JP5563897B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner mounted on, for example, an automobile.

  Conventionally, a vehicle air conditioner configured to be able to switch between cooling and heating using a heat pump is known (see, for example, Patent Document 1). The heat pump is formed by connecting a compressor for compressing a refrigerant, a vehicle exterior heat exchanger disposed outside the vehicle interior, a pressure reducing valve, and a vehicle interior heat exchanger disposed in the vehicle interior via a pipe. Furthermore, a mode switching valve for switching the refrigerant circulation direction is provided. By switching the circulation direction of the refrigerant with this mode switching valve, switching between cooling and heating can be performed.

  In addition, an electric vehicle equipped with a storage battery for supplying electric power for traveling and a so-called hybrid vehicle equipped with both a storage battery and an engine are known, and these vehicles are also provided with an air conditioner.

Japanese Patent No. 3420269

  However, when heating using a heat pump like patent document 1, even if it starts the operation | movement of an air conditioner and a compressor starts operation | movement, the temperature of a refrigerant | coolant does not rise immediately. For this reason, after starting operation, there is a problem that the temperature of the conditioned air does not rise for a while, and heating cannot be performed.

  Then, although it is possible to heat a refrigerant | coolant by another means, if it is going to obtain sufficient heating performance cheaply, there is no choice but to use electric power. However, charging is essential for electric vehicles, and charging is possible for plug-in type vehicles even for hybrid vehicles. If the electric power of these vehicles is used for heating the refrigerant, the charging time will be prolonged. . Since the charging time is not necessary for a conventional gasoline vehicle or the like, it is important to reduce the charging time of an electric vehicle or the like in order to replace the gasoline vehicle or the like.

  Moreover, in an electric vehicle or the like, a heat pump compressor is often electrically driven, which also contributes to prolonging the charging time. That is, in an electric vehicle or the like, there is a problem of achieving both passenger comfort and shortening the charging time.

  The present invention has been made in view of the above points, and an object of the present invention is to reduce the charging time as much as possible in a vehicle air conditioner mounted on a vehicle equipped with a storage battery for supplying power for traveling. The aim is to increase the comfort of the passengers by making it possible to obtain a high heating capacity while shortening.

  In order to achieve the above object, in the present invention, the state of charge of the storage battery is detected, and when rapid charging is being performed, the heat pump or refrigerant heater is controlled so that the heating capacity is lowered.

1st invention is a vehicle air conditioner mounted in the vehicle provided with the storage battery for supplying the electric power for driving | running | working,
A compressor operating to compress the refrigerant by electric power supplied from the storage battery, and an indoor heat exchanger disposed in a vehicle interior, and supplying the high-temperature refrigerant discharged from the compressor to the indoor heat exchanger And a heat pump having a heating mode for heating the passenger compartment,
A refrigerant heater for heating the refrigerant with electric power supplied from the storage battery;
Whether or not the storage battery is in a first charging state being charged at a first charging rate, and whether it is in a second charging state being charged at a second charging rate that is faster than the first charging rate A charge state detection means for detecting whether or not the storage battery is being charged, and
A controller for controlling the heat pump and the refrigerant heater;
The control device, when it is detected that a second charged state by the charging state detection means, than when it is detected that a first charge state, as heating capacity becomes low, and the charging When the state detection means detects that the storage battery is not being charged, the heat pump or the refrigerant heater is controlled so that the heating capacity is lower than when the storage battery is detected as being in the second charging state. When it is detected by the charging state detection means that the first charging state is detected, both the heat pump and the refrigerant heater are operated. When it is detected that the second charging state is detected, the heat pump is operated. The refrigerant heater is not operated, and when it is detected that charging is not being performed, the refrigerant heater is operated without operating the heat pump. Tei is Rukoto characterized in.

  According to this structure, the refrigerant | coolant of a heat pump is heated by supplying electric power from a storage battery to a refrigerant | coolant heater. This makes it possible to speed up the start of heating at the start of heating.

  Then, when the storage battery is charged at a second charging speed that is faster than the first charging speed, it means that rapid charging is being performed, and during this rapid charging, the heating capacity is reduced. Control the heat pump or refrigerant heater. Thereby, since the electric power consumed for an air conditioning is reduced, it is suppressed that charging time is prolonged.

In addition , when charging is not being performed, power is not supplied from the outside. At this time, by reducing the heating capacity, consumption of the storage battery is reduced.

In the first charging state, the charging speed is relatively slow. In this case, since there is a surplus in the amount of electric power, both the heat pump and the refrigerant heater are operated to control air conditioning. High heating capacity can be obtained.

  On the other hand, in the second charging state, the refrigerant heater is not operated, so that power consumption during rapid charging is suppressed, and prolonged charging time is avoided.

Further, when charging is not being performed, only the refrigerant heater is operated without operating the heat pump, so heat generated by the refrigerant heater is not absorbed by the heat pump, and the consumption of the storage battery is reduced. At this time, by operating the refrigerant heater, after that, for example, when charging is performed and the heat pump is operated, the refrigerant is already heated, so that the start-up of heating is accelerated .

According to a second invention, in the first invention,
An outside air temperature detecting means for detecting the temperature outside the passenger compartment,
The control device is characterized in that the heating amount of the refrigerant heater when in the first charging state is set based on the temperature outside the passenger compartment detected by the outside air temperature detecting means.

According to this configuration, when the temperature of the outside of the passenger compartment is high, when it is not necessary to start up the heating so much, power consumption is suppressed by reducing the amount of refrigerant heated by the refrigerant heater. . On the other hand, when it is necessary to accelerate the start-up of the heating as in the case where the temperature outside the passenger compartment is low, the comfort is enhanced by increasing the amount of refrigerant heated by the refrigerant heater .

  According to the first invention, when the refrigerant heater is provided and the rise of heating is accelerated, the heat pump or the refrigerant heater is controlled so that the heating capacity is lowered when the charging speed of the storage battery is high. While shortening the charging time, it is possible to increase the comfort of passengers by obtaining a high heating capacity.

In addition , since the heat pump or the refrigerant heater is controlled so that the heating capacity is low when charging is not being performed, the consumption of the storage battery can be reduced and the reduction in the travelable distance can be suppressed.

Moreover , when the charging speed of the storage battery is slow and there is a sufficient amount of electric power, a high heating capacity can be obtained by operating the heat pump and the refrigerant heater. When the charging speed is high, the heat pump can be operated without operating the refrigerant heater, heating can be performed while suppressing power consumption, and passenger comfort can be improved. Furthermore, when charging is not in progress, power consumption can be suppressed by not operating the heat pump, and by operating the refrigerant heater at this time, the start-up of heating when the heat pump is subsequently activated can be accelerated. , Occupant comfort can be enhanced .

According to the second aspect of the invention, since the heating amount of the refrigerant by the refrigerant heater is changed based on the temperature outside the passenger compartment, it is possible to suppress wasteful power consumption and to efficiently provide a high heating capacity only when necessary. Can be obtained .

It is a figure explaining the schematic structure of the vehicle air conditioner concerning Embodiment 1. FIG. It is sectional drawing which shows the internal structure of an indoor unit. It is a block diagram of a vehicle air conditioner. FIG. 2 is a view corresponding to FIG. 1 and showing a refrigerant flow in a low outside air heating operation mode. FIG. 2 is a view corresponding to FIG. 1 and showing a refrigerant flow in a normal heating operation mode. FIG. 2 is a view corresponding to FIG. 1 and showing a refrigerant flow in a defrosting operation mode. FIG. 2 is a view corresponding to FIG. 1 and showing a refrigerant flow in a cooling operation mode. FIG. 2A is a diagram corresponding to FIG. 2 when in the defroster mode, and FIG. 2B is a diagram corresponding to FIG. 2 when in the differential foot mode. FIG. 2A is a diagram corresponding to FIG. 2 when in the bi-level mode, and FIG. 2B is a diagram corresponding to FIG. 2 when in the heat mode. It is a flowchart which shows the control content by a control apparatus. It is a flowchart of charge determination control. It is a flowchart of frost formation determination and defrost control. FIG. 3 is a view corresponding to FIG. 1 according to a second embodiment. FIG. 8 is a diagram corresponding to FIG. 7 according to the second embodiment. 10 is a cross-sectional view of a bypass passage constituent member according to a modification of Embodiment 2. FIG.

    Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the following description of the preferred embodiment is merely illustrative in nature, and is not intended to limit the present invention, its application, or its use.

  In the description of the embodiments, for convenience of explanation, “front” means the front side of the vehicle, “rear” means the rear side of the vehicle, and “left” means the left side of the vehicle. Furthermore, “right” represents the right side of the vehicle.

(Embodiment 1)
FIG. 1 shows a schematic structure of a vehicle air conditioner 1 according to Embodiment 1 of the present invention. The vehicle air conditioner 1 is mounted on an electric vehicle or a hybrid vehicle combining an engine and an electric motor.

  This embodiment demonstrates the case where the vehicle air conditioner 1 is mounted in an electric vehicle. As is well known, the electric vehicle includes an electric motor (not shown) that generates driving power and a battery (storage battery) 120 for supplying electric power to the electric motor. The battery 120 is a well-known one. The battery 120 is configured to be charged from an external power source such as a household power source via the charger 150, for example. The charger 150 is configured to be detachable from the vehicle, and is attached to the vehicle only during charging.

  The vehicle air conditioner 1 includes an indoor unit U1 mounted in a vehicle interior of the automobile, an outdoor unit U2 mounted outside the vehicle interior of the automobile, and a control device A that controls the indoor unit U1 and the outdoor unit U2. Yes. The indoor unit U1 is disposed at the center in the left-right direction in an instrument panel (not shown) of the automobile. The outdoor unit U2 is mainly disposed in an engine room (not shown).

  The indoor unit U1 includes an inside / outside air switching damper 4, an indoor fan 5, an upstream side vehicle interior heat exchanger 10, a downstream side vehicle interior heat exchanger 11, an air mix damper 27, a rotary damper 35, and a defvent switching damper 55. And a casing 3 for housing them. On the other hand, the outdoor unit U2 includes a compressor 100 that compresses refrigerant, a pressure reducing valve 101, an electric pressure reducing valve 102, an electromagnetic valve 103, a refrigerant heater 105, a four-way valve (mode switching valve) 106, and an accumulator 107. The vehicle exterior heat exchanger 109 is provided.

