JP6831209B2 - Vehicle air conditioner - Google Patents

Description

The present invention relates to a heat pump type air conditioner for air-conditioning the interior of a vehicle.

Due to the emergence of environmental problems in recent years, hybrid vehicles and electric vehicles have become widespread. As an air conditioner that can be applied to such a vehicle, a compressor that compresses and discharges the refrigerant, a radiator that is provided on the vehicle interior side to dissipate the refrigerant, and a radiator that is provided on the vehicle interior outside are provided. A heat pump device having an outdoor heat exchanger that absorbs the refrigerant is provided, the refrigerant discharged from the compressor is radiated by the radiator, and the refrigerant radiated by the radiator is absorbed by the outdoor heat exchanger to heat the passenger compartment. At the same time, an auxiliary heating means using an electric heater has been developed to contribute to the heating of the vehicle interior (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2014-213765

Here, in the vehicle air conditioner, the operation of the heat pump device has been stopped in the past when a device failure occurs and the device becomes uncontrollable. Therefore, there is a problem that the heating in the vehicle interior is stopped, which causes discomfort to the occupants.

The present invention has been made to solve the conventional technical problems, and it is possible to continue heating the vehicle interior as much as possible even when the heat pump device or the auxiliary heating device becomes uncontrollable. It is an object of the present invention to provide an air conditioner for a vehicle capable of providing an air conditioner.

The vehicle air conditioner of the present invention includes an air flow passage through which air supplied to the vehicle interior flows, a heat pump device, an auxiliary heating device for heating the air supplied from the air flow passage to the vehicle interior, and a control device. The heat pump device includes a compressor that compresses the refrigerant, a radiator that dissipates the refrigerant and heats the air that is supplied to the vehicle interior from the airflow passage, and a vehicle that absorbs the refrigerant and heats the vehicle from the airflow passage. It has a heat absorber for cooling the air supplied to the room and an outdoor heat exchanger provided outside the vehicle interior, and the control device dissipates the refrigerant discharged from the compressor with the radiator. / Alternatively, if the interior of the vehicle can be heated by heating the auxiliary heating device and one of the heat pump device and the auxiliary heating device becomes uncontrollable, the other is used in the vehicle interior. The control device switches between the first operation mode in which the refrigerant flows through the radiator and the second operation mode in which the refrigerant does not flow through the radiator, and the auxiliary heating device performs the heating. When the second operation mode is being executed when the vehicle falls out of control, it is characterized by switching to the first operation mode and continuing the heating of the vehicle interior.

In the vehicle air conditioner according to the second aspect of the present invention, in the above invention, as the first operation mode, the control device causes the refrigerant discharged from the compressor to flow through the radiator to dissipate heat, and the radiated refrigerant is depressurized. After that, a heating mode in which heat is absorbed by the outdoor heat exchanger, and a refrigerant discharged from the compressor is passed from the radiator to the outdoor heat exchanger to be dissipated by the radiator and the outdoor heat exchanger, and the radiated refrigerant is discharged. It has a dehumidifying / cooling mode in which heat is absorbed by a heat exchanger after depressurizing, and when the outside air temperature is low or when it is not necessary to dehumidify the passenger compartment, the heating mode is executed and the outside air temperature is high, and the passenger compartment is cooled. When it is necessary to dehumidify, it is characterized by performing a dehumidifying / cooling mode.

The vehicle air conditioner according to the third aspect of the present invention is the second operation mode of the control device according to the first or second aspect, in which the refrigerant discharged from the compressor does not flow to the radiator and the outdoor heat is generated. A dehumidifying heating mode in which the radiated refrigerant is decompressed and then absorbed by a heat absorber to generate heat in the auxiliary heating device, and the refrigerant discharged from the compressor is not flowed to the radiator and is outdoors. It is characterized by having either one or both of the maximum cooling modes in which the radiated refrigerant is decompressed by flowing it through a heat exchanger to dissipate heat, and then the heat is absorbed by the heat exchanger.

