JP3182958B2 - Vehicle air conditioner - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicular air conditioning system having a vapor compression cycle in which a refrigerant is circulated to a vehicle exterior heat exchanger and a vehicle interior heat exchanger by driving a compressor.

[0002]

2. Description of the Related Art As a conventional air conditioner for a vehicle, as disclosed in Japanese Patent Application Laid-Open No. 2-290475 and Japanese Utility Model Application Laid-Open No. 2-130808, the flow of refrigerant is controlled by a four-way valve during heating operation and cooling operation. In the heating operation, the heat exchanger outside the vehicle compartment is used as a heat sink, and the heat exchanger inside the vehicle is used as a radiator.
It is known that a heat exchanger outside the vehicle compartment is used as a radiator and a heat exchanger inside the vehicle compartment is used as a heat absorber.

[0003] Specifically, Japanese Patent Application Laid-Open No. 2-290475
The cooling and heating device disclosed in Japanese Patent Laid-Open Publication No. H10-26095 will be described with reference to FIG. That is, during the heating operation, the four-way valve 2 is switched as shown by the solid line, and the refrigerant is supplied from the compressor 1 to the four-way valve 2.
→ 1st interior heat exchanger 3 → heating heat exchanger 4 → 2nd interior heat exchanger 5 → expansion valve 6 → exterior heat exchanger 7 → four-way valve 2
→ The receiver 8 → circulates with the compressor 1, and the first vehicle interior heat exchanger 3 radiates the heat of the high-temperature refrigerant discharged from the compressor 1 to the air introduced by the blower fan 9 to generate warm air for vehicle interior heating. And heat exchanger 4 for heating is engine 1
The second heat exchanger 5 absorbs the waste heat from the refrigerant into the air, and the second heat exchanger 5 radiates the heat of the refrigerant to the air introduced by the blower fan 11 to generate warm air for heating the vehicle interior. The exchanger 7 absorbs the heat of the outside air introduced by the fan 12 into the refrigerant. During the cooling operation, the four-way valve 2 is switched as indicated by the dotted line, and the refrigerant is compressed 1 → the exterior heat exchanger 7 → the expansion valve 6 → the second interior heat exchanger 5 → the first interior heat exchanger 3 → The four-way valve 2 → the receiver 8 → the compressor 1 circulates, and the exterior heat exchanger 7 radiates the heat of the high-temperature refrigerant discharged from the compressor 1 to the outside air, and the first and second interior heat exchangers 3.
5 absorbs the heat of the air introduced by the blower fans 9 and 11 into the refrigerant to produce cold air for vehicle interior cooling.

[0004]

In such a conventional example, the flow of the refrigerant is reversed between the heating operation and the cooling operation by the four-way valve 2, and during the heating operation, the heat exchanger 7 outside the vehicle compartment is connected to the heat absorber. As well as using the vehicle interior heat exchangers 3 and 5 as radiators to generate warm air for vehicle interior heating. During cooling operation, the vehicle exterior heat exchanger 7 is used as a radiator and Since the heat exchangers 3 and 5 are used as heat absorbers to generate cold air for cooling the vehicle interior, it can be used in climatic conditions such as when the outside air temperature is low, when running, when it rains, and when it snows. When the heating operation is performed, the amount of heat absorbed by the heat exchanger 7 outside the vehicle compartment decreases. Then, assuming that the work amount of the compressor 1 is constant, the heat radiation amount in the vehicle interior heat exchangers 3 and 5, which radiates the total heat amount of the heat absorption amount from the external heat exchanger 7 and the work amount of the compressor 1 Decreases,
Heating capacity decreases. In addition, under the above climatic conditions, a frost phenomenon is likely to occur, and the number of times of the defrost operation is increased, so that a stable heating operation may not be obtained.

[0005] Further, during the heating operation, since waste heat from the engine 10 is absorbed to generate warm air for heating the inside of the vehicle, it is not suitable for a vehicle having no large heat source such as a solar car or an electric car.

On the other hand, the applicant of the present application has filed Japanese Patent Application No. 3-34.
No. 5950 proposes a new heat pump type air conditioner for vehicles. In this device, a heat-dissipating vehicle interior heat exchanger is provided in addition to a heat-absorbing vehicle interior heat exchanger, and switching is performed by a three-way valve. According to such a device, the cooling and heating capacity can be improved with stable control irrespective of the climatic conditions outside the vehicle compartment, without requiring a drastic design change, suitable for electric vehicles and the like, and performing dehumidifying heating. Can be.

More specifically, as shown in FIG. 16, during the heating operation, the three-way valve 32 is switched as shown by a solid line, and the refrigerant is supplied from the compressor 31 → the three-way valve 32 → the heat exchanger 33 for radiating the vehicle → the liquid. The air circulated through the tank 36 → the expansion valve 34 → the heat absorbing vehicle interior heat exchanger 35 → the compressor 31, and the air introduced by the blower fan was cooled by heat exchange in the heat absorbing vehicle interior heat exchanger 35 to be cooled and dehumidified. Thereafter, the air is heated by heat exchange in the heat-dissipating vehicle interior heat exchanger 33 to generate warm air for vehicle interior heating.

During the cooling operation, the three-way valve 32 is switched as shown by the dotted line, and the refrigerant is supplied from the compressor 31 to the three-way valve 32 to the exterior heat exchanger 38 to the non-return valve 70 to the heat radiation interior heat exchanger 33. → Liquid tank 36 → Expansion valve 34 → Heat-absorbing vehicle interior heat exchanger 35 → Circulator 31 circulates, and vehicle exterior heat exchanger 38 radiates heat of the high-temperature refrigerant discharged from compressor 31 to the outside air, and blower fan Is introduced into the heat exchanger 35, the heat is exchanged by the heat absorbing vehicle interior heat exchanger 35 to be cooled, and cool air for vehicle interior cooling is produced.

[0009] Even in this cooling / heating device, the magnitude of the input to the compressor 31 affects the energy consumption, and particularly when applied to an electric vehicle, greatly affects the traveling distance. For this reason, energy saving of the cooling and heating device is desired as much as possible.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle air conditioner capable of energy saving operation while maintaining air conditioning performance.

