims (11)

An electric compressor that compresses the refrigerant;
A vehicle interior evaporator and a vehicle interior condenser provided in the HVAC unit in the vehicle interior;
A vehicle exterior evaporator and vehicle exterior condenser provided outside the vehicle compartment;
A refrigerant heating device that heats the refrigerant before being sucked into the electric compressor as needed,
Cooling operation in which the refrigerant discharged from the electric compressor is subjected to heat exchange with a condenser outside the vehicle compartment and then decompressed and supplied to the vehicle interior evaporator;
A heating operation for supplying heat to the refrigerant discharged from the electric compressor to the evaporator outside the vehicle after exchanging heat with the vehicle interior condenser;
Dehumidification heating operation for supplying heat to the vehicle interior evaporator after exchanging heat in the vehicle interior condenser for the refrigerant discharged from the electric compressor;
A heat pump type vehicle air conditioner that operates by switching between
The vehicle air conditioner characterized in that the refrigerant heating device is installed adjacent to a suction portion of the electric compressor.   The vehicle air conditioner according to claim 1, wherein a temperature type expansion valve for reducing the pressure of the refrigerant is provided adjacent to an inlet portion of the refrigerant heating device. The temperature type expansion valve is
A refrigerant heating flow path for flowing the refrigerant before being sucked into the electric compressor to the refrigerant heating device;
The vehicle air conditioner according to claim 2, further comprising: a bypass channel that allows the electric compressor to directly suck the refrigerant without flowing into the refrigerant heating device. In the HVAC unit, an air passage is formed so that the entire amount of air that has passed through the vehicle interior evaporator passes through the vehicle interior condenser,
A three-way switching valve is provided on the discharge side of the electric compressor, and the refrigerant discharged from the electric compressor is configured to selectively flow to either the vehicle interior condenser or the vehicle exterior condenser,
The vehicle air conditioner according to any one of claims 1 to 3, wherein temperature control of wind blown from the HVAC unit into a vehicle interior is performed by changing a rotation speed of the electric compressor. While installing the condenser outside the passenger compartment close to the evaporator outside the passenger compartment,
5. The vehicle air conditioner according to claim 1, further comprising a blowing unit that blows cooling air from the outside-condener condenser side toward the outside-vehicle compartment side. In the vehicle air conditioner according to any one of claims 1 to 5,
A vehicle air conditioner characterized in that, when the air outlet temperature during the heating operation does not reach the target air outlet temperature, the refrigerant heating device is operated to heat the refrigerant before being sucked into the electric compressor. How to operate the device. In the vehicle air conditioner according to any one of claims 1 to 5,
When the inside-air circulation mode is selected during the heating operation and when the outside-vehicle evaporator is frosted,
A method for operating a vehicle air conditioner, wherein the dehumidifying and heating operation is performed while supplying refrigerant discharged from the electric compressor to both the vehicle interior evaporator and the vehicle exterior evaporator. The vehicle air conditioner according to claim 6,
When the inside-air circulation mode is selected during the heating operation and when the outside-vehicle evaporator is frosted,
An operation method for a vehicle air conditioner, wherein the refrigerant discharged from the electric compressor is supplied to the vehicle interior evaporator and the dehumidifying heating operation is performed without supplying the refrigerant to the vehicle interior evaporator. In the vehicle air conditioner according to claim 5,
At the time of defrosting operation for defrosting the outside-vehicle evaporator,
An operating method of a vehicle air conditioner, wherein the air blowing device is operated while supplying the refrigerant discharged from the electric compressor to the condenser outside the passenger compartment.   The method for operating a vehicle air conditioner according to claim 9, wherein the inside air circulation mode is set during the defrosting operation.   The method for operating a vehicle air conditioner according to claim 10, wherein, during the defrosting operation, a blower outlet far from the suction inlet is selected from the plurality of blowout openings of the HVAC unit.

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