The vehicle air conditioner according to claim 4 is characterized in that, in each of the above inventions, the control device stops operation when both the heat pump device and the auxiliary heating device become uncontrollable.

In the vehicle air conditioner according to the fifth aspect of the present invention, in each of the above inventions, the control device is a heat pump device and / or an auxiliary heating device, and any one of equipment failure, sensor failure, and communication abnormality is present. When it occurs, it is determined that it is out of control.

According to the present invention, an air flow passage through which air supplied to the vehicle interior flows, a heat pump device, an auxiliary heating device for heating the air supplied from the air flow passage to the vehicle interior, and a control device are provided. The heat pump device includes a compressor that compresses the refrigerant, a radiator that dissipates the refrigerant and supplies it to the passenger compartment from the airflow passage, and a radiator that absorbs the refrigerant and supplies it to the passenger compartment from the airflow passage. It has a heat absorber for cooling the air and an outdoor heat exchanger provided outside the vehicle interior, and the control device dissipates the refrigerant discharged from the compressor with the radiator, and / or assists. By generating heat from the heating device, the interior of the vehicle can be heated , and if one of the heat pump device and the auxiliary heating device becomes uncontrollable, the other is used to continue heating the interior of the vehicle. In the vehicle air conditioner, the control device switches between the first operation mode in which the refrigerant flows through the radiator and the second operation mode in which the refrigerant does not flow through the radiator, and the auxiliary heating device cannot be controlled. If the second operation mode is being executed when the vehicle falls into, the vehicle interior is heated by switching to the first operation mode, so that when the second operation mode is being executed. For example, even when the control device determines that the auxiliary heating device is out of control due to any one of a device failure, a sensor failure, and a communication abnormality as in the invention of claim 5. It will be possible to continue heating the interior of the vehicle by switching to the operation mode of. As a result, even in the event of an abnormality in which the auxiliary heating device becomes uncontrollable, it is possible to heat the vehicle interior without any trouble by heat dissipation from the radiator and reduce the discomfort of the occupant.

In the second operation mode executed by the control device, for example, as in the invention of claim 3, the refrigerant discharged from the compressor is not allowed to flow through the radiator but is passed through the outdoor heat exchanger to dissipate heat and dissipate heat. After depressurizing the refrigerant, heat is absorbed by the heat absorber to generate heat in the auxiliary heating device, or the refrigerant discharged from the compressor is passed through the outdoor heat exchanger without flowing through the radiator to dissipate heat. This is the maximum cooling mode in which the refrigerant is decompressed and then heat is absorbed by a heat exchanger.

Further, as the first operation mode executed by the control device as in the invention of claim 2, the refrigerant discharged from the compressor is allowed to flow through the radiator to dissipate heat, the radiated refrigerant is depressurized, and then the outdoor heat exchanger is used. In the heating mode in which heat is absorbed by the compressor, the refrigerant discharged from the compressor is flowed from the radiator to the outdoor heat exchanger to dissipate heat in the radiator and the outdoor heat exchanger, and after depressurizing the radiated refrigerant, the heat absorber When the dehumidifying / cooling mode is used to absorb heat, the heating mode is executed when the outside air temperature is low, or when it is not necessary to dehumidify the vehicle interior, and when the outside air temperature is high and it is necessary to dehumidify the vehicle interior. If the dehumidifying / cooling mode is executed, the interior of the vehicle can be heated and dehumidified without any trouble even when the auxiliary heating device is abnormal.

Further, when both the heat pump device and the auxiliary heating device become uncontrollable, the risk of further damage to the device can be eliminated by stopping the operation by the control device as in the invention of claim 4. Is.