[0011]

According to a first aspect of the present invention, there is provided a compressor for adding work to a refrigerant, and the compressor is connected to a refrigerant discharge side of the compressor to transfer heat of the refrigerant to outside air. An external heat exchanger that radiates heat to a vehicle; a heat exchanger that is connected to a refrigerant discharge side of the compressor and radiates heat of the refrigerant to air introduced by a blowing unit to generate warm air; Expansion means connected to the refrigerant outflow side of the vehicle interior heat exchanger; and refrigerant connected to the refrigerant outflow side of the expansion means and the refrigerant suction side of the compressor, and transfers the heat of the air introduced by the blowing means to the outside of the vehicle interior. A heat-absorbing vehicle interior heat exchanger that absorbs the refrigerant supplied from at least one of the heat exchanger and the heat-radiating vehicle interior heat exchanger through the expansion means to generate cool air; a refrigerant discharge side of the compressor and the outside of the vehicle interior A refrigerant that is provided between the heat exchanger and the refrigerant inflow side of the heat-radiating vehicle interior heat exchanger, and that introduces the refrigerant discharged from the compressor into at least the exterior heat exchanger during cooling operation, and the outside of the vehicle interior during heating operation. Refrigerant flow switching means for avoiding a heat exchanger and introducing the heat into the heat-dissipating vehicle interior heat exchanger; a blow-off air temperature sensor for detecting the blow-out air temperature of the heat-absorbing vehicle interior heat exchanger; An inlet refrigerant temperature sensor for detecting an inflow refrigerant temperature of the indoor heat exchanger, and controlling an input of the compressor so that an outlet air temperature of the heat absorbing vehicle interior heat exchanger becomes a target outlet temperature; When the difference between the temperature of the air blown from the vehicle interior heat exchanger and the target temperature of the blown air is within a set range, a decrease in the temperature of the refrigerant flowing into the heat absorbing vehicle interior heat exchanger is detected. Characterized in that a compressor control means for reducing the input of service.

According to a second aspect of the present invention, in the vehicle air conditioner according to the first aspect, the ratio of blown air of the heat absorbing vehicle interior heat exchanger passing through the heat dissipation vehicle interior heat exchanger is determined. An adjusting means for adjusting and controlling the temperature; an acceleration / deceleration sensor for detecting an acceleration / deceleration state of the vehicle; and the adjustment means according to the acceleration / deceleration when the acceleration / deceleration sensor detects the acceleration / deceleration state of the vehicle. After increasing or decreasing the ratio, a temperature control unit for controlling the adjusting unit and the compressor such that a change in the air temperature due to the ratio adjustment of the adjusting unit and a change in the air temperature due to the input adjustment of the compressor are opposite to each other. Features.

[0013]

According to the first aspect of the present invention, the refrigerant is switched from the compressor to the refrigerant flow path switching means by the driving of the compressor during the cooling operation, only the exterior heat exchanger, or the exterior heat exchanger and the heat radiation interior heat exchanger. Circulating to the compressor via the expansion means and the heat exchanger for heat absorption inside the vehicle in order, and the heat exchanger outside the vehicle radiates the heat of the high-temperature refrigerant discharged from the compressor to the outside air, so that The exchanger absorbs the heat of the air introduced by the blowing means into the refrigerant to produce cool air. During the heating operation, the refrigerant is circulated from the compressor to the compressor via the refrigerant flow switching means, the heat-radiating vehicle interior heat exchanger, the expansion means, and the heat-absorbing vehicle interior heat exchanger in this order by the driving of the compressor. The exchanger radiates the heat of the high-temperature refrigerant discharged from the compressor to the air introduced by the blowing means to create warm air, and the heat-absorbing vehicle interior heat exchanger converts the heat of the air introduced by the blowing means to the refrigerant. Absorb heat to create cold air.

Then, the compressor input is controlled such that the temperature of the air blown out of the heat exchanger for absorbing heat inside the vehicle becomes the target blown temperature.

When the deviation between the temperature of the air blown from the heat exchanger for heat absorption and the target temperature of the blown air falls within a set range,
The compressor input is decreased in accordance with the decrease in the temperature of the refrigerant flowing into the heat absorbing interior heat exchanger, and the compressor input is kept as long as the refrigerant temperature does not decrease.

For example, when the vehicle speed increases, the amount of air passing through the heat exchanger outside the vehicle compartment increases, and as a result, the temperature of the refrigerant flowing into the heat exchanger for heat absorption inside the vehicle decreases, and the refrigerating capacity increases. Therefore, since the compressor input can be reduced at that time, the compressor performs an energy-saving operation while maintaining the deviation within the set range.

According to the second aspect of the present invention, in addition to the above operation, after judging whether the vehicle is in an acceleration state or a deceleration state, the ratio is increased or decreased by the adjusting means, and then the air temperature is changed by the adjusting means and the input of the compressor is adjusted. Control is performed so as to be opposite to the change in the air temperature. Thus, even if the amount of air passing through the heat exchanger outside the vehicle interior suddenly increases or decreases during acceleration or deceleration, rapid changes in the temperature of the air blown into the vehicle interior can be prevented by quick adjustment by the adjusting means.

[0018]

An embodiment of the present invention will be described below.

FIG. 1 shows a schematic configuration of a vehicle air conditioner according to an embodiment of the present invention, and FIG. 2 is a schematic configuration diagram showing only a refrigeration cycle of the air conditioner.

As shown in FIGS. 1 and 2, the compressor 31 is provided outside the vehicle compartment such as an engine room.
The input value can be directly changed like an electric compressor or a hydraulic drive compressor. On the discharge side of the compressor 31, a heat exchanger 38 outside the vehicle interior and a heat exchanger 33 outside the vehicle interior for heat radiation via a three-way valve 32 as a flow path switching means.
And are connected.

The exterior heat exchanger 38 is an exterior condenser that radiates the heat of the refrigerant discharged from the compressor 31 to the outside air.

The heat-dissipating vehicle interior heat exchanger 33 is provided in a duct 39 serving as an apparatus main body disposed at the front of the vehicle interior such as the back side of the instrument panel. Is a heat radiation type vehicle interior condenser that radiates heat to air introduced by a blower fan 37 as a blowing means.

In the heating operation, the three-way valve 32 is in a flow switching state as shown by a solid line, and connects the discharge side of the compressor 31 to the refrigerant inflow side of the heat exchanger 33 for heat radiation inside the vehicle. On the other hand, during the cooling operation, the flow path is switched as indicated by the dotted line, and the discharge side of the compressor 31 is connected to the heat-dissipating interior heat exchanger 3 via the exterior heat exchanger 38 and the check valve 70.
3 is connected to the refrigerant inflow side.

The check valve 70 allows the flow of the refrigerant from the heat exchanger 38 outside the vehicle compartment to the heat exchanger 33 inside the heat radiating compartment, and exchanges heat from the heat exchanger 33 inside the heat radiating compartment outside the vehicle compartment. Vessel 3
8 to prevent the reverse flow of the refrigerant.

