JP5750797B2 - Air conditioner for vehicles - Google Patents

Air conditioner for vehicles Download PDF

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JP5750797B2
JP5750797B2 JP2011040132A JP2011040132A JP5750797B2 JP 5750797 B2 JP5750797 B2 JP 5750797B2 JP 2011040132 A JP2011040132 A JP 2011040132A JP 2011040132 A JP2011040132 A JP 2011040132A JP 5750797 B2 JP5750797 B2 JP 5750797B2
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temperature
air
passenger compartment
dehumidifying
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JP2012176659A (en
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鈴木　謙一
謙一 鈴木
秀憲 武居
秀憲 武居
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Sanden Holdings Corp
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Priority to CN201510483040.0A priority patent/CN105015305B/en
Priority to PCT/JP2012/050996 priority patent/WO2012108240A1/en
Priority to US13/985,035 priority patent/US9643470B2/en
Priority to DE112012000758T priority patent/DE112012000758T5/en
Priority to CN201280008422.2A priority patent/CN103502030B/en
Priority to CN201510482963.4A priority patent/CN105020921B/en
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/88—Optimized components or subsystems, e.g. lighting, actively controlled glasses

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Description

本発明は、例えば、電気自動車に適用可能な車両用空気調和装置に関するものである。   The present invention relates to a vehicle air conditioner applicable to, for example, an electric vehicle.

従来、この種の車両用空気調和装置では、車両の動力源としてのエンジンによって駆動する圧縮機と、車室外に設けられた放熱器と、車室内に設けられた吸熱器と、を備え、圧縮機が吐出した冷媒を放熱器において放熱させるとともに、吸熱器において吸熱させ、吸熱器において冷媒と熱交換した空気を車室内に供給することで冷房運転を行っている。また、従来の車両用空気調和装置では、車室内にヒータコアを備え、エンジンの冷却に用いた冷却水の排熱をヒータコアにおいて放熱させ、ヒータコアにおいて冷却水と熱交換した空気を車室内に向かって吹出すことで暖房運転を行っている。さらに、従来の車両用空気調和装置では、車室内に供給する空気を吸熱器において要求される絶対湿度まで冷却して除湿し、吸熱器において冷却して除湿された空気をヒータコアにおいて所望の温度まで加熱した後に車室内に向かって吹出す除湿暖房運転を行っている。   Conventionally, this type of vehicle air conditioner includes a compressor driven by an engine as a power source of the vehicle, a radiator provided outside the passenger compartment, and a heat absorber provided inside the passenger compartment, and is compressed. The refrigerant discharged from the machine dissipates heat in the radiator, absorbs heat in the heat absorber, and supplies the air that has exchanged heat with the refrigerant in the heat absorber into the passenger compartment to perform the cooling operation. Further, in the conventional vehicle air conditioner, a heater core is provided in the vehicle interior, the exhaust heat of the cooling water used for cooling the engine is radiated in the heater core, and the air that has exchanged heat with the cooling water in the heater core is directed toward the vehicle interior. Heating operation is performed by blowing out. Further, in the conventional vehicle air conditioner, the air supplied to the passenger compartment is dehumidified by cooling to the absolute humidity required in the heat absorber, and the air dehumidified by the heat absorber is dehumidified to a desired temperature in the heater core. A dehumidifying and heating operation is performed in which the air is heated toward the passenger compartment after heating.

前記車両用空気調和装置では、暖房運転及び除湿暖房運転において空気を加熱する熱源としてエンジンの排熱を利用している。車両の動力源が電動モータである電気自動車は、エンジンのように空気を十分に加熱可能な排熱が発生しないため、前記車両用空気調和装置を適用することができない。   In the vehicle air conditioner, exhaust heat of the engine is used as a heat source for heating air in heating operation and dehumidifying heating operation. An electric vehicle in which the power source of the vehicle is an electric motor does not generate exhaust heat that can sufficiently heat air like an engine, and thus the vehicle air conditioner cannot be applied.

そこで、電気自動車に適用することができる車両用空気調和装置として、冷媒を圧縮して吐出する圧縮機と、車室内側に設けられ、冷媒を放熱させる放熱器と、車室内側に設けられ、冷媒を吸熱させる吸熱器と、車室外側に設けられ、冷媒を放熱または吸熱させる室外熱交換器と、を備え、圧縮機が吐出した冷媒を放熱器において放熱させ、放熱器において放熱した冷媒を室外熱交換器において吸熱させる暖房運転と、圧縮機が吐出した冷媒を放熱器において放熱させ、放熱器において放熱した冷媒を吸熱器及び室外熱交換器の少なくとも吸熱器において吸熱させる除湿暖房運転と、圧縮機が吐出した冷媒を室外熱交換器において放熱させ、吸熱器において吸熱させる冷房運転と、圧縮機から吐出された冷媒を放熱器及び室外熱交換器において放熱させ、吸熱器において吸熱させる除湿冷房運転と、を切換え可能としたものが知られている（例えば、特許文献１参照）。   Therefore, as a vehicle air conditioner that can be applied to an electric vehicle, a compressor that compresses and discharges a refrigerant, a radiator that is provided on the vehicle interior side, and that dissipates the refrigerant, and a vehicle interior side are provided. A heat absorber that absorbs the refrigerant, and an outdoor heat exchanger that is provided outside the passenger compartment and that radiates or absorbs the refrigerant. The refrigerant discharged from the compressor is radiated in the radiator, and the refrigerant radiated in the radiator is Heating operation for absorbing heat in the outdoor heat exchanger, dehumidifying heating operation for dissipating the refrigerant discharged from the compressor in the radiator, and absorbing the refrigerant dissipated in the radiator in at least the heat absorber of the heat absorber and the outdoor heat exchanger, Cooling operation in which the refrigerant discharged from the compressor dissipates heat in the outdoor heat exchanger and absorbs heat in the heat absorber, and the refrigerant discharged from the compressor enters the heat radiator and the outdoor heat exchanger. Is radiating, those dehumidifying and cooling operation to heat absorption, and can be switched are known in the heat absorber (see, for example, Patent Document 1).

特開平０６−２７８４５１号公報Japanese Patent Laid-Open No. 06-278451

前記電気自動車では、車両用空気調和装置の運転によって車両走行用の電力が消費される。このため、車両用空気調和装置で特に電力の消費量が大きい除湿暖房運転の時間が継続する場合には、車両用空気調和装置の運転によって消費される電力量の割合が大きくなるため、車両の走行可能距離が短くなるおそれがある。   In the electric vehicle, power for driving the vehicle is consumed by the operation of the vehicle air conditioner. For this reason, when the duration of the dehumidifying and heating operation in which the amount of power consumption is particularly large in the vehicle air conditioner continues, the ratio of the amount of power consumed by the operation of the vehicle air conditioner increases. There is a possibility that the travelable distance may be shortened.

本発明の目的とするところは、車両の走行可能距離の低下を防止するとともに、車室内の空気調和を継続することのできる車両用空気調和装置を提供することにある。   An object of the present invention is to provide a vehicle air conditioner that can prevent a decrease in the travelable distance of a vehicle and can continue air conditioning in a passenger compartment.

本発明は、前記目的を達成するために、冷媒を圧縮して吐出する圧縮機と、車室内側に設けられ、冷媒を放熱させる放熱器と、車室内側に設けられ、冷媒を吸熱させる吸熱器と、車室外側に設けられ、冷媒を放熱または吸熱させる室外熱交換器と、を備え、圧縮機が吐出した冷媒を室外熱交換器において放熱させ、室外熱交換器において放熱させた冷媒を膨張手段によって減圧させた後に吸熱器において吸熱させる冷房運転と、圧縮機から吐出された冷媒を放熱器および室外熱交換器において放熱させ、放熱器および室外熱交換器において放熱させた冷媒を膨張手段によって減圧させた後に吸熱器において吸熱させる除湿冷房運転と、圧縮機が吐出した冷媒を放熱器において放熱させ、放熱器において放熱させた冷媒を膨張手段によって減圧させた後に室外熱交換器において吸熱させる暖房運転と、圧縮機が吐出した冷媒を放熱器において放熱させ、放熱器において放熱させた冷媒を膨張手段によって減圧させた後に吸熱器及び室外熱交換器の少なくとも吸熱器において吸熱させる除湿暖房運転と、を切換え可能な車両用空気調和装置において、車室外の温度、車室内の温度、車室内の湿度、日射量の少なくとも１つの環境条件を検出可能な環境条件検出手段と、車室を構成する窓ガラスの曇りの発生の有無を判定可能な曇り判定手段と、環境条件検出手段によって検出される環境条件に基づいて、暖房運転、除湿暖房運転、冷房運転、除湿冷房運転を切換える第１切換えモードと、環境条件検出手段によって検出される環境条件に基づいて、暖房運転、除湿暖房運転、冷房運転、除湿冷房運転を切換えるとともに、曇り判定手段によって窓ガラスに曇りが発生すると判定した場合のみ除湿暖房運転を行う第２切換えモードと、環境条件検出手段によって検出される環境条件に基づいて、暖房運転、冷房運転、除湿冷房運転を切換える第３切換えモードと、第１切換えモード、第２切換えモード及び第３切換えモードを切り換え可能なモード切換え手段と、を備えている。   In order to achieve the above object, the present invention provides a compressor that compresses and discharges a refrigerant, a radiator that is provided on the vehicle interior side and dissipates the refrigerant, and a heat absorption that is provided on the vehicle interior side and absorbs the refrigerant. And an outdoor heat exchanger that is provided outside the passenger compartment and dissipates or absorbs heat from the refrigerant, and dissipates the refrigerant discharged from the compressor in the outdoor heat exchanger and dissipates heat in the outdoor heat exchanger. Cooling operation in which heat is absorbed in the heat absorber after being depressurized by the expansion means, and the refrigerant discharged from the compressor is radiated in the radiator and the outdoor heat exchanger, and the refrigerant radiated in the radiator and the outdoor heat exchanger is expanded in the expansion means Dehumidifying and cooling operation in which heat is absorbed in the heat absorber after being depressurized by the heat, and the refrigerant discharged from the compressor is radiated in the radiator, and the refrigerant radiated in the radiator is depressurized by the expansion means Heating operation in which heat is absorbed in the outdoor heat exchanger after the heat is discharged, the refrigerant discharged from the compressor is radiated in the radiator, and the refrigerant radiated in the radiator is decompressed by the expansion means, and then the heat absorber and the outdoor heat exchanger In a vehicle air conditioner capable of switching between at least a dehumidifying and heating operation for absorbing heat in a heat absorber, an environment capable of detecting at least one environmental condition of temperature outside the vehicle, temperature inside the vehicle, humidity in the vehicle, and amount of solar radiation Based on the environmental conditions detected by the condition detection means, the fogging determination means capable of determining whether the window glass constituting the passenger compartment is fogged, and the environmental conditions detected by the environmental condition detection means, heating operation, dehumidification heating operation, cooling operation , Based on the first switching mode for switching the dehumidifying and cooling operation and the environmental condition detected by the environmental condition detecting means, the heating operation, the dehumidifying heating operation, the cooling operation, Based on the second switching mode in which the dehumidifying and heating operation is performed only when it is determined that the window glass is fogged by the fogging determination unit, and the heating operation based on the environmental condition detected by the environmental condition detection unit. A third switching mode for switching between the cooling operation and the dehumidifying cooling operation; and a mode switching means capable of switching between the first switching mode, the second switching mode, and the third switching mode.

これにより、消費電力量の異なる第１切換えモード、第２切換えモード及び第３切換えモードが切り換え可能となることから、搭乗者によって第１切換えモード、第２切換えモードまたは第３切換えモードが任意に選択可能となる。   As a result, the first switching mode, the second switching mode, and the third switching mode with different power consumption can be switched, so that the passenger can arbitrarily select the first switching mode, the second switching mode, or the third switching mode. Selectable.

本発明によれば、車両の搭乗者によって第１切換えモード、第２切換えモードまたは第３切換えモードが任意に選択可能となるので、第１切換えモードと比較して消費電力量が小さい第２切換えモードまたは第３切換えモードを選択することによって、車両の走行可能距離の低下を防止するとともに、車室内の空気調和を継続することが可能となる。   According to the present invention, since the first switching mode, the second switching mode, or the third switching mode can be arbitrarily selected by the vehicle occupant, the second switching that consumes less power than the first switching mode. By selecting the mode or the third switching mode, it is possible to prevent a decrease in the travelable distance of the vehicle and to continue air conditioning in the vehicle interior.

本発明の一実施形態を示す車両用空気調和装置の概略構成図である。1 is a schematic configuration diagram of a vehicle air conditioner showing an embodiment of the present invention. 制御系を示すブロック図Block diagram showing the control system 冷房運転及び除湿冷房運転を示す車両用空気調和装置の概略構成図である。It is a schematic block diagram of the vehicle air conditioner which shows a cooling operation and a dehumidification cooling operation. 暖房運転を示す車両用空気調和装置の概略構成図である。It is a schematic block diagram of the vehicle air conditioner which shows heating operation. 第１除湿暖房運転を示す車両用空気調和装置の概略構成図である。It is a schematic block diagram of the vehicle air conditioner which shows 1st dehumidification heating operation. 第２除湿暖房運転を示す車両用空気調和装置の概略構成図である。It is a schematic block diagram of the air conditioning apparatus for vehicles which shows 2nd dehumidification heating operation. 除霜運転を示す車両用空気調和装置の概略構成図である。It is a schematic block diagram of the vehicle air conditioner which shows a defrost driving | operation. 通常モードにおける運転切換え制御処理を示すフローチャートである。It is a flowchart which shows the driving | operation switching control process in normal mode. 第１省エネモードにおける運転切換え制御処理を示すフローチャートである。It is a flowchart which shows the driving | operation switching control process in 1st energy saving mode. 第２省エネモードにおける運転切換え制御処理を示すフローチャートである。It is a flowchart which shows the driving | operation switching control process in 2nd energy saving mode.

図１乃至図１０は、本発明の一実施形態を示すものである。   1 to 10 show an embodiment of the present invention.

本発明の車両用空気調和装置は、図１に示すように、車室内に設けられた空調ユニット１０と、車室内および車室外に亘って構成された冷媒回路２０と、を備えている。   As shown in FIG. 1, the vehicle air conditioner of the present invention includes an air conditioning unit 10 provided in a vehicle interior, and a refrigerant circuit 20 configured across the vehicle interior and the exterior of the vehicle interior.

空調ユニット１０は、車室内に供給する空気を流通させるための空気流通路１１を有している。空気流通路１１の一端側には、車室外の空気を空気流通路１１に流入させるための外気吸入口１１ａと、車室内の空気を空気流通路１１に流入させるための内気吸入口１１ｂと、が設けられている。また、空気流通路１１の他端側には、空気流通路１１を流通する空気を車室内の搭乗者の足元に向かって吹き出させるフット吹出口１１ｃと、空気流通路１１を流通する空気を車室内の搭乗者の上半身に向かって吹き出させるベント吹出口１１ｄと、空気流通路１１を流通する空気を車両のフロントガラスの車室内側の面に向かって吹き出させるデフ吹出口１１ｅと、が設けられている。   The air conditioning unit 10 has an air flow passage 11 for circulating air supplied into the vehicle interior. On one end side of the air flow passage 11, an outside air intake port 11 a for allowing the air outside the vehicle interior to flow into the air flow passage 11, an inside air intake port 11 b for allowing the air inside the vehicle interior to flow into the air flow passage 11, Is provided. Further, on the other end side of the air flow passage 11, a foot outlet 11 c that blows out air flowing through the air flow passage 11 toward the feet of the passengers in the passenger compartment, and air flowing through the air flow passage 11 are supplied to the vehicle. A vent outlet 11d that blows out toward the upper body of the passenger in the room, and a differential outlet 11e that blows out the air flowing through the air flow passage 11 toward the surface of the vehicle windshield toward the vehicle interior side. ing.

空気流通路１１内の一端側には、空気を空気流通路１１の一端側から他端側に向かって流通させるためのシロッコファン等の室内送風機１２が設けられている。この室内送風機１２は電動モータ１２ａによって駆動される。   An indoor blower 12 such as a sirocco fan for circulating air from one end side to the other end side of the air flow passage 11 is provided on one end side in the air flow passage 11. This indoor blower 12 is driven by an electric motor 12a.

空気流通路１１の一端側には、外気吸入口１１ａ及び内気吸入口１１ｂの一方を開放して他方を閉鎖することが可能な吸入口切換えダンパ１３が設けられている。この吸入口切換えダンパ１３は電動モータ１３ａによって駆動される。吸入口切換えダンパ１３によって内気吸入口１１ｂが閉鎖されて外気吸入口１１ａが開放されると、外気吸入口１１ａから空気が空気流通路１１に流入する外気供給モードとなる。また、吸入口切換えダンパ１３によって外気吸入口１１ａが閉鎖されて内気吸入口１１ｂが開放されると、内気吸入口１１ｂから空気が空気流通路１１に流入する内気循環モードとなる。さらに、吸入口切換えダンパ１３が外気吸入口１１ａと内気吸入口１１ｂとの間に位置し、外気吸入口１１ａと内気吸入口１１ｂがそれぞれ開放されると、吸入口切換えダンパ１３による外気吸入口１１ａ及び内気吸入口１１ｂのそれぞれの開口率に応じた割合で、外気吸入口１１ａと内気吸入口１１ｂとから空気が空気流通路１１に流入する内外気吸入モードとなる。   On one end side of the air flow passage 11, there is provided an inlet switching damper 13 that can open one of the outside air inlet 11 a and the inside air inlet 11 b and close the other. The suction port switching damper 13 is driven by an electric motor 13a. When the inside air suction port 11b is closed by the suction port switching damper 13 and the outside air suction port 11a is opened, an outside air supply mode in which air flows from the outside air suction port 11a into the air flow passage 11 is set. Further, when the outside air suction port 11a is closed by the suction port switching damper 13 and the inside air suction port 11b is opened, the inside air circulation mode in which air flows from the inside air suction port 11b into the air flow passage 11 is set. Further, when the suction port switching damper 13 is positioned between the outside air suction port 11a and the inside air suction port 11b, and the outside air suction port 11a and the inside air suction port 11b are opened, the outside air suction port 11a by the suction port switching damper 13 is opened. And the inside / outside air suction mode in which air flows into the air flow passage 11 from the outside air suction port 11a and the inside air suction port 11b at a ratio corresponding to the respective opening ratios of the inside air suction port 11b.