It is a block diagram of the air conditioner for a vehicle of one Embodiment to which this invention was applied (Example 1). It is a block diagram of the control device of the air conditioner for a vehicle of FIG. It is a schematic diagram of the air flow passage of the air conditioner for a vehicle of FIG. It is a control block diagram concerning the compressor control in the heating mode of the heat pump controller of FIG. It is a control block diagram concerning the compressor control in the dehumidifying heating mode of the heat pump controller of FIG. It is a control block diagram concerning the control of the auxiliary heater (auxiliary heating device) in the dehumidifying heating mode of the heat pump controller of FIG. It is a figure explaining the switching control of the operation mode about the heat pump device of the Example of FIG. It is a block diagram of the air conditioner for vehicles of another Example of this invention (Example 2). It is a figure explaining the switching control of the operation mode about the heat pump device of the Example of FIG.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1 shows a configuration diagram of an air conditioner 1 for a vehicle according to an embodiment of the present invention. The vehicle of the embodiment to which the present invention is applied is an electric vehicle (EV) in which an engine (internal combustion engine) is not mounted, and travels by driving an electric motor for traveling with electric power charged in a battery. Yes (neither is shown), and the vehicle air conditioner 1 of the present invention is also driven by the power of the battery. That is, the vehicle air conditioner 1 of the embodiment performs the heating mode by the heat pump operation using the refrigerant circuit in the electric vehicle that cannot be heated by the waste heat of the engine, and further, the dehumidifying heating mode, the dehumidifying cooling mode, the cooling mode, Each operation mode of the MAX cooling mode (maximum cooling mode) and the auxiliary heater independent mode is selectively executed.

The heating mode, dehumidifying cooling mode, and cooling mode are the first operation modes in the present invention in which the refrigerant flows through the radiator 4 described later, and the dehumidifying heating mode, the MAX cooling mode, and the auxiliary heater independent mode are the radiator 4 This is the second operation mode in the present invention in which the refrigerant does not flow into the air conditioner. Further, the present invention is effective not only for electric vehicles as vehicles but also for so-called hybrid vehicles that use an engine and an electric motor for traveling, and further, it can be applied to ordinary automobiles that travel with an engine. Needless to say.

The vehicle air conditioner 1 of the embodiment air-conditions (heating, cooling, dehumidifying, and ventilating) the interior of the electric vehicle, and includes an electric compressor 2 that compresses the refrigerant and the interior air of the vehicle. Is provided in the air flow passage 3 of the HVAC unit 10 through which air is circulated, and the high-temperature and high-pressure refrigerant discharged from the compressor 2 flows in through the refrigerant pipe 13G, dissipates this refrigerant, and supplies it to the vehicle interior. A radiator 4 as a heater for heating air, an outdoor expansion valve 6 (decompression device) including an electric valve that decompresses and expands the refrigerant during heating, and an outdoor expansion valve 6 (decompression device) provided outside the vehicle interior that functions as a radiator during cooling and heating. An outdoor heat exchanger 7 that exchanges heat between the refrigerant and the outside air to sometimes function as an evaporator, an indoor expansion valve 8 (pressure reducing device) composed of an electric valve that decompresses and expands the refrigerant, and an air flow passage 3 A heat exchanger 9 for cooling the air supplied to the vehicle interior by sucking the refrigerant from the inside and outside of the vehicle by absorbing the refrigerant during cooling and dehumidification, and an accumulator 12 and the like are sequentially connected by a refrigerant pipe 13 to a heat pump device. The HP refrigerant circuit is configured.

The refrigerant circuit of the heat pump device HP is filled with a predetermined amount of refrigerant and lubricating oil. The outdoor heat exchanger 7 is provided with an outdoor blower 15. The outdoor blower 15 forcibly ventilates the outdoor air to the outdoor heat exchanger 7 to exchange heat between the outside air and the refrigerant, whereby the outdoor air is outdoors even when the vehicle is stopped (that is, the vehicle speed is 0 km / h). The heat exchanger 7 is configured to ventilate outside air.