  The upstream-side vehicle interior heat exchanger 10 and the downstream-side vehicle interior heat exchanger 11, the compressor 100, the pressure reducing valve 101, the refrigerant heater 105, the four-way valve 106, the accumulator 107, and the vehicle exterior heat exchanger 109. Are connected in a ring shape by pipes 104a to 104h, and the heat pump B is constituted by the upstream side vehicle interior heat exchanger 10, the downstream side vehicle interior heat exchanger 11, and the outdoor unit U2.

  The compressor 100 has a compressor drive motor 100a and a compression mechanism 100b operated by the compressor drive motor 100a, and is a well-known one configured to compress and discharge the sucked refrigerant.

  Electric power is supplied from the battery 120 to the compressor drive motor 100a. Further, as shown in FIG. 3, the compressor drive motor 100a is controlled by the control device A to operate.

  The compressor 100 is of a variable displacement type that can change the discharge amount per unit time. Specifically, the rotation speed of the compressor drive motor 100a is configured to be changed by the control device A. In addition, you may make it change the volume of the compression chamber (not shown) which the compression mechanism 100b has.

  The downstream-side vehicle interior heat exchanger 11 is a tube-and-fin type heat exchanger in which tubes through which refrigerant flows and heat transfer fins (both not shown) are alternately stacked. One of the refrigerant supply / exhaust ports (not shown) of the downstream-side vehicle interior heat exchanger 11 is connected to the refrigerant discharge port (not shown) of the compressor 100 via the pipe 104a, and the high temperature discharged from the compressor 100. The refrigerant flows into the downstream-side vehicle interior heat exchanger 11.

  The upstream side vehicle interior heat exchanger 10 is also a tube-and-fin type heat exchanger configured similarly to the downstream side vehicle interior heat exchanger 11. The upstream vehicle interior heat exchanger 10 is larger than the downstream vehicle interior heat exchanger 11. Specifically, the tube length and the width dimension of the upstream vehicle interior heat exchanger 10 are set to be longer than the tube length and the width dimension of the downstream vehicle interior heat exchanger 11, respectively. A pipe 104 c is connected to one (not shown) of the refrigerant supply / exhaust port of the upstream side vehicle interior heat exchanger 10. A pipe 104d is connected to the other (not shown) refrigerant supply / exhaust port of the downstream-side vehicle interior heat exchanger 11. A four-way valve 106 is disposed between the pipe 104b and the pipe 104c.

  A pipe 104d extending from the other refrigerant supply / exhaust port (not shown) of the upstream-side vehicle interior heat exchanger 10 is branched into two, one of which is one of the refrigerant supply / exhaust ports of the refrigerant heater 105 (see FIG. The other extends to one of the refrigerant supply / exhaust ports (not shown) of the vehicle exterior heat exchanger 109.

  A pressure reducing valve 101 is provided on the refrigerant heater 105 side of the pipe 104d. The pressure reducing valve 101 is a well-known one configured to depressurize the refrigerant flowing from the upstream side passenger compartment heat exchanger 10 side of the pipe 104d and to flow to the refrigerant heater 105 side.

  An electric pressure reducing valve 102 is provided on the side of the piping 104d outside the vehicle interior heat exchanger 109. The electric pressure reducing valve 102 is controlled by the control device A, depressurizes the refrigerant flowing from the upstream side interior heat exchanger 10 side of the pipe 104d, and flows it to the outside heat exchanger 109 side; and The refrigerant flowing from the exterior heat exchanger 109 side of the pipe 104d can be depressurized and allowed to flow to the upstream interior heat exchanger 10 side. The electric pressure reducing valve 102 also functions as an on / off valve that opens and closes the pipe 104d.

  The refrigerant heater 105 is a so-called sheathed heater (electric heater) formed by covering a heating wire (heating element) 105a with a metal pipe in an insulated state. The refrigerant heater 105 is located between the pressure reducing valve 101 and the suction port of the compressor 100. The refrigerant heater 105 is supplied with electric power from the battery 120.

  The power consumption of the refrigerant heater 105 is set smaller than the power consumption when operating the heat pump B.

  The controller A switches the refrigerant heater 105 between ON (operating state) and OFF (non-operating state) and changes the amount of power supplied to the heating wire 105a. It is possible to adjust the heating amount of the refrigerant by changing the power supply amount.

  The vehicle exterior heat exchanger 109 is a tube-and-fin type heat exchanger, and is disposed, for example, at a front end portion in a vehicle engine room. The outdoor heat exchanger 109 is provided with an outdoor fan 109 a for sending air to the outdoor heat exchanger 109 and an outdoor fan motor 109 b that rotationally drives the outdoor fan 109 a. The outdoor fan motor 109b is controlled by the control device A, and can be switched ON and OFF and the rotation speed can be changed.

  The vehicle exterior heat exchanger 109 is provided with a coolant pressure sensor 109c that detects the pressure of the refrigerant flowing inside, and a surface temperature detection sensor 109d that detects the surface temperature of the vehicle exterior heat exchanger 109. The refrigerant pressure sensor 109c and the surface temperature detection sensor 109d are connected to the control device A.

  A pipe 104 e is connected to the other (not shown) refrigerant supply / exhaust port of the refrigerant heater 105. A pipe 104g is connected to one (not shown) of the refrigerant supply / exhaust port of the accumulator 107. A pipe 104b, a pipe 104c, a pipe 104e, and a pipe 104g are connected to the four ports of the four-way valve 106. The four-way valve 106 is controlled by the control device A, communicates the piping 104b and the piping 104c, and communicates the piping 104e and the piping 104g (shown in FIGS. 1 and 4 to 6), and the piping 104b. It is possible to switch to a state (shown in FIG. 7) in which the pipe 104e is communicated and the pipe 104c and the pipe 104g are communicated.

  In addition, a pipe 104f extending from the other (not shown) refrigerant supply / exhaust port of the vehicle exterior heat exchanger 109 is connected to a midway part of the pipe 104e. A solenoid valve 103 is provided at a connection portion between the pipe 104f and the pipe 104e. The electromagnetic valve 103 is connected to the control device A and can open and close the pipe 104f and the pipe 104e, respectively.

  The accumulator 107 is a known one configured to store a refrigerant. The other refrigerant supply / exhaust port (not shown) of the accumulator 107 is connected to a refrigerant intake port (not shown) of the compressor 100 by a pipe 104h. The pipe 104h is provided with an intake refrigerant pressure sensor 112 and an intake refrigerant temperature sensor 113 that detect the pressure and temperature of the refrigerant before being sucked into the compressor 100, respectively. The suction refrigerant pressure sensor 112 and the suction refrigerant temperature sensor 113 are for detecting whether or not the refrigerant before being sucked into the compressor 100 is in a superheat state (overheated state), and is connected to the control device A. ing.

  The refrigerant discharge port of the compressor 100 and the vehicle exterior heat exchanger 109 are connected to the outdoor unit U2, and the refrigerant discharged from the compressor 100 bypasses the downstream vehicle interior heat exchanger 11 and the like to perform heat exchange outside the vehicle. A vehicle interior heat exchanger bypass pipe 110 for supplying to the cooler 109 and a bypass valve 111 for opening and closing the passage of the vehicle interior heat exchanger bypass pipe 110 are provided.

  The upstream end of the vehicle interior heat exchanger bypass pipe 110 is connected to the middle part of the pipe 104a. The bypass valve 111 is positioned at the upstream end of the vehicle interior heat exchanger bypass pipe 110. The downstream end of the vehicle interior heat exchanger bypass pipe 110 is connected to a midway part of the pipe 104d. The bypass valve 111 is controlled by the control device A.

  Further, as shown in FIG. 3, the vehicle includes an outside air temperature sensor (outside air temperature detecting means) 114 that detects an air temperature outside the vehicle compartment (outside air temperature), an outside humidity sensor 115 that detects humidity outside the vehicle compartment, and a vehicle interior. A vehicle interior humidity sensor 116 for detecting the humidity of the vehicle is provided. The outside air temperature sensor 114, the outside humidity sensor 115, and the inside humidity sensor 116 constitute the vehicle air conditioner 1 and are connected to the control device A.

  Further, the vehicle is provided with a battery remaining amount detection sensor (remaining amount detection means) 117. The battery remaining amount detection sensor 117 is connected to the control device A and constitutes the vehicle air conditioner 1.

  The battery remaining amount detection sensor 117 is connected to the battery 120 mounted on the vehicle and detects how much power remains in the battery 120. Specifically, the remaining battery level detection sensor 117 is configured to obtain the remaining battery level based on the voltage value of the battery 120, for example. The battery remaining amount detection sensor 117 is a remaining amount detecting means of the present invention.

  The vehicle air conditioner 1 is provided with a charge state detection sensor (charge state detection means) 151. The charge state detection sensor 151 is for detecting whether or not the battery 120 is being charged, and is connected to the control device A. Specifically, it is configured to detect the current value on the charger 150 side. When current is flowing, the battery 120 is being charged, and when not flowing, it is not being charged. It comes to detect that it is. Further, the charging state detection sensor 151 can be used as a sensor for obtaining a charging speed by detecting a current value on the charger 150 side.

  Next, the structure of the indoor unit U1 will be described. The casing 3 of the indoor unit U1 is a combination of a resin-made left case component (not shown) and a right case component 2 (shown in FIG. 2). A fan housing 7 that accommodates the indoor fan 5 is formed integrally with other parts on the front side of the upper half of the casing 3. The air from the indoor fan 5 flows downward on the front end side inside the casing 3, and the upstream vehicle interior heat exchanger 10 and the downstream vehicle interior heat exchanger 11 housed in the lower half of the casing 3 After passing, the defroster port 12, the vent port 13 and the foot port 14 formed on the rear side of the casing 3 are supplied to the vehicle compartment.