On the refrigerant outflow side of the heat radiation interior heat exchanger 33, the refrigerant inflow side of the heat absorption interior heat exchanger 35 provided on the upstream side in the duct 39 is provided outside the liquid tank 36 and the vehicle interior. The liquid refrigerant is connected via an expansion valve 34 as an expansion means, which adiabatically expands the liquid refrigerant to form a mist.

The heat absorbing interior heat exchanger 35 supplies the heat of the air introduced by the blower fan 37 from at least one of the exterior heat exchanger 38 and the heat radiation interior heat exchanger 33 through the expansion valve 34. This is an endothermic evaporator that absorbs heat from the cooled refrigerant to produce cool air.
A refrigerant suction side of the compressor 31 is connected to a refrigerant outflow side of the heat absorbing vehicle interior heat exchanger 35.

On the upstream side of the heat absorbing heat exchanger 35 in the duct 39, there is provided an inside air inlet 40 for introducing the air inside the vehicle, and an outside air inlet 41 for introducing the outside air by receiving the traveling wind pressure. Is provided. At a portion where the inside air inlet 40 and the outside air inlet 41 branch off, an intake door 4 that opens and closes the inside air inlet 40 and the outside air inlet 41 at an arbitrary ratio.
2 are provided. The intake door 42 is opened and closed by an unillustrated intake door actuator driven by the control device 43.

The blower fan 37 is disposed between the air outlet side (downstream of the air flow) of the inside air inlet 40 and the outside air inlet 41 and the heat absorbing vehicle interior heat exchanger 35. The motor 44 is driven to rotate.

An air mix door 46 is provided on the upstream side of the heat exchanger 33 for heat dissipation. The air mix door 46 constitutes adjusting means for adjusting the ratio of the air blown out of the heat absorbing vehicle interior heat exchanger 35 passing through the heat dissipation vehicle interior heat exchanger 33. That is, the air mixing door 46 is driven by an unillustrated air mixing door actuator controlled by the control device 43, and the air cooled through the heat absorbing vehicle interior heat exchanger 35 is cooled by the heat releasing vehicle interior heat exchanger 33. And the ratio of the cold air that is kept cold and the hot air that has passed through the heat-absorbing vehicle interior heat exchanger 35 and is cooled by passing through the heat-dissipating vehicle interior heat exchanger 33 (see FIG. 2). Adjust the amount of cold and hot air). The air mix door opening X _{dsc which} is the opening of the air mix door 46 is
When the air mixing door 46 is at the position indicated by the one-dot chain line and the air volume distribution between the cold air and the hot air is 100%, the air mixing door opening X _dsc = 0% (fully closed) is set. The position 46 is indicated by a two-dot chain line, and when the air volume distribution between the cool air and the warm air is 100%, the air mix door opening X _dsc = 100% (fully open) is set.

The heat exchanger 3 for radiating heat in the duct 39
Downstream from 3, an air mix chamber 47 is provided as a room for creating a temperature-conditioned conditioned air by improving the mixing of the cold air and the hot air. In the air mix chamber 47, a ventilator outlet 51 (51a, 51b) that blows out conditioned air toward the upper body of the target occupant.
b, 51c, 51d), a foot outlet 52 (52a) for blowing conditioned air toward the feet of the target occupant, and a defroster outlet 53 (53a) for blowing conditioned air toward the front windshield. ing. In the air mix chamber 47, a ventilator door 55, a foot door 56, and a defroster door 57 are provided. The ventilator door 55 opens and closes the ventilator outlet 51 with a ventilator door actuator (not shown) controlled by the control device 43. The foot door 56 is connected to the control device 4.
The foot outlet 52 is opened and closed by an unillustrated foot door actuator controlled by 3. Defroster door 57
Opens and closes the defroster outlet 53 by a defroster door actuator (not shown) controlled by the controller 43.

A circulation passage 71 communicating with the inside air introduction pipe 40 is connected to the air mix chamber 47. An opening 72 from the circulation passage 71 to the air mixing chamber 47 is provided with an entrance-side door 74 of the circulation passage 71, and a branch portion 73 between the circulation passage 71 and the inside air introduction pipe 40.
Is provided with an exit-side door 75. Entrance side door 7
4, the opening 72 is opened and closed by an entrance door actuator (not shown) controlled by the controller 43, and the exit door 75
Switches the branch portion 73 by an outlet door actuator (not shown) controlled by the control device 43. That is, in a state where the entrance side door 74 and the exit side door 75 are open (the exit side door 75 closes the inside air introduction pipe 40), the temperature-controlled air circulates from the air mix chamber 47 to the upstream side of the blower fan 37.

The control device 43 is provided with a heat-absorbing vehicle interior heat exchanger suction air temperature sensor 58 and a heat-absorbing vehicle interior heat exchanger 3.
5, a ventilator outlet air temperature sensor 60, a solar radiation amount sensor 61, and an outside air temperature sensor 6
2, a room temperature sensor 63, a room temperature setting unit 64 provided on the air conditioning setting panel 79 (in FIG. 1, indicated by a signal line for convenience), an outlet mode switch 65 (the same), and a blower fan switch 66 ( The same as above), thermal environment information and acceleration / deceleration sensors from thermal environment information input means such as a ventilating air temperature sensor 67 for the heat dissipation vehicle interior heat exchanger and an inlet refrigerant temperature sensor 68 of the heat absorption interior vehicle heat exchanger 35 (shown in FIG. Based on the information on the running state from (omitted), the air mixing door opening X _dsc , the input value W _{comp of the} compressor 31, the passing air flow V _eva passing through the heat absorbing passenger compartment heat exchanger 35, and the target outlet temperature T _of are set. The air conditioner calculates the air conditioning condition, and controls the compressor 31, the blower fan motor 44, the air mix door actuator, and the ventilator so that the air conditioner condition in the vehicle compartment maintains the calculated target air conditioner condition. It drives the chiller door actuator, foot door actuator, defroster door actuator, and the like. As the thermal environment information, blowout of the suction port air temperature T _suc blowing out of the heat-absorbing inner heat exchanger 35 air temperature T _{ou t} the heat-radiating inner heat exchanger 33 of the heat-absorbing inner heat exchanger 35 air The temperature T _v , the air temperature T _{vent from} the ventilator outlet 51, the solar radiation amount Q _sun , the outside air temperature _Tamb outside the vehicle compartment, the detected room temperature (vehicle air temperature) T _room, and the set temperature T _{inside the} vehicle compartment _ptc and the temperature of the refrigerant T _ref.eva flowing into the heat absorbing vehicle interior heat exchanger 35
And so on. The information on the traveling state is information on whether the vehicle is traveling at a constant speed or acceleration / deceleration, and whether the vehicle is immediately after acceleration / deceleration.