Further, the outdoor heat exchanger 7 has a receiver dryer portion 14 and a supercooling portion 16 in sequence on the downstream side of the refrigerant, and the refrigerant pipe 13A coming out of the outdoor heat exchanger 7 receives the receiver via an electromagnetic valve 17 opened during cooling. The refrigerant pipe 13B on the outlet side of the supercooling unit 16 is connected to the dryer unit 14 and is connected to the inlet side of the heat exchanger 9 via the indoor expansion valve 8. The receiver dryer section 14 and the supercooling section 16 structurally form a part of the outdoor heat exchanger 7.

Further, the refrigerant pipe 13B between the supercooling unit 16 and the indoor expansion valve 8 is provided in a heat exchange relationship with the refrigerant pipe 13C on the outlet side of the heat absorber 9, and both constitute the internal heat exchanger 19. As a result, the refrigerant flowing into the indoor expansion valve 8 via the refrigerant pipe 13B is configured to be cooled (supercooled) by the low-temperature refrigerant leaving the heat absorber 9.

Further, the refrigerant pipe 13A coming out of the outdoor heat exchanger 7 is branched into the refrigerant pipe 13D, and the branched refrigerant pipe 13D is on the downstream side of the internal heat exchanger 19 via an electromagnetic valve 21 opened during heating. Is connected to the refrigerant pipe 13C in the above. The refrigerant pipe 13C is connected to the accumulator 12, and the accumulator 12 is connected to the refrigerant suction side of the compressor 2. Further, the refrigerant pipe 13E on the outlet side of the radiator 4 is connected to the inlet side of the outdoor heat exchanger 7 via the outdoor expansion valve 6.

Further, the refrigerant pipe 13G between the discharge side of the compressor 2 and the inlet side of the radiator 4 is provided with a solenoid valve 30 (which constitutes a flow path switching device) which is closed during dehumidifying heating and MAX cooling, which will be described later. There is. In this case, the refrigerant pipe 13G branches to the bypass pipe 35 on the upstream side of the solenoid valve 30, and the bypass pipe 35 also constitutes the solenoid valve 40 (which also constitutes the flow path switching device) that is opened during dehumidifying heating and MAX cooling. ) Is communicated with the refrigerant pipe 13E on the downstream side of the outdoor expansion valve 6. The bypass device 45 is composed of the bypass pipe 35, the solenoid valve 30, and the solenoid valve 40.

By configuring the bypass device 45 with such a bypass pipe 35, an electromagnetic valve 30, and an electromagnetic valve 40, a dehumidifying heating mode or MAX in which the refrigerant discharged from the compressor 2 directly flows into the outdoor heat exchanger 7 as described later. It becomes possible to smoothly switch between the cooling mode and the heating mode, the dehumidifying cooling mode, and the cooling mode in which the refrigerant discharged from the compressor 2 flows into the radiator 4.

Further, in the air flow passage 3 on the air upstream side of the heat absorber 9, each suction port of the outside air suction port and the inside air suction port is formed (represented by the suction port 25 in FIG. 1), and this suction port The suction switching damper 26 for switching the air introduced into the air flow passage 3 into the inside air (inside air circulation mode), which is the air inside the vehicle interior, and the outside air (outside air introduction mode), which is the air outside the vehicle interior, is provided. There is. Further, an indoor blower fan 27 for supplying the introduced inside air and outside air to the air flow passage 3 is provided on the air downstream side of the suction switching damper 26.

Further, in FIG. 1, 23 is an auxiliary heater as an auxiliary heating device (another heater) provided in the vehicle air conditioner 1 of the embodiment. The auxiliary heater 23 of the embodiment is composed of a PTC heater which is an electric heater, and is inside the air flow passage 3 which is on the windward side (air upstream side) of the radiator 4 with respect to the air flow of the air flow passage 3. It is provided in. Then, when the auxiliary heater 23 is energized to generate heat, the air in the air flow passage 3 flowing into the radiator 4 via the endothermic absorber 9 is heated. That is, the auxiliary heater 23 serves as a so-called heater core, which heats or complements the interior of the vehicle. In this embodiment, the radiator 4 and the auxiliary heater 23 described above serve as heaters.