  The fan housing 7 has a cylindrical shape having a center line extending in the left-right direction, and a sirocco fan constituting the indoor fan 5 is accommodated in a central portion of the fan housing 7 with its rotating shaft directed in the left-right direction. ing. Around the indoor fan 5 of the fan housing 7, an air outflow passage 17 is formed in which the flow of air blown out from the indoor fan 5 gathers, and the downstream end of the air outflow passage 17 opens at the lower side of the fan housing 7. doing. An attachment port 18 for an indoor fan motor 5a (shown in FIG. 1) for driving the indoor fan 5 is formed on the left side wall of the fan housing 7. The indoor fan motor 5a is attached to the motor attachment port 18 in an airtight manner. The indoor fan 5 is rotatably and integrally attached to the output shaft of the indoor fan motor 5a. The indoor fan motor 5a is connected to the control device A, and the control device A performs ON / OFF switching and rotation speed change. The rotation speed of the indoor fan motor 5a is changed by changing the applied voltage.

  A suction port 19 is formed in the right side wall of the fan housing 7, and an intake box 3 a is connected to the suction port 19. The intake box 3a is formed with an outside air introduction port 3b for introducing air outside the vehicle compartment and an inside air introduction port 3c for introducing air inside the vehicle compartment. Inside the intake box 3a, an inside / outside air switching damper 4 for adjusting the opening degree of the outside air introduction port 3b and the inside air introduction port 3c is disposed. The inside / outside air switching damper 4 is driven by an inside / outside air switching actuator 4a (shown in FIG. 3) to open the outside air introduction port 3b from a position where the outside air introduction port 3b is fully closed and the inside air introduction port 3c is fully opened. It moves to a position where it is fully open and the inside air inlet 3c is fully closed. When the outside air inlet 3b is fully opened, only outside air is taken into the casing 3, and when the inside air inlet 3c is fully opened, only inside air is taken into the casing 3. Moreover, the introduction ratio of the outside air and the inside air can be arbitrarily changed according to the open / closed degree of the outside air introduction port 3b and the inside air introduction port 3c. The inside / outside air switching actuator 4a is connected to the control device A.

  As shown in FIG. 2, an air guide passage 20 connected to the downstream end of the air outflow passage 17 and extending obliquely rearward is formed on the lower half front end side inside the casing 3. In the air guide passage 20, the upstream side vehicle interior heat exchanger 10 is disposed and accommodated so as to cross the air guide passage 20. The upstream side vehicle interior heat exchanger 10 is oriented so that the direction in which the tube extends is the vertical direction.

  The upstream end of the heating passage 21 communicates with the air guide passage 20. A vertical wall 23 extending upward from the bottom wall of the casing 3 is formed between the upstream end of the heating passage 21 and the air guide passage 20 so as to partition the passages 21 and 20. A lower opening 24 that forms an upstream end opening of the heating passage 21 is formed in the upper half of the vertical wall 23. Further, an upper opening 25 is formed immediately above the lower opening 24 so as to extend from the upper end of the vertical wall 23 to the vicinity of the downstream upper end of the upstream vehicle interior heat exchanger 10. Reference numeral 25 denotes a downstream end opening of the air guide passage 20.

  A plate-like air mix damper 27 that selectively opens and closes the lower opening 24 and the upper opening 25 is disposed near the upper end of the vertical wall 23. The air mix damper 27 is supported on the casing 3 by a support shaft 27a extending in the left-right direction.

  The air mix damper 27 is driven by a temperature control actuator 27a (shown in FIG. 3). As shown in FIG. 2, the air mix damper 27 is rotated downward to fully open the upper opening 25. Then, the lower opening 24 is fully closed. On the other hand, as shown in FIG. 8A, when the air mixing damper 27 is rotated upward to open the lower opening 24, the upper opening 25 is fully opened. Closed. Further, as shown in FIG. 8B, when the air mix damper 27 is rotated to an intermediate position between the lower opening 24 and the upper opening 25, the lower opening 24 and the upper opening 25 Both of them are in an open state, and the amount of air passing through the openings 24 and 25 changes depending on the rotation angle of the air mix damper 27 at this time. In other words, the mixing ratio between the amount of air that has passed through the downstream-side vehicle interior heat exchanger 11 and the amount of air that has passed through the upstream-side vehicle interior heat exchanger 10 is changed.

  In the vicinity of the vertical wall 23 of the heating passage 21, the downstream-side vehicle interior heat exchanger 11 is disposed in an inclined state that is located rearward as it goes upward and across the heating passage 21.

  An air mix space 29 in which the downstream end of the air guide passage 20 and the downstream end of the heating passage 21 communicate with each other is formed above the upper opening 25. In the air mix space 29, the temperature is adjusted by mixing the air flowing through the air guide passage 20 and the air flowing through the heating passage 21. That is, the amount of air flowing through the downstream-side vehicle interior heat exchanger 11 varies depending on the opening degree of the lower opening 24 and the upper opening 25 depending on the rotation angle of the air mix damper 27, thereby generating in the casing 3. The temperature of the air is changed.

  In addition, a duct 30 extending substantially in the vertical direction is formed integrally with the other part on the rear side of the casing 3. At the upper end of the duct 30, a defroster port 12 is formed on the front side, and a vent port 13 is formed close to the rear side. The defroster port 12 is connected to a defroster nozzle that opens near the lower end of the front window of the instrument panel via a defroster duct (not shown).

  Further, the instrument panel has a plurality of vent nozzles for blowing conditioned air toward the occupant's face and chest, and the vent port 13 of the casing 3 is connected to each through a vent duct (not shown). Connected to the vent nozzle. A foot opening 14 is formed at the lower end of the duct 30, and a foot duct (not shown) extending to the feet of the front seat occupant and the feet of the rear seat occupant is connected to the foot opening 14. Yes.

  Formed in the upper half of the duct 30 is a first passage 31 whose upstream end communicates with the upper portion of the air mix space 29 and whose downstream ends are connected to the defroster port 12 and the vent port 13, respectively.

  The lower half of the duct 30 is formed with a second passage 32 whose upstream end communicates with the rear portion of the air mix space 29 and whose downstream end is connected to the foot port 14. The upstream end of the second passage 32 opens forward, and is positioned close to both openings between the downstream end opening of the heating passage 21 and the upstream end opening of the first passage 31. The downstream end opening, the upstream end opening of the second passage 32, and the upstream end opening of the first passage 31 are aligned.

  The second passage 32 extends downwardly from the upstream end opening and then bends and extends substantially vertically downward. The second passage 32 and the downstream side of the heating passage 21 are partitioned by a partition wall 51 formed integrally with the casing 3. The partition wall 51 is curved downward so as to be positioned on the lower side as it goes to the rear side, and the front end portion of the partition wall 51 is formed substantially flat so that a seal material of a rotary damper 35 to be described later contacts. Has been.

  In addition, a casing-side seal portion 50 with which the sealing material of the rotary damper 35 abuts is inclined forward and downward between the upstream end opening of the first passage 31 and the upstream end opening of the second passage 32 on the inner wall of the casing 3. It is formed in a protruding plate shape. The casing side seal portion 50 is also formed substantially flat like the front end portion of the partition wall 51.

  In the air mix space 29, a rotary damper 35 that switches between the first passage 31 and the second passage 32 by selectively opening and closing the upstream end opening of the first passage 31 and the upstream end opening of the second passage 32 is provided. It is arranged.

  The rotary damper 35 includes a closing wall portion 36 that rotates in the direction in which the upstream end openings of the first passage 31 and the second passage 32 are aligned, and ends that are connected to both ends in the left-right direction that is the rotation axis direction of the closing wall portion 36. And a wall portion 37. The closing wall portion 36 has a rectangular flat plate shape extending substantially parallel to the rotation axis, and the left and right end wall portions 37 and 37 extend substantially perpendicular to the closing wall portion 36. A support shaft 38 is formed on the left end wall portion 37 so as to protrude leftward, and a similar support shaft 38 is formed on the right end wall portion 37 so as to protrude rightward. The left and right support shafts 38 are coaxially positioned. The left and right support shafts 38 are respectively inserted into through holes (not shown) formed in the left and right side walls of the casing 3 and supported by the through holes. One support shaft 38 is connected to a blowing direction switching actuator 35a (shown in FIG. 3) via a link mechanism, and the rotary damper 35 is rotated around the support shaft 38 by the actuator 35a. .

  Then, as shown in FIG. 9B, when the rotary damper 35 is rotated to the front side and the upstream end opening of the second passage 32 is fully opened, the upstream end opening of the first passage 31 is slightly opened at the front end side. In this state, the sealing member 40 located on the rear side of the rotary damper 35 comes into contact with the lower surface of the casing side seal portion 50.

  On the other hand, as shown in FIG. 2, when the rotary damper 35 is rotated rearward to fully open the upstream end opening of the first passage 31, the upstream end opening of the second passage 32 is fully closed. In this state, the sealing material 40 positioned on the upper side of the rotary damper 35 abuts on the upper surface of the casing-side seal portion 50, and the sealing material 40 positioned on the lower side of the rotary damper 35 is connected to the partition wall 51. Abuts the front end.

  Further, as shown in FIGS. 8B and 9A, in the state where the rotary damper 35 is rotated halfway between the first passage 31 and the second passage 32, the rotary damper 35 The amount of conditioned air distributed to both passages 31 and 32 varies depending on the rotational position. Further, since the closing wall portion 36 is formed in a flat plate shape and is not in an arc shape along the turning locus, the closing wall portion is located when the rotary damper 35 is in the middle of switching between the first passage 31 and the second passage 32. A gap 52 between the second passage 32 and the first passage 31 side of the air mix space 29 is formed between the casing 36 and the casing-side seal portion 50.

  Also, a defroster side opening 56 and a vent side opening 57 that are opened and closed by the defvent switching damper 55 are formed on the downstream side of the first passage 31 below the defroster port 12 and below the vent port 13, respectively. Yes. The differential vent switching damper 55 is supported on the casing 3 by a support shaft 55a that is formed in a plate shape and extends in the left-right direction, like the air mix damper 27.

  The differential vent switching damper 55 is interlocked with the rotary damper 35 via a link mechanism, and is driven by a common actuator 35a. As shown in FIG. 9 (a), when the differential vent switching damper 55 is rotated forward to fully close the defroster side opening 56, the vent side opening 57 is fully opened, while as shown in FIG. 9 (b). Further, when the differential vent switching damper 55 is rotated to the rear side and the vent side opening 57 is fully closed, the defroster side opening 56 is fully opened.