空気流通路１１の他端側のフット吹出口１１ｃ、ベント吹出口１１ｄ及びデフ吹出口１１ｅのそれぞれには、各吹出口１１ｃ，１１ｄ，１１ｅを開閉するための吹出口切換えダンパ１３ｂ，１３ｃ，１３ｄが設けられている。この吹出口切換えダンパ１３ｂ，１３ｃ，１３ｄは、図示しないリンク機構によって連動するように構成され、電動モータ１３ｅによってそれぞれ開閉される。ここで、吹出口切換えダンパ１３ｂ，１３ｃ，１３ｄによってフット吹出口１１ｃが開放されてベント吹出口１１ｄが閉鎖され、デフ吹出口１１ｅが僅かに開放されると、空気流通路１１を流通する空気の大部分がフット吹出口１１ｃから吹き出されると共に残りの空気がデフ吹出口１１ｅから吹き出されるフットモードとなる。また、吹出口切換えダンパ１３ｂ，１３ｃ，１３ｄによってフット吹出口１１ｃ及びデフ吹出口１１ｅが閉鎖されてベント吹出口１１ｄが開放されると、空気流通路１１を流通する空気の全てがベント吹出口１１ｄから吹き出されるベントモードとなる。さらに、吹出口切換えダンパ１３ｂ，１３ｃ，１３ｄによってフット吹出口１１ｃ及びベント吹出口１１ｄが開放されてデフ吹出口１１ｅが閉鎖されると、空気流通路１１を流通する空気がフット吹出口１１ｃ及びベント吹出口１１ｄから吹き出されるバイレベルモードとなる。また、吹出口切換えダンパ１３ｂ，１３ｃ，１３ｄによってフット吹出口１１ｃ及びベント吹出口１１ｄが閉鎖されてデフ吹出口１１ｅが開放されると、空気流通路１１を流通する空気がデフ吹出口１１ｅから吹き出されるデフモードとなる。また、吹出口切換えダンパ１３ｂ，１３ｃ，１３ｄによってベント吹出口１１ｄが閉鎖されてフット吹出口１１ｃ及びデフ吹出口１１ｅが開放されると、空気流通路１１を流通する空気がフット吹出口１１ｃ及びデフ吹出口１１ｅから吹き出されるデフフットモードとなる。尚、バイレベルモードにおいては、フット吹出口１１ｃから吹き出される空気の温度がベント吹出口１１ｄから吹き出される空気の温度よりも高温となる温度差が生じるように、空気流通路１１、フット吹出口１１ｃ、ベント吹出口１１ｄ、後述する吸熱器及び放熱器の互いの位置関係や構造となっている。   The outlet switching dampers 13b, 13c, and 13d for opening and closing the outlets 11c, 11d, and 11e are provided at the foot outlet 11c, the vent outlet 11d, and the differential outlet 11e on the other end side of the air flow passage 11, respectively. Is provided. The outlet switching dampers 13b, 13c, and 13d are configured to be interlocked by a link mechanism (not shown), and are opened and closed by an electric motor 13e. Here, when the foot outlet 11c is opened by the outlet switching dampers 13b, 13c, and 13d, the vent outlet 11d is closed, and the differential outlet 11e is slightly opened, the air flowing through the air flow passage 11 is reduced. Most of the air is blown from the foot outlet 11c and the remaining air is blown from the differential outlet 11e. When the foot outlet 11c and the differential outlet 11e are closed by the outlet switching dampers 13b, 13c, and 13d and the vent outlet 11d is opened, all of the air flowing through the air flow passage 11 is vented 11d. It becomes the vent mode blown out from. Further, when the foot outlet 11c and the vent outlet 11d are opened by the outlet switching dampers 13b, 13c, and 13d and the differential outlet 11e is closed, the air flowing through the air flow passage 11 is moved to the foot outlet 11c and the vent. It becomes the bilevel mode which blows off from the blower outlet 11d. When the foot outlet 11c and the vent outlet 11d are closed by the outlet switching dampers 13b, 13c, and 13d and the differential outlet 11e is opened, the air flowing through the air flow passage 11 is blown out from the differential outlet 11e. It becomes the differential mode. When the vent outlet 11d is closed by the outlet switching dampers 13b, 13c, and 13d and the foot outlet 11c and the differential outlet 11e are opened, the air flowing through the air flow passage 11 is transferred to the foot outlet 11c and the differential outlet 11c. It becomes the differential foot mode which blows off from the blower outlet 11e. In the bi-level mode, the air flow passage 11 and the foot blow are made so that the temperature difference between the air blown from the foot blower outlet 11c is higher than the temperature of the air blown from the vent blower outlet 11d. The positional relationship and structure of the outlet 11c, the vent outlet 11d, a heat absorber and a radiator described later are provided.

室内送風機１２の空気流通方向下流側の空気流通路１１には、空気流通路１１を流通する空気を冷却及び除湿するための吸熱器１４が設けられている。また、吸熱器１４の空気流通方向下流側の空気流通路１１には、空気流通路１１を流通する空気を加熱するための放熱器１５が設けられている。吸熱器１４及び放熱器１５は、それぞれ内部を流通する冷媒と空気流通路１１を流通する空気とを熱交換させるためのフィンとチューブ等からなる熱交換器である。   The air flow passage 11 on the downstream side in the air flow direction of the indoor blower 12 is provided with a heat absorber 14 for cooling and dehumidifying the air flowing through the air flow passage 11. A heat radiator 15 for heating the air flowing through the air flow passage 11 is provided in the air flow passage 11 on the downstream side in the air flow direction of the heat absorber 14. The heat absorber 14 and the heat radiator 15 are heat exchangers including fins and tubes for exchanging heat between the refrigerant flowing through the interior and the air flowing through the air flow passage 11.

吸熱器１４と放熱器１５との間の空気流通路１１には、空気流通路１１を流通する空気の放熱器１５において加熱される割合を調整するためのエアミックスダンパ１６が設けられている。エアミックスダンパ１６は電動モータ１６ａによって駆動される。エアミックスダンパ１６は、空気流通路１１の放熱器１５の上流側に位置することによって、放熱器１５において熱交換する空気の割合が減少し、空気流通路１１の放熱器１５以外の部分側に移動させることによって、放熱器１５において熱交換する空気の割合が増加する。エアミックスダンパ１６は、空気流通路１１の放熱器１５の上流側を閉鎖して放熱器１５以外の部分を開放した状態で開度が０％となり、空気流通路１１の放熱器１５の上流側を開放し、放熱器１５以外の部分を閉鎖した状態で開度が１００％となる。   The air flow path 11 between the heat absorber 14 and the heat radiator 15 is provided with an air mix damper 16 for adjusting a ratio of heating in the heat radiator 15 of the air flowing through the air flow path 11. The air mix damper 16 is driven by an electric motor 16a. Since the air mix damper 16 is positioned upstream of the radiator 15 in the air flow passage 11, the ratio of air to be heat exchanged in the radiator 15 is reduced, and the air mix damper 16 is disposed on a portion other than the radiator 15 in the air flow passage 11. By moving, the ratio of the air that exchanges heat in the radiator 15 increases. The air mix damper 16 closes the upstream side of the radiator 15 in the air flow passage 11 and opens the portion other than the radiator 15 so that the opening degree becomes 0%, and the upstream side of the radiator 15 in the air flow passage 11. Is opened and the opening is 100% with the portion other than the radiator 15 closed.

冷媒回路２０は、前記吸熱器１４、前記放熱器１５、冷媒を圧縮するための圧縮機２１、冷媒と車室外の空気とを熱交換するための室外熱交換器２２、放熱器１５から流出する、または室外熱交換器２２を流通した冷媒と吸熱器１４から流出する冷媒とを熱交換させるための内部熱交換器２３、冷媒の流路を切換えるための電動の三方弁２４、第１〜第４電磁弁２５ａ〜２５ｄ及び第１〜第２逆止弁２６ａ〜２６ｂ、流通する冷媒を減圧するための第１及び第２膨張弁２７ａ，２７ｂ、余剰となる冷媒を貯留するためのレシーバタンク２８、気体の冷媒と液体の冷媒を分離して液冷媒が圧縮機２１に吸入されることを防止するためのアキュムレータ２９を有し、これらは銅管やアルミニウム管によって接続されている。圧縮機２１及び室外熱交換器２２は、車室外に配置されている。また、圧縮機２１は電動モータ２１ａによって駆動される。室外熱交換器２２には、車両の停止時に車室外の空気と冷媒とを熱交換させるための室外送風機３０が設けられている。室外送風機３０は、電動モータ３０ａによって駆動される。第１膨張弁２７ａは、弁開度を調整可能な電子膨張弁である。   The refrigerant circuit 20 flows out of the heat absorber 14, the radiator 15, the compressor 21 for compressing the refrigerant, the outdoor heat exchanger 22 for exchanging heat between the refrigerant and the air outside the passenger compartment, and the radiator 15. Or an internal heat exchanger 23 for exchanging heat between the refrigerant flowing through the outdoor heat exchanger 22 and the refrigerant flowing out of the heat absorber 14, an electric three-way valve 24 for switching the refrigerant flow path, first to first 4 solenoid valves 25a-25d and first to second check valves 26a-26b, first and second expansion valves 27a, 27b for depressurizing the circulating refrigerant, and receiver tank 28 for storing surplus refrigerant. And an accumulator 29 for separating the gaseous refrigerant from the liquid refrigerant and preventing the liquid refrigerant from being sucked into the compressor 21, and these are connected by a copper tube or an aluminum tube. The compressor 21 and the outdoor heat exchanger 22 are disposed outside the passenger compartment. The compressor 21 is driven by an electric motor 21a. The outdoor heat exchanger 22 is provided with an outdoor blower 30 for exchanging heat between air outside the passenger compartment and the refrigerant when the vehicle is stopped. The outdoor blower 30 is driven by an electric motor 30a. The first expansion valve 27a is an electronic expansion valve capable of adjusting the valve opening degree.

具体的には、圧縮機２１の冷媒吐出側に放熱器１５の冷媒流入側が接続されることによって、冷媒流通路２０ａが設けられている。また、放熱器１５の冷媒流出側には、室外熱交換器２２の冷媒流入側が接続されることによって、冷媒流通路２０ｂが設けられている。冷媒流通路２０ｂには、三方弁２４が設けられ、三方弁２４の一方の冷媒流出側と他方の冷媒流出側が互いに並列に室外熱交換器２２の冷媒流入側に接続され、それぞれ冷媒流通路２０ｃ，２０ｄが設けられている。冷媒流通路２０ｄには、冷媒流通方向の上流側から順に、レシーバタンク２８、第１膨張弁２７ａ、第１逆止弁２６ａが設けられている。室外熱交換器２２の冷媒流出側には、圧縮機２１の冷媒吸入側と、冷媒流通路２０ｄの三方弁２４とレシーバタンク２８との間と、が互いに並列に接続されることによって、それぞれ冷媒流通路２０ｅ，２０ｆが設けられている。冷媒流通路２０ｅには、冷媒流通方向の上流側から順に、第１電磁弁２５ａ、アキュムレータ２９が設けられている。また、冷媒流通路２０ｆには、冷媒流通方向の上流側から順に、第２電磁弁２５ｂ、第２逆止弁２６ｂが設けられている。また、冷媒流通路２０ｄのレシーバタンク２８と第１膨張弁２７ａとの間には、内部熱交換器２３の高圧冷媒流入側が接続され、冷媒流通路２０ｇが設けられている。冷媒流通路２０ｇには、第３電磁弁２５ｃが設けられている。内部熱交換器２３の高圧冷媒流出側には、吸熱器１４の冷媒流入側が接続されることによって、冷媒流通路２０ｈが設けられている。冷媒流通路２０ｈには、第２膨張弁２７ｂが設けられている。吸熱器１４の冷媒流出側には、内部熱交換器２３の低圧冷媒流入側が接続されることによって、冷媒流通路２０ｉが設けられている。内部熱交換器２３の低圧冷媒流出側には、冷媒流通路２０ｅの第１電磁弁２５ａとアキュムレータ２９との間が接続されることによって、冷媒流通路２０ｊが設けられている。冷媒流通路２０ａには、室外熱交換器２２の冷媒流入側が接続されることによって、冷媒流通路２０ｋが設けられている。冷媒流通路２０ｋには、第４電磁弁２５ｄが設けられている。   Specifically, the refrigerant flow path 20 a is provided by connecting the refrigerant inflow side of the radiator 15 to the refrigerant discharge side of the compressor 21. Further, a refrigerant flow passage 20 b is provided on the refrigerant outflow side of the radiator 15 by connecting the refrigerant inflow side of the outdoor heat exchanger 22. A three-way valve 24 is provided in the refrigerant flow passage 20b, and one refrigerant outflow side and the other refrigerant outflow side of the three-way valve 24 are connected in parallel to the refrigerant inflow side of the outdoor heat exchanger 22, respectively. , 20d are provided. In the refrigerant flow passage 20d, a receiver tank 28, a first expansion valve 27a, and a first check valve 26a are provided in order from the upstream side in the refrigerant flow direction. The refrigerant outflow side of the outdoor heat exchanger 22 is connected in parallel with the refrigerant suction side of the compressor 21 and between the three-way valve 24 of the refrigerant flow passage 20d and the receiver tank 28, respectively. Flow passages 20e and 20f are provided. The refrigerant flow passage 20e is provided with a first electromagnetic valve 25a and an accumulator 29 in order from the upstream side in the refrigerant flow direction. The refrigerant flow passage 20f is provided with a second electromagnetic valve 25b and a second check valve 26b in order from the upstream side in the refrigerant flow direction. Further, the high-pressure refrigerant inflow side of the internal heat exchanger 23 is connected between the receiver tank 28 of the refrigerant flow passage 20d and the first expansion valve 27a, and a refrigerant flow passage 20g is provided. A third electromagnetic valve 25c is provided in the refrigerant flow passage 20g. A refrigerant flow passage 20 h is provided on the high-pressure refrigerant outflow side of the internal heat exchanger 23 by connecting the refrigerant inflow side of the heat absorber 14. A second expansion valve 27b is provided in the refrigerant flow passage 20h. A refrigerant flow passage 20 i is provided on the refrigerant outflow side of the heat absorber 14 by connecting the low-pressure refrigerant inflow side of the internal heat exchanger 23. A refrigerant flow passage 20j is provided on the low-pressure refrigerant outflow side of the internal heat exchanger 23 by connecting the first electromagnetic valve 25a and the accumulator 29 of the refrigerant flow passage 20e. The refrigerant flow passage 20a is provided with a refrigerant flow passage 20k by connecting the refrigerant inflow side of the outdoor heat exchanger 22 to the refrigerant flow passage 20a. A fourth solenoid valve 25d is provided in the refrigerant flow passage 20k.

さらに、車両用空気調和装置は、車室内の温度及び湿度を設定された温度及び設定された湿度とする制御を行うためのコントローラ４０を備えている。   Furthermore, the vehicle air conditioner includes a controller 40 for performing control so that the temperature and humidity in the passenger compartment are set to the set temperature and the set humidity.

コントローラ４０は、ＣＰＵ、ＲＯＭ，ＲＡＭを有している。コントローラ４０は、入力側に接続された装置からの入力信号を受信すると、ＣＰＵが、入力信号に基づいてＲＯＭに記憶されたプログラムを読み出すとともに、入力信号によって検出された状態をＲＡＭに記憶したり、出力側に接続された装置に出力信号を送信したりする。   The controller 40 has a CPU, ROM, and RAM. When the controller 40 receives an input signal from a device connected to the input side, the CPU reads a program stored in the ROM based on the input signal, and stores a state detected by the input signal in the RAM. The output signal is transmitted to a device connected to the output side.

コントローラ４０の出力側には、図２に示すように、室内送風機１２駆動用の電動モータ１２ａ、吸入口切換えダンパ１３駆動用の電動モータ１３ａ、吹出口切換えダンパ１３ｂ，１３ｃ，１３ｄ駆動用の電動モータ１３ｅ、エアミックスダンパ１６駆動用の電動モータ１６ａ、圧縮機２１駆動用の電動モータ２１ａ、三方弁２４、第１〜第４電磁弁２５ａ〜２５ｄ、第１膨張弁２７ａ、室外送風機３０駆動用の電動モータ３０ａが接続されている。   On the output side of the controller 40, as shown in FIG. 2, an electric motor 12a for driving the indoor fan 12, an electric motor 13a for driving the inlet switching damper 13, and an electric motor for driving the outlet switching dampers 13b, 13c, 13d. Motor 13e, electric motor 16a for driving air mix damper 16, electric motor 21a for driving compressor 21, three-way valve 24, first to fourth electromagnetic valves 25a to 25d, first expansion valve 27a, outdoor fan 30 driving The electric motor 30a is connected.

