JP3938249B2 - Heat pump type automotive air conditioner - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a heat pump automotive air conditioner that cools and heats the interior of a vehicle using engine coolant and a refrigerant, and more particularly to a dual heat pump automotive air conditioner that includes a front unit and a rear unit.
[0002]
[Prior art]
In a luxury car or a one-box car with a large interior space, so-called dual air conditioning is performed independently by the front unit and rear unit in the front and rear regions of the vehicle interior so that the entire interior is in a comfortable air-conditioned state. Type of automotive air conditioner is widely adopted.
[0003]
In a general dual-type automobile air conditioner, engine cooling water heated by the engine is used as a heat source in heating operation. For example, when the outside air temperature is low as in the morning in winter, The temperature of the engine cooling water is low, and warm air does not blow out at the same time as the operation is started, so that there is a possibility that the so-called immediate warming property is lacking and the heating performance is insufficient. In particular, in a one-box car with a large interior space equipped with a diesel engine, the temperature rise of the engine cooling water is slower than that of a normal gasoline engine vehicle, and a large space must be heated. The heating performance tends to be insufficient.
[0004]
Therefore, there is also known a dual type heat pump type automobile air conditioner in which a hot water type heating method using engine cooling water and a heat pump method using a high-temperature and high-pressure refrigerant compressed by a compressor as a heat source are further combined.
[0005]
[Problems to be solved by the invention]
Here, the rear unit is generally provided in an empty space on the side surface of the rear seat, but since this empty space is extremely narrow, it is necessary to reduce the size of the rear unit. It can be considered that only a sub-capacitor) is installed to make a heating-only unit. In this case, the front unit performs hot water heating using engine cooling water or heat pump cooling / heating using refrigerant, and the rear unit performs only heat pump heating using a high-temperature and high-pressure refrigerant. In such a configuration, there is an advantage that it is possible to avoid the trouble of arranging the hot water piping from the engine room to the rear seat.
[0006]
However, when the rear unit is a dedicated heating unit, when the temperature of the rear blown air is adjusted only by controlling the increase and decrease of the fan air volume (hereinafter also simply referred to as “temperature control”), the level is sufficiently comfortable for the passengers. It is difficult to expand the temperature control performance. For this reason, it is required to increase the temperature control performance of the rear and improve the passenger's temperature feeling.
[0007]
In addition, when the engine cooling water is sufficiently heated, it is desirable to switch the front unit from the heat pump type air conditioning system to the hot water type air heating system to reduce fuel consumption and reduce the engine load and to increase the durability of the compressor. In such a case, in order to realize comfortable front and rear independent heating, there is a problem of how to determine hot water heating or heat pump heating for the front unit and heat pump heating for the rear unit.
[0008]
Furthermore, in the case of heating operation, it is also a problem how to incorporate front seat priority heating or rear seat priority heating into the control.
[0009]
The present invention has been made to meet the above-mentioned demands, and can improve the temperature sensation of the occupant by expanding the temperature control performance of the rear, realizes comfortable front and rear independent heating, It is an object of the present invention to provide a heat pump type automobile air conditioner that adopts the concept of priority heating or rear priority heating.
[0010]
[Means for Solving the Problems]
  In order to achieve the above object, the invention as set forth in claim 1, the refrigerant discharged from the compressor is supplied to the compressor through an external condenser, a first flow rate adjusting means, a front side sub-condenser, a second flow rate adjusting means, and an evaporator. A front unit comprising a main refrigerant cycle for returning, the front-side sub-capacitor and the evaporator being arranged in the air passage of the unit case, and a heater core in which the engine cooling water flowing out of the engine flows is arranged in the air passage; ,
  A rear unit in which the refrigerant discharged from the compressor is provided with a sub refrigerant cycle for returning the refrigerant to the compressor via a rear side sub-condenser and a refrigerant expansion member, and the rear side sub-capacitor is disposed in the air passage of the unit case; In a dual type heat pump type automobile air conditioner having
  A sub heat exchanger that is arranged upstream of the compressor and in which refrigerant flowing out of the evaporator of the front unit and refrigerant flowing out of the rear side sub-condenser of the rear unit and passing through the refrigerant expansion member flows. ,
  An openable on-off valve that introduces engine cooling water that has flowed out of the engine into the sub heat exchanger in order to heat the refrigerant flowing through the sub heat exchanger;
  Switching means for switching operation / stop of the compressor;
  Pressure detecting means for detecting a refrigerant pressure discharged from the compressor;
  Front temperature setting means for setting the temperature of the front blowing air blown from the front unit;
  Rear temperature setting means for setting the temperature of the rear blowing air blown from the rear unit;
  According to the discharge refrigerant pressure detected by the pressure detection means, the opening / closing operation of the on-off valve and the operation / stop operation of the compressor by the switching means.DoControl means and,
Water temperature detecting means for detecting the engine coolant temperature;
Front priority heating setting means for setting the front priority heating,
Rear priority heating setting means for setting the priority heating of the rear, and
[A] In the case of heating operation, the control means determines whether front priority heating or rear priority heating based on a setting state by the front priority heating setting means and the rear priority heating setting means. If you determine that priority heating is set,
[1] When the engine coolant temperature detected by the coolant temperature detection means is equal to or higher than a predetermined temperature, the front unit performs warm water heating using the engine coolant as a heat source in the heater core, and the rear unit Heat pump type heating using high-temperature and high-pressure refrigerant as a heat source in the side sub-capacitor,
[2] When the engine coolant temperature does not reach a predetermined temperature and the front unit is in a rapid heating state determined by the front temperature setting means, both the front unit and the rear unit are Heat pump type heating using a high-temperature and high-pressure refrigerant as a heat source in a condenser,
[3] When the engine coolant temperature does not reach a predetermined temperature and the front unit is not in the rapid heating state, the front unit performs hot water heating, and the rear unit performs heat pump heating. ,
So that the front and rear independent heating
When heat pump heating of the rear unit is performed, the detected discharged refrigerant pressure rises to a reference pressure (KPd) that is lower than a reference pressure (LPd) at which the compressor should be stopped at the temperature set by the rear temperature setting means. The on-off valve is closed when the pressure is lowered, the on-off valve is opened when the pressure is lowered to a pressure lower than the reference pressure (KPd), and when the detected discharge refrigerant pressure rises to the reference pressure (LPd), the switching means. When the compressor is stopped and lowered to a pressure lower than the reference pressure (LPd), the compressor is operated to adjust the temperature of the refrigerant, thereby adjusting the rear side sub-compressor. Adjusting the temperature of the rear blown air heated and blown by the capacitor to the temperature set by the rear temperature setting means,
[B] If it is determined that preferential heating is set at the front, the rear does not heat,
[1] When the engine coolant temperature detected by the water temperature detecting means is equal to or higher than a predetermined temperature, the front unit performs hot water heating,
[2] When the engine coolant temperature does not reach a predetermined temperature and the front unit is in a rapid heating state determined by the front temperature setting means, the front unit performs heat pump heating,
[3] When the engine coolant temperature does not reach a predetermined temperature and the front unit is not in the rapid heating state, the front unit performs hot water heating,
When performing heat pump heating of the front unit, the detected discharge refrigerant pressure rises to a reference pressure (KPd) that is lower than a reference pressure (LPd) at which the compressor should be stopped at the temperature set by the front temperature setting means. The on-off valve is closed when the pressure is lowered, the on-off valve is opened when the pressure is lowered to a pressure lower than the reference pressure (KPd), and when the detected discharge refrigerant pressure rises to the reference pressure (LPd), the switching means. When the compressor is stopped and lowered to a pressure lower than the reference pressure (LPd), the compressor is activated and the temperature of the refrigerant is adjusted so that the front blowout heated and blown by the front side sub-condenser The air temperature is set by the front temperature setting means. And adjusting the temperatureIt is a heat pump type automobile air conditioner.