  That is, in the vehicle air conditioner 1 of this embodiment, the air passage R is constituted by the air outflow passage 17, the air guide passage 20, the heating passage 21, the air mix space 29, the first passage 31, and the second passage 32. . The air flow path R extends from the suction port 19 of the fan housing 7 constituting the introduction port to the defroster port 12, the vent port 13 and the foot port 14 constituting the outlet port.

  As shown in FIG. 3, the temperature adjusting actuator 27 a and the blowing direction switching actuator 35 a are connected to the control device A and are controlled by the control device A. The control device A is connected to an air conditioning operation switch 41 disposed in the passenger compartment.

  Further, an inside air temperature sensor 121 for detecting the temperature inside the vehicle interior is provided in the vehicle interior. The inside air temperature sensor 121 can detect the temperature of the air-conditioning air before being sucked into the casing 3. The inside air temperature sensor 121 is connected to the control device A.

  The control device A obtains the output signals of the sensors 109c, 109d, 112 to 117, 121, 151, the operation state of the air conditioning operation switch 41, the remaining amount of the battery 120, the air blowing state in the room, and the operation state of the compressor 100, The indoor unit U1 and the outdoor unit U2 are controlled based on a predetermined program.

  The control device A is provided with a blowing state detection unit 125. The air blowing state detection unit 125 is for detecting the air blowing amount of the air-conditioning air into the casing 3. The rotation speed of the indoor fan motor 5a is changed according to the magnitude of the voltage applied from the control device A, and the air blowing state detection unit 125 is based on the applied voltage to the indoor fan motor 5a. The amount of air blown to can be detected indirectly.

  The control device A is provided with a compressor discharge state detection unit 126. The compressor discharge state detection unit 126 is for detecting the amount of refrigerant discharged from the compressor 100 per unit time. Since the rotation speed of the compressor 100 is changed by a signal output from the control device A, the amount of refrigerant discharged from the compressor 100 is indirectly obtained based on this signal.

  The control device A switches the operation state of the air conditioner 1 to any mode among the four modes of the low outside air heating operation mode, the normal heating operation mode, the defrosting operation mode, and the cooling operation mode.

  The low outside air heating operation mode is a mode selected when the temperature is low outside air (for example, when the temperature is lower than −5 ° C.) as in the extremely cold season. The normal heating operation mode is a mode selected when the outside air is, for example, −5 ° C. or more and 0 ° C. or less in winter. The defrosting operation mode is a mode that is selected when it is estimated that the vehicle exterior heat exchanger 109 is in a frosted state. The cooling operation mode is a mode selected mainly outside the winter season.

  When the low outside air heating operation mode is selected, the control device A performs the following control so that the upstream side vehicle interior heat exchanger 10 and the downstream side vehicle interior heat exchanger 11 become radiators. As shown in FIG. 4, first, the piping 104b and the piping 104c are communicated by the four-way valve 106, and the piping 104e and the piping 104g are communicated. Further, the electric pressure reducing valve 102 is closed, the passage of the pipe 104e is opened by the electromagnetic valve 103, and the passage of the pipe 104f is closed. Further, the bypass valve 111 is closed, and the passage of the vehicle interior heat exchanger bypass pipe 110 is closed. As a result, the refrigerant does not flow through the vehicle exterior heat exchanger 109. In addition, the broken line in the figure has shown the part into which a refrigerant | coolant does not flow.

  The reason why the refrigerant does not flow into the vehicle exterior heat exchanger 109 in the low outside air heating operation mode is that the outside air temperature is low and heat absorption from the atmosphere cannot be expected so much. Then, the refrigerant heater 105 is turned on and the compressor 100 is operated.

  In the low outside air heating operation mode, as indicated by an arrow in the figure, the high-temperature and high-pressure refrigerant discharged from the compressor 100 flows into the downstream side interior heat exchanger 11 from the pipe 104a, and then from the pipe 104b and the pipe 104c. It flows into the upstream side passenger compartment heat exchanger 10. The refrigerant that has flowed through the upstream side vehicle interior heat exchanger 10 is depressurized from the pipe 104d through the pressure reducing valve 101, and then heated by the refrigerant heater 105. The refrigerant heated by the refrigerant heater 105 flows through the pipe 104e, the four-way valve 106, the pipe 104g, the accumulator 107, and the pipe 104h in order, and is sucked into the compressor 100.

  In the case of the low outside air heating operation mode, the temperature of the refrigerant flowing through the downstream-side vehicle interior heat exchanger 11 is higher than the temperature of the refrigerant flowing through the upstream-side vehicle interior heat exchanger 10, so The air heated by passing through the side vehicle interior heat exchanger 10 is reheated when passing through the downstream vehicle interior heat exchanger 11. Thereby, it becomes possible to obtain a high-temperature conditioned air. Further, the temperature of the conditioned air can be adjusted by rotating the air mix damper 27.

  When the normal heating operation mode is selected, the control device A performs the following control. As shown in FIG. 5, first, the four-way valve 106 is set in the same manner as in the low outside air heating operation mode. Further, the electric pressure reducing valve 102 is opened. Further, the solenoid valve 103 closes the passage on the refrigerant heater 105 side of the pipe 104e and opens the passage of the pipe 104f. Then, the compressor 100 is operated. In the normal heating operation mode, the refrigerant heater 105 is turned off. This is because atmospheric endotherm can be expected.

  In the normal heating operation mode, as shown in FIG. 5, the high-temperature and high-pressure refrigerant discharged from the compressor 100 flows into the downstream side interior heat exchanger 11 from the pipe 104a, and then passes through the pipe 104b and the pipe 104c. It flows into the indoor heat exchanger 10. The refrigerant flowing through the upstream-side vehicle interior heat exchanger 10 is depressurized through the electric pressure reducing valve 102 from the pipe 104d, and then flows into the vehicle exterior heat exchanger 109. The refrigerant flowing into the exterior heat exchanger 109 exchanges heat with the atmosphere and absorbs heat, and then flows from the pipe 104f through the four-way valve 106 to the pipe 104g, the accumulator 107, and the pipe 104h in order, and is sucked into the compressor 100.

  Also in the normal heating operation mode, high-temperature conditioned air can be obtained as in the low outside air heating operation mode, and the temperature of the conditioned air can be adjusted by the rotation operation of the air mix damper 27.

  When the defrosting operation mode is selected, the control device A performs the following control. As shown in FIG. 6, first, the four-way valve 106 is set in the same manner as in the low outside air heating operation mode. Further, the electric pressure reducing valve 102 is closed, and the passages of both the pipe 104e and the pipe 104f are opened by the electromagnetic valve 103. Further, the bypass valve 111 is opened to open the passage of the vehicle interior heat exchanger bypass pipe 110. Then, the refrigerant heater 105 is turned on and the compressor 100 is operated.

  In the defrosting operation mode, similarly to the low outside air heating operation mode, the high-temperature and high-pressure refrigerant discharged from the compressor 100 passes through the downstream-side interior heat exchanger 11 and the upstream-side interior heat exchanger 10, and the pressure reducing valve 101. After being decompressed through the refrigerant, it is heated by the refrigerant heater 105. The refrigerant heated by the refrigerant heater 105 is sucked into the compressor 100 through the four-way valve 106 and the accumulator 107. The high-temperature and high-pressure refrigerant discharged from the compressor 100 flows into the vehicle exterior heat exchanger 109 through the vehicle interior heat exchanger bypass pipe 110. Thereby, the surface temperature of the exterior heat exchanger 109 rises and frost is melted.

  In the defrosting operation mode, since the refrigerant before being sucked into the compressor 100 is heated by the refrigerant heater 105, a high-temperature refrigerant can be supplied to the indoor heat exchangers 10 and 11, Heating capacity is fully obtained.

  When the cooling operation mode is selected, the control device A performs the following control. As shown in FIG. 7, first, the four-way valve 106 causes the pipe 104b and the pipe 104e to communicate with each other, and the pipe 104c and the pipe 104g communicate with each other. Further, the electric pressure reducing valve 102 is opened, the passage of the pipe 104e is closed by the electromagnetic valve 103, and the passage of the pipe 104f is opened. Further, the bypass valve 111 is closed, and the passage of the vehicle interior heat exchanger bypass pipe 110 is closed.

  In the cooling operation mode, the high-temperature and high-pressure refrigerant discharged from the compressor 100 flows into the downstream-side cabin heat exchanger 11 through the pipe 104a, then flows through the pipe 104b and the pipe 104e, flows through the pipe 104f, and heats outside the vehicle compartment. It flows into the exchanger 109. The refrigerant that has flowed out of the vehicle exterior heat exchanger 109 is decompressed through the electric pressure reducing valve 102, and then flows into the upstream vehicle interior heat exchanger 10 through the pipe 104d. The refrigerant flowing out of the upstream side vehicle interior heat exchanger 10 passes through the pipe 104c, passes through the four-way valve 106, flows in the pipe 104g, the accumulator 107, and the pipe 104h in this order, and is sucked into the compressor 100.

  In the cooling operation mode, the upstream-side vehicle interior heat exchanger 10 functions as a cooler, and the downstream-side vehicle interior heat exchanger 11 functions as a heater. Thereby, the air passing through the air guide passage 20 is cooled by the upstream side vehicle interior heat exchanger 10, and the air passing through the heating passage 21 is heated by the downstream side vehicle interior heat exchanger 11. The temperature of the conditioned air can be adjusted by rotating the air mix damper 27. In the cooling operation mode, the upstream heat exchanger 10 can reduce the humidity of the air, and then the air can be heated by the downstream heat exchanger 11 to generate hot air.

  Next, the operation of the indoor unit U1 will be described.

  FIG. 9B shows a case where the heat mode is selected in which most of the air in the casing 3 is supplied to the foot duct and the remaining amount is supplied to the defroster nozzle of the instrument panel. In this heat mode, the air mix damper 27 rotates until the upper opening 25 is fully closed. The air blown by the indoor fan 5 flows through the air guide passage 20 and passes through the upstream side vehicle interior heat exchanger 10. Then, the entire amount of air that has passed through the upstream vehicle interior heat exchanger 10 flows into the heating passage 21, passes through the downstream vehicle interior heat exchanger 11, and flows into the air mix space 29.