コントローラ４０の入力側には、図２に示すように、車室外の温度Ｔａｍを検出するための外気温度センサ４１、車室内の温度Ｔｒを検出するための内気温度センサ４２、空気流通路１１に流入する空気の温度Ｔｉを検出するための吸気温度センサ４３、吸熱器１４において冷却された後の空気の温度Ｔｅを検出するための冷却空気温度センサ４４、放熱器１５において加熱された後の空気の温度Ｔｃを検出するための加熱空気温度センサ４５、車室内の湿度Ｔｈを検出するための内気湿度センサ４６、日射量Ｔｓを検出するための例えばフォトセンサ式の日射センサ４７、車両の移動速度Ｖを検出するための速度センサ４８、目標設定温度Ｔｓｅｔや運転の切換えに関するモードを設定するための操作部４９が接続されている。   On the input side of the controller 40, as shown in FIG. 2, an outside air temperature sensor 41 for detecting the temperature Tam outside the passenger compartment, an inside air temperature sensor 42 for detecting the temperature Tr inside the passenger compartment, and the air flow passage 11 are provided. Intake air temperature sensor 43 for detecting the temperature Ti of the inflowing air, cooling air temperature sensor 44 for detecting the temperature Te of the air after being cooled in the heat absorber 14, and air after being heated in the radiator 15 A heated air temperature sensor 45 for detecting the temperature Tc of the vehicle, an indoor air humidity sensor 46 for detecting the humidity Th in the vehicle interior, a photosensor-type solar sensor 47 for detecting the amount of solar radiation Ts, and the moving speed of the vehicle A speed sensor 48 for detecting V and an operation unit 49 for setting a mode related to the target set temperature Tset and operation switching are connected.

以上のように構成された車両用空気調和装置では、冷房運転、除湿冷房運転、暖房運転、第１除湿暖房運転、第２除湿暖房運転、除霜運転が行われる。以下、それぞれの運転について説明する。   In the vehicle air conditioner configured as described above, cooling operation, dehumidifying cooling operation, heating operation, first dehumidifying heating operation, second dehumidifying heating operation, and defrosting operation are performed. Hereinafter, each operation will be described.

冷房運転及び除湿冷房運転において、冷媒回路２０では、三方弁２４の流路を冷媒流通路２０ｃ側に設定し、第２及び第３電磁弁２５ｂ，２５ｃを開放するとともに、第１及び第４電磁弁２５ａ，２５ｄを閉鎖し、圧縮機２１を運転する。
これにより、圧縮機２１から吐出された冷媒は、図３に示すように、冷媒流通路２０ａ、放熱器１５、冷媒流通路２０ｂ，２０ｃ、室外熱交換器２２、冷媒流通路２０ｆ，２０ｇ、内部熱交換器２３の高圧側、冷媒流通路２０ｈ、吸熱器１４、冷媒流通路２０ｉ、内部熱交換器２３の低圧側、冷媒流通路２０ｊ，２０ｅの順に流通して圧縮機２１に吸入される。冷媒回路２０を流通する冷媒は、室外熱交換器２２において放熱し、吸熱器１４において吸熱するとともに、除湿冷房運転としてエアミックスダンパ１６が開放されている場合には放熱器１５において放熱する。 In the cooling operation and the dehumidifying cooling operation, in the refrigerant circuit 20, the flow path of the three-way valve 24 is set to the refrigerant flow passage 20c side, the second and third electromagnetic valves 25b and 25c are opened, and the first and fourth electromagnetics are opened. The valves 25a and 25d are closed, and the compressor 21 is operated.
As a result, the refrigerant discharged from the compressor 21 is, as shown in FIG. 3, the refrigerant flow passage 20a, the radiator 15, the refrigerant flow passages 20b and 20c, the outdoor heat exchanger 22, the refrigerant flow passages 20f and 20g, The high pressure side of the heat exchanger 23, the refrigerant flow passage 20 h, the heat absorber 14, the refrigerant flow passage 20 i, the low pressure side of the internal heat exchanger 23, and the refrigerant flow passages 20 j and 20 e flow in that order and are sucked into the compressor 21. The refrigerant flowing through the refrigerant circuit 20 dissipates heat in the outdoor heat exchanger 22, absorbs heat in the heat absorber 14, and dissipates heat in the radiator 15 when the air mix damper 16 is opened as a dehumidifying and cooling operation.

このとき、冷房運転中の空調ユニット１０において、室内送風機１２を運転することによって流通する空気流通路１１の空気は、吸熱器１４において冷媒と熱交換して冷却され、車室内の温度を目標設定温度Ｔｓｅｔとするために吹出口１１ｃ，１１ｄ，１１ｅから吹き出すべき空気の温度である目標吹出温度ＴＡＯとなって車室内に吹き出される。
目標吹出温度ＴＡＯは、車室外の温度Ｔａｍ、車室内の温度Ｔｒ、日射量Ｔｓ等の環境条件を、外気温度センサ４１、内気温度センサ４２、日射センサ４７等によって検出し、検出された環境条件と目標設定温度Ｔｓｅｔに基づいて算出されるものである。 At this time, in the air-conditioning unit 10 in the cooling operation, the air in the air flow passage 11 circulated by operating the indoor blower 12 is cooled by exchanging heat with the refrigerant in the heat absorber 14, and the temperature in the vehicle interior is set as a target. In order to obtain the temperature Tset, the air is blown into the vehicle interior as the target air temperature TAO, which is the temperature of the air to be blown out from the air outlets 11c, 11d, and 11e.
The target blowing temperature TAO is obtained by detecting environmental conditions such as a temperature Tam outside the passenger compartment, a temperature Tr inside the passenger compartment, and a solar radiation amount Ts by the outside air temperature sensor 41, the inside air temperature sensor 42, the solar radiation sensor 47, and the like. And the target set temperature Tset.

また、除湿冷房運転中の空調ユニット１０において、室内送風機１２を運転することによって流通する空気流通路１１の空気は、吸熱器１４において吸熱する冷媒と熱交換して冷却されることによって除湿される。吸熱器１４において除湿された空気は、放熱器１５おいて放熱する冷媒と熱交換して加熱され、目標吹出温度ＴＡＯの空気となって車室内に吹き出される。   Further, in the air conditioning unit 10 during the dehumidifying and cooling operation, the air in the air flow passage 11 circulated by operating the indoor fan 12 is dehumidified by being cooled by exchanging heat with the refrigerant that absorbs heat in the heat absorber 14. . The air dehumidified in the heat absorber 14 is heated by exchanging heat with the refrigerant that dissipates heat in the radiator 15 and is blown into the passenger compartment as air at the target blowing temperature TAO.

暖房運転において、冷媒回路２０では、三方弁２４の流路を冷媒流通路２０ｄ側に設定し、第１電磁弁２５ａを開放するとともに、第２〜第４電磁弁２５ｂ〜２５ｄを閉鎖し、圧縮機２１を運転する。
これにより、圧縮機２１から吐出された冷媒は、図４に示すように、冷媒流通路２０ａ、放熱器１５、冷媒流通路２０ｂ、２０ｄ、室外熱交換器２２、冷媒流通路２２ｅの順に流通して圧縮機２１に吸入される。冷媒回路２０を流通する冷媒は、放熱器１５において放熱し、室外熱交換器２２において吸熱する。 In the heating operation, in the refrigerant circuit 20, the flow path of the three-way valve 24 is set on the refrigerant flow passage 20d side, the first electromagnetic valve 25a is opened, the second to fourth electromagnetic valves 25b to 25d are closed, and the compression is performed. The machine 21 is operated.
As a result, the refrigerant discharged from the compressor 21 flows in the order of the refrigerant flow passage 20a, the radiator 15, the refrigerant flow passages 20b and 20d, the outdoor heat exchanger 22, and the refrigerant flow passage 22e as shown in FIG. And sucked into the compressor 21. The refrigerant flowing through the refrigerant circuit 20 dissipates heat in the radiator 15 and absorbs heat in the outdoor heat exchanger 22.

このとき、空調ユニット１０において、室内送風機１２を運転することによって流通する空気流通路１１の空気は、吸熱器１４において冷媒と熱交換することなく、放熱器１５において冷媒と熱交換して加熱され、目標吹出温度ＴＡＯの空気となって車室内に吹き出される。   At this time, in the air conditioning unit 10, the air in the air flow passage 11 circulated by operating the indoor fan 12 is heated by exchanging heat with the refrigerant in the radiator 15 without exchanging heat with the refrigerant in the heat absorber 14. Then, the air becomes the target blowing temperature TAO and is blown into the passenger compartment.

第１除湿暖房運転において、冷媒回路２０では、三方弁２４の流路を冷媒流通路２０ｄ側に設定し、第１及び第３電磁弁２５ａ，２５ｃを開放するとともに、第２及び第４電磁弁２５ｂ，２５ｄを閉鎖し、圧縮機２１を運転する。
これにより、圧縮機２１から吐出された冷媒は、図５に示すように、冷媒流通路２０ａ、放熱器１５、冷媒流通路２０ｂ，２０ｄを順に流通する。冷媒流通路２０ｄを流通する冷媒の一部は、室外熱交換器２２、冷媒流通路２０ｅの順に流通して圧縮機２１に吸入される。また、冷媒流通路２０ｄを流通するその他の冷媒は、冷媒流通路２０ｇ、内部熱交換器２３の高圧側、冷媒流通路２０ｈ、吸熱器１４、冷媒流通路２０ｉ、内部熱交換器２３の低圧側、冷媒流通路２０ｊ，２０ｅの順に流通して圧縮機２１に吸入される。冷媒回路２０を流通する冷媒は、放熱器１５において放熱し、吸熱器１４及び室外熱交換器２２において吸熱する。 In the first dehumidifying and heating operation, in the refrigerant circuit 20, the flow path of the three-way valve 24 is set on the refrigerant flow path 20d side, the first and third electromagnetic valves 25a and 25c are opened, and the second and fourth electromagnetic valves 25b and 25d are closed and the compressor 21 is operated.
Thereby, as shown in FIG. 5, the refrigerant | coolant discharged from the compressor 21 distribute | circulates the refrigerant | coolant flow path 20a, the heat radiator 15, and the refrigerant | coolant flow paths 20b and 20d in order. A part of the refrigerant flowing through the refrigerant flow passage 20d flows through the outdoor heat exchanger 22 and the refrigerant flow passage 20e in this order, and is sucked into the compressor 21. Other refrigerants flowing through the refrigerant flow passage 20d include the refrigerant flow passage 20g, the high pressure side of the internal heat exchanger 23, the refrigerant flow passage 20h, the heat absorber 14, the refrigerant flow passage 20i, and the low pressure side of the internal heat exchanger 23. Then, the refrigerant flows through the refrigerant flow passages 20j and 20e in this order and is sucked into the compressor 21. The refrigerant flowing through the refrigerant circuit 20 radiates heat in the radiator 15 and absorbs heat in the heat absorber 14 and the outdoor heat exchanger 22.

このとき、空調ユニット１０において、室内送風機１２を運転することによって流通する空気流通路１１の空気は、吸熱器１４において冷媒と熱交換して冷却されることにより除湿される。吸熱器１４において除湿された空気は、一部の空気が放熱器１５において冷媒と熱交換することによって加熱され、目標吹出温度ＴＡＯの空気となって車室内に吹き出される。   At this time, in the air conditioning unit 10, the air in the air flow passage 11 circulated by operating the indoor blower 12 is dehumidified by being cooled by heat exchange with the refrigerant in the heat absorber 14. The air dehumidified in the heat absorber 14 is heated when a part of the air exchanges heat with the refrigerant in the radiator 15, and is blown into the vehicle interior as air at the target blowing temperature TAO.

第２除湿暖房運転において、冷媒回路２０では、三方弁２４の流路を冷媒流通路２０ｄ側に設定し、第３電磁弁２５ｃを開放するとともに、第１、第２及び第４電磁弁２５ａ，２５ｂ，２５ｄを閉鎖し、圧縮機２１を運転する。
これにより、圧縮機２１から吐出された冷媒は、図６に示すように、冷媒流通路２０ａ、放熱器１５、冷媒流通路２０ｂ，２０ｄ，２０ｇ、内部熱交換器２３の高圧側、冷媒流通路２０ｈ、吸熱器１４、冷媒流通路２０ｉ、内部熱交換器２３の低圧側、冷媒流通路２０ｊ，２０ｅの順に流通して圧縮機２１に吸入される。冷媒回路２０を流通する冷媒は、放熱器１５において放熱し、吸熱器１４において吸熱する。 In the second dehumidifying and heating operation, in the refrigerant circuit 20, the flow path of the three-way valve 24 is set on the refrigerant flow path 20d side, the third electromagnetic valve 25c is opened, and the first, second and fourth electromagnetic valves 25a, 25b and 25d are closed and the compressor 21 is operated.
Thereby, the refrigerant discharged from the compressor 21 is, as shown in FIG. 6, the refrigerant flow passage 20a, the radiator 15, the refrigerant flow passages 20b, 20d, and 20g, the high-pressure side of the internal heat exchanger 23, the refrigerant flow passage. 20 h, the heat absorber 14, the refrigerant flow passage 20 i, the low-pressure side of the internal heat exchanger 23, and the refrigerant flow passages 20 j and 20 e are circulated in this order and sucked into the compressor 21. The refrigerant flowing through the refrigerant circuit 20 dissipates heat in the radiator 15 and absorbs heat in the heat absorber 14.

このとき、空調ユニット１０において、室内送風機１２を運転することによって流通する空気流通路１１の空気は、前記第１除湿暖房運転と同様に、吸熱器１４において冷媒と熱交換して冷却されることにより除湿される。吸熱器１４において除湿された空気は、一部の空気が放熱器１５において冷媒と熱交換することによって加熱され、目標吹出温度ＴＡＯとなって車室内に吹き出される。   At this time, in the air conditioning unit 10, the air in the air flow passage 11 circulated by operating the indoor blower 12 is cooled by exchanging heat with the refrigerant in the heat absorber 14 as in the first dehumidifying heating operation. Is dehumidified. The air dehumidified in the heat absorber 14 is heated when a part of the air exchanges heat with the refrigerant in the radiator 15, and is blown into the vehicle interior at the target blowing temperature TAO.

除霜運転において、冷媒回路２０では、三方弁２４の流路を冷媒流通路２０ｄ側に設定し、第１及び第４電磁弁２５ａ，２５ｄを開放するとともに、第２及び第３電磁弁２５ｂ，２５ｃを閉鎖し、圧縮機２１を運転する。
これにより、圧縮機２１から吐出された冷媒の一部は、図７に示すように、冷媒流通路２０ａ、放熱器１５、冷媒流通路２０ｂ，２０ｄを順に流通して室外熱交換器２２に流入する。また、圧縮機２１から吐出されたその他の冷媒は、冷媒流路２０ａ，２０ｋを流通して室外熱交換器２２に流入する。室外熱交換器２２から流出した冷媒は、冷媒流通路２０ｅを流通して圧縮機２１に吸入される。冷媒回路２０を流通する冷媒は、放熱器１５において放熱するとともに、室外熱交換器２２において放熱と同時に吸熱する。 In the defrosting operation, in the refrigerant circuit 20, the flow path of the three-way valve 24 is set on the refrigerant flow passage 20d side, the first and fourth electromagnetic valves 25a and 25d are opened, and the second and third electromagnetic valves 25b, 25c is closed and the compressor 21 is operated.
As a result, a part of the refrigerant discharged from the compressor 21 flows into the outdoor heat exchanger 22 through the refrigerant flow passage 20a, the radiator 15, and the refrigerant flow passages 20b and 20d in this order, as shown in FIG. To do. The other refrigerant discharged from the compressor 21 flows through the refrigerant flow paths 20a and 20k and flows into the outdoor heat exchanger 22. The refrigerant flowing out of the outdoor heat exchanger 22 flows through the refrigerant flow passage 20e and is sucked into the compressor 21. The refrigerant flowing through the refrigerant circuit 20 radiates heat in the radiator 15 and absorbs heat in the outdoor heat exchanger 22 simultaneously with heat radiation.

このとき、空調ユニット１０において、室内送風機１２を運転することによって流通する空気流通路１１の空気は、吸熱器１４において冷媒と熱交換することなく、放熱器１５において放熱する冷媒と熱交換することによって加熱され、車室内に吹き出される。   At this time, in the air conditioning unit 10, the air in the air flow passage 11 circulated by operating the indoor blower 12 does not exchange heat with the refrigerant in the heat absorber 14, but exchanges heat with the refrigerant that radiates heat in the radiator 15. Is heated and blown into the passenger compartment.

コントローラ４０は、オートエアコンスイッチがオンの状態に設定されている場合に、冷房運転、除湿冷房運転、暖房運転、第１除湿暖房運転、第２除湿暖房運転、除霜運転を車室外の温度Ｔａｍ、車室内の温度Ｔｒ、車室内の湿度Ｔｈ、日射量Ｔｓ等の環境条件に基づいて切換える運転切換え制御処理を行う。   When the auto air conditioner switch is set to ON, the controller 40 performs the cooling operation, the dehumidifying and cooling operation, the heating operation, the first dehumidifying and heating operation, the second dehumidifying and heating operation, and the defrosting operation at the temperature Tam outside the vehicle compartment. An operation switching control process for switching based on environmental conditions such as the temperature Tr in the vehicle interior, the humidity Th in the vehicle interior, and the amount of solar radiation Ts is performed.