[0013]
  Claim2As described above, the front priority heating setting means may be constituted by a switch arranged at the front, and the rear priority heating setting means may be constituted by a switch arranged at the rear.
[0014]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram showing an embodiment of a heat pump automotive air conditioner according to the present invention, FIG. 1 shows a state during heating operation, and FIG. 2 shows a state during cooling operation. . In the figure, white arrows indicate the flow of air, solid arrows indicate the flow of refrigerant, and broken arrows indicate the flow of engine cooling water.
[0015]
As shown in FIG. 1, a heat pump type automotive air conditioner 10 according to the present embodiment includes a front unit 20 for air-conditioning the inside and outside air selectively taken in from an intake unit 21 and blowing the air toward the front seat. This is a so-called dual air conditioner having a rear unit 30 for air conditioning the inside air and blowing out the rear seats.
[0016]
The front unit 20 is located in the air passage 22f formed by the casing 22 from the upstream side in the flow direction of the air introduced from the intake unit 21 which is an air introduction portion having an intake door (not shown) and the front fan 23. In order, an evaporator 16, a front side sub capacitor 14, a mix door 24, and a heater core 25 are arranged. The evaporator 16 and the front side sub-capacitor 14 are disposed in close proximity to each other in the air passage 22f. Further, on the outlet side of the air passage 22f, there are various air outlets 26 (for example, generic names of differential air outlets, vent air outlets, and foot air outlets) and mode doors 27 through which conditioned air is blown toward a predetermined portion of the vehicle interior. Is provided.
[0017]
The front unit 20 is provided with a mix door 24 in front of the heater core 25 provided in the air passage 22f so as to have a bypass 29, and the ratio of the hot air to the cold air is adjusted to adjust the ratio between the hot air and the cold air. Air at a predetermined temperature is created in the basin or air is prevented from flowing through the heater core 25.
[0018]
The heater core 25 is adapted to introduce engine cooling water that has flowed out of the engine E by opening the water valve 28.
[0019]
On the other hand, in the rear unit 30, only the rear fan 33 and the rear side sub-condenser 34 are disposed in the air passage 32f formed by the casing 32 in order from the upstream side in the air flow direction. On the outlet side of the air passage 32f, a foot air outlet 35 through which conditioned air is blown out toward the feet of the rear seat occupant is provided. In the illustrated example, the rear unit 30 is not provided with a mix door for miniaturization, but the rear side sub-capacitor 34 is provided so as to have a detour and a mix door is provided in front of the rear side sub-capacitor 34. It is also possible.
[0020]
In the evaporator 16 of the front unit 20, for example, during the cooling operation (the state shown in FIG. 2), the refrigerant discharged from the compressor 11 is changed from the first electromagnetic valve 41 → the external capacitor 12 → the second check valve 52 → the second The first flow rate adjusting valve 13 → the front side sub capacitor 14 → the second flow rate adjusting valve 15 flows and flows in. The refrigerant flowing out of the evaporator 16 flows into the sub heat exchanger 17 through the fourth check valve 54, returns to the compressor 11 through the sub heat exchanger 17, and thereby the main refrigerant cycle C1. It is composed.
[0021]
Further, during the heating operation (the state shown in FIG. 1), the refrigerant discharged from the compressor 11 bypasses the external capacitor 12 and flows in the main refrigerant cycle C1. That is, the refrigerant discharged from the compressor 11 is the second electromagnetic valve 42 → the first check valve 51 → the first flow rate adjustment valve 13 → the front side sub capacitor 14 → the second flow rate adjustment valve 15 → the evaporator 16 → the fourth reverse direction. It flows from the stop valve 54 to the sub heat exchanger 17 and returned to the compressor 11. A bypass circuit B that bypasses the external capacitor 12 is formed by providing the second electromagnetic valve 42 and the first check valve 51 in the course of piping.
[0022]
Here, the first and second flow rate adjusting valves 13 and 15 correspond to the first and second flow rate adjusting means, and are in an open state (substantially fully open state) and a throttled state (not a fully closed state but rather a refrigerant passage). It can function as a solenoid valve, and can control the refrigerant flow rate in two stages. During the cooling operation, the first flow rate adjustment valve 13 is set to the throttle state, and the second flow rate adjustment valve 15 is set to the open state. On the contrary, during the heating operation, the first flow rate adjustment valve 13 is set in the open state, and the second flow rate adjustment valve 15 is set in the throttle state. The first and second flow rate adjusting valves 13 and 15 that can select the open state and the throttle state can surely perform dehumidifying heating as will be described later, and even if the heating operation is performed by the internal air circulation, the windshield is fogged. And driving safety is improved.
[0023]
When hot water heating is performed at the front and heat pump heating is performed at the rear, both the first and second flow rate adjusting valves 13 and 15 are set to the throttle state.
[0024]
The refrigerant is provided in the rear side sub-capacitor 34 of the rear unit 30 in the middle of the pipe branched from the pipe from the first check valve 51 to the first flow rate adjustment valve 13 of the main refrigerant cycle C1 during the heating operation. It flows through the fourth electromagnetic valve 44. The refrigerant flowing out from the rear side sub-condenser 34 adiabatically expands in the refrigerant expansion member 36, then passes through the fifth check valve 55, and passes through the fourth check valve 54 of the main refrigerant cycle C1 to the sub heat exchanger 17. It joins in the middle of the piping leading to. Thus, a sub refrigerant cycle C2 is configured. The refrigerant expansion member 36 is composed of, for example, an orifice tube having a fixed opening degree. The fourth electromagnetic valve 44 is closed during the cooling operation.
[0025]
The refrigerant that has flowed out of the evaporator 16 of the front unit 20 and the refrigerant that has flowed out of the rear side sub-condenser 34 of the rear unit 30 and passed through the orifice tube 36 circulate in the sub heat exchanger 17. The sub heat exchanger 17 is a sub evaporator in which an accumulator is integrated, and is disposed outside the air passages 22 f and 32 f of the front unit 20 and the rear unit 30 on the upstream side of the compressor 11. Further, in order to heat the refrigerant by exchanging heat with the refrigerant circulating in the sub heat exchanger 17, an openable / closable water valve 18 (introducing engine cooling water flowing out from the engine E into the sub heat exchanger 17) Corresponding to an on-off valve). If the water valve 18 is opened, the engine coolant is introduced into the sub heat exchanger 17.
[0026]
In this way, even in the case of engine cooling water that cannot be immediately used for heating even if heat is exchanged with air due to low temperature, in the sub heat exchanger 17, heat exchange with an extremely low-temperature refrigerant that circulates inside the sub-heat exchanger 17. By making it, the heat which engine cooling water holds can be taken in into a refrigerant | coolant effectively. Then, the refrigerant heated by the engine cooling water is returned to the compressor 11 and is pressurized again, so that the refrigerant discharged from the compressor 11 becomes a refrigerant having a high-temperature entropy change and becomes a front side sub capacitor 14. Or the rear side sub-capacitor 34. As a result, the heat exchanged in the front side sub-capacitor 14 and the rear side sub-capacitor 34 has a higher temperature, exhibits high heating performance, and immediately improves warmth.