In this way, the controller 43 calculates the target cooling and heating conditions, constitutes a compressor control means for controlling the input of the compressor 31 so as to maintain the calculated target cooling and heating conditions, and controls the input of the compressor 31 according to the change of the running state. And an air mixing door 46 for adjusting an air volume ratio between the cold air and the hot air.
(Adjusting means), and the air temperature change caused by the adjustment of the air mix door 46 and the air temperature change caused by the input adjustment of the compressor 31 are opposite to each other.
6 and a temperature control means for controlling the compressor 31.

FIG. 3 and FIG. 4 are flowcharts showing basic control of the vehicle air conditioner. Control is performed based on this.

First, the process is started by turning on the switch of the cooling / heating device and operating the control device 43. At step S1, constants (A to H, P to S) used for control are set. That is, A to E used in the calculation formula _of the target outlet temperature T _of , F, G, H used in the calculation formula of the opening degree X _dsc of the air mix door, P, Q used in the correction of the set room temperature,
S, S ₁ and S ₂ used for compressor control are set.

In step S2, various sensor outputs are read. That is, the vehicle interior temperature T _room which is the output of the room temperature sensor 63, and the solar radiation amount Q which is the output of the solar radiation sensor 61
_{It reads the sun} , the outside air temperature T _amb output from the outside air temperature sensor 62, the set room temperature T _ptc in the vehicle cabin output from the room temperature setting device 64, and the fan switch setting V _{fan, set} .

In step S3, since the air volume of the blower fan 37 is controlled by the applied voltage, the _difference between the room temperature set value T _ptc set by the occupant and the room temperature T _room (T _room -T _ptc ).
_Is set to the applied voltage V _fan of the blower fan 37 which generates the conditioned air in accordance with the above. Specifically, the applied voltage is increased as the deviation is larger, so that the room temperature is quickly brought closer to the set room temperature.

In step S4, the set room temperature _Tptc is corrected. This correction is performed using the constants P and Q and the outside air temperature _{Tamb according} to the following equation.

T _ptc ′ = T _ptc + P × T _amb + Q Specifically, when the outside air temperature is low, the set room temperature is raised, and when the outside air temperature is high, the set room temperature is lowered. Normally, in human experience, lowering the room temperature in a hot environment gives a sense of warmth and coolness, such as "cool". Conversely, raising the room temperature in a cold surroundings gives a sense of warmth, such as "warm". Is obtained. By setting the temperature to be inversely proportional to the ambient temperature in this way, the sense of warmth and cold is stimulated and the user becomes comfortable.

In step S5, a target outlet temperature T _of is calculated. This calculation includes constants A, B, C, D, and E, an outside temperature T _amb , a room temperature T _room , a correction set room temperature T ′ _ptc , and a solar radiation amount Q.
_It is calculated by the following equation using _sun .

[0041] In _{T of = A × T amb +} B × T room + C × T 'ptc + D × Q sun + E step S6, to calculate the degree of opening X _{ds c} of the air mixing door on the basis of the target outlet air temperature T _of. This calculation is performed by the following equation using the constants F, G, and H.

X _dsc = F × T _of ² + G × T _of + H In step S7, the blowing mode is determined based on the target blowing temperature T _of . That is, if the target outlet temperature is high, FOOT (foot mode) mainly blows out to the feet of the front seat occupant, if the target outlet temperature is medium, BI-LEVEL (bi-level mode) blows out to the chest and feet of the front seat occupant; Select VENT (vent mode) that blows out to the chest of the seat occupant.

In step S8 in FIG. 4, it is determined whether or not the manual fan switch has been pressed by the occupant. If the manual fan switch is pressed, the fan setting value V is set in step S9 to respond to the operation.
_fan ′ = V _{fan, set} is the final blower fan voltage. If the manual fan switch is not pressed,
In step S10, the blower fan voltage automatically determined in the previous step S3 is used as it is.

In step S11, the blower fan voltage determined in step S9 or S10 is output to the blower fan motor 44.

In step S12, the output is output to each door actuator, and the door is automatically set at a predetermined position.

In step S13, the compressor 31 and the compressor motor are controlled. This control will be described later with reference to FIGS.

When the basic setting is completed, the process returns to step S2 in FIG. 3, and the above steps are repeated.

FIGS. 5 to 9 show steps S13 in FIG.
Is shown.

First, FIG. 5 shows a flowchart for selecting between the cooling operation and the heating temperature adjustment.

In step S131, various data are read. The reading here is performed in step S in FIG.
Read data other than the data read in step 2. That is, the output air temperature T _out of the heat absorbing vehicle interior heat exchanger 35 which is the output of the blowing air temperature sensor 59, the suction air temperature T _suc of the heat absorbing vehicle interior heat exchanger 35 which is the output of the suction wind temperature sensor 58, blowoff air temperature T _v of which is an output radiating inner heat exchanger 33 of the wind temperature sensor 67 reads the physical quantity V _comp representing the compressor workload. Then, the compressor discharge amount increases in proportion to V _comp , and the compressor work amount also increases (corresponding to the frequency when an electric compressor is used).

In step S132, it is determined whether or not the defroster switch is ON. If the defroster switch is ON, the process proceeds to step S133,
If the defroster switch has been turned off, the process proceeds to step S134.

In step S133, a correction term for the case where the defroster switch is ON is given to the target cooling state of the heat absorbing vehicle interior heat exchanger 35. ? T _c is a correction term air temperature balloon heat-absorbing inner heat exchanger as a target during the cooling operation,? T _H is the correction term of the upper limit cooling temperature of the heating operation (window sunny temperature), the defroster switch is ON In this case, the target cooling state in the heat absorbing vehicle interior heat exchanger 35 is set lower to increase the amount of dehumidification, and the reheating amount in the heat releasing vehicle interior heat exchanger 33 is increased. Air-conditioned air is blown into the cabin at the target blow-out temperature. Similarly, in step S134, the defroster switch is
A correction term for the target cooling state of the heat absorbing vehicle interior heat exchanger 35 when N is not set is given.

In step S135, step S133 is executed.
Using the correction term given in step S134 and step S134, a comparison is made between the cooling state in the heat-absorbing vehicle interior heat exchanger 35 in the cooling operation and the heating operation, and the cooling state in the cooling operation is When the temperature is lower than the case where the operation is performed, the process proceeds to step S136 to perform the cooling operation. Conversely, when the cooling state during the heating operation is lower than the case where the cooling operation is performed, the process proceeds to step S137 and the heating is performed. Execute the operation.

The switching between the cooling and the heating is performed by controlling the switching of the three-way valve 32 by the control device 43.

FIGS. 6 to 9 are flow charts of the compressor control during the cooling operation and the blow-out air temperature control of the heat absorbing vehicle interior heat exchanger 35 according to the embodiment showing the features of the present invention.