運転切換え制御処理は、空気調和装置によって消費される電力量に応じて３段階に設定可能であり、通常モード、第１省エネモード、第２省エネモードの３つのモードが搭乗者の操作部４９の操作によって選択される。第１省エネモードは、窓ガラスの曇りの有無を判定し、窓ガラスに曇りが発生すると判定した場合に第１除湿暖房運転または第２除湿暖房運転を行うモードであり、通常モードと比較して消費電力量が小さい。また、第２省エネモードは、第１除湿暖房運転及び第２除湿暖房運転を行わないモードであり、通常モード及び第１省エネモードと比較して消費電力量が小さい。   The operation switching control process can be set in three stages according to the amount of electric power consumed by the air conditioner, and three modes of the normal mode, the first energy saving mode, and the second energy saving mode are set in the operation part 49 of the passenger. Selected by operation. The first energy saving mode is a mode in which the first dehumidifying heating operation or the second dehumidifying heating operation is performed when it is determined whether or not the window glass is fogged, and compared with the normal mode. Low power consumption. The second energy saving mode is a mode in which the first dehumidifying and heating operation and the second dehumidifying and heating operation are not performed, and the amount of power consumption is small compared to the normal mode and the first energy saving mode.

まず、通常モードにおける運転切換え制御処理を図８のフローチャートを用いて説明する。   First, the operation switching control process in the normal mode will be described with reference to the flowchart of FIG.

（ステップＳ１）
ステップＳ１においてＣＰＵは、外気温度Ｔａｍが所定温度Ｔ１（例えば、５℃）未満か否かを判定する。外気温度Ｔａｍが所定温度Ｔ１未満と判定した場合にはステップＳ２に処理を移し、外気温度Ｔａｍが所定温度Ｔ１以上と判定した場合にはステップＳ３に処理を移す。 (Step S1)
In step S1, the CPU determines whether or not the outside air temperature Tam is lower than a predetermined temperature T1 (for example, 5 ° C.). If it is determined that the outside air temperature Tam is lower than the predetermined temperature T1, the process proceeds to step S2, and if it is determined that the outside air temperature Tam is equal to or higher than the predetermined temperature T1, the process proceeds to step S3.

（ステップＳ２）
ステップＳ１において外気温度Ｔａｍが所定温度Ｔ１未満と判定した場合に、ステップＳ２においてＣＰＵは、暖房運転を行う決定をして運転切換え制御処理を終了する。 (Step S2)
When it is determined in step S1 that the outside air temperature Tam is lower than the predetermined temperature T1, in step S2, the CPU determines to perform the heating operation and ends the operation switching control process.

（ステップＳ３）
ステップＳ１において外気温度Ｔａｍが所定温度Ｔ１以上と判定した場合に、ステップＳ３においてＣＰＵは、目標吹出温度ＴＡＯが所定温度Ｔ２（例えば、２５℃）以上か否かを判定する。目標吹出温度ＴＡＯが所定温度Ｔ２以上と判定した場合にはステップＳ４に処理を移し、目標吹出温度ＴＡＯが所定温度Ｔ２未満と判定した場合にはステップＳ６に処理を移す。 (Step S3)
When it is determined in step S1 that the outside air temperature Tam is equal to or higher than the predetermined temperature T1, in step S3, the CPU determines whether or not the target blowing temperature TAO is equal to or higher than a predetermined temperature T2 (for example, 25 ° C.). If it is determined that the target blowing temperature TAO is equal to or higher than the predetermined temperature T2, the process proceeds to step S4. If it is determined that the target blowing temperature TAO is lower than the predetermined temperature T2, the process proceeds to step S6.

（ステップＳ４）
ステップＳ３において目標吹出温度ＴＡＯが所定温度Ｔ２以上と判定した場合に、ステップＳ４においてＣＰＵは、外気温度Ｔａｍが所定温度Ｔ３（例えば、１５℃、Ｔ２＞Ｔ３）未満か否かを判定する。外気温度Ｔａｍが所定温度Ｔ３未満と判定した場合にはステップＳ５に処理を移し、外気温度Ｔａｍが所定温度Ｔ３以上と判定した場合にはステップＳ８に処理を移す。 (Step S4)
When it is determined in step S3 that the target outlet temperature TAO is equal to or higher than the predetermined temperature T2, in step S4, the CPU determines whether or not the outside air temperature Tam is lower than a predetermined temperature T3 (for example, 15 ° C., T2> T3). If it is determined that the outside air temperature Tam is lower than the predetermined temperature T3, the process proceeds to step S5. If it is determined that the outside air temperature Tam is equal to or higher than the predetermined temperature T3, the process proceeds to step S8.

（ステップＳ５）
ステップＳ４において外気温度Ｔａｍが所定温度Ｔ３未満と判断した場合に、ステップＳ５においてＣＰＵは、第１除湿暖房運転を行う決定をして運転切換え制御処理を終了する。 (Step S5)
When it is determined in step S4 that the outside air temperature Tam is lower than the predetermined temperature T3, in step S5, the CPU determines to perform the first dehumidifying heating operation and ends the operation switching control process.

（ステップＳ６）
ステップＳ３において目標吹出温度ＴＡＯが所定温度Ｔ２未満と判定した場合に、ステップＳ６においてＣＰＵは、目標吹出温度ＴＡＯが外気温度Ｔａｍより高いか否かを判定する。目標吹出温度ＴＡＯが外気温度Ｔａｍより高いと判定した場合にはステップＳ７に処理を移し、目標吹出温度ＴＡＯが外気温度Ｔａｍ以下と判定した場合にはステップＳ９に処理を移す。 (Step S6)
When it is determined in step S3 that the target blowing temperature TAO is lower than the predetermined temperature T2, in step S6, the CPU determines whether or not the target blowing temperature TAO is higher than the outside air temperature Tam. If it is determined that the target blowing temperature TAO is higher than the outside air temperature Tam, the process proceeds to step S7. If it is determined that the target blowing temperature TAO is equal to or less than the outside air temperature Tam, the process proceeds to step S9.

（ステップＳ７）
ステップＳ６において目標吹出温度ＴＡＯが外気温度Ｔａｍより高いと判定した場合に、ステップＳ７においてＣＰＵは、外気温度Ｔａｍが所定温度Ｔ４（例えば、２０〜２５℃）未満か否かを判定する。外気温度Ｔａｍが所定温度Ｔ４未満と判定した場合にはステップＳ８に処理を移し、外気温度Ｔａｍが所定温度Ｔ４以上と判定した場合にはステップＳ９に処理を移す。 (Step S7)
If it is determined in step S6 that the target outlet temperature TAO is higher than the outside air temperature Tam, in step S7, the CPU determines whether or not the outside air temperature Tam is lower than a predetermined temperature T4 (for example, 20 to 25 ° C.). If it is determined that the outside air temperature Tam is lower than the predetermined temperature T4, the process proceeds to step S8. If it is determined that the outside air temperature Tam is equal to or higher than the predetermined temperature T4, the process proceeds to step S9.

（ステップＳ８）
ステップＳ４において外気温度Ｔａｍが所定温度Ｔ３以上と判定した場合、または、ステップＳ７において外気温度Ｔａｍが所定温度Ｔ４未満と判定した場合に、ステップＳ８においてＣＰＵは、第２除湿暖房運転を行う決定をして運転切換え制御処理を終了する。 (Step S8)
When it is determined in step S4 that the outside air temperature Tam is equal to or higher than the predetermined temperature T3, or when it is determined in step S7 that the outside air temperature Tam is lower than the predetermined temperature T4, the CPU determines in step S8 that the second dehumidifying heating operation is performed. Then, the operation switching control process ends.

（ステップＳ９）
ステップＳ６において目標吹出温度ＴＡＯが外気温度Ｔａｍ以下と判定した場合、または、ステップＳ７において外気温度Ｔａｍが所定温度Ｔ４以上と判定した場合に、ステップＳ９においてＣＰＵは、冷房運転または除湿冷房運転を行う決定をして運転切換え制御処理を終了する。 (Step S9)
When it is determined in step S6 that the target blowing temperature TAO is equal to or lower than the outside air temperature Tam, or when it is determined in step S7 that the outside air temperature Tam is equal to or higher than the predetermined temperature T4, the CPU performs a cooling operation or a dehumidifying cooling operation in step S9. The determination is made and the operation switching control process is terminated.

次に、第１省エネモードにおける運転切換え制御処理を図９のフローチャートを用いて説明する。   Next, the operation switching control process in the first energy saving mode will be described with reference to the flowchart of FIG.

（ステップＳ１１）
ステップＳ１１においてＣＰＵは、外気温度Ｔａｍが所定温度Ｔ１（例えば、５℃）未満か否かを判定する。外気温度Ｔａｍが所定温度Ｔ１未満と判定した場合にはステップＳ１２に処理を移し、外気温度Ｔａｍが所定温度Ｔ１以上と判定した場合にはステップＳ１３に処理を移す。 (Step S11)
In step S11, the CPU determines whether or not the outside air temperature Tam is lower than a predetermined temperature T1 (for example, 5 ° C.). If it is determined that the outside air temperature Tam is lower than the predetermined temperature T1, the process proceeds to step S12. If it is determined that the outside air temperature Tam is equal to or higher than the predetermined temperature T1, the process proceeds to step S13.

（ステップＳ１２）
ステップＳ１１において外気温度Ｔａｍが所定温度Ｔ１未満と判定した場合、または、後述するステップＳ１５及びステップＳ１９における窓ガラスの曇りの有無の判定によって曇りがないと判定された場合に、ステップＳ１２においてＣＰＵは、暖房運転を行う決定をして運転切換え制御処理を終了する。 (Step S12)
If it is determined in step S11 that the outside air temperature Tam is lower than the predetermined temperature T1, or if it is determined that there is no fogging by determining whether or not the window glass is fogged in steps S15 and S19 described later, the CPU in step S12. Then, the heating switching operation is determined and the operation switching control process is terminated.

（ステップＳ１３）
ステップＳ１１において外気温度Ｔａｍが所定温度Ｔ１以上と判定した場合に、ステップＳ１３においてＣＰＵは、目標吹出温度ＴＡＯが所定温度Ｔ２（例えば、２５℃）以上か否かを判定する。目標吹出温度ＴＡＯが所定温度Ｔ２以上と判定した場合にはステップＳ１４に処理を移し、目標吹出温度ＴＡＯが所定温度Ｔ２未満と判定した場合にはステップＳ１７に処理を移す。 (Step S13)
When it is determined in step S11 that the outside air temperature Tam is equal to or higher than the predetermined temperature T1, in step S13, the CPU determines whether or not the target blowing temperature TAO is equal to or higher than a predetermined temperature T2 (for example, 25 ° C.). If it is determined that the target blowing temperature TAO is equal to or higher than the predetermined temperature T2, the process proceeds to step S14. If it is determined that the target blowing temperature TAO is lower than the predetermined temperature T2, the process proceeds to step S17.

（ステップＳ１４）
ステップＳ１３において目標吹出温度ＴＡＯが所定温度Ｔ２以上と判定した場合に、ステップＳ１４においてＣＰＵは、外気温度Ｔａｍが所定温度Ｔ３（例えば、１５℃、Ｔ２＞Ｔ３）未満か否かを判定する。外気温度Ｔａｍが所定温度Ｔ３未満と判定した場合にはステップＳ１５に処理を移し、外気温度Ｔａｍが所定温度Ｔ３以上と判定した場合にはステップＳ１９に処理を移す。 (Step S14)
When it is determined in step S13 that the target outlet temperature TAO is equal to or higher than the predetermined temperature T2, in step S14, the CPU determines whether or not the outside air temperature Tam is lower than a predetermined temperature T3 (for example, 15 ° C., T2> T3). If it is determined that the outside air temperature Tam is lower than the predetermined temperature T3, the process proceeds to step S15. If it is determined that the outside air temperature Tam is equal to or higher than the predetermined temperature T3, the process proceeds to step S19.

（ステップＳ１５）
ステップＳ１４において外気温度Ｔａｍが所定温度Ｔ３未満と判定した場合に、ステップＳ１５においてＣＰＵは、窓ガラスの曇りの有無の判定を行う。窓ガラスに曇りが発生すると判定した場合にはステップＳ１６に処理を移し、窓ガラスに曇りが発生しないと判定した場合にはステップＳ１２に処理を移す。
ここで、窓ガラスの曇りの有無の判定は、車室外の温度Ｔａｍ、車室内の温度Ｔｒ、日射量Ｔｓ及び車両の移動速度Ｖから算出された窓ガラス表面の推定温度と、車室内の温度Ｔｒと車室内の湿度Ｔｈとから算出された露点温度とに基づいて行われる。具体的には、窓ガラス表面の推定温度が車室内の空気の露点温度以下の場合に窓ガラスに曇りが発生すると判定する。また、窓ガラスの表面の推定温度が車室内の空気の露点温度よりも高い場合に窓ガラスに曇りが発生しないと判定する。 (Step S15)
When it is determined in step S14 that the outside air temperature Tam is lower than the predetermined temperature T3, in step S15, the CPU determines whether or not the window glass is cloudy. If it is determined that the window glass is fogged, the process proceeds to step S16. If it is determined that the window glass is not fogged, the process proceeds to step S12.
Here, whether or not the window glass is fogged is determined by determining the temperature outside the vehicle compartment Tam, the temperature Tr inside the vehicle compartment, the amount of solar radiation Ts, the estimated temperature of the window glass surface calculated from the moving speed V of the vehicle, and the temperature inside the vehicle compartment. This is performed based on the dew point temperature calculated from Tr and the humidity Th in the passenger compartment. Specifically, it is determined that the window glass is fogged when the estimated temperature of the window glass surface is equal to or lower than the dew point temperature of the air in the passenger compartment. Further, when the estimated temperature of the surface of the window glass is higher than the dew point temperature of the air in the passenger compartment, it is determined that the window glass is not fogged.

（ステップＳ１６）
ステップＳ１５において窓ガラスに曇りが発生すると判定した場合に、ステップＳ１６においてＣＰＵは、第１除湿暖房運転を行う決定をして運転切換え制御処理を終了する。 (Step S16)
If it is determined in step S15 that the window glass is fogged, in step S16, the CPU determines to perform the first dehumidifying and heating operation, and ends the operation switching control process.

（ステップＳ１７）
ステップＳ１３において目標吹出温度ＴＡＯが所定温度Ｔ２未満と判定した場合に、ステップＳ１７においてＣＰＵは、目標吹出温度ＴＡＯが外気温度Ｔａｍより高いか否かを判定する。目標吹出温度ＴＡＯが外気温度Ｔａｍより高いと判定した場合にはステップＳ１８に処理を移し、目標吹出温度ＴＡＯが外気温度Ｔａｍ以下と判定した場合にはステップＳ２１に処理を移す。 (Step S17)
When it is determined in step S13 that the target blowing temperature TAO is lower than the predetermined temperature T2, in step S17, the CPU determines whether or not the target blowing temperature TAO is higher than the outside air temperature Tam. If it is determined that the target blowing temperature TAO is higher than the outside air temperature Tam, the process proceeds to step S18. If it is determined that the target blowing temperature TAO is equal to or less than the outside air temperature Tam, the process proceeds to step S21.

（ステップＳ１８）
ステップＳ１７において目標吹出温度ＴＡＯが外気温度Ｔａｍより高いと判定した場合に、ステップＳ１８においてＣＰＵは、外気温度Ｔａｍが所定温度Ｔ４（例えば、２０〜２５℃）未満か否かを判定する。外気温度Ｔａｍが所定温度Ｔ４未満と判定した場合にはステップＳ１９に処理を移し、外気温度Ｔａｍが所定温度Ｔ４以上と判定した場合にはステップＳ２１に処理を移す。 (Step S18)
When it is determined in step S17 that the target outlet temperature TAO is higher than the outside air temperature Tam, in step S18, the CPU determines whether or not the outside air temperature Tam is lower than a predetermined temperature T4 (for example, 20 to 25 ° C.). If it is determined that the outside air temperature Tam is lower than the predetermined temperature T4, the process proceeds to step S19. If it is determined that the outside air temperature Tam is equal to or higher than the predetermined temperature T4, the process proceeds to step S21.

（ステップＳ１９）
ステップＳ１４において外気温度Ｔａｍが所定温度Ｔ３以上と判定した場合、または、ステップＳ１８において外気温度Ｔａｍが所定温度Ｔ４未満と判定した場合に、ステップＳ１９においてＣＰＵは、窓ガラスの曇りの有無を判定する。窓ガラスに曇りが発生すると判定した場合にはステップＳ２０に処理を移し、窓ガラスに曇りが発生しないと判定した場合にはステップＳ１２に処理を移す。 (Step S19)
When it is determined in step S14 that the outside air temperature Tam is equal to or higher than the predetermined temperature T3, or when it is determined in step S18 that the outside air temperature Tam is lower than the predetermined temperature T4, the CPU determines whether the window glass is cloudy in step S19. . If it is determined that the window glass is fogged, the process proceeds to step S20. If it is determined that the window glass is not fogged, the process proceeds to step S12.

（ステップＳ２０）
ステップＳ１９において窓ガラスに曇りが発生すると判定した場合に、ステップＳ２０においてＣＰＵは、第２除湿暖房運転を行う決定をして運転切換え制御処理を終了する。 (Step S20)
If it is determined in step S19 that the window glass is fogged, in step S20, the CPU determines to perform the second dehumidifying heating operation and ends the operation switching control process.