  In the heat mode, the rotary damper 35 rotates until it covers most of the upstream end opening of the first passage 31, and the differential vent switching damper 55 rotates until the vent side opening 57 is fully closed. Therefore, most of the high-temperature air generated as described above is blown out from the foot duct to the occupant's feet via the foot opening 14. Further, a small amount of air in the air mix space 29 blows out from the defroster nozzle to the inner surface of the front window through the defroster port 12 and the defroster duct.

  FIG. 2 shows a case where the vent mode for supplying the air in the casing 3 only to the vent nozzle of the instrument panel is selected. In this vent mode, the rotary damper 35 rotates until the second passage 32 is fully closed, and the differential vent switching damper 55 rotates until the defroster side opening 56 is fully closed. Further, the air mix damper 27 rotates until the lower opening 24 is fully closed, and the air that has flowed through the air guide passage 20 directly flows into the air mix space 29 without flowing through the heating passage 21.

  And the conditioned air which flowed into the 1st channel | path 31 from the air mix space 29 blows off to a passenger | crew's face and chest from each vent nozzle via the vent port 13 and a vent duct.

  FIG. 8A shows a case where the defroster mode for supplying conditioned air only to the defroster nozzle of the instrument panel is selected. In the defroster mode, the rotary damper 35 rotates until the second passage 32 is fully closed, as in the vent mode, and the differential vent switching damper 55 rotates until the vent side opening 57 is fully closed. Furthermore, the air mix damper 27 is rotated until the upper opening 25 is fully closed. The conditioned air flowing into the first passage 31 from the air mix space 29 is blown out from the defroster nozzle to the inner surface of the front window via the defroster port 12 and the defroster duct.

  FIG. 8B shows a case where the differential foot mode for supplying conditioned air to the defroster nozzle and the foot duct of the instrument panel is selected. In this differential foot mode, the rotary damper 35 is rotated to a rotation position in the middle of switching between the first passage 31 and the second passage 32, and the closing wall portion 36 of the rotary damper 35 and the casing side seal portion 50 are A gap 52 is formed between them. Further, the differential vent switching damper 55 is rotated until the vent side opening 57 is fully closed, and the air mix damper 27 is rotated to an intermediate position between the lower opening 24 and the upper opening 25.

  In this differential foot mode, a part of the air flowing through the air guide passage 20 flows into the heating passage 21 and is heated, and the air in the heating passage 21 and the remaining air in the air guide passage 20 enter the air mix space 29. Inflow and mix. About half of the conditioned air in the air mix space 29 mainly flows into the first passage 31 from the front side of the air mix space 29, and the rest flows into the second passage 32 from below the closed wall portion 36 of the rotary damper 35. To do. At this time, since the upstream end of the second passage 32 is close to the downstream end of the heating passage 21, the temperature of the air flowing into the second passage 32 is higher than the temperature of the air flowing into the first passage 31.

  In this mode, the air flowing from the air mix space 29 into the second passage 32 flows to the first passage 31 side of the air mix space 29 through the gap 52. Since the air in the second passage 32 that has flowed into the air mix space 29 has a relatively high temperature as described above, when mixed with the air on the first passage 31 side of the air mix space 29, the air on the first passage 31 side is mixed. This temperature rises and this air flows into the first passage 31.

  The conditioned air flowing into the first passage 31 is blown out from the defroster nozzle toward the inner surface of the front window via the defroster port 12 and the defroster duct. Further, the air flowing into the second passage 32 is blown out from the foot duct to the passenger's feet via the foot opening 14. At this time, since the temperature of the air flowing into the second passage 32 is higher than the temperature of the air flowing into the first passage 31, the occupant does not feel cold at his feet. Further, since the air in the second passage 32 is mixed with the air in the air mix space 29 and then flows into the first passage 31, the temperature of the air blown from the defroster nozzle and the temperature of the air blown from the foot duct are determined. The difference is within the appropriate range. Furthermore, since the temperature of the air flowing into the first passage 31 increases as described above, it is possible to quickly clear the fog on the inner surface of the front window.

  FIG. 9A shows a case where the bi-level mode for supplying air to the vent nozzle and the foot duct of the instrument panel is selected. In this bi-level mode, the rotary damper 35 is rotated to a rotational position in the middle of switching between the first passage 31 and the second passage 32 as in the differential foot mode, and the closing wall portion 36 of the rotary damper 35 is rotated. A gap 52 is formed between the casing side seal portion 50 and the casing side seal portion 50. The differential vent switching damper 55 is rotated until the defroster side opening 56 is fully closed, and the air mix damper 27 is rotated to an intermediate position between the lower opening 24 and the upper opening 25.

  In this bi-level mode, about half of the conditioned air in the air mix space 29 flows into the first passage 31 and the rest flows into the second passage 32 as in the differential foot mode. At this time, air having a relatively high temperature flows into the second passage 32.

  In this mode, the air flowing into the second passage 32 from the air mix space 29 flows to the first passage 31 side of the air mix space 29 through the gap 52 and mixes with the air on the first passage 31 side. As a result, the air whose temperature has risen flows into the first passage 31.

  The air flowing into the first passage 31 blows out from the vent nozzle to the occupant's face and chest via the vent port 13 and the vent duct, and the air flowing into the second passage 32 passes through the foot port 14. Blows out from the foot duct to the passenger's feet. At this time, since the temperature of the air flowing into the second passage 32 is relatively high, the occupant does not feel cold at his feet. Moreover, since the air of the 2nd channel | path 32 is made to flow into the air mix space 29, the difference of the temperature of the air which blows off from a vent nozzle and the temperature of the air which blows off from a foot duct is settled in an appropriate range.

  Next, specific control contents performed by the control device A will be described with reference to the flowcharts of FIGS. This control is performed both when the battery 120 is being charged and when it is not being charged.

  In step SA1 after the start of the flowchart of FIG. 10, the outside air temperature sensor 114 detects the outside air temperature TG. In step SA2 following step SA1, as the outside air temperature determination, it is determined whether the outside air temperature is lower than −5 ° C., higher than 0 ° C., or higher than −5 ° C. and lower than 0 ° C. If the outside air temperature is lower than −5 ° C. (a situation where heat absorption from the outside air cannot be expected so much), the process proceeds to step SA3. The process proceeds to step SA4, and if it is higher than 0 ° C. (a situation where heating is not required), the process proceeds to step SA5.

  The temperature used as a reference for the outside air temperature determination in step SA2 is not limited to the above, and is a situation where heat absorption from the atmosphere cannot be expected so much, a situation where heat absorption from the atmosphere can be expected, or heating is unnecessary. The temperature at which it can be determined whether or not is used as a reference. The situation where heat absorption from the atmosphere cannot be expected so much is, for example, in the extremely cold season.

  In step SA3, charge determination control is performed. The charge determination control will be described based on the flowchart shown in FIG.

  In step SB1 after the start in this flowchart, it is determined whether or not the battery 120 is being charged. This is performed based on the output signal of the charge state detection sensor 151. If NO is determined in step SB1 and the battery 120 is not being charged, the process proceeds to step SB2. On the other hand, if YES is determined and the battery 120 is being charged, the process proceeds to step SB3.

  In step SB3, it is determined whether or not quick charging is being performed. This is performed by detecting the current value on the charger 150 side by the charge state detection sensor 151. If the current value is smaller than the predetermined value and the charging rate is charged at the first charging rate, it is determined that the normal charging state is set, and NO is determined in step SB3. On the other hand, if the current value is equal to or greater than the predetermined value, it is determined in step SB3 that the charging speed of battery 120 is charged at the second charging speed that is faster than the first charging speed (rapid charging is performed). It determines with YES.

  In step SB4, which is determined to be YES in step SB3, the refrigerant heater 105 is operated. Thereby, the refrigerant is heated.

  In step SB5 following step SB4, it is determined whether or not the remaining amount of the battery 120 is greater than a predetermined value. The remaining amount of the battery 120 is obtained from the output signal of the remaining battery level detection sensor 117. The predetermined value is, for example, half or more (preferably 60% or more) of the remaining amount of the battery 120 based on the full charge, but is not limited to this.

  When it is determined as YES in Step SB5 and the remaining amount of the battery 120 is larger than the predetermined value, the process proceeds to Step SB6 and the heat pump B is operated. At this time, since the refrigerant is heated by the refrigerant heater 105 in step SB4, the start-up of the heating is quick and the heating capacity is increased. Thereafter, the process proceeds to step SA6 in the flowchart shown in FIG.

  In addition, you may make it set the heating amount of the refrigerant | coolant by the refrigerant | coolant heater 105 between step SB3 and step SB4. It is preferable to set the heating amount of the refrigerant based on the outside air temperature and the remaining amount of the battery 120. The heating amount is increased as the outside air temperature is lower, and the heating amount is increased as the remaining amount of the battery 120 is larger. Specifically, when the outside air temperature is, for example, −10 ° C. or lower, the heating amount is increased as compared with the case where the outside air temperature is higher than −10 ° C., and when it is −15 ° C. or lower, the heating amount is further increased. Further, if the remaining amount of the battery 120 is 90% or more based on the full charge, the heating amount is increased as compared with the case where it is less than 90%, and if it is 95% or more, the heating amount is further increased.

  Moreover, you may make it set the heating capability of the heat pump B between step SB3 and step SB6. The heating capacity of the heat pump B is preferably set based on the outside air temperature and the remaining amount of the battery 120. The lower the outside air temperature, the higher the heating capacity, and the higher the remaining amount of the battery 120, the higher the heating capacity. Specifically, when the outside air temperature is, for example, −10 ° C. or lower, the heating capacity is increased as compared with a case where the outside air temperature is higher than −10 ° C., and when it is −15 ° C. or lower, the heating capacity is further increased. Further, if the remaining amount of the battery 120 is 90% or more with reference to full charge, the heating capacity is increased as compared with a case where the remaining capacity is less than 90%, and if it is 95% or more, the heating capacity is further increased.

  If it is determined as NO in step SB5 and the remaining amount of the battery 120 is equal to or less than the predetermined value, the process proceeds to step SB7. In step SB7, the heat pump B is not operated, and the process proceeds to step SA6 in the flowchart shown in FIG.

  In the charge determination control, the refrigerant heater 105 is operated in step SB15 when the battery 120 is not being charged. However, the present invention is not limited to this, and the refrigerant heater 105 is operated only during charging. It may be.