[0027]
Further, the main refrigerant cycle C1 of the present embodiment has a return circuit R that collects the refrigerant sleeping in the external condenser 12 when the heating is started, in the compressor 11. Usually, the refrigerant does not return to the compressor 11 after the operation is stopped, and often lies in each component constituting the refrigerant cycle, and the compressor 11 does not exist so much. When the compressor 11 is operated in this state and the heating operation is started, it cannot be operated using a large amount of refrigerant, and the heating performance cannot be declined. Therefore, it is preferable that the refrigerant stagnating inside the external capacitor 12 or the like is once returned to the compressor 11 at the start of operation.
[0028]
For this reason, a third electromagnetic valve 43 and a third check valve 53 are provided between the compressor 11 and the external capacitor 12, and a return circuit R that connects the suction side of the compressor 11 and the external capacitor 12 is formed. Therefore, when the third electromagnetic valve 43 is opened at the start of the heating operation, the suction side of the compressor 11 and the external capacitor 12 are communicated with each other via the return circuit R. The stagnation refrigerant is recovered by the compressor 11, the amount of refrigerant discharged from the compressor 11 is increased, and the deterioration of the heating performance is prevented.
[0029]
In the present embodiment, the first to third three solenoid valves 41, 42, 43 and the first to fourth check valves 51, 52, 53, 54 are accommodated in a case 45, so-called. This is a form of the collecting valve 40. The case 45 includes a first port 61 through which refrigerant discharged from the compressor 11 flows, a second port 62 communicating with the outlet side of the first electromagnetic valve 41, and first and second check valves 51, 52. A third port 63 communicating with the outlet side, a fourth port 64 through which refrigerant flowing out of the external capacitor 12 flows, a fifth port 65 communicating with the outlet side of the third and fourth check valves 53, 54, and Six entrance / exit ports of a sixth port 66 into which the refrigerant that has flowed out of the evaporator 16 flows are provided. By connecting these ports 61 to 66 to the first to third solenoid valves 41 to 43 and the first to fourth check valves 51 to 54 through a pipe in the case 45, the various refrigerant paths described above are provided. Is configured.
[0030]
By using the collective valve 40 having the above-described configuration, pipe connection work is facilitated as compared with the case where a plurality of solenoid valves and check valves are individually connected to the pipe. In addition, when a valve or the like is fixed to the vehicle body as a countermeasure against vibration, there is an advantage that the fixing operation is facilitated because only one collective valve 40 is fixed to the vehicle body.
[0031]
FIGS. 3A and 3B show a front control panel and a rear control panel provided in the vehicle interior.
[0032]
As shown in FIG. 6A, the front control panel 70 includes a front fan switch 71 for setting the air volume, and a front template 72 for setting the temperature of the front blown air blown from the front unit 20 (front temperature setting). REC switch 73 and mode switch 74 (generic name for vent switch 74a, bi-level switch 74b, foot switch 74c, differential / foot switch 74d, differential switch 74e) are provided. Also, the A / C switch 75 for setting the cooling operation, and the front heat up switch 76 for setting the front priority heating (heat up heating) when the front heating is insufficient (corresponding to the front priority heating setting means). Is provided). The A / C switch 75 and the front heat-up switch 76 are composed of one seesaw type switch, and when the front heat-up switch 76 is turned on, the A / C switch 75 is mechanically turned off. The front template 72 is provided with an indicator 72a, and the REC switch 73, the mode switch 74, the A / C switch 75, and the front heat up switch 76 are provided with indicators 73a, 74f, 75a, and 76a that are turned on during an ON operation. It has been.
[0033]
The rear control panel 80 includes a rear fan switch 81 for setting the air volume, and a rear template 82 for setting the temperature of the rear air blown from the rear unit 30 (rear temperature setting), as shown in FIG. A rear heat-up switch 83 (corresponding to rear priority heating setting means) is provided for setting preferential heating of the rear (heat-up heating). The rear unit 30 performs a heating operation when the rear heat-up switch 83 is turned on, and performs a blowing operation when the rear unit 30 is turned off. In addition, the rear heat up switch 83 is provided with an indicator 83a that is turned on when the switch is turned on.
[0034]
Referring to FIG. 1, the outlet side piping of the compressor 11 detects a refrigerant pressure Pd and refrigerant temperature Td discharged from the compressor 11. A discharge temperature detection sensor 86 is provided. Further, a defrost thermosensor 87 for detecting the air temperature at the outlet of the evaporator 16 is provided in the air passage 22f of the front unit 20 in order to prevent the evaporator 16 from freezing during the cooling operation.
[0035]
FIG. 4 is a schematic block diagram showing a control means for controlling the automobile air conditioner of the present embodiment.
[0036]
The auto amplifier 90 as a control means includes a CPU, and has a function of comprehensively controlling the air conditioner. A front control panel 70 and a rear control panel 80 are connected to the autoamplifier 90. The front and rear heat-up switches 76, 83 and fan switches 71, 81 are turned on and off, and provided on the templates 72, 82. A signal related to the resistance value of the PTC, which is a variable register, and a signal related to the air conditioning mode by the mode switch 74 are input. In addition, signals relating to the discharge refrigerant pressure Pd of the compressor 11 and the discharge refrigerant temperature Td are input. In addition, signals related to the engine coolant temperature Tw and the outside air temperature are also input from a sensor group 92 such as a water temperature detecting sensor 91 (corresponding to a water temperature detecting means) that detects the engine coolant temperature and an outside air temperature sensor that detects the outside air temperature. The An operation mode determination unit is provided in the autoamplifier 90, and determines whether it is a heating operation or a cooling operation based on information detected by the template bar position and various sensors.
[0037]
The auto amplifier 90 includes fan motors M1 and M2, flow rate adjusting valves 13 and 15 and electromagnetic valves 41 to 44, a water valve 28 for the heater core 25, a water valve 18 for the sub heat exchanger 17, and an operation of the compressor 11. The electromagnetic clutch 11a (corresponding to the switching means) for switching the stop is connected, and the auto amplifier 90 outputs a control signal for operating them. Further, various actuators 93 that drive various doors provided in the air passage 22f (for example, an intake door, a mix door 24, and a mode door 27 that opens and closes each outlet) are connected. The auto amplifier 90 inputs signals from various sensors and the like, calculates them, and operates various actuators 93 to comprehensively control the opening of the suction port, the position of the outlet, and the like.
[0038]
Next, the operation of this embodiment will be described.
[0039]
First, the operation modes of the heat pump type automobile air conditioner of the present embodiment will be outlined. There are a cooling operation mode, an air blowing operation mode and a heating operation mode, and the operation modes for heating both the front and rear include (a) There are two modes: hot water heating at the front, heat pump heating at the rear, and (b) heat pump heating at both the front and rear. In addition, the front can use both hot water heating and heat pump heating together, and the rear can further include a mode for performing heat pump heating.
[0040]
The cooling operation is performed when the front fan switch 71 is on and the A / C switch 75 is on. There is no cooling operation for the rear unit 30.
[0041]
In the air blowing operation, the front fan switch 71 is turned on, the A / C switch 75 is turned off, and the front heat up switch 76 is turned off. Further, when the rear fan switch 81 is on and the rear heat up switch 83 is off, the rear blowing operation is performed.
[0042]
Heating operation, particularly front and rear heat pump heating, is set according to the operation of the front heat-up switch 76 and the rear heat-up switch 83.
[0043]
When the rear is heat pump-type heated, only the rear side sub-condenser 34, which is a radiator, is installed in the rear unit 30, and therefore the temperature of the rear blown air needs to be adjusted using a refrigerant.
[0044]
Therefore, in the present embodiment, the auto amplifier 90 is operated by the opening / closing operation of the water valve 18 for the sub heat exchanger 17 and the electromagnetic clutch 11a according to the discharged refrigerant pressure Pd detected by the discharged refrigerant pressure detection sensor 85. The compressor 11 is operated and stopped to adjust the temperature of the rear, that is, adjust the temperature of the rear blowing air heated and blown by the rear side sub-capacitor 34 to the temperature set by the rear template 82. It is.