Here, the air flow passage 3 on the leeward side (downstream side of the air) of the heat absorber 9 of the HVAC unit 10 is partitioned by the partition wall 10A, and the heat exchange passage 3A for heating and the bypass passage 3B bypassing the heat exchange passage 3A are formed. The above-mentioned radiator 4 and auxiliary heater 23 are arranged in the heating heat exchange passage 3A.

Further, in the air flow passage 3 on the wind side of the auxiliary heater 23, the air (inside air or outside air) in the air flow passage 3 after flowing into the air flow passage 3 and passing through the heat absorber 9 is assisted. An air mix damper 28 for adjusting the ratio of ventilation to the heating heat exchange passage 3A in which the heater 23 and the radiator 4 are arranged is provided.

Further, the HVAC unit 10 on the leeward side of the radiator 4 has a FOOT (foot) outlet 29A (first outlet) and a VENT (vent) outlet 29B (a second outlet for the FOOT outlet 29A). Each outlet is formed with respect to the outlet and the DEF outlet 29C (the first outlet) and the DEF (def) outlet 29C (the second outlet). The FOOT outlet 29A is an outlet for blowing air under the feet in the vehicle interior, and is located at the lowest position. The VENT outlet 29B is an outlet for blowing air near the driver's chest and face in the vehicle interior, and is above the FOOT outlet 29A. The DEF outlet 29C is an outlet for blowing air onto the inner surface of the windshield of the vehicle, and is located at the highest position above the other outlets 29A and 29B.

The FOOT outlet 29A, the VENT outlet 29B, and the DEF outlet 29C are provided with a FOOT outlet damper 31A, a VENT outlet damper 31B, and a DEF outlet damper 31C, respectively, which control the amount of air blown out. Has been done.

Next, FIG. 2 shows a block diagram of the control device 11 of the vehicle air conditioner 1 of the embodiment. The control device 11 is composed of an air conditioning controller 20 and a heat pump controller 32, each of which is composed of a microcomputer which is an example of a computer equipped with a processor, and these are CAN (Controller Area Network) and LIN (Local Interconnect Network). It is connected to the vehicle communication bus 65 constituting the above. Further, the compressor 2 and the auxiliary heater 23 are also connected to the vehicle communication bus 65, and the air conditioning controller 20, the heat pump controller 32, the compressor 2 and the auxiliary heater 23 are configured to transmit and receive data via the vehicle communication bus 65. Has been done.

The air conditioning controller 20 is a higher-level controller that controls the air conditioning inside the vehicle interior, and the input of the air conditioning controller 20 includes an outside air temperature sensor 33 that detects the outside air temperature (Tam) of the vehicle and an outside air humidity sensor. The outside air humidity sensor 34, the HVAC suction temperature sensor 36 that detects the temperature of the air that is sucked into the air flow passage 3 from the suction port 25 and flows into the heat absorber 9 (suction air temperature Tas), and the air inside the vehicle (inside air). The inside air temperature sensor 37 that detects the temperature (indoor temperature Tin), the inside air humidity sensor 38 that detects the humidity of the air inside the vehicle, the interior CO ₂ concentration sensor 39 that detects the carbon dioxide concentration inside the vehicle, and the interior of the vehicle. A blowout temperature sensor 41 that detects the temperature of the air blown out to the vehicle, a discharge pressure sensor 42 that detects the discharge refrigerant pressure (discharge pressure Pd) of the compressor 2, and a photo, for example, for detecting the amount of solar radiation into the vehicle interior. The sensor-type solar radiation sensor 51, each output of the vehicle speed sensor 52 for detecting the moving speed (vehicle speed) of the vehicle, and the air conditioning (air conditioner) operation unit 53 for setting the set temperature and switching of the operation mode are connected. ing.