  In the charge determination control, the refrigerant heater 105 is operated in step SB4 during the quick charge. However, the present invention is not limited to this, and the refrigerant heater 105 may not be operated. Further, only the heat pump B may be operated during the quick charging. Further, only the refrigerant heater 105 may be operated during the quick charging. Moreover, you may make it not operate the heat pump B and the refrigerant | coolant heater 105 when it is not charging.

  If NO in step SB3 and normal charging is performed, the process proceeds to step SB8, where it is determined whether the remaining amount of the battery 120 is greater than a predetermined value. This predetermined value is the same as the predetermined value in step SB5, but may be different.

  When it is determined as YES in Step SB8 and the remaining amount of the battery 120 is larger than the predetermined value, the process proceeds to Step SB9 and the refrigerant heater 105 is operated.

  The heating amount of the refrigerant by the refrigerant heater 105 is set to be larger than that in the case where the refrigerant is heated during the quick charge (step SB4). By doing so, power consumption increases, but it is possible to cope with normal charging because there is a margin in power compared to rapid charging.

  Then, it progresses to step SB10 and the heat pump B is operated. The heating capacity of the heat pump B is set higher than that when the heat pump B is operated at the time of rapid charging (step SB6). By doing so, power consumption increases, but it is possible to cope with normal charging because there is a margin in power compared to rapid charging.

  Thereafter, the process proceeds to step SA6 in the flowchart shown in FIG.

  If it is determined as NO in step SB8 and the remaining amount of the battery 120 is equal to or less than the predetermined value, the process proceeds to step SB11. In step SB11, the refrigerant heater 105 is not operated. In step SB12 following step SB11, the heat pump B is operated. Thereafter, the process proceeds to step SA6 in the flowchart shown in FIG.

  On the other hand, if it is determined NO in step SB1 and charging is not in progress, the process proceeds to step SB2, and the heat pump B is not operated. Then, the process proceeds to step SB13, and it is determined whether or not the remaining amount of the battery 120 is greater than a predetermined value. When it is determined NO in step SB13 and the remaining amount of the battery 120 is less than the predetermined value, the process proceeds to step SB14 and the refrigerant heater 105 is not operated. Thereafter, the process proceeds to step SA6 in the flowchart shown in FIG.

  When it is determined as YES in Step SB13 and the remaining amount of the battery 120 is larger than the predetermined value, the process proceeds to Step SB15 and the refrigerant heater 105 is operated. Thereafter, the process proceeds to step SA6 in the flowchart shown in FIG.

  After the charge determination control, in step SA6 of the flowchart shown in FIG. 10, the air conditioner 1 is operated in the low outside air heating operation mode. At this time, when the refrigerant heater 105 is operated in step SA3, the start-up of heating can be accelerated because the refrigerant is preheated. Further, in the low outside air heating operation mode, high-temperature conditioned air can be generated and supplied to the passenger compartment as described above, so that comfort can be improved.

  In step SA7 following step SA6, the discharge amount of the compressor 100 is calculated. This is performed in the compressor discharge state detection unit 126 of the control device A.

  In step SA8 following step SA7, the outside air temperature TG is detected again. In step SA9 following step SA8, it is determined whether or not the air conditioner 1 is turned off. This can be determined based on whether or not the air conditioning operation switch 41 has been turned OFF by the passenger. If it is determined as YES in step SA9 and the air conditioner 1 is turned off, the process proceeds to step SA10 to stop the operation and end.

  When it is determined NO in Step SA9 and the operation of the air conditioner 1 is continued, the process proceeds to Step SA11 and the same outside air temperature determination as in Step SA2 is performed. When the outside air temperature is lower than −5 ° C., the process returns to step SA6 to continue the operation in the low outside air heating operation mode. When the outside air temperature is −5 ° C. or more and 0 ° C. or less, the process proceeds to step SA12. If higher, the process proceeds to Step SA5 described later.

  In step SA12, the discharge amount of the compressor 100 is calculated as in step SA7. In step SA13 following step SA12, since the outside air temperature is −5 ° C. or more and 0 ° C. or less, the air conditioner 1 is operated in the normal heating operation mode described above. And it progresses to the frost formation determination and defrost control flow shown in FIG. This frost determination and defrost control flow will be described later.

  On the other hand, in step SA4, where the outside air temperature is determined to be −5 ° C. or more and 0 ° C. or less in step SA2 of the flowchart shown in FIG. 10, the air conditioner 1 is operated in the normal heating operation mode described above. Thereafter, the process proceeds to Steps SA8 and SA9. If YES is determined in Step SA9, the process proceeds to Step SA10 and the operation of the air conditioner 1 is stopped. On the other hand, if it is determined to be ON in step SA9, the process proceeds to step SA11 to determine the outside air temperature. If the outside air temperature is lower than −5 ° C., the process returns to step SA6 to operate in the low outside air heating operation mode. If the temperature is -5 ° C. or more and 0 ° C. or less, the process proceeds to Steps SA12 and SA13 to continue the operation in the normal heating operation mode. If the temperature is higher than 0 ° C., the process proceeds to Step SA5 described later.

  Moreover, in step SA5 which progressed after it was determined in step SA2 that the outside air temperature is higher than 0 ° C., the air conditioner 1 is operated in the cooling operation mode described above. Thereafter, the process proceeds to step SA14, and the discharge amount of the compressor 100 is calculated in the same manner as in step SA7. Then, it progresses to step SA8, SA9, and when it determines with YES by step SA9, it progresses to step SA10 and the driving | operation of the air conditioner 1 is stopped. On the other hand, if it is determined to be ON in step SA9, the process proceeds to step SA11 to determine the outside air temperature. If the outside air temperature is lower than −5 ° C., the process returns to step SA6 to operate in the low outside air heating operation mode. If it is −5 ° C. or more and 0 ° C. or less, the process proceeds to steps SA12 and SA13 to continue the operation in the normal heating operation mode. If it is higher than 0 ° C., the process proceeds to step SA5 and the cooling operation mode is performed. drive.

  Next, frost formation determination and defrost control will be described based on the flowchart shown in FIG. The frosting determination and the defrosting control are performed through the above-described step SA13.

  In step SC1 after the start, the output signals of the sensors 109c, 109d, 112 to 117, 121 are captured. In subsequent step SC2, it is estimated whether or not the vehicle exterior heat exchanger 109 is in a frosted state.

  The estimation procedure in step SC2 will be specifically described. First, the surface temperature of the vehicle exterior heat exchanger 109 is obtained based on the output signal of the surface temperature detection sensor 109d of the vehicle exterior heat exchanger 109. When the surface temperature of the vehicle exterior heat exchanger 109 is at a temperature where frost formation tends to occur near the freezing point, it is estimated that the vehicle exterior heat exchanger 109 is in a frosted state. The temperature at which frost formation easily occurs is, for example, −3 ° C. or lower. In addition, it is preferable to estimate that the exterior heat exchanger 109 is in a frosted state after a predetermined time has elapsed since the surface temperature of the exterior heat exchanger 109 becomes a temperature at which frost formation is likely to occur. Further, when the vehicle exterior heat exchanger 109 estimates the frost formation state, the outside air temperature and the operation state of the air conditioner 1 may be taken into consideration.

  The surface temperature detection sensor 109d may be disposed so as to directly detect the surface temperature of the vehicle exterior heat exchanger 109, or may be disposed in the vicinity of the vehicle exterior heat exchanger 109 to indirectly control the surface temperature. May be detected automatically.

  Further, in step SC2, the degree of change in the surface temperature of the exterior heat exchanger 109 may be detected, and it may be estimated that the frost state is based on the detection result. That is, when the degree of decrease in the surface temperature of the exterior heat exchanger 109 is a predetermined level or more (for example, a decrease rate of 5 ° C. or more per minute), frost is likely to be formed on the surface of the exterior heat exchanger 109. Therefore, if this is detected, it is estimated that the vehicle exterior heat exchanger 109 is in a frosted state.

  In step SC2, the pressure of the refrigerant flowing through the vehicle exterior heat exchanger 109 is obtained by the refrigerant pressure sensor 109c, and when the pressure is below a predetermined value, the vehicle exterior heat exchanger 109 is in a frosted state. You may make it estimate that there exists. That is, when frosting starts in the vehicle exterior heat exchanger 109, the heat transfer area decreases and the heat absorption amount decreases, resulting in a decrease in refrigerant temperature (evaporation pressure), and frost formation proceeds due to the decrease in refrigerant temperature. I will do it. Therefore, as the frosting progresses, the pressure of the refrigerant flowing through the exterior heat exchanger 109 decreases, and it is accurately estimated whether or not the frosting state is based on this pressure value. Is possible. As a method for setting the predetermined value, a pressure value when frost is not formed in the vehicle exterior heat exchanger 109 is measured, and a value that is, for example, about 20% lower than the pressure value may be set as the predetermined value.

  Further, in step SC2, the degree of change in the pressure of the refrigerant flowing through the outdoor heat exchanger 109 may be detected, and it may be estimated that the frost state is based on the detection result. A large decrease in the pressure of the refrigerant flowing through the vehicle exterior heat exchanger 109 means that frost formation is in progress, and whether or not the frost state is present based on the change rate of the pressure. It becomes possible to estimate accurately.

  In step SC2, whether or not the vehicle exterior heat exchanger 109 is in a frosted state is estimated based on both the surface temperature of the vehicle exterior heat exchanger 109 and the pressure of the refrigerant flowing through the vehicle exterior heat exchanger 109. You may make it do.

  If it is determined as YES in step SC2 and it is estimated that the vehicle exterior heat exchanger 109 is in a frosted state, the process proceeds to step SC3. On the other hand, it is determined NO in step SC2 and the vehicle exterior heat exchanger 109 is When it is estimated that the frosting state is not established, the process returns to step SA8 in the flowchart shown in FIG. 10 and the operation in the normal heating operation mode is continued.

  In step SC3, which is determined as YES in step SC2, the discharge amount of the compressor 100 is calculated. The discharge amount is basically larger than the amount calculated in step SA12 in the flowchart shown in FIG. The discharge amount is increased as the outside air temperature is lower, the discharge amount is increased as the amount of air blown by the indoor fan 5 is increased, and the discharge amount is increased as the inside air temperature is lower. For example, when the outside air temperature is lower than −10 ° C., the discharge amount is increased as compared with the case of −10 ° C. or higher, and when the air flow rate is larger than the central air volume between the maximum air flow and the minimum air flow, it is less than that. The discharge amount is increased as compared with the case. Further, when the discharge amount of the compressor 100 calculated in step SA15 is larger than the central amount of the maximum discharge amount and the minimum discharge amount, the discharge amount is increased as compared with the case of less than that.