[0045]
With this temperature control, the rear temperature control performance is expanded and the passenger's feeling of temperature is improved compared to the case where the rear temperature control is performed only by controlling the increase or decrease of the rear fan air volume.
[0046]
In the heating operation, the auto amplifier 90 performs the following controls [1] to [3].
[0047]
[1] When the engine coolant temperature Tw detected by the water temperature detection sensor 91 is equal to or higher than the predetermined temperature To, sufficient heating can be performed using the engine coolant as a heat source. Hot water type heating using water as a heat source is performed, and the rear unit 30 performs heat pump type heating using a high-temperature and high-pressure refrigerant as a heat source in the rear sub-condenser 34. At this time, the temperature of the front blown air is adjusted by an air mix system that controls the opening degree of the mix door 24. Further, as described above, the temperature of the rear blown air is adjusted by the opening / closing operation of the water valve 18 and the operation / stop operation of the compressor 11. By setting the front to hot water heating using only the heater core 25, the engine E is not subjected to a load more than necessary, and a heating operation with low fuel consumption is possible.
[0048]
[2] When the engine coolant temperature Tw has not reached the predetermined temperature To and the front is at maximum heating (the PTC partial pressure ratio of the front template 72 is 100% (full hot FH)), the engine coolant is used as a heat source. Therefore, both the front unit 20 and the rear unit 30 perform heat pump heating that uses a high-temperature and high-pressure refrigerant as a heat source in the sub-condensers 14 and 34, respectively. As described above, the temperature control of the front and rear is performed by the opening / closing operation of the water valve 18 and the operation / stop operation of the compressor 11.
[0049]
[3] When the engine coolant temperature Tw does not reach the predetermined temperature To and the front is other than maximum heating, even engine coolant that has not been sufficiently heated can be used as a heat source. The front unit 20 performs hot water heating, and the rear unit 30 performs heat pump heating. At this time, the temperature of the front is controlled by an air mix system, and the temperature of the rear is controlled by opening / closing the water valve 18 and operating / stopping the compressor 11.
[0050]
By determining the hot water heating of the front unit 20 and the heat pump heating of the rear unit 30 according to the above [1] to [3], it is possible to reduce the fuel consumption and improve the durability of the compressor 11 while comfortably independently Heating is realized.
[0051]
The “front is maximum heating” in the above (2) and (3) is an example of “a rapid heating state in which the front unit 20 is determined by the front template 72”. Therefore, the “rapid heating state” is not limited to the case where the front template 72 is in the full hot FH. For example, the PTC partial pressure ratio of the front template 72 is in the range of 90% to 100% It may be defined as “heating state”.
[0052]
The auto amplifier 90 also performs the following control in the heating operation. That is, it is determined whether the front priority heating or the rear priority heating is based on the setting state by the front heat up switch 76 and the rear heat up switch 83, and the heating method of the front and rear is determined in each priority heating state. ing.
[0053]
With this control, the heat pump type automobile air conditioner adopts the concept of front seat priority heating or rear seat priority heating.
[0054]
Next, the operation when the cooling operation, the front and rear heat pump heating operations, and the rear only heat pump heating operation will be described. FIG. 5 shows the operating state of each solenoid valve.
[0055]
《Cooling operation》
When the cooling operation is performed at a relatively high outside air temperature, as shown in FIG. 2, the refrigerant discharged from the compressor 11 directly enters the external capacitor 12 via the first electromagnetic valve 41 of the collecting valve 40. Will enter. Further, the first flow rate adjustment valve 13 is throttled and the second flow rate adjustment valve 15 is operated to be opened. The rear unit 30 is provided with only the rear side sub-capacitor 34 that functions as a radiator and does not perform the cooling operation, so the fourth electromagnetic valve 44 is closed.
[0056]
When the compressor 11 is operated in this state, the discharged refrigerant enters the external capacitor 12 and is cooled and condensed as shown in the figure. The flow rate of the high-pressure refrigerant having a relatively low temperature is limited by the throttled first flow rate adjustment valve 13, where it is adiabatically expanded and flows into the front-side sub capacitor 14 as a low-temperature refrigerant having a lower temperature. Further, the refrigerant that has flowed down enters the evaporator 16 through the opened second flow rate adjustment valve 15. The refrigerant is evaporated by the evaporator 16 and becomes gaseous.
[0057]
Therefore, the air sent from the intake unit 21 is first dehumidified by the evaporator 16 and cooled to some extent, and further cooled by the front side sub-capacitor 14 disposed immediately thereafter and supplied to the front. In other words, multi-stage cooling is performed, and high cooling performance is demonstrated.
[0058]
The temperature of the front blown air is adjusted by a known air mix method, the opening degree of the mix door 24 on the front surface of the heater core 25 is adjusted, the cold air is branched to the heater core 25 side and the detour 29 side, and these are mixed again. After reaching a predetermined temperature, the air is blown into the passenger compartment.
[0059]
《Front and rear heat pump heating operation》
If the outside air temperature is low at the start of the heating operation, or if the engine cooling water temperature is so low that it cannot be used for heating, such as when the engine is under low load or idling immediately after the engine is started, the third solenoid of the collective valve 40 The valve 43 is opened for a predetermined time, and the refrigerant sleeping in the external capacitor 12 is recovered via the return circuit R. The first flow rate adjustment valve 13 is opened and the second flow rate adjustment valve 15 is operated to be throttled. In order to heat the rear, the fourth solenoid valve 44 is opened. Further, the first electromagnetic valve 41 of the collecting valve 40 is closed, the second electromagnetic valve 42 is opened, and the bypass circuit B is opened. Further, the water valve 18 for the sub heat exchanger 17 is opened, and the engine coolant is circulated through the sub heat exchanger 17.
[0060]
Since the refrigerant sleeping in the external capacitor 12 is recovered, a large amount of high-temperature and high-pressure refrigerant is discharged from the compressor 11, and this refrigerant flows to the bypass circuit B and the first flow rate adjustment valve 13. A part of the refrigerant flows through the fourth electromagnetic valve 44 to the sub refrigerant cycle C2.
[0061]
Therefore, the high-temperature and high-pressure refrigerant bypassing the large-capacity external capacitor 12 flows directly into the front and rear sub-capacitors 14 and 34, so that the air passing therethrough is heated. The refrigerant is condensed to some extent here.
[0062]
The refrigerant that has flowed out of the front-side sub capacitor 14 is guided to the second flow rate adjustment valve 15 and the evaporator 16. The refrigerant that has flowed out from the front-side sub-condenser 14 is adiabatically expanded when passing through the throttled second flow rate adjusting valve 15 to become a low-temperature and low-pressure refrigerant, so that the air passing through the evaporator 16 is dehumidified and cooled. The refrigerant is evaporated by the evaporator 16 and becomes gaseous.
[0063]
Therefore, the air sent from the intake unit 21 is cooled by the evaporator 16 and heated by the front side sub-condenser 14 disposed immediately after that. Since the dehumidifying and heating operation is performed in this way, the windshield does not fog up even when heating is performed in the inside air circulation mode.
[0064]
The flow rate of the refrigerant flowing out from the rear side sub-capacitor 34 is limited by the orifice tube 36 and is adiabatically expanded to become a low-temperature and low-pressure refrigerant. This refrigerant merges with the refrigerant that has flowed out of the evaporator 16, and the refrigerant that has flowed down draws heat from the engine coolant while flowing through the sub heat exchanger 17.