When the blow-out temperature control during cooling is started in step S201 of FIG. 6, the output of each sensor is detected in step S202.

In step S203, step S202
The target outlet temperature T _of is calculated based on the sensor output detected in step (1).

In step S204, it is determined whether the blowing mode is the vent mode. In the case of the vent mode, the process proceeds to step S205, in which the target temperature T _out 'of the outlet air temperature of the heat absorbing vehicle interior heat exchanger 35 is set to the target outlet temperature T _of calculated in step S203. In this case, the process proceeds to step S206,
The target temperature of the outlet air temperature of the heat absorbing vehicle interior heat exchanger 35 is corrected and set by α. That is, in the differential mode or the foot mode, the target temperature T _out 'is set slightly lower.

In step S207, the blow-out air temperature T _out of the heat absorbing vehicle interior heat exchanger 35 detected by the blow-out air temperature sensor 59 is _compared with the step S205 or S2.
Temperature difference (deviation) from the target temperature T _out 'set in step 06
Calculate θ1.

In step S208, it is determined whether or not the air-conditioning state has reached the steady state, and it is determined whether or not the change in Δθ1 calculated in step S207 is within the set temperature range. If Δθ1 is within the set temperature range, it is determined that the heat load state (air-conditioning state) of the vehicle has almost reached a steady state, and the process proceeds to step S209. Conversely, if Δθ1 is outside the set temperature range, 9, it is determined that the solar radiation amount has changed or the occupant has changed the temperature setting, and the process proceeds to step S229 in FIG. 9 to change the compressor input to approach the target temperature T _out '.

If the heat load state (air conditioning state) of the vehicle has reached a substantially steady state, it is determined in step S209 whether or not the vehicle is running at a constant speed based on the output of the acceleration / deceleration sensor. If it is not the state but the acceleration / deceleration state, FIG.
When the vehicle is in the constant speed traveling state, the process proceeds to step S210 in FIG.

In step S210, it is determined whether the mode is the vent mode. If the mode is the vent mode, the process proceeds to step S216, where the opening of the air mix door 46 is set to 0.
% (Fully closed) and when not in vent mode,
Proceed to step S211.

[0063] At step S211, the deviation of the temperature difference between the set temperature T _{se t} the blowoff air temperature T _v and the blowoff air temperature T _out of the heat-absorbing inner heat exchanger 35 of the heat-radiating inner heat exchanger 33 △ .theta.2 Is calculated.

In step S212, step S211
The magnitude of the deviation △ θ2 calculated in is determined, and △ θ2 is determined by -S ₂
If it is smaller than the threshold value, it is determined that the temperature difference between the up and down winds into the vehicle compartment is small and the feeling of heating at the feet is weak, and step S21 is performed.
3, the opening degree of the air mix door 46 is slightly increased,
Conversely, if △ .theta.2 is greater than S _2, the strong feeling of warmth feet, it is determined that there is a risk that damage the comfort of the passenger, the minute opening the air mixing door 46 at step S215
Is decreased, otherwise, step S2
Proceeding to 14, the opening of the air mix door 46 is maintained.

[0065] In step S217, the temperature _{T re} f.eva of refrigerant flowing into the heat-absorbing inner heat exchanger 35 determines whether decreased. The inlet refrigerant temperature T _ref.eva of the heat absorbing vehicle interior heat exchanger 35 is detected by an inlet refrigerant temperature sensor 68.

If the amount of air passing through the heat exchanger 38 outside the vehicle interior increases while the vehicle is running, or if the air mixing door 46 is opened and reheat is performed by the heat exchanger 33 for heat radiation, heat exchange in the vehicle interior heat absorber is performed. Since the temperature T _{ref.eva of} the refrigerant flowing into the heat exchanger 35 decreases, and the cooling capacity of the heat absorbing interior heat exchanger 35 increases, the input V _{comp of the} compressor 31 can be reduced accordingly.

As will be described later with reference to FIGS. 10 and 11, the temperature of the refrigerant at the inlet of the heat absorbing vehicle interior heat exchanger is higher than the temperature of the air discharged from the heat absorbing vehicle interior heat exchanger in response to changes in the thermal environment conditions. Reacts quickly, the refrigerant temperature sensor 68
Responsiveness is good if it is controlled based on the output of.

If it is determined in step S217 that the temperature _{Tref.eva of} the refrigerant flowing into the heat-absorbing vehicle interior heat exchanger 35 has decreased, the flow proceeds to step S219, and the input of the compressor 31 is set to △. If V _{comp is} decreased and a decrease in the refrigerant temperature T _ref.eva is not detected, the process proceeds to step S218 to maintain the input V _comp of the compressor 31.

Thus, according to the embodiment of the present invention, unlike the temperature control based only on the outlet air temperature T _out of the heat absorbing vehicle interior heat exchanger, the refrigerant temperature T _{ref at the} inlet of the heat absorbing vehicle interior heat exchanger in the constant speed traveling state. _{If .eva} is detected, and if this is reduced, the input of the compressor 31 is reduced by ΔV _comp to control the blowout temperature, the control response is good and the energy-saving operation can be performed. More specifically, this will be further described with reference to FIGS.

When the above control is completed, the process returns and the same steps are repeated.

On the other hand, if the vehicle is not traveling at a constant speed in step 209 in FIG. 6, the process proceeds to step 220 in FIG. 8, and control corresponding to the acceleration / deceleration state is performed. That is, step S22
At 0, it is determined whether or not the vehicle is accelerating. If the vehicle is accelerating, the process proceeds to step S221. If the vehicle is decelerating, the process proceeds to step S225.

When the vehicle is in an accelerated state, the flow rate of the air passing through the heat exchanger 38 outside the vehicle compartment increases, so that the temperature of the air blown into the vehicle compartment decreases as it is. Further, when the vehicle is in a deceleration state, since the amount of air passing through the heat exchanger 38 outside the vehicle compartment decreases, the temperature of air blown into the vehicle compartment slightly rises as it is. Therefore, steps S221 to S228 are executed to avoid a sudden change in the vehicle interior outlet temperature.

First, in step S221, it is determined whether or not the vehicle has just been accelerated.
Proceed to 22. If it is not immediately after acceleration, the process proceeds to step S223.

Step S222 is a control immediately after acceleration, in which the air-mixing door 46 (adjustment means for adjusting the ratio of the amount of cold air and the amount of hot air) is opened and the occupant enters the cabin during acceleration. Avoid feeling a drop in the outlet temperature.

In step S223, since the acceleration state continues immediately after the acceleration, the air mix door 46 is opened at the set opening degree in step S222.
In step 3, the air mix door 46 is closed by a very small amount in the direction of decreasing the temperature of air blown into the vehicle interior.