  Thereafter, in step SC4, the heating amount of the refrigerant heater 105 is calculated. The amount of heating in step SC4 increases as the outside air temperature decreases, increases as the discharge amount of the compressor 100 calculated in step SC3 increases, and increases as the amount of air blown by the indoor fan 5 increases. Further, the heating amount is increased as the inside air temperature is lower. For example, when the outside air temperature is lower than −10 ° C., the heating amount is increased as compared with the case of −10 ° C. or higher. The heating amount is increased compared to the case of. Further, if the discharge amount of the compressor 100 calculated in step SA12 is larger than the central amount of the maximum discharge amount and the minimum discharge amount, the heating amount is increased as compared with the case of less than that.

  In step SC5 following step SC4, the refrigerant heater 105 is turned ON. At this time, the electric power supplied to the refrigerant heater 105 is set to be the heating amount calculated in step SC4. In step SC6 following step SC5, the discharge amount of the compressor 100 is increased so as to be the discharge amount calculated in step SC3.

  In step SC7 following step SC6, superheat control is performed to control the heating amount of the refrigerant heater 105 so that the refrigerant on the suction side of the compressor 100 is in a superheat state. In Step SC7, first, the pressure and temperature of the refrigerant on the suction side of the compressor 100 are obtained by the suction refrigerant pressure sensor 112 and the suction refrigerant temperature sensor 113, and whether or not the suction side refrigerant is in the superheat state based on these detection results. Get. Then, the heating amount of the refrigerant heater 105 is corrected so that the refrigerant on the suction side of the compressor 100 is in a superheat state, and the amount of power supplied is controlled to match that. Thereby, the liquid compression of the compressor 100 is prevented.

  In step SC8 following step SC7, the introduction ratio of the air inside the vehicle interior and the air outside the vehicle compartment is calculated. In step SC8, basically, the introduction ratio of air in the passenger compartment is increased. In step SC8, the humidity outside the vehicle compartment and the humidity inside the vehicle compartment are obtained based on the output signals of the humidity sensor 115 outside the vehicle compartment and the humidity sensor 116 inside the vehicle compartment. When the humidity difference is large, the introduction ratio is corrected so that the introduction ratio of air having a lower humidity is increased. In step SC8, the temperature outside the vehicle interior and the temperature inside the vehicle interior are obtained based on the output signals from the outside air temperature sensor 114 and the inside air temperature sensor 121, and correction is performed so as to increase the introduction ratio of the higher temperature air. May be.

  In step SC9 following step SC8, the inside / outside air switching damper 4 is moved by controlling the inside / outside air switching actuator 4a so as to achieve the introduction ratio calculated in step SC8.

  In step SC10 following step SC9, the air conditioner 1 is operated in the defrosting operation mode described above. In the defrosting operation mode, the refrigerant discharged from the compressor 100 flows into the vehicle exterior heat exchanger 109 so that the frost is melted. Furthermore, since the refrigerant is heated by the refrigerant heater 105, the temperature and pressure of the refrigerant discharged from the compressor 100 can be sufficiently increased, so that the upstream vehicle interior heat exchanger 10 and the downstream vehicle A high-temperature refrigerant is supplied to the indoor heat exchanger 11 to obtain a sufficient heating capacity.

  In step SC11 following step SC10, outdoor fan motor 109b is turned off. As a result, the cold air outside the vehicle compartment is not actively blown to the heat exchanger 109 outside the vehicle compartment, so that it is possible to quickly defrost the frost.

  In step SC12 following step SC11, it is determined whether it is a predetermined time before the end of the defrosting. That is, the scheduled defrosting end time is set in advance, and it can be determined whether or not it is a predetermined time before the end of the defrosting based on this time and the time when the defrosting operation is started. The scheduled defrosting end time may be a fixed time regardless of the operating state, or may be changed according to the outside air temperature, for example. The predetermined time in this case is preferably about several minutes, for example.

  If it is determined NO in step SC12, the process waits until a predetermined time before the end of the defrosting. On the other hand, in step SC13, which is determined to be YES in step SC12, the refrigerant heater 105 is turned off. Even if the refrigerant heater 105 is turned off, the refrigerant can be heated using preheating for a while.

  In step SC14 following step SC13, it is determined whether or not the defrosting is finished. The timing at which the defrosting is completed may be a time when the surface temperature of the outdoor heat exchanger 109 rises to 0 ° C. or more and a predetermined time has elapsed, or a time when a certain time has elapsed after starting the defrosting operation. Also good.

  In step SC15, which is determined as YES in step SC14, the outdoor fan motor 109b is turned on. Thereby, since the water adhering to the external heat exchanger 109 is blown off by the wind, re-frosting is suppressed.

  On the other hand, in step SC16, which is determined to be NO in step SC14, it is determined whether or not the temperature of the conditioned air blown from the air conditioner 1 has reached the target temperature. The temperature of the conditioned air can be obtained by providing a temperature sensor (not shown) in the casing 3. The target temperature is set by the temperature setting by the air conditioning operation switch 41 by the occupant, the inside air temperature sensor 121, the outside air temperature sensor 114, and the like.

  If it is determined YES in step SC16 and the temperature of the conditioned air has not reached the target temperature, the process proceeds to step SC17. In step SC17, since the air conditioner 1 is operated in the low outside air heating operation mode, the refrigerant heater 105 is turned on. As a result, the temperature of the conditioned air increases and approaches the target temperature, and it becomes difficult for the passenger to feel uncomfortable.

  In step SC18 following step SC17, it is determined whether or not the temperature of the conditioned air has reached the target temperature. If it is determined YES in step SC18 and the temperature of the conditioned air reaches the target temperature, the process returns to step SC14. If it is determined NO in step SC18, the process returns to step SC17, and the operation in the low outside air heating operation mode is continued.

  As described above, according to the vehicle air conditioner 1 according to the first embodiment, when the outside air temperature is low and heat absorption from the atmosphere cannot be expected, power is supplied from the battery 120 to the refrigerant heater 105. The refrigerant is heated. Thereby, the start-up of heating becomes early at the time of heating start.

  When the battery 120 is rapidly charged, the heat pump B or the refrigerant heater 105 is controlled so that the heating capacity is lower than that during normal charging. Can be reduced, and prolonged charging time can be suppressed. Thereby, while shortening charge time, a high heating capability can be acquired and a passenger | crew's comfort can be improved.

  Further, since the heat pump B or the refrigerant heater 105 is controlled so that the heating capacity is low when charging is not being performed, the consumption of the battery 120 can be reduced, and the reduction in the travelable distance can be suppressed. .

  In addition, there is a sufficient amount of power during normal charging when the charging speed of the battery 120 is slow. At this time, it is possible to obtain a high heating capacity by operating the refrigerant heater 105 and the heat pump B in steps SB9 and SB10 in the flowchart of FIG.

  When the battery 120 is rapidly charged, it is preferable to operate the heat pump B without operating the refrigerant heater 105. By doing so, heating is performed while suppressing power consumption and Comfort can be increased.

  Further, when charging is not being performed, power consumption can be suppressed by not operating the heat pump B as shown in step SB2 of the flowchart of FIG. At this time, by operating the refrigerant heater 105 in step SB15, the start-up of heating when the heat pump B is subsequently operated can be accelerated, and passenger comfort can be enhanced.

  Moreover, at the time of quick charge with the quick charge speed of the battery 120, power consumption can be suppressed by not operating the heat pump B in step SB7. In this case, by operating the refrigerant heater 105 in step SB4, the start-up of heating when the heat pump B is subsequently operated can be accelerated, and the comfort of the passenger can be enhanced. Furthermore, when charging is not being performed, it is preferable not to operate the heat pump B and the refrigerant heater 105. This can suppress power consumption and reduce the travelable distance due to the influence of air conditioning. Can be avoided.

  Further, since the amount of refrigerant heated by the refrigerant heater 105 is changed based on the temperature outside the passenger compartment, wasteful power consumption can be suppressed and high heating capacity can be obtained efficiently only when necessary.

  Further, when the remaining amount of the battery 120 is large, the heat pump B or the refrigerant heater 105 can be controlled so as to increase the heating capacity. To increase passenger comfort.

  In addition, it is preferable that the refrigerant heater 105 is operated only when it is detected that the battery 120 is being charged, thereby reliably suppressing power consumption of the battery 120 and increasing the travelable distance. Can be long.

(Embodiment 2)
FIG. 13 shows a schematic structure of the vehicle air conditioner 1 according to Embodiment 2 of the present invention. The second embodiment is implemented in that the refrigerant discharged from the compressor 100 can flow to the heat exchanger 109 outside the vehicle by bypassing the downstream heat exchanger 11 if necessary. It differs from that of Form 1. Hereinafter, parts different from those of the first embodiment will be described in detail.

  That is, in the heat pump B of the second embodiment, the downstream side passenger compartment that constitutes a bypass passage for allowing the refrigerant discharged from the compressor 100 to flow through the downstream side passenger compartment heat exchanger 11 and flow to the vehicle exterior heat exchanger 109. A heat exchanger bypass pipe 130, a valve device 131 that opens and closes a bypass passage of the downstream-side vehicle interior heat exchanger bypass pipe 130, and a valve control unit 132 that controls the valve device 131 are provided. In addition, a temperature sensor (refrigerant temperature detection unit) 133 that detects the refrigerant temperature at the refrigerant outlet of the downstream side vehicle interior heat exchanger 11 is provided on the refrigerant discharge side pipe 104b of the downstream side vehicle interior heat exchanger 11. ing.

  The downstream side vehicle interior heat exchanger bypass pipe 130 extends to connect the pipe 104a and the pipe 104b. The valve device 131 is configured by a known electromagnetic valve or the like. In addition, a valve device 131 and a temperature sensor 133 are connected to the valve control unit 132. The valve control unit 132 is configured to open and close the valve device 131 according to the refrigerant temperature detected by the temperature sensor 133.