[0065]
Here, even when the engine coolant is low in temperature and cannot be used as a heat source for heating, air is heated by flowing a refrigerant that becomes a high-temperature and high-pressure state within a relatively short time through the front and rear sub-capacitors 14 and 34. So it demonstrates high heating performance. In addition, since the sub heat exchanger 17 draws heat from the engine coolant, the immediate warming property is also improved.
[0066]
Thus, since the heat held by the engine cooling water can be effectively taken into the refrigerant in the sub heat exchanger 17, if the refrigerant is returned to the compressor 11 and compressed again, the refrigerant discharged from the compressor 11 is When the refrigerant becomes a higher temperature refrigerant and the air is heated again in the front and rear sub-condensers 14 and 34, the air can be changed to a considerably higher temperature, and high heating performance can be exhibited.
[0067]
Further, since the refrigerant flowing through the sub heat exchanger 17 is heated and evaporated here to become a gaseous state, there is no possibility that the liquid refrigerant returns to the compressor 11, and damage to a valve or the like due to the liquid compression of the compressor 11. Can be prevented.
[0068]
The air heated in the front side sub-capacitor 14 flows down in the air passage 22 f and reaches the heater core 25. Here, in the heater core 25, the engine cooling water whose temperature has risen to some extent by the start of the engine E circulates, but since the engine cooling water at this time has not yet sufficiently increased in temperature, it can be used for heating. It is not preferable. Therefore, at the initial stage of heating, the water valve 28 is closed so that the engine cooling water does not flow into the heater core 25, or air is prevented from passing through the heater core 25 by the mix door 24. As a result, the air introduced from the intake unit 21 into the air passage 22f is blown into the vehicle interior as considerably high-temperature air heated by the front side sub-capacitor 14. Further, since the vehicle interior air is heated by the rear side sub-condenser 34, the rear unit 30 is also blown into the vehicle interior as considerably high-temperature air.
[0069]
<Rear only heat pump heating operation>
When the front is hot water type heating and only the rear is heat pump type heating, the first and second flow rate adjustment valves 13 and 15 are basically the same as described above except that both are operated to be throttled. This is the same as the case of the front and rear heat pump heating operation. Since both the first and second flow rate adjusting valves 13 and 15 are throttled, the refrigerant flow rate flowing to the front unit 20 side is considerably limited, and accordingly, the refrigerant flow rate flowing to the rear unit 30 side is increased, Heating performance is improved.
[0070]
Next, the control during the heating operation will be described with reference to the flowcharts of FIGS.
[0071]
FIG. 6 is a flowchart showing a procedure for determining whether front priority heating or rear priority heating at the time of heating operation, and FIG. 7 is a procedure for determining a front heating method at the time of rear priority heating (either hot water heating or heat pump type). FIG. 8 is a flowchart showing a procedure for determining a front heating method (whether hot water heating or heat pump heating) during front priority heating, and FIG. 9 is a rear priority. FIG. 10 is a flowchart showing the temperature control of the rear heat pump heating and the front hot water heating at the time of rear priority heating. FIG. 10 is a flowchart showing the temperature control of the heat pump heating at the time of heating (both front and rear heat pump heating). FIG. 11 shows temperature control of the front heat pump type heating during front priority heating. Flowchart, Fig. 12 is a flowchart showing a temperature control of the front of the hot water type heating at the front priority heating, FIG. 13 is a flowchart illustrating a stop control when stopping the system.
[0072]
《Determination of front priority heating or rear priority heating (Fig. 6)》
With reference to FIG. 6, the procedure for determining whether to use front priority heating or rear priority heating will be described.
[0073]
In the heat pump type automotive air conditioner of the present embodiment, the concept of front seat priority heating or rear seat priority heating is adopted in the control during heating operation, and this routine gives priority to the front in the case of heating operation. It is determined whether to heat or preferentially heat the rear.
[0074]
First, in step S11, it is determined whether or not the front heat-up switch 76 is turned on. When it is determined that the front heat-up switch 76 is turned off (S11: N), it is determined that the front priority heating is performed, and the front priority heating is performed. The process proceeds to the temperature control routine (FIG. 12).
[0075]
When it is determined that the front heat up switch 76 is on (S11: Y), it is determined whether or not the rear heat up switch 83 is on (S12). When it is determined that it is off (S12: N), since the rear unit 30 is not at least in the heating operation (there is an air blowing operation), it is determined that the front priority heating is performed, and the engine coolant temperature It is determined whether Tw is on or off, that is, whether the engine coolant temperature Tw has reached a predetermined temperature To (S14). As shown in FIG. 14, this determination changes from ON determination to OFF determination when the engine coolant temperature Tw reaches a predetermined temperature To when the temperature rises, and the engine coolant temperature Tw changes from the predetermined temperature To when the temperature decreases. When the temperature is lower by several degrees, the judgment is changed from off judgment to on judgment. An example of the predetermined temperature To is 50 ° C., but this value is appropriately set according to the type of the engine E, that is, the temperature rise characteristic of the engine coolant. The magnitude of hysteresis is also set as appropriate.
[0076]
When the determination in step S14 is an ON determination (S14: Y), the engine cooling water temperature Tw has not reached the predetermined temperature To, and a routine for determining the front heating method during front priority heating (to be described later) ( Proceed to FIG.
[0077]
On the other hand, when the determination in step S14 is OFF (S14: N), the engine coolant temperature Tw has reached a predetermined temperature To, and the temperature of the front hot water heating at the time of front priority heating described later is performed. Proceed to the adjustment control routine (FIG. 12).
[0078]
When it is determined in step S12 that the rear heat-up switch 83 is on (S12: Y), it is determined that the rear-priority heating is performed, and then it is determined whether the engine coolant temperature Tw is on or off, that is, the engine It is determined whether or not the coolant temperature Tw has reached a predetermined temperature To (S13). As shown in FIG. 14, this determination also changes from ON determination to OFF determination when the engine coolant temperature Tw reaches a predetermined temperature To when the temperature rises, and when the temperature decreases, the engine coolant temperature Tw changes to the predetermined temperature To. When the temperature becomes a few degrees lower than from OFF, it changes from OFF judgment to ON judgment. Note that the value of the predetermined temperature To and the magnitude of hysteresis used in the determination in step S12 are appropriately set.
[0079]
When the determination in step S13 is an on determination (S13: Y), the engine coolant temperature Tw has not reached the predetermined temperature To, and the front heating method determination routine during rear priority heating (described later) ( Go to FIG.
[0080]
On the other hand, when the determination in step S13 is OFF (S13: N), the engine coolant temperature Tw has reached a predetermined temperature To, and the rear heat pump heating and the front at the time of the rear priority heating described later are performed. The process proceeds to the temperature control routine (FIG. 10) for the hot water heating.
[0081]
<< Determination of the front heating method during rear priority heating (Fig. 7) >>
With reference to FIG. 7, the procedure for determining the front heating method at the time of rear priority heating will be described. This routine is performed in the case of rear priority heating, that is, when the rear heat-up switch 83 is on (S12: Y) and when the engine coolant temperature Tw has not reached the predetermined temperature To (S13: Y). The front heating system is determined to be hot water heating or heat pump heating.
[0082]
Rear fan 33 is on (S15: Y), rear template 82 is full hot FH (S16: Y), front is maximum heating (front fan 23 is on (S17: Y), front template 72 is full hot FH (S18) : Y)), considering that the engine coolant temperature Tw has not reached the predetermined temperature To, it is determined that the front performs heat pump heating, and heat pump heating (front and rear) during rear priority heating described later is performed. Both proceed to a temperature control routine (FIG. 9) of heat pump heating.