Further, in step S224, the compressor input V _comp is reduced by a small amount in the direction of increasing the temperature of air blown into the vehicle interior.

As described above, at the time of acceleration, once the air mix door 46 is once opened by the set opening, the temperature change of the blown air by adjusting the air mix door 46 and the temperature change of the blown air by the compressor input control are opposite to each other. With such control, it is possible to prevent a sudden change in the blown air temperature with good responsiveness while reducing the compressor input V _comp .

On the other hand, in step S225, it is determined whether or not the vehicle is immediately after deceleration.
Proceed to 26. If not immediately after deceleration, step S
Proceed to 227.

Step S226 is a control immediately after deceleration, and the opening degree of the air mix door 46 (adjustment means for adjusting the ratio of the amount of cold air to the amount of hot air) is closed. Thus, the rise in the temperature of the air blown into the vehicle compartment is reduced.

In step S227, since the deceleration state continues immediately after deceleration, the air mix door 46 is closed at the set opening degree in step S226.
At 7, the air mix door 46 is opened by a very small amount in the direction of increasing the temperature of air blown into the vehicle interior.

Further, in step S228, the compressor input is increased by a small amount in the direction of lowering the temperature of air blown into the vehicle interior.

As described above, at the time of deceleration, after the air mix door 46 is once closed at the set opening, the temperature change of the blown air by adjusting the air mix door 46 and the temperature change of the blown air by the compressor input control are opposite to each other. With such control, it is possible to prevent a sudden change in the temperature of the blown air with good responsiveness while suppressing a rise in the temperature of the blown air into the vehicle compartment during deceleration.

Thus, according to the embodiment of the present invention, when the running state of the vehicle such as acceleration and deceleration changes and the cooling capacity changes accordingly, the change in the running state is not directly determined. Unlike the conventional example, after the acceleration / deceleration state is directly determined based on the output of the acceleration / deceleration sensor, the air mix door 46 (adjustment means for adjusting the air flow rate ratio between the cold air and the hot air) is opened / closed by the set opening degree (increase / decrease). However, since the temperature control is performed such that the change in the outlet temperature due to the adjustment of the air mix door and the change in the outlet temperature due to the adjustment of the compressor input are opposite to each other, even if the running state of the vehicle suddenly changes, the adjustment means quickly adjusts the vehicle interior. A sudden change in the temperature of the blown air can be prevented.

In step 208 of FIG.
If 1 is outside the set temperature range, it is determined that the solar radiation amount has changed or that the occupant has changed the temperature setting, and step S229 in FIG.
Then, the compressor input is changed to approach the target outlet temperature T _out '.

In step S229, step S207
In comparing the magnitude of the calculated △ θ1, △ θ1 <in the case of -S _1, the process proceeds to step S230, the compressor input lowering △ V _comp, conversely, △ .theta.1> in the case of S _1, the step Proceeding to S232, the compressor input is increased by ΔV _comp , otherwise, to step S231, the compressor input V _comp is maintained.

[0086] In this way, closer to the heat-absorbing inner heat exchanger outlet air temperature T _out to the target blowing air temperature _{T ou t} '. Upon completion of the above control, the process returns and similar steps are repeated.

During the cooling operation, the three-way valve 32 is switched as shown by the dotted line in FIGS. 1 and 2, and the refrigerant is supplied from the compressor 31 → the three-way valve 32 → the heat exchanger 38 outside the vehicle compartment → the check valve 70 → the heat radiation Heat exchanger 33 inside the vehicle → liquid tank 36 → expansion valve 34 → heat exchanger 35 inside the vehicle for heat absorption → compressor 31
And the outside heat exchanger 38 radiates the heat of the high-temperature refrigerant discharged from the compressor 31 to the outside air, and the remaining heat is radiated by the heat radiating vehicle heat exchanger 33 to the air introduced by the blower fan 37 or Heat is radiated to the air introduced by the ram pressure when the vehicle is running to generate warm air, and the heat absorbing vehicle interior heat exchanger 35 is driven by the blower fan 37 or the air introduced by the ram pressure when the vehicle is running. The heat is radiated to the refrigerant to create cool air.

As described above, in this embodiment, at the time of traveling at a constant speed, the refrigerant temperature T _ref.eva at the inlet of the heat absorbing vehicle interior heat exchanger is detected at step 217 in FIG. 7 to control the compressor input. However, an experimental result that the response is better and the compressor input can be surely reduced will be described below.

FIG. 10 and FIG. 11 show that when the vehicle speed wind changes, the blow- _out air temperature T _out of the heat-absorbing vehicle interior heat exchanger 35, the inlet refrigerant temperature T _ref.eva and the compressor input V _comp
2 shows the experimental results of the change.

The calculation conditions are as follows: the outside air temperature is 35 ° C .;
m ³ / min, heat-absorbing vehicle interior heat exchanger suction air temperature 30
C. (humidity 40%), fixed capacity compressor 31
Is rotated at a constant speed.

○, △, ☆ are heat absorbing heat exchanger 35
Of it based on the outlet air temperature T _out is the result when changing the compressor rotational speed, because the heat-absorbing inner heat exchanger outlet air temperature T _out is the temperature variation of about ± several ° C., this Considering this, within the range tested here, FIG.
The compressor input (*) of 1 is almost constant even when the wind speed increases.

[0092] Namely, in this temperature control method, even if the vehicle speed wind (horizontal axis value of FIG. 10) is changed, the compressor input V _comp of Figure 11 are forced considered approximately constant, reducing the compressor input V _comp (Energy saving) is not possible.

On the other hand, ●, Δ, and ★ indicate the temperature control of the embodiment of the present invention, and
_This is a result when the compressor input V _comp is changed based on _ref.eva .

Although the refrigerant temperature T _ref.eva also fluctuates, it is smaller than the fluctuation of the blow- _out air temperature T _out , and when the heat is _reheated by the heat-dissipating interior heat exchanger 33, the temperature fluctuation further decreases. Also, the relationship between the refrigerant temperature at the inlet of the heat absorbing vehicle interior heat exchanger and the outlet air temperature of the heat absorbing vehicle interior heat exchanger has a causal relationship that when the refrigerant temperature changes, the blowing air temperature changes due to the change. The change in the temperature precedes the change in the outlet air temperature.

[0095] According to that for the present invention embodiment, detects the heat-absorbing inner heat exchanger inlet refrigerant temperature _T ref.ev _a, compressor type temperature (◆ in Fig. 10) is substantially constant (FIG. 11)) V _comp is controlled so that responsiveness is good and even if the vehicle speed and wind increase, the heat absorbing interior heat exchanger 3
5, the compressor input V _comp can be reduced with the increase of the vehicle speed and wind as indicated by ★ in FIG. 11 while keeping the blown air temperature T _out (● in FIG. 10) substantially constant.