（ステップＳ２１）
ステップＳ１７において目標吹出温度ＴＡＯが外気温度Ｔａｍ以下と判定した場合、または、ステップＳ１８において外気温度Ｔａｍが所定温度Ｔ４以上と判定した場合に、ステップＳ２１においてＣＰＵは、冷房運転または除湿冷房運転を行う決定をして運転切換え制御処理を終了する。 (Step S21)
When it is determined in step S17 that the target outlet temperature TAO is equal to or lower than the outside air temperature Tam, or when it is determined in step S18 that the outside air temperature Tam is equal to or higher than the predetermined temperature T4, the CPU performs a cooling operation or a dehumidifying cooling operation in step S21. The determination is made and the operation switching control process is terminated.

さらに、第２省エネモードにおける運転切換え制御処理を図１０のフローチャートを用いて説明する。   Further, the operation switching control process in the second energy saving mode will be described with reference to the flowchart of FIG.

（ステップＳ３１）
ステップＳ３１においてＣＰＵは、目標吹出温度ＴＡＯが外気温度Ｔａｍより高いか否かを判定する。目標吹出温度ＴＡＯが外気温度Ｔａｍより高いと判定した場合にはステップＳ３２に処理を移し、目標吹出温度ＴＡＯが外気温度Ｔａｍ以下と判定した場合にはステップＳ３３に処理を移す。 (Step S31)
In step S31, the CPU determines whether or not the target outlet temperature TAO is higher than the outside air temperature Tam. If it is determined that the target blowing temperature TAO is higher than the outside air temperature Tam, the process proceeds to step S32. If the target blowing temperature TAO is determined to be equal to or less than the outside air temperature Tam, the process proceeds to step S33.

（ステップＳ３２）
ステップＳ３１において目標吹出温度ＴＡＯが外気温度Ｔａｍより高いと判定した場合に、ステップＳ３２においてＣＰＵは、暖房運転を行う決定をして運転切換え制御処理を終了する。 (Step S32)
If it is determined in step S31 that the target outlet temperature TAO is higher than the outside air temperature Tam, in step S32, the CPU determines to perform the heating operation and ends the operation switching control process.

（ステップＳ３３）
ステップＳ３１において目標吹出温度ＴＡＯが外気温度Ｔａｍ以下と判定した場合に、ステップＳ３３においてＣＰＵは、冷房運転または除湿冷房運転を行う決定をして運転切換え制御処理を終了する。 (Step S33)
When it is determined in step S31 that the target outlet temperature TAO is equal to or lower than the outside air temperature Tam, in step S33, the CPU determines to perform the cooling operation or the dehumidifying cooling operation, and ends the operation switching control process.

次に、吹出口１１ｃ，１１ｄ，１１ｅから目標吹出温度ＴＡＯの空気を吹き出すために、圧縮機２１を駆動する電動モータ２１ａ及びエアミックスダンパ１６を駆動する電動モータ１６ａの制御方法を説明する。   Next, a method for controlling the electric motor 21a that drives the compressor 21 and the electric motor 16a that drives the air mix damper 16 in order to blow out air at the target outlet temperature TAO from the outlets 11c, 11d, and 11e will be described.

まず、目標吹出温度ＴＡＯは、車室外の温度Ｔａｍ、車室内の温度Ｔｒ、日射量Ｔｓ等の環境条件を、外気温度センサ３１、内気温度センサ３２、日射センサ３４等によって検出し、検出された環境条件と目標設定温度Ｔｓｅｔに基づいて算出される。   First, the target blowing temperature TAO was detected by detecting environmental conditions such as the temperature Tam outside the vehicle interior, the temperature Tr inside the vehicle interior, and the amount of solar radiation Ts by the outside air temperature sensor 31, the inside air temperature sensor 32, the solar radiation sensor 34, and the like. It is calculated based on the environmental conditions and the target set temperature Tset.

冷房運転及び除湿冷房運転において、通常モード及び第２省エネモードの場合には、吸熱器１４において冷却された後の空気の温度Ｔｅが、所定の目標温度Ｔｅｔとなるように、冷却空気温度センサ４４が検出する温度に基づいて電動モータ２１ａの回転数を制御する。   In the cooling operation and the dehumidifying cooling operation, in the normal mode and the second energy saving mode, the cooling air temperature sensor 44 is set so that the air temperature Te after being cooled in the heat absorber 14 becomes a predetermined target temperature Tet. The number of rotations of the electric motor 21a is controlled based on the temperature detected by.

また、冷房運転及び除湿冷房運転において、第１省エネモードの場合には、吸熱器１４において冷却された後の空気の温度Ｔｅが、車室内の窓ガラスに曇りを生じないようにするために必要な絶対湿度となる空気の露点温度である目標温度Ｔｅｔとなるように、冷却空気温度センサ４４の検出温度に基づいて電動モータ２１ａの回転数を制御する。ここで、目標温度Ｔｅｔは、外気温度センサ４１及び内気温度センサ４２によって検出される車室外の温度Ｔａｍ及び車室内の温度Ｔｒに基づいて算出される。   Further, in the cooling operation and the dehumidifying cooling operation, in the first energy saving mode, the temperature Te of the air after being cooled in the heat absorber 14 is necessary to prevent the window glass in the vehicle interior from being fogged. The rotational speed of the electric motor 21a is controlled based on the temperature detected by the cooling air temperature sensor 44 so that the target temperature Tet, which is the dew point temperature of the air that is the absolute humidity, is obtained. Here, the target temperature Tet is calculated based on the temperature Tam outside the vehicle compartment and the temperature Tr inside the vehicle compartment detected by the outside air temperature sensor 41 and the inside air temperature sensor 42.

冷房運転及び除湿冷房運転において、放熱器１５を流通する冷媒の温度は、車室外の温度Ｔａｍに従って変化するため、放熱器１５において加熱された後の空気の推定温度Ｔｃｔは、車室外の温度Ｔａｍに基づいて推定される。   In the cooling operation and the dehumidifying cooling operation, the temperature of the refrigerant flowing through the radiator 15 changes according to the temperature Tam outside the passenger compartment, so the estimated temperature Tct of the air heated in the radiator 15 is the temperature Tam outside the passenger compartment. Is estimated based on

冷房運転及び除湿冷房運転において、吹出口切換えダンパ１３ｂ，１３ｃ，１３ｄはベントモードに設定される。また、エアミックスダンパ１６は、目標吹出温度ＴＡＯ、推定温度Ｔｃｔ及び目標温度Ｔｅｔから求められる開度ＳＷ（ＳＷ＝（ＴＡＯ−Ｔｅｔ）／（Ｔｃｔ−Ｔｅｔ））となるように制御される。   In the cooling operation and the dehumidifying cooling operation, the outlet switching dampers 13b, 13c, and 13d are set to the vent mode. Further, the air mix damper 16 is controlled so as to have an opening SW (SW = (TAO−Tet) / (Tct−Tet)) obtained from the target blowing temperature TAO, the estimated temperature Tct, and the target temperature Tet.

暖房運転において、吸熱器１４には冷媒が流通しないため、吸熱器１４において冷却された後の空気の目標温度Ｔｅｔを設定しない。暖房運転において、吹出口切換えダンパ１３ｂ，１３ｃ，１３ｄがフットモードに設定されている場合には、放熱器１５において加熱された後の空気の温度Ｔｃが、目標吹出温度ＴＡＯに所定温度αを加えた目標加熱温度Ｔｃｔとなるように、加熱空気温度センサ４５の検出温度に基づいて電動モータ２１ａの回転数を制御する。ここで、所定値αは、空気流通路１１を流通することによって失われる熱量に相当する温度となる。この場合、エアミックスダンパ１６の開度は１００％に設定される。   In the heating operation, since the refrigerant does not flow through the heat absorber 14, the target temperature Tet of air after being cooled in the heat absorber 14 is not set. In the heating operation, when the outlet switching dampers 13b, 13c, 13d are set to the foot mode, the temperature Tc of the air heated in the radiator 15 adds a predetermined temperature α to the target outlet temperature TAO. The rotational speed of the electric motor 21a is controlled based on the temperature detected by the heated air temperature sensor 45 so that the target heating temperature Tct is reached. Here, the predetermined value α is a temperature corresponding to the amount of heat lost by flowing through the air flow passage 11. In this case, the opening degree of the air mix damper 16 is set to 100%.

また、暖房運転において、吹出口切換えダンパ１３ｂ，１３ｃ，１３ｄがバイレベルモードに設定されている場合には、放熱器１５において加熱された後の空気の温度Ｔｃが、目標吹出温度ＴＡＯに所定値β（α＜β）を加えた目標加熱温度Ｔｃｔとなるように、加熱空気温度センサ４５の検出温度に基づいて電動モータ２１ａの回転数を制御する。ここで、バイレベルモードの場合には、フット吹出口１１ｃから吹き出される空気の温度とベント吹出口１１ｄから吹き出される空気の温度との間に所定の温度差を生じさせているために、空気流通路１１を流通する空気の一部が放熱器１５において熱交換しない。このため、所定値βは、空気流通路１１を流通する空気全体の平均温度を目標吹出温度ＴＡＯとするために必要な熱量に相当する温度となる。   In the heating operation, when the outlet switching dampers 13b, 13c, and 13d are set to the bi-level mode, the temperature Tc of the air heated in the radiator 15 is a predetermined value as the target outlet temperature TAO. The rotational speed of the electric motor 21a is controlled based on the temperature detected by the heated air temperature sensor 45 so that the target heating temperature Tct is obtained by adding β (α <β). Here, in the bi-level mode, a predetermined temperature difference is generated between the temperature of the air blown from the foot blower outlet 11c and the temperature of the air blown from the vent blower outlet 11d. Part of the air flowing through the air flow passage 11 does not exchange heat in the radiator 15. For this reason, the predetermined value β is a temperature corresponding to the amount of heat necessary for setting the average temperature of the entire air flowing through the air flow passage 11 as the target blowing temperature TAO.

前述したように、エアミックスダンパ１６の開度ＳＷは、目標吹出温度ＴＡＯ、吸熱器１４において冷却された後の空気の温度Ｔｅ及び放熱器１５において加熱された後の空気の温度Ｔｃから求められる（ＳＷ＝（ＴＡＯ−Ｔｅ）／（Ｔｃ−Ｔｅ））。暖房運転において、吸熱器１４には冷媒が流通しないため、温度Ｔｅは、車室外の空気温度Ｔａｍ及び車室内の温度Ｔｒの一方の温度、または、車室外の空気と車室内の空気が混合された空気の温度となる。この開度ＳＷを固定値（０．５〜０．７）とした場合、エアミックスダンパ１６の開度ＳＷ、目標吹出温度ＴＡＯ及び温度Ｔｅから温度Ｔｃ（Ｔｃ＝（ＴＡＯ−Ｔｅ）／ＳＷ＋Ｔｅ）が求められる。
したがって、吹出口切換えダンパ１３ｂ，１３ｃ，１３ｄがバイレベルモードに設定されている場合において、放熱器１５の目標加熱温度Ｔｃｔは、次式のように求められる。
Ｔｃｔ＝ＴＡＯ＋β＝（ＴＡＯ−Ｔｅ）／ＳＷ＋Ｔｅ As described above, the opening degree SW of the air mix damper 16 is obtained from the target blowing temperature TAO, the temperature Te of the air after being cooled in the heat absorber 14, and the temperature Tc of the air after being heated in the radiator 15. (SW = (TAO-Te) / (Tc-Te)). In the heating operation, since the refrigerant does not flow through the heat absorber 14, the temperature Te is one of the air temperature Tam outside the passenger compartment and the temperature Tr inside the passenger compartment, or the air outside the passenger compartment and the air inside the passenger compartment are mixed. It becomes the temperature of the air. When this opening degree SW is a fixed value (0.5 to 0.7), the temperature Tc (Tc = (TAO−Te) / SW + Te) from the opening degree SW of the air mix damper 16, the target blowing temperature TAO and the temperature Te. Is required.
Therefore, when the blower outlet switching dampers 13b, 13c, and 13d are set to the bi-level mode, the target heating temperature Tct of the radiator 15 is obtained as follows.
Tct = TAO + β = (TAO−Te) / SW + Te

この場合、エアミックスダンパ１６の開度ＳＷは、例えば５０％〜７０％の範囲内で開度が制御される。   In this case, the opening degree SW of the air mix damper 16 is controlled within a range of 50% to 70%, for example.

第１除湿暖房運転において、通常モードの場合には、吸熱器１４において冷却された後の空気の温度Ｔｅが、所定の目標温度Ｔｅｔとなるように、冷却空気温度センサ４４の検出温度に基づいて第１膨張弁２７ａの開度を制御する。また、第１省エネモードの場合には、吸熱器１４において冷却された後の空気の温度Ｔｅが、車室内の窓ガラスに曇りを生じないようにするために必要な絶対湿度となる空気の露点温度である目標温度Ｔｅｔとなるように、冷却空気温度センサ４４の検出温度に基づいて第１膨張弁２７ａの開度を制御する。   In the first dehumidifying and heating operation, in the normal mode, the temperature Te of the air after being cooled in the heat absorber 14 is based on the detected temperature of the cooling air temperature sensor 44 so that it becomes a predetermined target temperature Tet. The opening degree of the first expansion valve 27a is controlled. In the case of the first energy saving mode, the temperature Te of the air after being cooled in the heat absorber 14 is the dew point of air that is an absolute humidity necessary for preventing the window glass in the vehicle interior from being fogged. The opening degree of the first expansion valve 27a is controlled based on the temperature detected by the cooling air temperature sensor 44 so that the target temperature Tet is the temperature.

また、第１除湿暖房運転において、吹出口切換えダンパ１３ｂ，１３ｃ，１３ｄがフットモード、ベントモード、デフモード、デフフットモードに設定されている場合には、放熱器１５において加熱された後の空気の温度Ｔｃが、前記暖房運転のフットモードの場合と同様に、目標吹出温度ＴＡＯに所定値αを加えた目標加熱温度Ｔｃｔとなるように、加熱空気温度センサ４５の検出温度に基づいて電動モータ２１ａの回転数を制御する。この場合、エアミックスダンパ１６の開度ＳＷは１００％に設定される。   In the first dehumidifying and heating operation, when the outlet switching dampers 13b, 13c, and 13d are set to the foot mode, the vent mode, the differential mode, and the differential foot mode, the air after being heated in the radiator 15 The electric motor 21a is based on the temperature detected by the heated air temperature sensor 45 so that the temperature Tc becomes the target heating temperature Tct obtained by adding the predetermined value α to the target blowing temperature TAO, as in the foot mode of the heating operation. Control the number of revolutions. In this case, the opening SW of the air mix damper 16 is set to 100%.

さらに、第１除湿暖房運転において、吹出口切換えダンパ１３ｂ，１３ｃ，１３ｄがバイレベルモードに設定されている場合には、放熱器１５において加熱された後の空気の温度Ｔｃが、前記暖房運転のバイレベルモードの場合と同様に、目標吹出温度ＴＡＯに所定値β（α＜β）を加えた目標加熱温度Ｔｃｔとなるように、加熱空気温度センサ４５の検出温度に基づいて電動モータ２１ａの回転数を制御する。   Furthermore, in the first dehumidifying and heating operation, when the outlet switching dampers 13b, 13c, and 13d are set to the bi-level mode, the temperature Tc of the air heated in the radiator 15 is the temperature of the heating operation. As in the bi-level mode, the electric motor 21a rotates based on the temperature detected by the heated air temperature sensor 45 so that the target heating temperature Tct is obtained by adding a predetermined value β (α <β) to the target blowing temperature TAO. Control the number.

この場合、エアミックスダンパ１６の開度ＳＷは、暖房運転のバイレベルモードと同様に、例えば５０％〜７０％の範囲内で開度が制御される。   In this case, the opening degree SW of the air mix damper 16 is controlled within a range of 50% to 70%, for example, as in the bilevel mode of the heating operation.

第２除湿暖房運転においては、吸熱器１４において冷却された後の空気の温度Ｔｅが、所定の目標温度Ｔｅｔとなるように、電動モータ２１ａの回転数を制御する。   In the second dehumidifying and heating operation, the rotational speed of the electric motor 21a is controlled so that the temperature Te of the air cooled in the heat absorber 14 becomes a predetermined target temperature Tet.

また、第２除湿暖房運転においては、各吹出口１１ｃ，１１ｄ，１１ｅから吹出される空気が目標吹出温度ＴＡＯとなるように、エアミックスダンパ１６の開度ＳＷを制御する。   Further, in the second dehumidifying and heating operation, the opening degree SW of the air mix damper 16 is controlled so that the air blown out from the blowout ports 11c, 11d, and 11e becomes the target blowout temperature TAO.

また、コントローラ４０は、運転切換え制御処理によって切り換えられる各運転において、目標吹出温度ＴＡＯに応じてフットモード、ベントモード、バイレベルモードの切り替えを行う。具体的には、目標吹出温度ＴＡＯが例えば４０℃以上など、高温となる場合にフットモードに設定する。また、コントローラ４０は、目標吹出温度ＴＡＯが例えば２５℃未満など、低温となる場合にベントモードに設定する。さらに、コントローラ４０は、目標吹出温度ＴＡＯが、フットモードが設定される目標吹出温度ＴＡＯとベントモードが設定される目標吹出温度ＴＡＯとの間の温度の場合にバイレベルモードを設定する。   Further, the controller 40 performs switching between the foot mode, the vent mode, and the bi-level mode in accordance with the target blowing temperature TAO in each operation that is switched by the operation switching control process. Specifically, the foot mode is set when the target blowing temperature TAO is a high temperature such as 40 ° C. or higher. Further, the controller 40 sets the vent mode when the target blowing temperature TAO becomes a low temperature such as less than 25 ° C., for example. Further, the controller 40 sets the bi-level mode when the target blowing temperature TAO is a temperature between the target blowing temperature TAO for which the foot mode is set and the target blowing temperature TAO for which the vent mode is set.