[0083]
In step S16, it is determined that the rear template 82 is not full hot FH (S16: N), the front is at maximum heating (the front fan 23 is on (S19: Y), and the front template 72 is full hot FH (S20: N)). In the case of Y)), the process proceeds to the same temperature control routine (FIG. 9), but the temperature control according to the position of the rear template 82 is performed.
[0084]
Further, when the front is other than the maximum heating (the front fan 23 is off (S17, S19: N) and the front template 72 is not full hot FH (S18, S20: N)), the engine coolant temperature Tw is the predetermined temperature To. In consideration of the fact that the front can be heated even if it has not reached, it is determined that the front will perform hot water heating, and the temperature control control routine for the rear heat pump heating and the front hot water heating during the rear priority heating described later ( Proceed to FIG.
[0085]
In step S15, when the rear fan 33 is off (S15: N), the rear does not need to be heated or blown, and the front is at the maximum heating (the front fan 23 is on (S21: Y), the front template). When the bar 72 is full hot FH (S22: Y)), considering that the engine coolant temperature Tw has not reached the predetermined temperature To, the front determines that heat pump heating is performed, and the heat pump during rear priority heating. The process proceeds to a temperature control routine (FIG. 9) of the type heating (heat pump type heating for both front and rear). However, at this time, the refrigerant is introduced into the rear side sub-condenser 34, but the rear fan 33 is in an off state, so the rear is not heated.
[0086]
When the front template 72 is not full hot FH (S22: N), considering that the front can be heated even if the engine coolant temperature Tw does not reach the predetermined temperature To, the front is subjected to hot water heating. Then, the process proceeds to a temperature control control routine (FIG. 10) for the rear heat pump heating and the front hot water heating at the time of rear priority heating. Also at this time, the refrigerant is introduced into the rear side sub-condenser 34, but the rear fan 33 is in an off state, so the rear is not heated.
[0087]
When the rear fan 33 is turned off (S15: N) and the front fan 23 is also turned off (S21: N), the air conditioning apparatus is not operated, and the control routine (FIG. Go to 13).
[0088]
<< Determination of front heating method during front priority heating (Fig. 8) >>
With reference to FIG. 8, the procedure for determining the front heating method during front priority heating will be described. In this routine, in the case of front priority heating, when the front heat-up switch 76 is on but the rear heat-up switch 83 is off (S11: Y, S12: N), the front heating method is the hot water heating. It is determined whether to use heat pump heating.
[0089]
When the front is at maximum heating (the front fan 23 is on (S25: Y) and the front template 72 is full hot FH (S26: Y)), the front is determined to perform heat pump heating. Proceed to the temperature control control routine (FIG. 11) of the front heat pump type heating.
[0090]
Further, when the front template 72 is not full hot FH (S26: N), it is determined that the front performs hot water heating, and the process proceeds to a temperature control control routine (FIG. 12) of the front hot water heating during front priority heating. . At this time, temperature control is performed by an air mix system.
[0091]
If the front fan 23 is off (S25: N) in step S25, the front unit 20 is not in operation, and the process proceeds to the control routine (FIG. 13) when the system is stopped. If the rear fan 33 is turned on, the rear is in a blowing operation.
[0092]
<< Temperature control of heat pump type heating during rear priority heating (Fig. 9) >>
With reference to FIG. 9, temperature control when the heat pump type heating is performed on both the front and rear at the time of rear priority heating will be described.
[0093]
First, the fourth solenoid valve 44 is opened, and the sub refrigerant cycle C2 is opened (S31). Since the front is a heat pump type heating, it is not necessary to operate the mix door 24, and the mix door 24 is moved to the full cool FC that closes the front surface of the heater core 25 (S32). Further, the water valve 28 for the heater core 25 is also closed (S33).
[0094]
Next, the heat pump performs an opening / closing operation of the water valve 18 for the sub heat exchanger 17 and an on (operation) / off (stop) operation of the compressor 11 by the electromagnetic clutch 11a according to the discharge refrigerant pressure Pd of the compressor 11. Temperature control of the type heating is performed (S34 to S39).
[0095]
The opening / closing control of the water valve 18 is performed based on the closed characteristic diagram of the water valve 18 with respect to the PTC partial pressure ratio of the rear template 82, as shown in FIG. 15 (A), and as shown in FIG. When the discharge refrigerant pressure Pd rises, when the reference pressure KPd determined by the PTC partial pressure ratio is reached, the judgment changes from the open judgment to the close judgment, and when the pressure drops, the judgment is made from the close judgment when the pressure becomes slightly lower than the reference pressure KPd. Is set to change.
[0096]
Further, the on / off control of the compressor 11 is also performed based on the off characteristic diagram of the compressor 11 with respect to the PTC partial pressure ratio of the rear template 82, as shown in FIG. 15A, as shown in FIG. Further, when the discharge refrigerant pressure Pd rises, it changes from ON judgment to OFF judgment when the reference pressure LPd determined by the PTC partial pressure ratio is reached, and when the pressure falls, the pressure is slightly lower than the reference pressure LPd. It is set to change to ON judgment.
[0097]
As is apparent from the characteristic diagram shown in FIG. 15A, the temperature is controlled by opening and closing the water valve 18 for the sub heat exchanger 17 at an earlier timing than the compressor 11 is turned on / off. ing. For this reason, since the number of times the compressor 11 is turned on / off itself is reduced, the durability of the compressor 11 is improved, and the shock felt by the occupant when the compressor 11 is turned on / off is reduced, thereby improving drivability. Can do.
[0098]
As an example of the reference pressure, when the PTC partial pressure ratio is 0% (full cool FC), KPd = 8 kg / cm 2 G, LPd = 11 kg / cm 2 G, and the PTC partial pressure ratio is 100% (full hot FH). In this case, KPd = 20 kg / cm 2 G and LPd = 23 kg / cm 2 G. However, these reference pressures are appropriately changed according to various conditions (type of vehicle to be mounted, type of compressor 11 to be used, etc.). Moreover, the magnitude | size (for example, 3 kg / cm2G) of a hysteresis is also set suitably. Furthermore, for the sake of simplicity, a characteristic diagram that changes linearly with respect to a change in the position of the rear template 82 has been described as an example, but the present invention is not limited thereto, and desired characteristics can be imparted. Needless to say.
[0099]
Referring to FIG. 9, in step S34, as described above, the opening / closing judgment of water valve 18 is made based on discharge refrigerant pressure Pd and reference pressure KPd.
[0100]
When the open / close determination of the water valve 18 in step S34 is open determination (S34: Y), the discharge refrigerant pressure Pd has not increased to the extent that sufficient heating performance is exhibited with respect to the set temperature. is there. Therefore, the water valve 18 is opened (S35), the operation of the compressor 11 is continued while heating the refrigerant flowing in the sub heat exchanger 17 (S36), and the discharged refrigerant pressure Pd To increase the temperature of the refrigerant.
[0101]
On the other hand, when the open / close determination of the water valve 18 in step S34 is a close determination (S34: N), the discharge refrigerant pressure Pd is increased to such an extent that sufficient heating performance is exhibited with respect to the set temperature. is there. For this reason, the water valve 18 is closed (S37), and subsequently, in step S38, the on / off determination of the compressor 11 is made based on the discharge refrigerant pressure Pd and the reference pressure LPd as described above. When the determination is on (S38: Y), the operation of the compressor 11 is continued. When the determination is off (S38: N), the compressor 11 discharge refrigerant pressure Pd is excessively increased, so the electromagnetic clutch 11a is operated. The operation of the compressor 11 is stopped (S39).