FIGS. 12 and 13 show FIGS. 10 and 11 respectively.
The experimental results in the case where the amount of air passing through the exterior heat exchanger 38 is kept constant under the same conditions as above and the opening degree of the air mix door 46 is changed are shown.

As in FIGS. 10 and 11, ○, Δ, and ☆ represent
In the case where the conventional temperature control based on the change in the outlet air temperature is performed, ●, _Δ , and ★ indicate the case where the temperature control based on the refrigerant temperature _Tref.eva at the inlet of the heat absorbing vehicle interior heat exchanger of the present invention is performed. is there.

When the opening degree of the air mix door 46 is increased to increase the amount of reheat in the heat exchanger 33 for heat dissipation, the refrigerant temperature _{Tref.eva at the} inlet of the heat exchanger for heat _sink decreases, and the temperature decreases. Fluctuations are also small.

Therefore, the inlet refrigerant temperature (◆ in FIG. 12)
The compressor input (Fig. 13
*) Since V _comp is controlled, even if the opening degree of the air mix door 46 increases, the blow- _out air temperature T _out (● in FIG. 12) of the heat absorbing vehicle interior heat exchanger 35 is kept almost constant. As shown by ★ in FIG. 13, the compressor input V _comp can be reduced as the opening increases.

As described above, the refrigerant temperature T _{ref.eva at the} inlet of the heat absorbing vehicle interior heat exchanger is sensitive to a change in the running state and has a small fluctuation.
_{If comp} is controlled, the compressor input V _comp can be reduced in some cases, so that energy saving operation can be performed.

FIG. 14 shows a flowchart of the compressor control at the time of heating temperature adjustment.

When the heating operation is performed, step S13 is performed.
At 71, it is determined whether or not the defroster switch is ON.

If the defroster switch is ON in step S1371, then in step S1372, conversely, if the defroster switch is OFF, in step S1373, the upper limit cooling of the heat absorbing vehicle interior heat exchanger 35 during the heating operation is performed. It gives a correction temperature δT _H with respect to the temperature. Here, the correction is made only for ON / OFF of the defroster switch, but the heat load condition of the vehicle, for example,
Correction may be made for solar radiation, vehicle interior temperature, outside air temperature, and air outlet temperature.

[0104] In step S1374, by comparing the low outside air temperature at the set upper limit cooling temperature T ₅ and the outside air temperature T _amb temperature upper cooling based on a (T _amb -δT _H), whichever is in the heating operation greater Set as the upper limit cooling temperature (upper limit _T'int ). Here, the outside air temperature is represented as one of the factors for determining the upper limit cooling temperature. However, other than the outside air temperature, a thermal environment condition of the vehicle, a window fogging sensor output, or the like may be used.

[0105] In step S1375, setting the temperature T _{se to} (T ₆₎ based on the freezing of the heat-absorbing inner heat exchanger 35 as the lower limit cooling temperature (the lower limit T _'int).

[0106] In step S1376, it is determined whether a lower or not than the lower limit cooling temperature to air temperature T _out balloon heat-absorbing inner heat exchanger has been set in step S1375 (lower T _'int). In the case of T _out <lower limit T ′ _int , the heat absorbing vehicle interior heat exchanger 35 may freeze in this state,
Proceeding to step S1382, the work amount of the compressor 31 is reduced by ΔV _c , and the temperature of the heat-exhaust-compartment heat exchanger blow-out temperature is increased to fall within the vertical cooling temperature. At this time, although not shown in the drawing, at the same time, control is performed to increase the suction air temperature of the heat absorbing vehicle interior heat exchanger, thereby preventing a decrease in the blow-out temperature accompanying a decrease in the work load of the compressor 31.

If it is determined in step S1376 that T _out ≧ lower limit T ′ _int , the process proceeds to step S1377, where the temperature of the heat-exhausting indoor heat exchanger blown air T _out is set to the upper limit cooling temperature (upper limit T ′) set in step S1374. _int ).

In step S1377, if T _out > upper limit T ′ _int , the flow advances to step S1380 to increase the work of the compressor 31 by ΔV _{c and to} increase the amount of heat absorbing vehicle in order to secure the dehumidification amount of the conditioned air. Reduce the temperature of the indoor heat exchanger. Conversely, in the case of T _{ou t} ≦ upper _T'int, the process proceeds to step S1378, and calculates the deviation △ theta target conditioned air temperature T _of the balloon heat-radiating inner heat exchanger air-conditioning temperature T _v.

If △ θ> S in step S1379, the blow-out temperature has not reached the target air-conditioning air temperature T _of , so the flow proceeds to step S1380, where the compressor 31
Is increased by ΔV _{c to} increase the outlet temperature.
In the case of Δθ <−S, since the air temperature of the air discharged from the heat exchanger inside the heat exchanger is higher than the target air temperature, step S138 is performed.
Proceeding to 2, the work amount of the compressor 31 is decreased by ΔV _c to lower the blowout temperature. Under other conditions, the process proceeds to step S1381 to maintain the current compressor work.

When one loop is completed, the above steps are repeated. Such compressor control, during the heating temperature control, temperature balloon heat-absorbing inner heat exchanger T _out, the window fogging the resulting not limit cooling temperature (the upper limit T _'int) and no freezing limit cooling temperature (lower T ′ _Int ), and the target outlet temperature T _of is obtained with a dehumidifying (cooling) effect.

During the heating operation, the three-way valve 32 is switched as shown by the solid line in FIGS. 1 and 2, and the refrigerant is supplied from the compressor 31 to the three-way valve 32 to the heat-exchanger interior heat exchanger 33.
Liquid tank 36 → expansion valve 34 → heat exchanger 35 for heat absorption in vehicle interior
→ Circulates with compressor 31 and heat exchanger 3
3 radiates the heat of the high-temperature refrigerant discharged from the compressor 31 to the air introduced by the blower fan 37 or the air introduced by the ram pressure when the vehicle is running to generate warm air, and the heat absorbing heat exchanger in the vehicle interior A refrigerant 35 absorbs the heat of the air introduced by the blower fan 37 or the air introduced by the ram pressure during traveling of the vehicle into the refrigerant to produce cool air.

As described above, according to the embodiment of the present invention, when the difference between the temperature of the air blown out of the heat exchanger 35 for the heat absorption and the target blowout temperature is within the set range, the heat exchanger 35 for the heat absorption inside the vehicle is changed. When a decrease in the temperature of the refrigerant flowing into the compressor is detected, the input of the compressor is reduced. In response to a change in thermal environment conditions, the temperature of the refrigerant at the inlet of the heat absorbing vehicle interior heat exchanger reacts more quickly than the temperature of the air blown out of the heat absorbing vehicle interior heat exchanger. If control is performed based on the output of the refrigerant temperature sensor 68, responsiveness is good and energy saving operation can be performed.