このように、本実施形態の車両用空気調和装置によれば、環境条件に基づいて、暖房運転、除湿暖房運転、冷房運転、除湿冷房運転を切換える通常モードと、環境条件に基づいて、暖房運転、除湿暖房運転、冷房運転、除湿冷房運転を切換えるとともに、曇り判定手段によって窓ガラスに曇りが発生すると判定した場合のみ除湿暖房運転を行う第１省エネモードと、環境条件に基づいて、暖房運転、冷房運転、除湿冷房運転を切換える第２省エネモードとを備え、操作部４９によって通常モード、第１省エネモード及び第２省エネモードを切り換え可能としている。これにより、車両の搭乗者によって通常モード、第１省エネモードまたは第２省エネモードが任意に選択可能となるので、通常モードと比較して消費電力量が小さい第１省エネモードまたは第２省エネモードを選択することによって、車両の走行可能距離の低下を防止するとともに、車室内の空気調和を継続することが可能となる。   As described above, according to the vehicle air conditioner of the present embodiment, the heating mode, the dehumidifying and heating operation, the cooling operation, and the dehumidifying and cooling operation based on the environmental conditions, and the heating operation based on the environmental conditions. The dehumidifying and heating operation, the cooling operation, and the dehumidifying and cooling operation are switched, and the first energy saving mode in which the dehumidifying and heating operation is performed only when it is determined by the fogging determination means that the window glass is fogged, and the heating operation based on the environmental conditions, A second energy saving mode for switching between the cooling operation and the dehumidifying cooling operation, and the operation unit 49 can switch between the normal mode, the first energy saving mode, and the second energy saving mode. As a result, the normal mode, the first energy saving mode, or the second energy saving mode can be arbitrarily selected by the vehicle occupant. Therefore, the first energy saving mode or the second energy saving mode that consumes less power than the normal mode can be selected. By selecting, it is possible to prevent a decrease in the travelable distance of the vehicle and to continue air conditioning in the passenger compartment.

また、通常モードでは、外気温度Ｔａｍが所定温度Ｔ１未満の場合に暖房運転を行い、外気温度Ｔａｍが所定温度Ｔ１以上で、目標吹出温度ＴＡＯが所定温度Ｔ２以上であり、外気温度Ｔａｍが所定温度Ｔ３未満の場合に第１除湿暖房運転を行い、外気温度Ｔａｍが所定温度Ｔ１以上で、目標吹出温度ＴＡＯが所定温度Ｔ２以上であり、外気温度Ｔａｍが所定温度Ｔ３以上の場合に第２除湿暖房運転を行い、外気温度Ｔａｍが所定温度Ｔ１以上で、目標吹出温度ＴＡＯが、所定温度Ｔ２未満且つ外気温度Ｔａｍより高く、外気温度Ｔａｍが所定温度Ｔ４未満の場合に第２除湿暖房運転を行い、外気温度Ｔａｍが所定温度Ｔ１以上で、目標吹出温度ＴＡＯが、所定温度Ｔ２未満且つ外気温度Ｔａｍより高く、外気温度Ｔａｍが所定温度Ｔ４以上の場合に、冷房運転または除湿冷房運転を行い、外気温度Ｔａｍが所定温度Ｔ１以上で、目標吹出温度ＴＡＯが、所定温度Ｔ２未満且つ外気温度Ｔａｍ以下の場合に冷房運転または除湿冷房運転を行うようにしている。これにより、暖房運転、第１除湿暖房運転、第２除湿暖房運転、冷房運転または除湿暖房運転の切換えを確実に行うことができるので、車室内を搭乗者にとって最適な温度及び湿度に保持することが可能となる。   In the normal mode, the heating operation is performed when the outside air temperature Tam is lower than the predetermined temperature T1, the outside air temperature Tam is equal to or higher than the predetermined temperature T1, the target blowing temperature TAO is equal to or higher than the predetermined temperature T2, and the outdoor air temperature Tam is equal to the predetermined temperature. When the temperature is less than T3, the first dehumidifying heating operation is performed, and the second dehumidifying heating is performed when the outside air temperature Tam is equal to or higher than the predetermined temperature T1, the target blowing temperature TAO is equal to or higher than the predetermined temperature T2, and the outdoor air temperature Tam is equal to or higher than the predetermined temperature T3. When the outside air temperature Tam is equal to or higher than the predetermined temperature T1, the target blowing temperature TAO is less than the predetermined temperature T2 and higher than the outside air temperature Tam, and the outside air temperature Tam is less than the predetermined temperature T4, the second dehumidifying heating operation is performed. The outside air temperature Tam is equal to or higher than the predetermined temperature T1, the target blowing temperature TAO is lower than the predetermined temperature T2 and higher than the outdoor air temperature Tam, and the outdoor air temperature Tam is equal to or higher than the predetermined temperature T4. In this case, the cooling operation or the dehumidifying cooling operation is performed, and the cooling operation or the dehumidifying cooling operation is performed when the outside air temperature Tam is equal to or higher than the predetermined temperature T1 and the target blowing temperature TAO is lower than the predetermined temperature T2 and equal to or lower than the outside air temperature Tam. ing. Thereby, since switching of heating operation, 1st dehumidification heating operation, 2nd dehumidification heating operation, air_conditionaing | cooling operation or dehumidification heating operation can be performed reliably, the vehicle interior is kept at the optimal temperature and humidity for a passenger. Is possible.

また、第１省エネモードでは、外気温度Ｔａｍが所定温度Ｔ１未満の場合に暖房運転を行い、外気温度Ｔａｍが所定温度Ｔ１以上で、目標吹出温度ＴＡＯが所定温度Ｔ２以上であり、外気温度Ｔａｍが所定温度Ｔ３未満で、窓ガラスの曇りが発生しないと判定した場合に暖房運転を行い、外気温度Ｔａｍが所定温度Ｔ１以上で、目標吹出温度ＴＡＯが所定温度Ｔ２以上であり、外気温度Ｔａｍが所定温度Ｔ３未満で、窓ガラスの曇りが発生すると判定した場合に第１除湿暖房運転を行い、外気温度Ｔａｍが所定温度Ｔ１以上で、目標吹出温度ＴＡＯが所定温度Ｔ２以上であり、外気温度Ｔａｍが所定温度Ｔ３以上で、窓ガラスの曇りが発生しないと判定した場合に暖房運転を行い、外気温度Ｔａｍが所定温度Ｔ１以上で、目標吹出温度ＴＡＯが所定温度Ｔ２以上であり、外気温度Ｔａｍが所定温度Ｔ３以上で、窓ガラスの曇りが発生すると判定した場合に第２除湿暖房運転を行い、外気温度Ｔａｍが所定温度Ｔ１以上で、目標吹出温度ＴＡＯが、所定温度Ｔ２未満且つ外気温度Ｔａｍより高く、外気温度Ｔａｍが所定温度Ｔ４未満で、窓ガラスの曇りが発生しないと判定した場合に暖房運転を行い、外気温度Ｔａｍが所定温度Ｔ１以上で、目標吹出温度ＴＡＯが、所定温度Ｔ２未満且つ外気温度Ｔａｍより高く、外気温度Ｔａｍが所定温度Ｔ４未満で、窓ガラスの曇りが発生すると判定した場合に第２除湿暖房運転を行い、外気温度Ｔａｍが所定温度Ｔ１以上で、目標吹出温度ＴＡＯが、所定温度Ｔ２未満且つ外気温度Ｔａｍより高く、外気温度Ｔａｍが所定温度Ｔ４以上の場合に、冷房運転または除湿冷房運転を行い、外気温度Ｔａｍが所定温度Ｔ１以上で、目標吹出温度ＴＡＯが、所定温度Ｔ２未満且つ外気温度Ｔａｍ以下の場合に冷房運転または除湿冷房運転を行うようにしている。これにより、通常モードにおいて第１除湿暖房運転や第２除湿暖房運転に切り替えられる条件においても、窓ガラスの曇りが発生しないと判定した場合には、第１除湿暖房運転や第２除湿暖房運転を行うことなく暖房運転を行うので、通常モードと比較して消費電力量を低減することが可能となる。   In the first energy saving mode, the heating operation is performed when the outside air temperature Tam is lower than the predetermined temperature T1, the outside air temperature Tam is equal to or higher than the predetermined temperature T1, the target blowing temperature TAO is equal to or higher than the predetermined temperature T2, and the outdoor air temperature Tam is When it is determined that the window glass is not fogged at a temperature lower than the predetermined temperature T3, the heating operation is performed. The outdoor air temperature Tam is equal to or higher than the predetermined temperature T1, the target blowing temperature TAO is equal to or higher than the predetermined temperature T2, and the outdoor air temperature Tam is predetermined. When it is determined that the window glass is fogged at a temperature lower than T3, the first dehumidifying heating operation is performed, the outside air temperature Tam is equal to or higher than the predetermined temperature T1, the target blowing temperature TAO is equal to or higher than the predetermined temperature T2, and the outdoor air temperature Tam is When it is determined that the window glass is not fogged at the predetermined temperature T3 or higher, the heating operation is performed. The outside air temperature Tam is equal to or higher than the predetermined temperature T1, and the target blowing temperature TAO The second dehumidifying heating operation is performed when it is determined that the window temperature is equal to or higher than the predetermined temperature T2, the outside air temperature Tam is equal to or higher than the predetermined temperature T3, and the window glass is fogged, and the target air temperature TAO is equal to or higher than the predetermined temperature T1. Is less than the predetermined temperature T2 and higher than the outside air temperature Tam, the outside air temperature Tam is less than the predetermined temperature T4, and heating operation is performed when it is determined that the window glass is not fogged, the outside air temperature Tam is equal to or higher than the predetermined temperature T1, When it is determined that the target blowing temperature TAO is less than the predetermined temperature T2 and higher than the outside air temperature Tam, the outside air temperature Tam is less than the predetermined temperature T4, and fogging of the window glass occurs, the second dehumidifying heating operation is performed. When the target blowing temperature TAO is lower than the predetermined temperature T2 and higher than the outside air temperature Tam at the predetermined temperature T1 or higher and the outside air temperature Tam is higher than the predetermined temperature T4 Performs cooling operation or dehumidifying cooling operation, at ambient temperature Tam is the predetermined temperature T1 or higher, the target air temperature TAO has to perform a cooling operation or dehumidifying cooling operation in the case of less than the predetermined temperature T2 and less than the outside air temperature Tam. As a result, when it is determined that fogging of the window glass does not occur even under the condition where the first dehumidifying heating operation and the second dehumidifying heating operation are switched in the normal mode, the first dehumidifying heating operation and the second dehumidifying heating operation are performed. Since the heating operation is performed without performing the heating operation, the power consumption can be reduced as compared with the normal mode.

また、第２省エネモードは、目標吹出温度ＴＡＯが外気温度Ｔａｍより高い場合に暖房運転を行い、目標吹出温度ＴＡＯが外気温度Ｔａｍ以下の場合に冷房運転または除湿冷房運転を行うようにしている。これにより、通常モードや第１省エネモードにおいて第１除湿暖房運転や第２除湿暖房運転に切り換えられる条件においても、第１除湿暖房運転や第２除湿暖房運転を行わないので、通常モード及び第１省エネモードと比較して消費電力量を低減することが可能となる。   In the second energy saving mode, the heating operation is performed when the target blowing temperature TAO is higher than the outside air temperature Tam, and the cooling operation or the dehumidifying cooling operation is performed when the target blowing temperature TAO is equal to or less than the outside air temperature Tam. Accordingly, the first dehumidifying and heating operation and the second dehumidifying and heating operation are not performed even under the condition of switching to the first dehumidifying and heating operation and the second dehumidifying and heating operation in the normal mode and the first energy saving mode. Compared with the energy saving mode, it is possible to reduce power consumption.

また、暖房運転時のフットモードにおいて、放熱器１５において熱交換された後の空気の温度Ｔｃが目標加熱温度Ｔｃｔとなるように電動モータ２１ａの回転数を制御するとともに、放熱器１５において冷媒と熱交換する空気の割合が最大となるようにエアミックスダンパ１６の開度を制御し、暖房運転時のバイレベルモードにおいて、放熱器１５において熱交換された後の空気の温度Ｔｃが目標加熱温度Ｔｃｔとなるように電動モータ２１ａの回転数を制御するとともに、５０％〜７０％の開度の範囲内で、且つ、目標加熱温度Ｔｃｔ、空気流通路に流入する空気の温度Ｔｅ、及び、目標吹出温度ＴＡＯから算出される開度となるようにエアミックスダンパ１６を制御するようにしている。これにより、吹出口切換えダンパ１３ｂ，１３ｃ，１３のモードによって電動モータ２１ａの回転数及びエアミックスダンパ１６の開度が制御されるので、車室内に吹出す空気を確実に目標吹出温度ＴＡＯとすることが可能となる。   Further, in the foot mode during heating operation, the rotational speed of the electric motor 21a is controlled so that the air temperature Tc after heat exchange in the radiator 15 becomes the target heating temperature Tct. The opening degree of the air mix damper 16 is controlled so that the ratio of air for heat exchange is maximized. In the bi-level mode during heating operation, the temperature Tc of the air after heat exchange in the radiator 15 is the target heating temperature. The rotational speed of the electric motor 21a is controlled so as to be Tct, the target heating temperature Tct, the temperature Te of the air flowing into the air flow passage, and the target are within the range of 50% to 70% opening. The air mix damper 16 is controlled so as to have an opening calculated from the blowing temperature TAO. Thereby, since the rotation speed of the electric motor 21a and the opening degree of the air mix damper 16 are controlled by the mode of the blowout switching dampers 13b, 13c, 13, the air blown into the vehicle interior is reliably set to the target blowout temperature TAO. It becomes possible.

また、暖房運転時のフットモードにおける目標加熱温度Ｔｃｔを、目標吹出温度ＴＡＯに対して、車室内に吹出される空気が空気流通路１１を流通する際の熱損失に相当する熱量を加えた温度とし、暖房運転時のバイレベルモードにおける目標加熱温度Ｔｃｔを、目標吹出温度ＴＡＯ、空気流通路１１に流入する空気の温度、及び、エアミックスダンパ１６の開度に基づいて算出される温度としている。これにより、吹出口切換えダンパ１３ｂ，１３ｃ，１３のモードによって目標加熱温度Ｔｃｔを設定しているので、車室内に吹出す空気を確実に目標吹出温度ＴＡＯとすることが可能となる。   In addition, the target heating temperature Tct in the foot mode during the heating operation is a temperature obtained by adding a heat amount corresponding to a heat loss when air blown into the passenger compartment flows through the air flow passage 11 to the target blowing temperature TAO. The target heating temperature Tct in the bi-level mode during the heating operation is a temperature calculated based on the target blowing temperature TAO, the temperature of the air flowing into the air flow passage 11, and the opening degree of the air mix damper 16. . Thereby, since the target heating temperature Tct is set according to the mode of the outlet switching dampers 13b, 13c, and 13, it is possible to reliably set the air blown into the vehicle interior to the target outlet temperature TAO.

また、第１除湿暖房運転時において、吸熱器１４において熱交換された後の空気の温度Ｔｅが除湿冷却後に目標温度Ｔｅｔとなるように室外熱交換器２２の冷媒流入側に設けられた第１膨張弁２７ａの開度を制御し、第１除湿暖房運転のフットモード、ベントモード、デフモード及びデフフットモードにおいて、放熱器１５において熱交換された後の空気の温度Ｔｃが除湿後に目標加熱温度Ｔｃｔとなるように電動モータ２１ａの回転数を制御するとともに、放熱器１５において冷媒と熱交換する空気の割合が最大となるようにエアミックスダンパ１６の開度を制御し、第１除湿暖房運転のバイレベルモードにおいて、放熱器１５において熱交換された後の空気の温度Ｔｃが除湿後に目標加熱温度Ｔｃｔとなるように電動モータ２１ａの回転数を制御するとともに、５０％〜７０％の開度の範囲内で、且つ、目標吹出温度ＴＡＯ、除湿冷却後の空気の目標温度Ｔｅｔ、及び、除湿後の目標加熱温度Ｔｃｔから算出される開度となるようにエアミックスダンパ１６の開度を制御している。これにより、吹出口切換えダンパ１３ｂ，１３ｃ，１３のモードによって電動モータ２１ａの回転数及びエアミックスダンパ１６の開度が制御されるので、車室内に吹出す空気を確実に目標吹出温度ＴＡＯとすることが可能となる。   Further, during the first dehumidifying and heating operation, the first temperature is provided on the refrigerant inflow side of the outdoor heat exchanger 22 so that the temperature Te of the air after heat exchange in the heat absorber 14 becomes the target temperature Tet after dehumidifying cooling. The opening degree of the expansion valve 27a is controlled, and in the foot mode, vent mode, differential mode and differential foot mode of the first dehumidifying and heating operation, the air temperature Tc after heat exchange in the radiator 15 is the target heating temperature Tct after dehumidification. And the opening degree of the air mix damper 16 is controlled so that the ratio of the air that exchanges heat with the refrigerant in the radiator 15 is maximized, so that the first dehumidifying and heating operation is performed. In the bi-level mode, the electric motor 21a rotates so that the air temperature Tc after heat exchange in the radiator 15 becomes the target heating temperature Tct after dehumidification. And the opening calculated from the target blowing temperature TAO, the target temperature Tet of the air after dehumidification cooling, and the target heating temperature Tct after dehumidification within the range of the opening of 50% to 70% The opening degree of the air mix damper 16 is controlled so that Thereby, since the rotation speed of the electric motor 21a and the opening degree of the air mix damper 16 are controlled by the mode of the blowout switching dampers 13b, 13c, 13, the air blown into the vehicle interior is reliably set to the target blowout temperature TAO. It becomes possible.