[0102]
<< Temperature control of rear heat pump type heating and front hot water type heating during rear priority heating (Fig. 10) >>
With reference to FIG. 10, temperature control when rear heat pump heating and front hot water heating during rear priority heating will be described.
[0103]
First, the fourth solenoid valve 44 is opened, and the sub refrigerant cycle C2 is opened (S41). Since the front is warm water heating, the mix door 24 is operated to adjust the air mix temperature (S42). This air mix temperature control is the same as that generally used and is performed by changing the opening degree of the mix door 24 in accordance with the position of the front template bar 72 as shown in FIG. That is, when the front template bar 72 is at the full cool FC, the mix door 24 rotates to a position (opening degree 0%) that closes the front surface of the heater core 25, and when the front template bar 72 is at the full hot FH, the mix door 24 is at the heater core 25. The front door is fully opened and the detour 29 is closed (opening degree: 100%). When the intermediate door is in an intermediate position other than the full cool FC and full hot FH, the mix door 24 is appropriately rotated to the opening. Then, the ratio of the amount of hot air that has passed through the heater core 25 and the amount of cold air that has passed through the bypass 29 is adjusted according to the position of the mix door 24, and the temperature of the front blown air is adjusted to a desired temperature.
[0104]
The water valve 28 for the heater core 25 is closed when the front template 72 is in the full cool FC, and is opened when the front template 72 is other than the full cool FC (S43).
[0105]
The temperature control (S44 to S49) when performing the rear heat pump heating is performed in the same manner as steps S34 to S39 in FIG.
[0106]
<< Temperature control of front heat pump type heating during front priority heating (Fig. 11) >>
With reference to FIG. 11, temperature control when performing front heat pump heating during front priority heating will be described.
[0107]
During this temperature control, it is preferable to circulate a large amount of refrigerant in the main refrigerant cycle C1 to improve the heating performance. Therefore, first, the fourth solenoid valve 44 is closed and the sub refrigerant cycle C2 is closed (S51). ). Since the front is a heat pump type heating, it is not necessary to operate the mix door 24, and the mix door 24 is moved to the full cool FC (S52). Further, the water valve 28 for the heater core 25 is also closed (S53).
[0108]
In the temperature control (S54 to S59) when the front heat pump heating is performed thereafter, the closing characteristic of the water valve 18 and the off characteristic of the compressor 11 shown in FIG. 9 is performed in the same manner as steps S34 to S39 in FIG.
[0109]
<< Temperature control of front hot water heating during front priority heating (Fig. 12) >>
With reference to FIG. 12, temperature control when performing front hot water heating at the time of front priority heating will be described.
[0110]
During this temperature control, since the heat pump is stopped, the fourth solenoid valve 44 is closed and the sub refrigerant cycle C2 is closed (S61). Moreover, since it is warm water type heating, air mix temperature control is performed (S62). As described above, the temperature control by the air mix is performed by changing the opening degree of the mix door 24 in accordance with the position of the front template 72 (FIG. 16).
[0111]
The water valve 28 for the heater core 25 is closed when the front template 72 is in the full cool FC, and is opened when it is not the full cool FC (S63).
[0112]
Further, the compressor 11 is turned off (S64), and the water valve 18 for the sub heat exchanger 17 is also closed (S65).
[0113]
<< Control at system stop (Fig. 13) >>
With reference to FIG. 13, the control when the system is stopped will be described.
[0114]
Since the heat pump stops, the fourth solenoid valve 44 is closed and the sub refrigerant cycle C2 is closed (S71). The mix door 24 is stopped at an opening degree corresponding to the position of the front template bar 72 from the viewpoint of preparing for the next heating operation (S72).
[0115]
Further, the water valve 28 for the heater core 25 is opened (S73), the compressor 11 is turned off (S74), and the water valve 18 for the sub heat exchanger 17 is also closed (S75).
[0116]
As described above, according to the present embodiment, the temperature of the rear blown air in the heat pump heating operation is adjusted according to the discharge refrigerant pressure Pd of the compressor 11 and the opening / closing operation of the water valve 18 for the sub heat exchanger 17. Since the operation is performed by the operation / stop operation of the compressor 11 by the electromagnetic clutch 11a, it can be finely adjusted as compared with the case where the temperature is controlled only by the increase / decrease control of the rear fan air volume. Therefore, the temperature control performance of the rear can be expanded to a level that is sufficiently comfortable for the occupant, and an improvement in the occupant's thermal feeling can be achieved.
[0117]
In addition, in the case of heating operation, depending on whether or not the engine coolant temperature Tw and the front unit 20 are in the maximum heating state, the three types of front and rear independent heating of [1] to [3] described above are performed. Comfortable front and rear independent heating can be realized while reducing fuel consumption and increasing the durability of the compressor 11.
[0118]
Further, based on the setting state by the front heat-up switch 76 and the rear heat-up switch 83, it is determined whether it is front priority heating or rear priority heating, and the front and rear heating methods are determined in each priority heating state. Because of this, it is possible to achieve more comfortable front and rear independent heating.
[0119]
Although the case where both the front and rear priority heating setting means are configured from the heat up switches 76 and 83 is illustrated, for example, only the front heat up switch 76 as the front priority heating setting means is provided, and the rear priority heating setting means. Can also be configured to determine and set the preferential heating of the rear from the combination with other switches and template bar positions. Specifically, the rear fan switch 81 is on, the A / C switch 75 is off, the front heat up switch 76 is on, and the PTC partial pressure ratio of the rear template 82 is 30% to 100% (full hot FH). The rear heat-up heating operation may be set.
[0120]
【The invention's effect】
As described above, according to the first aspect of the present invention, the temperature of the rear blown air in the heat pump heating operation is adjusted for the occupant as compared with the case where the temperature is controlled only by the increase / decrease control of the rear fan air volume. It can be expanded to a sufficiently comfortable level, and the passenger's feeling of warmth can be improved.
[0121]
  AlsoWarmIn the case of in-cell operation, three types of front and rear independent heating are performed according to whether the engine coolant temperature and the front unit are in a rapid heating state, thereby reducing fuel consumption and increasing the durability of the compressor while being comfortable. Front and rear independent heating can be realized.
[0122]
  Claims1And claims2According to the invention described in the above, the concept of front-priority heating or rear-priority heating is adopted, and the heating method for the front and rear is determined in each priority heating state. it can.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram showing a state of an embodiment of a heat pump type automobile air conditioner according to the present invention during heating operation.
FIG. 2 is a schematic configuration diagram showing a state during cooling operation of the embodiment.
FIGS. 3A and 3B are front views showing a front control panel and a rear control panel provided in a vehicle interior.
FIG. 4 is a schematic block diagram showing a control unit that controls the air conditioner for an automobile of the present embodiment.
FIG. 5 is a chart showing the operating state of each solenoid valve.
FIG. 6 is a flowchart showing a procedure for determining whether to perform front priority heating or rear priority heating during heating operation.
FIG. 7 is a flowchart showing a procedure for determining a front heating method (whether hot water heating or heat pump heating is used) during rear priority heating.
FIG. 8 is a flowchart showing a procedure for determining a front heating method (whether hot water heating or heat pump heating is used) during front priority heating.
FIG. 9 is a flowchart showing temperature control of heat pump heating (heat pump heating for both front and rear) during rear priority heating.
FIG. 10 is a flowchart showing temperature control of the rear heat pump type heating and the front hot water type heating during the rear priority heating.
FIG. 11 is a flowchart showing temperature control of the front heat pump type heating during front priority heating.
FIG. 12 is a flowchart showing temperature control of front hot water heating in front priority heating.