When the running state of the vehicle such as acceleration and deceleration changes and the cooling capacity changes accordingly, unlike the conventional example in which the change in the running state is not directly determined, an acceleration / deceleration sensor is provided. The air mixing door 46 (adjusting means for adjusting the air flow rate ratio between the cool air and the hot air) is opened and closed at a set opening degree (increase / decrease of the air flow rate) by directly judging the acceleration / deceleration state based on the output, and then the air mixing door is blown out. Since the temperature is controlled so that the temperature change and the outlet temperature change due to the adjustment of the compressor input are opposite to each other, even if the running condition of the vehicle changes suddenly, it is possible to prevent the sudden change in the temperature of the air blown into the vehicle compartment by quick adjustment by the adjusting means. Can be.

[0114]

As is apparent from the above description, according to the first aspect of the present invention, when a decrease in the refrigerant temperature is detected, the compressor input is decreased so as to keep it constant. Therefore, the compressor input can be quickly and effectively reduced while suppressing the fluctuation of the blown air temperature to be small, and the energy saving is enhanced.

According to the second aspect of the present invention, when the traveling state changes, the acceleration / deceleration state is determined based on the output of the acceleration / deceleration sensor, and immediately after the acceleration / deceleration, the air mixing door (the cold air and the hot air) is used. After the opening / closing (adjustment of the ratio) of the opening degree of the air mix door is adjusted (increase / decrease), the air temperature change due to the opening degree adjustment (ratio adjustment) of the air mix door and the air temperature change due to the compressor input adjustment are opposite to each other. Is controlled by a control device (temperature control means). Therefore, control can be performed with a high response even to a sudden change in the running state, and a sudden change in the temperature of the air blown into the vehicle compartment can be prevented.

[Brief description of the drawings]

FIG. 1 is a configuration diagram according to an embodiment of the present invention.

FIG. 2 is a configuration diagram of a refrigeration cycle according to one embodiment of the present invention.

FIG. 3 is a flowchart according to an embodiment of the present invention.

FIG. 4 is a flowchart according to an embodiment of the present invention.

FIG. 5 is a flowchart according to an embodiment of the present invention.

FIG. 6 is a flowchart according to an embodiment of the present invention.

FIG. 7 is a flowchart according to an embodiment of the present invention.

FIG. 8 is a flowchart according to an embodiment of the present invention.

FIG. 9 is a flowchart according to an embodiment of the present invention.

FIG. 10 is a diagram showing changes in the inlet refrigerant temperature and the outlet air temperature of the heat absorbing vehicle interior heat exchanger according to one embodiment of the present invention with respect to the vehicle speed wind.

FIG. 11 is a diagram showing a change in a compressor input with respect to a vehicle speed wind according to an embodiment of the present invention.

FIG. 12 is a diagram showing a change of an inlet refrigerant temperature and a blown air temperature of an endothermic vehicle interior heat exchanger according to an embodiment of the present invention with respect to an air mix door opening.

FIG. 13 is a diagram showing a change in a compressor input with respect to an air mix door opening according to an embodiment of the present invention.

FIG. 14 is a flowchart according to an embodiment of the present invention.

FIG. 15 is a configuration diagram of one conventional example.

FIG. 16 is a configuration diagram of another conventional refrigeration cycle.

[Explanation of symbols]

 Reference Signs List 31 compressor 32 three-way valve (refrigerant flow path switching means) 33 heat-dissipating vehicle interior heat exchanger 34 expansion valve (expansion means) 35 heat-absorbing vehicle interior heat exchanger 37 blower fan (blowing means) 38 vehicle exterior heat exchanger 43 control Device 46 Air mix door 59 Blowing air temperature sensor 68 Inlet refrigerant temperature sensor 70 Check valve

Claims (2)

(57) [Claims] A compressor that adds work to the refrigerant; a vehicle exterior heat exchanger that is connected to a refrigerant discharge side of the compressor and radiates heat of the refrigerant to the outside air; and a refrigerant that is connected to a refrigerant discharge side of the compressor. A heat-radiating vehicle interior heat exchanger that radiates the heat of the air to the air introduced by the blowing means to generate warm air; an expansion means connected to the refrigerant outflow side of the heat-radiation vehicle interior heat exchanger; Is connected to the refrigerant outflow side of the compressor and the refrigerant suction side of the compressor, and supplies the heat of the air introduced by the blowing means from at least one of the exterior heat exchanger and the heat radiation interior heat exchanger through the expansion means. A heat-absorbing vehicle interior heat exchanger that absorbs the generated refrigerant to generate cool air, and is provided between a refrigerant discharge side of the compressor and a refrigerant inflow side of the vehicle exterior heat exchanger and the heat-radiating vehicle interior heat exchanger. The refrigerant discharged from the compressor is introduced into at least the exterior heat exchanger during the cooling operation, and is introduced into the heat radiation interior heat exchanger by bypassing the exterior heat exchanger during the heating operation. Road switching means; a blow-off air temperature sensor for detecting a blow-off air temperature of the heat absorbing vehicle interior heat exchanger; an inlet refrigerant temperature sensor for detecting an inflowing refrigerant temperature of the heat absorbing vehicle interior heat exchanger; The input of the compressor is controlled so that the temperature of the air blown out of the vehicle interior heat exchanger becomes the target blown temperature, and the deviation between the temperature of the air blown out of the heat absorbing vehicle interior heat exchanger and the target blown temperature is within a set range. And a compressor control means for detecting a decrease in the temperature of the refrigerant flowing into the heat absorbing vehicle interior heat exchanger and reducing the input of the compressor. The vehicle air-conditioning apparatus according to. 2. The vehicle air conditioner according to claim 1, wherein the temperature of the heat absorbing vehicle interior heat exchanger is controlled by adjusting a ratio of the air blown out of the heat absorbing vehicle interior heat exchanger. Adjusting means, an acceleration / deceleration sensor for detecting an acceleration / deceleration state of the vehicle, and, when the acceleration / deceleration sensor detects the acceleration / deceleration state of the vehicle, after increasing / decreasing a ratio by the adjustment means in accordance with the acceleration / deceleration, A cooling and heating device for a vehicle, comprising: an adjusting unit and a temperature control unit that controls the compressor such that a change in air temperature caused by adjusting the ratio of the adjusting unit and a change in air temperature caused by adjusting the input of the compressor are opposed to each other. .