また、第１除湿暖房運転時の除湿冷却後の目標温度Ｔｅｔを、第１切換えモードにおいて、所定の除湿冷却後の目標温度Ｔｅｔとし、第２切換えモードにおいて、車室内の湿度Ｔｈを所定の湿度以下とするために、車室内の温度Ｔｒ、車室内の湿度Ｔｈ、目標吹出温度ＴＡＯから算出される除湿冷却後の目標温度Ｔｅｔとし、第１除湿暖房運転のフットモード、ベントモード、デフモード及びデフフットモードにおける除湿後の目標加熱温度Ｔｃｔを、目標吹出温度ＴＡＯに対して、車室内に吹出される空気が空気流通路１１を流通する際の熱損失に相当する熱量を加えた温度とし、除湿暖房運転のバイレベルモードにおける除湿後の目標加熱温度Ｔｃｔを、目標吹出温度ＴＡＯ、除湿冷却後の目標温度Ｔｅｔ、及び、エアミックスダンパ１６の開度に基づいて算出される温度としている。これにより、吹出口切換えダンパ１３ｂ，１３ｃ，１３のモードによって除湿冷却後の目標温度Ｔｅｔ及び除湿後の目標加熱温度Ｔｃｔを設定しているので、車室内に吹出す空気を確実に目標吹出温度ＴＡＯとすることが可能となる。   Further, the target temperature Tet after the dehumidifying cooling during the first dehumidifying heating operation is set as the target temperature Tet after the predetermined dehumidifying cooling in the first switching mode, and the humidity Th in the vehicle interior is set to the predetermined humidity in the second switching mode. In order to obtain the following, the target temperature Tet after the dehumidifying cooling calculated from the temperature Tr in the vehicle interior, the humidity Th in the vehicle interior, and the target blowing temperature TAO is used, and the foot mode, vent mode, differential mode and differential mode of the first dehumidifying heating operation are performed. The target heating temperature Tct after dehumidification in the foot mode is set to a temperature obtained by adding a heat amount corresponding to a heat loss when air blown into the vehicle interior flows through the air flow passage 11 to the target blowing temperature TAO, and dehumidifying. The target heating temperature Tct after dehumidification in the bi-level mode of the heating operation, the target blowing temperature TAO, the target temperature Tet after dehumidifying cooling, and the air mix damper 1 It is a temperature calculated based on the opening. As a result, the target temperature Tet after dehumidification cooling and the target heating temperature Tct after dehumidification are set according to the mode of the outlet switching dampers 13b, 13c, and 13, so that the air blown into the vehicle interior is reliably supplied to the target outlet temperature TAO. It becomes possible.

また、冷房運転及び除湿冷房運転時において、吸熱器１４において熱交換された後の空気の温度Ｔｅが冷却後の目標温度Ｔｅｔとなるように電動モータ２１ａの回転数を制御するとともに、放熱器１５において熱交換された後の空気の温度Ｔｃを推定温度Ｔｃｔとして推定し、目標吹出温度ＴＡＯ、冷却後の目標温度Ｔｅｔ、及び、推定温度Ｔｃｔから算出される開度となるようにエアミックスダンパ１６の開度を制御している。これにより、吹出口切換えダンパ１３ｂ，１３ｃ，１３のモードによって電動モータ２１ａの回転数及びエアミックスダンパ１６の開度が制御されるので、車室内に吹出す空気を確実に目標吹出温度ＴＡＯとすることが可能となる。   Further, during the cooling operation and the dehumidifying cooling operation, the rotational speed of the electric motor 21a is controlled so that the air temperature Te after heat exchange in the heat absorber 14 becomes the target temperature Tet after cooling, and the radiator 15 Is estimated as the estimated temperature Tct, and the air mix damper 16 has an opening calculated from the target blowing temperature TAO, the target temperature Tet after cooling, and the estimated temperature Tct. The degree of opening is controlled. Thereby, since the rotation speed of the electric motor 21a and the opening degree of the air mix damper 16 are controlled by the mode of the blowout switching dampers 13b, 13c, 13, the air blown into the vehicle interior is reliably set to the target blowout temperature TAO. It becomes possible.

また、前記冷却後の目標温度Ｔｅｔを、第１切換えモード及び第３切換えモードにおいて、所定の冷却後の目標温度Ｔｅｔとし、第２切換えモードにおいて、車室内の湿度Ｔｈを所定の湿度以下とするために、車室内の温度Ｔｒ、車室内の湿度Ｔｈ、目標吹出温度ＴＡＯから算出される冷却後の目標温度Ｔｅｔとしている。これにより、吹出口切換えダンパ１３ｂ，１３ｃ，１３ｄのモードによって冷却後の目標温度Ｔｅｔ及び推定温度Ｔｃｔを設定しているので、車室内に吹出す空気を確実に目標吹出温度ＴＡＯとすることが可能となる。   The target temperature Tet after cooling is set to a predetermined target temperature Tet after cooling in the first switching mode and the third switching mode, and the humidity Th in the vehicle interior is set to be equal to or lower than the predetermined humidity in the second switching mode. Therefore, the target temperature Tet after cooling calculated from the temperature Tr in the passenger compartment, the humidity Th in the passenger compartment, and the target blowing temperature TAO is used. As a result, the target temperature Tet after cooling and the estimated temperature Tct are set according to the mode of the outlet switching dampers 13b, 13c, 13d, so that the air blown into the passenger compartment can be reliably set to the target outlet temperature TAO. It becomes.

尚、前記実施形態では、空気流通路１１を流通する空気が放熱器１５において冷媒と熱交換する熱量を暖房、第１及び第２除湿暖房及び除湿冷房の熱源としたものを示したが、熱量が不足する場合には補助の熱源を設けるようにしてもよい。例えば、放熱器１５とは別に、熱源として空気流通路１内に空気流通路１１を流通する空気を直接加熱可能な電気ヒータを備えるようにしてもよい。また、空気流通路１１の内外に亘って温水回路を構成し、温水回路内を流通する温水を空気流通路１１外において加熱して、空気流通路１１において放熱させるようにしてもよい。   In the above embodiment, the amount of heat exchanged between the air flowing through the air flow passage 11 and the refrigerant in the radiator 15 is used as a heat source for heating, first and second dehumidifying heating and dehumidifying cooling. If this is insufficient, an auxiliary heat source may be provided. For example, an electric heater capable of directly heating the air flowing through the air flow passage 11 in the air flow passage 1 as a heat source may be provided separately from the radiator 15. Further, a hot water circuit may be formed over the inside and outside of the air flow passage 11, and the hot water flowing through the hot water circuit may be heated outside the air flow passage 11 to dissipate heat in the air flow passage 11.

また、前記実施形態では、冷媒回路２０において、冷媒流路２０ｃ，２０ｄを切換えるために三方弁２４を用いたものを示したが、三方弁２４の代わりに２台の電磁弁の開閉によって冷媒流路２０ｃ，２０ｄを切換えるようにしてもよい。   In the above embodiment, the three-way valve 24 is used to switch the refrigerant flow paths 20c and 20d in the refrigerant circuit 20. However, instead of the three-way valve 24, two refrigerant valves are opened and closed to open the refrigerant flow. The paths 20c and 20d may be switched.

また、前記実施形態では、運転切換え制御処理を、車室外の温度Ｔａｍ、環境条件に基づいて算出される目標吹出し温度ＴＡＯおよび窓ガラスの曇りの有無の判定に基づいて行っている。環境条件としては、車室外の温度Ｔａｍ、車室内の温度Ｔｒ、車室内の湿度Ｔｈ、日射量Ｔｓの少なくとも１つの条件が用いられるものである。   In the embodiment, the operation switching control process is performed based on the temperature Tam outside the passenger compartment, the target blowing temperature TAO calculated based on the environmental conditions, and the determination of whether the window glass is cloudy. As the environmental conditions, at least one of the temperature Tam outside the vehicle interior, the temperature Tr inside the vehicle interior, the humidity Th inside the vehicle interior, and the solar radiation amount Ts is used.

また、前記実施形態では、第１除湿暖房運転時の除湿冷却後の目標温度Ｔｅｔを、第２切換えモードにおいて、車室内の温度Ｔｒ、車室内の湿度Ｔｈ、目標吹出温度ＴＡＯから算出される除湿冷却後の目標温度Ｔｅｔとしている。第１除湿暖房運転時の除湿冷却後の目標温度Ｔｅｔは、第２切換えモードにおいて、車室外の温度Ｔａｍ、車室内の温度Ｔｒ、車室内の湿度Ｔｈ、日射量Ｔｓ、車両の移動速度Ｖ、目標吹出温度ＴＡＯの少なくとも１つの条件に基づいて算出されるものである。   In the embodiment, the target temperature Tet after the dehumidifying cooling during the first dehumidifying heating operation is dehumidified calculated from the temperature Tr in the vehicle interior, the humidity Th in the vehicle interior, and the target outlet temperature TAO in the second switching mode. The target temperature Tet after cooling is used. In the second switching mode, the target temperature Tet after the dehumidifying cooling during the first dehumidifying heating operation is the temperature Tam outside the passenger compartment, the temperature Tr inside the passenger compartment, the humidity Th in the passenger compartment, the solar radiation amount Ts, the moving speed V of the vehicle, It is calculated based on at least one condition of the target blowing temperature TAO.

また、前記実施形態では、冷房運転及び除湿冷房運転時の冷却後の目標温度Ｔｅｔを、第２切換えモードにおいて、車室内の温度Ｔｒ、車室内の湿度Ｔｈ、目標吹出温度ＴＡＯから算出される冷却後の目標温度Ｔｅｔとしている。冷房運転および除湿冷房運転時の冷却後の目標温度Ｔｅｔは、第２切換えモードにおいて、車室外の温度Ｔａｍ、車室内の温度Ｔｒ、車室内の湿度Ｔｈ、日射量Ｔｓ、車両の移動速度Ｖ、目標吹出温度ＴＡＯの少なくとも１つの条件に基づいて算出されるものである。   In the embodiment, the target temperature Tet after cooling in the cooling operation and the dehumidifying cooling operation is calculated from the temperature Tr in the vehicle interior, the humidity Th in the vehicle interior, and the target outlet temperature TAO in the second switching mode. This is the later target temperature Tet. In the second switching mode, the target temperature Tet after cooling during the cooling operation and the dehumidifying cooling operation is the temperature Tam outside the vehicle interior, the temperature Tr inside the vehicle interior, the humidity Th inside the vehicle interior, the solar radiation amount Ts, the moving speed V of the vehicle, It is calculated based on at least one condition of the target blowing temperature TAO.

１０…空調ユニット、１４…吸熱器、１５…放熱器、２０…冷媒回路、２１…圧縮機、２２…室外熱交換器、２４…三方弁、２５ａ〜２５ｄ…第１〜第４電磁弁、２６ａ〜２６ｃ…第１〜第３逆止弁、２７ａ…第１膨張弁、２７ｂ…第２膨張弁、４０…コントローラ、４１…外気温度センサ、４２…内気温度センサ、４３…吸気温度センサ、４４…冷却空気温度センサ、４５…加熱空気温度センサ、４６…内気湿度センサ、４７…日射センサ、４８…速度センサ、４９…操作部。
DESCRIPTION OF SYMBOLS 10 ... Air conditioning unit, 14 ... Heat absorber, 15 ... Radiator, 20 ... Refrigerant circuit, 21 ... Compressor, 22 ... Outdoor heat exchanger, 24 ... Three-way valve, 25a-25d ... First to fourth solenoid valves, 26a ˜26c, first to third check valves, 27a, first expansion valve, 27b, second expansion valve, 40, controller, 41, outside air temperature sensor, 42, inside air temperature sensor, 43, intake air temperature sensor, 44,. Cooling air temperature sensor, 45 ... heating air temperature sensor, 46 ... inside air humidity sensor, 47 ... solar radiation sensor, 48 ... speed sensor, 49 ... operation unit.

Claims (10)