FIG. 13 is a flowchart showing stop control when the system is stopped.
FIG. 14 is a diagram showing on / off determination of engine coolant temperature.
FIG. 15A is a closed characteristic diagram of a water valve of a sub heat exchanger and an off characteristic diagram of a compressor used for temperature control during heat pump heating, and FIG. The figure which shows the opening / closing judgment of the water valve of a heat exchanger, The figure (C) is a figure which shows ON / OFF judgment of a compressor.
FIG. 16 is an operational characteristic diagram of a mix door used for air mix temperature control during hot water heating of the front unit.
[Explanation of symbols]
10 .... Dual heat pump type automotive air conditioner
11 ... Compressor
11a ... Electromagnetic clutch (switching means)
12 ... External capacitor
13 ... 1st flow control valve (1st flow control means)
14 ... Front side sub capacitor
15 ... Second flow rate adjusting valve (second flow rate adjusting means)
16 ... Evaporator
17 ... Sub heat exchanger
18 ... Water valve (open / close valve) for sub heat exchanger
20 ... Front unit
22, 32 ... Unit case
22f, 32f ... Airway
23 ... Front fan
24 ... Mixed door
25 ... Heater core
28 ... Water valve for heater core
30 ... Rear unit
33 ... Rear fan
34 ... Rear side sub capacitor
36: Orifice tube (refrigerant expansion member)
40 ... Collective valve
72 ... Front template bar (front temperature setting means)
76 ... Front heat up switch (Front priority heating setting means)
82 ... Rear template (rear temperature setting means)
83. Rear heat up switch (rear priority heating setting means)
85: Discharge refrigerant pressure detection sensor (pressure detection means)
90 ... Auto-amplifier (control means)
91 ... Water temperature detection sensor (water temperature detection means)
C1 ... Main refrigerant cycle
C2 ... Sub refrigerant cycle
E ... Engine
Pd: Discharge refrigerant pressure
Tw ... Engine coolant temperature
To ... Predetermined temperature

Claims (2)

The refrigerant discharged from the compressor (11) passes through the external condenser (12), the first flow rate adjusting means (13), the front side sub-condenser (14), the second flow rate adjusting means (15), and the evaporator (16). A main refrigerant cycle (C1) for returning to the compressor (11) is provided, and the front side sub-condenser (14) and the evaporator (16) are disposed in the air passage (22f) of the unit case (22) and the engine ( A front unit (20) in which a heater core (25) through which engine coolant flowing out from E) flows is disposed in the air passage (22f);
A refrigerant cycle (C2) for returning the refrigerant discharged from the compressor (11) to the compressor (11) through a rear side sub-condenser (34) and a refrigerant expansion member (36); A dual-type heat pump automotive air conditioner having a rear unit (30) having a condenser (34) disposed in an air passage (32f) of a unit case (32),
The refrigerant which is arranged on the upstream side of the compressor (11) and flows out from the evaporator (16) of the front unit (20) and out of the rear sub-condenser (34) of the rear unit (30). A sub heat exchanger (17) in which the refrigerant that has passed through the expansion member (36) flows, and
An openable on-off valve (18) for introducing engine cooling water flowing out from the engine (E) into the sub heat exchanger (17) in order to heat the refrigerant flowing through the sub heat exchanger (17). ,
Switching means (11a) for switching operation / stop of the compressor (11);
Pressure detecting means (85) for detecting the refrigerant pressure discharged from the compressor (11);
Front temperature setting means (72) for setting the temperature of the front blowing air blown from the front unit (20);
Rear temperature setting means (82) for setting the temperature of the rear blowing air blown from the rear unit (30);
According to the discharge refrigerant pressure (Pd) detected by the pressure detection means (85), the opening / closing operation of the on-off valve (18) and the operation / stop operation of the compressor (11) by the switching means (11a) are performed. Control means (90) ;
Water temperature detecting means (91) for detecting the engine coolant temperature;
Front priority heating setting means (76) for setting the front priority heating,
Rear priority heating setting means (83) for setting the priority heating of the rear,
[A] In the case of heating operation, the control means (90) determines whether the front priority heating or the rear priority heating is based on the setting state by the front priority heating setting means (76) and the rear priority heating setting means (83). If it is determined that the preferential heating of the rear is set,
[1] When the engine coolant temperature (Tw) detected by the water temperature detection means (91) is equal to or higher than a predetermined temperature (To), the front unit (20) uses the heater core (25) to supply the engine coolant as a heat source. The rear unit (30) performs heat pump heating using a high-temperature and high-pressure refrigerant as a heat source in the rear-side sub-condenser (34),
[2] When the engine coolant temperature (Tw) does not reach the predetermined temperature (To) and the front unit (20) is in the rapid heating state determined by the front temperature setting means (72), Both the unit (20) and the rear unit (30) perform heat pump heating using a high-temperature and high-pressure refrigerant as a heat source in the respective sub-condensers (14, 34).
[3] When the engine coolant temperature (Tw) does not reach the predetermined temperature (To) and the front unit (20) is not in the rapid heating state, the front unit (20) is hot water heating. the performed, the rear unit (30) is a row stomach the heat pump heating,
So that the front and rear independent heating
When the heat pump type heating of the rear unit (30) is performed, the detected discharge refrigerant pressure (Pd) is a reference pressure (the pressure at which the compressor (11) should be stopped at the temperature set by the rear temperature setting means (82)). When the pressure rises to a reference pressure (KPd) smaller than LPd), the on-off valve (18) is closed, and when the pressure falls below the reference pressure (KPd), the on-off valve (18) is opened, and the detected discharged refrigerant When the pressure (Pd) increases to the reference pressure (LPd), the switching means (11a) stops the compressor (11), and when the pressure (Pd) decreases to a pressure lower than the reference pressure (LPd), the compressor (11 11) is operated and the refrigerant is heated by the rear side sub-condenser (34) by adjusting the temperature of the refrigerant. It is to the rear outlet to adjust the temperature of the air in the rear temperature temperature set by the setting means (82) to be blown,
[B] If it is determined that preferential heating is set at the front, the rear does not heat,
[1] When the engine coolant temperature (Tw) detected by the water temperature detector (91) is equal to or higher than a predetermined temperature (To), the front unit (20) performs hot water heating.
[2] When the engine coolant temperature (Tw) does not reach the predetermined temperature (To) and the front unit (20) is in the rapid heating state determined by the front temperature setting means (72), The unit (20) performs heat pump heating,
[3] When the engine coolant temperature (Tw) does not reach the predetermined temperature (To) and the front unit (20) is not in the rapid heating state, the front unit (20) is hot water heating. Do
When the heat pump type heating of the front unit (20) is performed, the detected discharge refrigerant pressure (Pd) is a reference pressure (the pressure at which the compressor (11) should be stopped at the temperature set by the front temperature setting means (72)). When the pressure rises to a reference pressure (KPd) smaller than LPd), the on-off valve (18) is closed, and when the pressure falls below the reference pressure (KPd), the on-off valve (18) is opened, and the detected discharged refrigerant When the pressure (Pd) increases to the reference pressure (LPd), the switching means (11a) stops the compressor (11), and when the pressure (Pd) decreases to a pressure lower than the reference pressure (LPd), the compressor (11 11) and adjusting the temperature of the refrigerant, the front side sub-capacitor (14 Heat pump type automotive air conditioning system and adjusting the set temperature by the front temperature setting means the temperature of the front blowing air blown is heated (72) by. The said front priority heating setting means (76) is comprised from the switch arrange | positioned at the front, and the said rear priority heating setting means (83) is comprised from the switch arrange | positioned at the rear. The heat pump type automotive air conditioner described.

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