  Specifically, the valve control unit 132 sends a control signal to the valve device 131 so as to open the valve device 131 when the refrigerant temperature at the refrigerant outlet is not lower than a predetermined temperature. On the other hand, when the refrigerant temperature is lower than the predetermined temperature and is in a low state, a control signal is sent to the valve device 131 so as to close the valve device 131.

  Here, since the high temperature refrigerant | coolant discharged from the compressor 100 flows into the downstream vehicle interior heat exchanger 11, the refrigerant | coolant temperature in a refrigerant | coolant outlet part falls, so that there are many heat exchange amounts with air. That is, if the refrigerant temperature at the refrigerant outlet is below a predetermined value, it can be determined that weak cooling or heating is required, while if the refrigerant temperature is not lower than the predetermined temperature, a comparison is made. It can be determined that strong cooling (rapid cooling) is required. Only when it is determined by the valve control unit 132 that strong cooling is required, the valve device 131 is opened, so that almost no refrigerant flows through the downstream side heat exchanger 11. In other cases, all the refrigerant flows through the downstream-side vehicle interior heat exchanger 11. As the predetermined temperature, a value obtained from an experiment of the air conditioner 1 can be used, and is a temperature slightly lower than the temperature of the refrigerant discharged from the compressor 100.

  Next, a case where the air conditioner 1 of the second embodiment is in the cooling operation mode and a relatively strong cooling is required will be described with reference to FIG. In the cooling operation mode, the refrigerant discharged from the compressor 100 is converted into the downstream side interior heat exchanger (first interior heat exchanger) 11, the exterior heat exchanger 109, the electric pressure reducing valve 102, and the upstream interior heat exchange. Flow in the order of the vessel (second vehicle interior heat exchanger) 10. That is, the cooling operation mode is the first mode of the present invention.

  When relatively strong cooling is required in the cooling operation mode, the valve control unit 132 opens the valve device 131, so that most of the refrigerant discharged from the compressor 100 is in the downstream side cabin heat. Bypassing the exchanger 11, it flows to the vehicle exterior heat exchanger 109. Thereby, since the high-temperature refrigerant | coolant discharged from the compressor 100 does not flow into the downstream vehicle interior heat exchanger 11, the cooling efficiency improves. Further, by flowing the refrigerant by bypassing the downstream side interior heat exchanger 11, the pressure loss is reduced, and the increase in pressure on the high pressure side during rapid cooling is suppressed, and the required power of the compressor 100 is reduced. Is done. In addition, since the piping 104a is not closed, the refrigerant discharged from the compressor 100 may slightly flow into the downstream-side vehicle interior heat exchanger 11, but there is no problem because the amount thereof is small.

  In the air conditioner 1 of the second embodiment, the operation mode can be switched to each operation mode, as in the first embodiment. In the normal heating operation mode, the refrigerant discharged from the compressor 100 is in the downstream side passenger compartment. It flows in the order of the heat exchanger 11, the upstream side vehicle interior heat exchanger 10, the electric pressure reducing valve 102, and the vehicle exterior heat exchanger 109. This mode is the second mode of the present invention.

  Further, it is possible to accurately obtain whether or not strong cooling is required by detecting the refrigerant temperature at the refrigerant outlet of the downstream-side vehicle interior heat exchanger 11, and the valve device 131 is controlled accordingly. Thus, the valve device 131 can be accurately controlled.

  Therefore, also in this Embodiment 2, the same effect as Embodiment 1 is acquired.

  In addition, when strong cooling is required when in the cooling operation mode, the refrigerant is allowed to flow by bypassing the downstream side interior heat exchanger 11, so that strong cooling can be efficiently performed. it can.

  In addition, the temperature of the refrigerant at the refrigerant outlet of the downstream side interior heat exchanger 11 is detected by the temperature sensor 133, and the valve device 131 is controlled according to the detected refrigerant temperature. This can be performed accurately, and it is possible to avoid the loss of passenger comfort.

  In the second embodiment, the valve device 131 is controlled in accordance with the refrigerant temperature at the refrigerant outlet portion of the downstream-side vehicle interior heat exchanger 11. However, the present invention is not limited to this, and the operation of the air mix damper 27 is not limited thereto. The valve device 131 may be controlled accordingly. In this case, the valve control unit 132 is connected to the control device A. In the control device A, the opening degree of the air mix damper 27 is calculated based on conditions such as a set temperature in the passenger compartment. The opening signal of the air mix damper 27 is output from the control device A to the valve control unit 132.

  In the valve control unit 132, the opening degree of the air mix damper 27 is an opening degree at which the amount of air passing through the downstream-side vehicle interior heat exchanger 11 is less than a predetermined amount or an opening degree at which the air amount becomes substantially zero. In this case, a control signal is sent to the valve device 131 so as to open the valve device 131, while the opening degree of the air mix damper 27 is determined by the amount of air passing through the downstream-side vehicle interior heat exchanger 11. When the opening is equal to or greater than the fixed amount, a control signal is sent to the valve device 131 so that the valve device 131 is closed.

  In the valve control unit 132, the opening degree of the air mix damper 27 is an opening degree at which the amount of air passing through the downstream-side vehicle interior heat exchanger 11 is less than a predetermined amount or an opening degree at which the air amount becomes substantially zero. In this case, it is determined that heating is not necessary and strong cooling is necessary. On the other hand, when the opening degree of the air mix damper 27 is an opening degree at which the amount of air passing through the downstream-side vehicle interior heat exchanger 11 is equal to or greater than a predetermined amount, it is determined that weak cooling or heating is necessary. To do. As a result, when relatively strong cooling is required in the cooling operation mode, the valve control unit 132 opens the valve device 131, so that the refrigerant discharged from the compressor 100 is not in the downstream vehicle interior. The heat exchanger 11 is bypassed and flows to the vehicle exterior heat exchanger 109. As a result, since the high-temperature refrigerant discharged from the compressor 100 does not flow to the downstream-side vehicle interior heat exchanger 11, the cooling efficiency is improved, the pressure loss is reduced, and the pressure increase on the high-pressure side is suppressed. The required power of the compressor 100 is reduced.

  Further, the valve control unit 132 may be configured to determine whether cooling is requested based on conditions other than the refrigerant temperature and the operation of the air mix damper 27.

  Further, instead of the downstream side vehicle interior heat exchanger bypass pipe 130, a bypass passage constituting member 140 may be provided as in a modification shown in FIG. The bypass passage constituting member 140 is formed by molding a metal block, and includes a first passage 141 connected to the middle part of the pipe 104a of the outdoor unit U2 and a second part connected to the middle part of the pipe 104b. A passage 142 and a bypass passage 143 that connects the first passage 141 and the second passage 142 are formed. A valve device 144 for opening and closing the bypass passage 143 is disposed in the bypass passage 143. Inside the second passage 142, a valve control unit 145 that detects the refrigerant temperature at the refrigerant outlet portion of the downstream-side vehicle interior heat exchanger 11 and controls the valve device 144 is provided. The valve control unit 145 is made of a material that expands and contracts due to a temperature change, and the valve body 144a of the valve device 144 moves in the arrow X direction by the expansion and contraction. When the refrigerant temperature is equal to or lower than the predetermined temperature, the valve body 144a is moved leftward in FIG. 15 to close the valve device 144. When the refrigerant temperature is not lower than the predetermined temperature, the valve body 144a is The valve device 144 is opened by moving it to the right in the figure. This predetermined temperature may be set to a temperature for determining whether or not the above-described strong cooling is required. In this modified example, the valve device 144 and the valve control unit 145 can be built into the bypass passage constituting member 140 to be compactly integrated, so that the layout is improved. Further, the flow rate of the bypass passage 143 can be controlled.

  In the above embodiment, the indoor fan 5 is accommodated in the same casing 3 as the upstream and downstream heat exchangers 10 and 11, but the upstream and downstream heat exchangers 10 and 11 are included in the casing 3. The indoor fan may be housed in another casing (not shown).

  Further, the structure of the refrigerant heater 105 is not limited to that described above, and various electric heaters can be used.

  As the hybrid vehicle, a so-called plug-in type hybrid vehicle that can be charged from an external power source for charging (for example, a household power source) is preferable.

  As described above, the vehicle air conditioner according to the present invention is suitable for mounting on an electric vehicle, for example.

DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 10 Upstream vehicle interior heat exchanger 11 Downstream vehicle interior heat exchanger 100 Compressor 105 Refrigerant heater 114 Outside air temperature sensor (outside air temperature detecting means)
117 Battery remaining amount detection sensor (remaining amount detection means)
120 battery (storage battery)
151 Charge state detection sensor (charge state detection means)
A Controller B Heat pump

Claims (2)

In a vehicle air conditioner mounted on a vehicle equipped with a storage battery for supplying power for traveling,
A compressor operating to compress the refrigerant by electric power supplied from the storage battery, and an indoor heat exchanger disposed in a vehicle interior, and supplying the high-temperature refrigerant discharged from the compressor to the indoor heat exchanger And a heat pump having a heating mode for heating the passenger compartment,
A refrigerant heater for heating the refrigerant with electric power supplied from the storage battery;
Whether or not the storage battery is in a first charging state being charged at a first charging rate, and whether it is in a second charging state being charged at a second charging rate that is faster than the first charging rate A charge state detection means for detecting whether or not the storage battery is being charged, and
A controller for controlling the heat pump and the refrigerant heater;
The control device, when it is detected that a second charged state by the charging state detection means, than when it is detected that a first charge state, as heating capacity becomes low, and the charging When the state detection means detects that the storage battery is not being charged, the heat pump or the refrigerant heater is controlled so that the heating capacity is lower than when the storage battery is detected as being in the second charging state. When it is detected by the charging state detection means that the first charging state is detected, both the heat pump and the refrigerant heater are operated. When it is detected that the second charging state is detected, the heat pump is operated. The refrigerant heater is not operated, and when it is detected that charging is not being performed, the refrigerant heater is operated without operating the heat pump. Tei Rukoto vehicle air conditioner according to claim. In the vehicle air conditioner according to claim 1 ,
An outside air temperature detecting means for detecting the temperature outside the passenger compartment,
The control device sets the heating amount of the refrigerant heater when in the first charging state, based on the temperature outside the passenger compartment detected by the outside air temperature detecting means.

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