冷媒を圧縮して吐出する圧縮機と、
車室内側に設けられ、冷媒を放熱させる放熱器と、
車室内側に設けられ、冷媒を吸熱させる吸熱器と、
車室外側に設けられ、冷媒を放熱または吸熱させる室外熱交換器と、を備え、
圧縮機が吐出した冷媒を室外熱交換器において放熱させ、室外熱交換器において放熱させた冷媒を膨張手段によって減圧させた後に吸熱器において吸熱させる冷房運転と、
圧縮機から吐出された冷媒を放熱器および室外熱交換器において放熱させ、放熱器および室外熱交換器において放熱させた冷媒を膨張手段によって減圧させた後に吸熱器において吸熱させる除湿冷房運転と、
圧縮機が吐出した冷媒を放熱器において放熱させ、放熱器において放熱させた冷媒を膨張手段によって減圧させた後に室外熱交換器において吸熱させる暖房運転と、
圧縮機が吐出した冷媒を放熱器において放熱させ、放熱器において放熱させた冷媒を膨張手段によって減圧させた後に吸熱器及び室外熱交換器の少なくとも吸熱器において吸熱させる除湿暖房運転と、を切換え可能な車両用空気調和装置において、
車室外の温度、車室内の温度、車室内の湿度、日射量の少なくとも１つの環境条件を検出可能な環境条件検出手段と、
車室を構成する窓ガラスの曇りの発生の有無を判定可能な曇り判定手段と、
環境条件検出手段によって検出される環境条件に基づいて、暖房運転、除湿暖房運転、冷房運転、除湿冷房運転を切換える第１切換えモードと、
環境条件検出手段によって検出される環境条件に基づいて、暖房運転、除湿暖房運転、冷房運転、除湿冷房運転を切換えるとともに、曇り判定手段によって窓ガラスに曇りが発生すると判定した場合のみ除湿暖房運転を行う第２切換えモードと、
環境条件検出手段によって検出される環境条件に基づいて、暖房運転、冷房運転、除湿冷房運転を切換える第３切換えモードと、
第１切換えモード、第２切換えモード及び第３切換えモードを切り換え可能なモード切換え手段と、を備えた
ことを特徴とする車両用空気調和装置。 A compressor that compresses and discharges the refrigerant;
A radiator that is provided in the passenger compartment and dissipates heat from the refrigerant;
A heat absorber provided on the vehicle interior side for absorbing heat from the refrigerant;
An outdoor heat exchanger that is provided outside the passenger compartment and dissipates or absorbs heat from the refrigerant,
Cooling operation in which the refrigerant discharged from the compressor is radiated in the outdoor heat exchanger, and the refrigerant radiated in the outdoor heat exchanger is depressurized by the expansion means and then absorbed in the heat absorber.
Dehumidifying and cooling operation in which the refrigerant discharged from the compressor is radiated in the radiator and the outdoor heat exchanger, and the refrigerant radiated in the radiator and the outdoor heat exchanger is decompressed by the expansion means and then absorbed in the heat absorber.
Heating operation in which the refrigerant discharged from the compressor is radiated in the radiator, and the refrigerant radiated in the radiator is decompressed by the expansion means and then absorbed in the outdoor heat exchanger;
It is possible to switch between dehumidifying heating operation in which the refrigerant discharged from the compressor dissipates heat in the radiator and the refrigerant dissipated in the radiator is decompressed by the expansion means and then absorbs heat in at least the heat absorber of the outdoor heat exchanger. In a vehicle air conditioner,
Environmental condition detection means capable of detecting at least one environmental condition of temperature outside the vehicle compartment, temperature inside the vehicle compartment, humidity inside the vehicle compartment, and amount of solar radiation;
A fog determination means capable of determining the presence or absence of fogging of the window glass constituting the passenger compartment;
A first switching mode for switching between heating operation, dehumidifying heating operation, cooling operation, and dehumidifying cooling operation based on the environmental condition detected by the environmental condition detection means;
Based on the environmental conditions detected by the environmental condition detection means, the heating operation, the dehumidifying heating operation, the cooling operation, and the dehumidifying and cooling operation are switched. A second switching mode to be performed;
A third switching mode for switching between heating operation, cooling operation, and dehumidifying cooling operation based on the environmental condition detected by the environmental condition detection means;
A vehicle air conditioner comprising: mode switching means capable of switching between a first switching mode, a second switching mode, and a third switching mode. 前記除湿暖房運転は、放熱器において放熱させた冷媒を膨張手段によって減圧させた後に吸熱器及び室外熱交換器において吸熱させる第１除湿暖房運転と、放熱器において放熱させた冷媒を膨張手段によって減圧させた後に吸熱器において吸熱させる第２除湿暖房運転と、を有し、
前記環境条件検出手段は、車室外の温度を検出する外気温検出手段であり、
前記第１モードは、
外気温度検出手段によって検出された温度が第１所定温度未満の場合に暖房運転を行い、
車室外の温度が第１所定温度以上で、車室内の温度を設定温度とするために必要な車室内に向かって吹出す空気の温度である目標吹出温度が第２所定温度以上であり、車室外の温度が第３所定温度未満の場合に第１除湿暖房運転を行い、
車室外の温度が第１所定温度以上で、目標吹出温度が第２所定温度以上であり、車室外の温度が第３所定温度以上の場合に第２除湿暖房運転を行い、
車室外の温度が第１所定温度以上で、目標吹出温度が、第２所定温度未満且つ車室外の温度より高く、車室外の温度が第４所定温度未満の場合に第２除湿暖房運転を行い、
車室外の温度が第１所定温度以上で、目標吹出温度が、第２所定温度未満且つ車室外の温度より高く、車室外の温度が第４所定温度以上の場合に、冷房運転または除湿冷房運転を行い、
車室外の温度が第１所定温度以上で、目標吹出温度が、第２所定温度未満且つ車室外の温度以下の場合に冷房運転または除湿冷房運転を行う
ことを特徴とする請求項１記載の車両用空気調和装置。 The dehumidifying and heating operation includes a first dehumidifying and heating operation in which the refrigerant radiated in the radiator is decompressed by the expansion means and then absorbed in the heat absorber and the outdoor heat exchanger, and the refrigerant radiated in the radiator is decompressed by the expansion means. And a second dehumidifying heating operation for absorbing heat in the heat absorber after
The environmental condition detection means is an outside air temperature detection means for detecting the temperature outside the passenger compartment,
The first mode is:
When the temperature detected by the outside air temperature detecting means is lower than the first predetermined temperature, the heating operation is performed,
The temperature outside the passenger compartment is equal to or higher than the first predetermined temperature, and the target outlet temperature, which is the temperature of the air blown out toward the passenger compartment required to set the temperature inside the passenger compartment to the set temperature, is equal to or higher than the second predetermined temperature. When the outdoor temperature is lower than the third predetermined temperature, the first dehumidifying heating operation is performed,
When the temperature outside the passenger compartment is equal to or higher than the first predetermined temperature, the target blowing temperature is equal to or higher than the second predetermined temperature, and the temperature outside the passenger compartment is equal to or higher than the third predetermined temperature, the second dehumidifying heating operation is performed.
The second dehumidifying heating operation is performed when the temperature outside the passenger compartment is equal to or higher than the first predetermined temperature, the target blowing temperature is lower than the second predetermined temperature and higher than the temperature outside the passenger compartment, and the temperature outside the passenger compartment is lower than the fourth predetermined temperature. ,
When the temperature outside the passenger compartment is equal to or higher than the first predetermined temperature, the target blowing temperature is lower than the second predetermined temperature and higher than the temperature outside the passenger compartment, and the temperature outside the passenger compartment is equal to or higher than the fourth predetermined temperature, the cooling operation or the dehumidifying cooling operation is performed. And
The vehicle according to claim 1, wherein the cooling operation or the dehumidifying cooling operation is performed when the temperature outside the passenger compartment is equal to or higher than the first predetermined temperature and the target blowing temperature is lower than the second predetermined temperature and equal to or lower than the temperature outside the passenger compartment. Air conditioning equipment. 前記第２モードは、
外気温度検出手段によって検出された温度が第１所定温度未満の場合に暖房運転を行い、
車室外の温度が第１所定温度以上で、目標吹出温度が第２所定温度以上であり、車室外の温度が第３所定温度未満で、曇り判定手段によって窓ガラスの曇りが発生しないと判定した場合に暖房運転を行い、
車室外の温度が第１所定温度以上で、目標吹出温度が第２所定温度以上であり、車室外の温度が第３所定温度未満で、曇り判定手段によって窓ガラスの曇りが発生すると判定した場合に第１除湿暖房運転を行い、
車室外の温度が第１所定温度以上で、目標吹出温度が第２所定温度以上であり、車室外の温度が第３所定温度以上で、曇り判定手段によって窓ガラスの曇りが発生しないと判定した場合に暖房運転を行い、
車室外の温度が第１所定温度以上で、目標吹出温度が第２所定温度以上であり、車室外の温度が第３所定温度以上で、曇り判定手段によって窓ガラスの曇りが発生すると判定した場合に第２除湿暖房運転を行い、
車室外の温度が第１所定温度以上で、目標吹出温度が、第２所定温度未満且つ車室外の温度より高く、車室外の温度が第４所定温度未満で、曇り判定手段によって窓ガラスの曇りが発生しないと判定した場合に暖房運転を行い、
車室外の温度が第１所定温度以上で、目標吹出温度が、第２所定温度未満且つ車室外の温度より高く、車室外の温度が第４所定温度未満で、曇り判定手段によって窓ガラスの曇りが発生すると判定した場合に第２除湿暖房運転を行い、
車室外の温度が第１所定温度以上で、目標吹出温度が、第２所定温度未満且つ車室外の温度より高く、車室外の温度が第４所定温度以上の場合に、冷房運転または除湿冷房運転を行い、
車室外の温度が第１所定温度以上で、目標吹出温度が、第２所定温度未満且つ車室外の温度以下の場合に冷房運転または除湿冷房運転を行う
ことを特徴とする請求項２記載の車両用空気調和装置。 The second mode is:
When the temperature detected by the outside air temperature detecting means is lower than the first predetermined temperature, the heating operation is performed,
It is determined that the temperature outside the passenger compartment is equal to or higher than the first predetermined temperature, the target blowing temperature is equal to or higher than the second predetermined temperature, the temperature outside the passenger compartment is lower than the third predetermined temperature, and fogging of the window glass does not occur by the fogging determination means. If heating operation,
When the temperature outside the passenger compartment is equal to or higher than the first predetermined temperature, the target outlet temperature is equal to or higher than the second predetermined temperature, the temperature outside the passenger compartment is lower than the third predetermined temperature, and the fog determining means determines that the window glass is fogged. 1st dehumidifying heating operation,
It is determined that the temperature outside the passenger compartment is equal to or higher than the first predetermined temperature, the target blowing temperature is equal to or higher than the second predetermined temperature, the temperature outside the passenger compartment is equal to or higher than the third predetermined temperature, and fogging of the window glass is not generated by the fogging determination means. If heating operation,
When the temperature outside the passenger compartment is equal to or higher than the first predetermined temperature, the target blowing temperature is equal to or higher than the second predetermined temperature, the temperature outside the passenger compartment is equal to or higher than the third predetermined temperature, and the fogging determining means determines that the window glass is fogged In the second dehumidifying and heating operation,
The temperature outside the passenger compartment is equal to or higher than the first predetermined temperature, the target blowing temperature is lower than the second predetermined temperature and higher than the temperature outside the passenger compartment, the temperature outside the passenger compartment is lower than the fourth predetermined temperature, If it is determined that does not occur, heating operation is performed,
The temperature outside the passenger compartment is equal to or higher than the first predetermined temperature, the target blowing temperature is lower than the second predetermined temperature and higher than the temperature outside the passenger compartment, the temperature outside the passenger compartment is lower than the fourth predetermined temperature, Second dehumidifying heating operation when it is determined that
When the temperature outside the passenger compartment is equal to or higher than the first predetermined temperature, the target blowing temperature is lower than the second predetermined temperature and higher than the temperature outside the passenger compartment, and the temperature outside the passenger compartment is equal to or higher than the fourth predetermined temperature, the cooling operation or the dehumidifying cooling operation is performed. And
The vehicle according to claim 2, wherein the cooling operation or the dehumidifying cooling operation is performed when the temperature outside the passenger compartment is equal to or higher than the first predetermined temperature and the target blowing temperature is lower than the second predetermined temperature and equal to or lower than the temperature outside the passenger compartment. Air conditioning equipment. 前記第３モードは、
目標吹出温度が車室外の温度より高い場合に暖房運転を行い、
目標吹出温度が車室外の温度以下の場合に冷房運転または除湿冷房運転を行う
ことを特徴とする請求項２または３記載の車両用空気調和装置。 The third mode is
When the target blowing temperature is higher than the temperature outside the passenger compartment, heating operation is performed.
The vehicle air conditioner according to claim 2 or 3, wherein the cooling operation or the dehumidifying cooling operation is performed when the target blowing temperature is equal to or lower than a temperature outside the passenger compartment. 放熱器及び吸熱器が配置された空気流通路を有し、空気流通路を流通する空気を車室内に吹き出させるための複数の吹出口が設けられた空調ユニットと、
空気流通路を流通する空気を、車室内の搭乗者の頭部側に向かって吹き出させるベントモードと、車室内の搭乗者の足元側に向かって吹き出させるフットモードと、車室内の搭乗者の頭部側及び足元側のそれぞれに向かって吹き出させるバイレベルモードと、が切換え可能な吹出口切換え手段と、
開度を変更することによって、空気流通路を流通する空気の放熱器において冷媒と熱交換する割合を変更可能なエアミックスダンパと、を備え、
暖房運転時のフットモードにおいて、放熱器において熱交換された後の空気の温度が加熱目標温度となるように圧縮機を駆動する電動モータの回転数を制御するとともに、放熱器において冷媒と熱交換する空気の割合が最大となるようにエアミックスダンパの開度を制御し、
暖房運転時のバイレベルモードにおいて、放熱器において熱交換された後の空気の温度が加熱目標温度となるように圧縮機を駆動する電動モータの回転数を制御するとともに、所定範囲内の開度で、且つ、目標吹出温度、空気流通路に流入する空気の温度、及び、加熱目標温度から算出される開度となるようにエアミックスダンパの開度を制御する
ことを特徴とする請求項１乃至４のいずれか１項記載の車両用空気調和装置。 An air-conditioning unit having an air flow passage in which a radiator and a heat absorber are arranged, and provided with a plurality of air outlets for blowing air flowing through the air flow passage into the vehicle interior;
A vent mode that blows air flowing through the air flow passage toward the head of the passenger in the passenger compartment, a foot mode that blows out toward the passenger's feet in the passenger compartment, and a passenger's passenger in the passenger compartment. A bi-level mode that blows out toward the head side and the foot side, and a blow-out port switching means capable of switching,
An air mix damper capable of changing the rate of heat exchange with the refrigerant in the radiator of the air flowing through the air flow passage by changing the opening;
In the foot mode during heating operation, the number of revolutions of the electric motor that drives the compressor is controlled so that the temperature of the air after heat exchange in the radiator becomes the heating target temperature, and heat exchange with the refrigerant is performed in the radiator. Control the opening of the air mix damper so that the percentage of air to be
In the bi-level mode during heating operation, the rotational speed of the electric motor that drives the compressor is controlled so that the temperature of the air after heat exchange in the radiator becomes the heating target temperature, and the opening within a predetermined range Further, the opening degree of the air mix damper is controlled so as to be an opening degree calculated from the target blowing temperature, the temperature of the air flowing into the air flow passage, and the heating target temperature. The vehicle air conditioner according to any one of claims 1 to 4. 前記暖房運転時のフットモードにおける加熱目標温度を、目標吹出温度に対して、車室内に吹出される空気が空気流通路を流通する際の熱損失に相当する熱量を加えた温度とし、
前記暖房運転時のバイレベルモードにおける加熱目標温度を、目標吹出温度、空気流通路に流入する空気の温度、及び、エアミックスダンパの開度に基づいて算出される温度とした
ことを特徴とする請求項５記載の車両用空気調和装置。 The heating target temperature in the foot mode during the heating operation is a temperature obtained by adding a heat amount corresponding to a heat loss when the air blown into the passenger compartment flows through the air flow passage to the target blowing temperature,
The heating target temperature in the bi-level mode during the heating operation is a temperature calculated based on the target blowing temperature, the temperature of the air flowing into the air flow passage, and the opening of the air mix damper. The vehicle air conditioner according to claim 5. 吹出口切換え手段は、空気流通路を流通する空気を、車室内の窓ガラスに向かって吹出させるデフモードと、車室内の窓ガラス及び搭乗者の足元側のそれぞれに向かって吹出させるデフフットモードと、を有し、
除湿暖房運転時において、吸熱器において熱交換された後の空気の温度が除湿冷却目標温度となるように吸熱器または室外熱交換器の冷媒流入側に設けられた冷媒を減圧する冷媒減圧手段を制御し、
除湿暖房運転のフットモード、ベントモード、デフモード及びデフフットモードにおいて、放熱器において熱交換された後の空気の温度が除湿後加熱目標温度となるように圧縮機を駆動する電動モータの回転数を制御するとともに、放熱器において冷媒と熱交換する空気の割合が最大となるようにエアミックスダンパの開度を制御し、
除湿暖房運転のバイレベルモードにおいて、放熱器において熱交換された後の空気の温度が除湿後加熱目標温度となるように圧縮機を駆動する電動モータの回転数を制御するとともに、所定範囲内の開度で、且つ、目標吹出温度、除湿冷却目標温度、及び、除湿後加熱目標温度から算出される開度となるようにエアミックスダンパの開度を制御する
ことを特徴とする請求項５または６記載の車両用空気調和装置。 The air outlet switching means includes a differential mode for blowing air flowing through the air flow passage toward the window glass in the vehicle interior, and a differential foot mode for blowing air toward the window glass in the vehicle interior and the passenger's feet. Have
During the dehumidifying and heating operation, a refrigerant pressure reducing means for reducing the pressure of the refrigerant provided on the refrigerant inflow side of the heat absorber or the outdoor heat exchanger so that the temperature of the air after heat exchange in the heat absorber becomes the dehumidifying cooling target temperature. Control
In the foot mode, vent mode, differential mode, and differential foot mode of dehumidifying heating operation, the number of revolutions of the electric motor that drives the compressor is set so that the temperature of the air after heat exchange in the radiator becomes the heating target temperature after dehumidification. And controlling the opening of the air mix damper so that the ratio of air that exchanges heat with the refrigerant in the radiator is maximized,
In the bi-level mode of the dehumidifying and heating operation, the rotational speed of the electric motor that drives the compressor is controlled so that the temperature of the air after heat exchange in the radiator becomes the heating target temperature after dehumidification, and within a predetermined range The opening degree of the air mix damper is controlled so as to be an opening degree and an opening degree calculated from the target blowing temperature, the dehumidifying cooling target temperature, and the heating target temperature after dehumidifying. 6. The vehicle air conditioner according to 6. 前記除湿暖房運転時の除湿冷却目標温度を、第１切換えモードにおいて、所定の除湿冷却目標温度とし、第２切換えモードにおいて、車室内の湿度を所定の湿度以下とするために、車室外の温度、車室内の温度、車室内の湿度、日射量、車両の移動速度、目標吹出温度のうち少なくとも１つの条件から算出される除湿冷却目標温度とし、
前記除湿暖房運転のフットモード、ベントモード、デフモード及びデフフットモードにおける除湿後加熱目標温度を、目標吹出温度に対して、車室内に吹出される空気が空気流通路を流通する際の熱損失に相当する熱量を加えた温度とし、
前記除湿暖房運転のバイレベルモードにおける除湿後加熱目標温度を、目標吹出温度、除湿冷却目標温度、及び、エアミックスダンパの開度に基づいて算出される温度とした
ことを特徴とする請求項７記載の車両用空気調和装置。 In order to set the dehumidifying cooling target temperature during the dehumidifying heating operation to a predetermined dehumidifying cooling target temperature in the first switching mode and to reduce the humidity in the vehicle interior to a predetermined humidity or lower in the second switching mode, The vehicle interior temperature, the vehicle interior humidity, the amount of solar radiation, the vehicle movement speed, the target dehumidification cooling target temperature calculated from at least one of the conditions:
The heating target temperature after dehumidification in the foot mode, vent mode, differential mode and differential foot mode of the dehumidifying heating operation is the heat loss when the air blown into the passenger compartment flows through the air flow passage with respect to the target blowing temperature. The temperature with the corresponding amount of heat added,
The heating target temperature after dehumidification in the bi-level mode of the dehumidifying heating operation is set to a temperature calculated based on the target blowing temperature, the dehumidifying cooling target temperature, and the opening degree of the air mix damper. The vehicle air conditioning apparatus described. 冷房運転及び除湿冷房運転時において、吸熱器において熱交換された後の空気の温度が冷却目標温度となるように圧縮機を駆動する電動モータの回転数を制御するとともに、放熱器において熱交換された後の空気の温度を推定加熱温度として推定し、目標吹出温度、冷却目標温度、及び、推定加熱温度から算出される開度となるようにエアミックスダンパの開度を制御する
ことを特徴とする請求項５乃至８のいずれか１項記載の車両用空気調和装置。 During cooling operation and dehumidifying cooling operation, the rotational speed of the electric motor that drives the compressor is controlled so that the temperature of the air after heat exchange in the heat absorber becomes the cooling target temperature, and heat is exchanged in the radiator. The temperature of the air mix damper is estimated as the estimated heating temperature, and the opening degree of the air mix damper is controlled so that the opening degree is calculated from the target blowing temperature, the cooling target temperature, and the estimated heating temperature. The vehicle air conditioner according to any one of claims 5 to 8. 前記冷却目標温度を、第１切換えモード及び第３切換えモードにおいて、所定の冷却目標温度とし、第２切換えモードにおいて、車室内の湿度を所定の湿度以下とするために、車室外の温度、車室内の温度、車室内の湿度、日射量、車両の移動速度、目標吹出温度のうち少なくとも１つの条件から算出される冷却目標温度とした
ことを特徴とする請求項９記載の車両用空気調和装置。 In the first switching mode and the third switching mode, the cooling target temperature is set to a predetermined cooling target temperature, and in the second switching mode, the vehicle interior temperature, 10. The vehicle air conditioner according to claim 9, wherein the vehicle air conditioner is a cooling target temperature calculated from at least one of an indoor temperature, a humidity in the vehicle interior, an amount of solar radiation, a moving speed of the vehicle, and a target blowing temperature. .
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