Further, an outdoor blower 15, an indoor blower (blower fan) 27, a suction switching damper 26, an air mix damper 28, and outlet dampers 31A to 31C are connected to the output of the air conditioning controller 20, and they are air-conditioned. It is controlled by the controller 20.

The heat pump controller 32 is a controller that mainly controls the heat pump device HP, and the input of the heat pump controller 32 includes a discharge temperature sensor 43 that detects the discharge refrigerant temperature of the compressor 2 and a suction refrigerant pressure of the compressor 2. The suction pressure sensor 44 for detecting the above, the suction temperature sensor 55 for detecting the suction refrigerant temperature Ts of the compressor 2, the radiator temperature sensor 46 for detecting the refrigerant temperature (radiator temperature TCI) of the radiator 4, and the radiator. The radiator pressure sensor 47 that detects the refrigerant pressure (radiator pressure PCI) of 4 and the heat absorber temperature sensor 48 that detects the refrigerant temperature (heat absorber temperature Te) of the heat absorber 9 and the refrigerant pressure of the heat absorber 9 are detected. The heat absorber pressure sensor 49, the auxiliary heater temperature sensor 50 for detecting the temperature of the auxiliary heater 23 (auxiliary heater temperature Tptc), and the refrigerant temperature (outdoor heat exchanger temperature TXO) at the outlet of the outdoor heat exchanger 7 are detected. The outputs of the outdoor heat exchanger temperature sensor 54 and the outdoor heat exchanger pressure sensor 56 that detect the refrigerant pressure (outdoor heat exchanger pressure PXO) at the outlet of the outdoor heat exchanger 7 are connected.

Further, the output of the heat pump controller 32 includes an outdoor expansion valve 6, an indoor expansion valve 8, a solenoid valve 30 (for reheating), a solenoid valve 17 (for cooling), a solenoid valve 21 (for heating), and a solenoid valve 40 (bypass). Each solenoid valve is connected and they are controlled by the heat pump controller 32. The compressor 2 and the auxiliary heater 23 each have a built-in controller, and the controllers of the compressor 2 and the auxiliary heater 23 transmit and receive data to and from the heat pump controller 32 via the vehicle communication bus 65, and the heat pump controller 32 transmits and receives data. Be controlled.

The heat pump controller 32 and the air conditioning controller 20 send and receive data to and from each other via the vehicle communication bus 65, and control each device based on the output of each sensor and the settings input by the air conditioning operation unit 53. In the embodiment in this case, the outside air temperature sensor 33, the discharge pressure sensor 42, the vehicle speed sensor 52, the volume air volume Ga of the air flowing into the air flow passage 3 (calculated by the air conditioning controller 20), and the air volume ratio SW by the air mix damper 28 ( The output of the air conditioning operation unit 53 (calculated by the air conditioning controller 20) is transmitted from the air conditioning controller 20 to the heat pump controller 32 via the vehicle communication bus 65, and is used for control by the heat pump controller 32.

With the above configuration, the operation of the vehicle air conditioner 1 of the embodiment will be described next. In this embodiment, the control device 11 (air conditioning controller 20, heat pump controller 32) sets each operation mode of heating mode, dehumidifying heating mode, dehumidifying cooling mode, cooling mode, MAX cooling mode (maximum cooling mode), and auxiliary heater independent mode. Switch and execute. First, the outline of the flow and control of the refrigerant in each operation mode will be described.

(1) Heating mode When the heating mode is selected by the heat pump controller 32 (auto mode) or by manual operation to the air conditioning operation unit 53 (manual mode), the heat pump controller 32 opens the solenoid valve 21 (for heating). Close the solenoid valve 17 (for cooling). Further, the solenoid valve 30 (for reheating) is opened, and the solenoid valve 40 (for bypass) is closed. Then, the compressor 2 is operated. The air conditioning controller 20 operates the blowers 15 and 27, and the air mix damper 28 basically blows out all the air in the air flow passage 3 that has been blown out from the indoor blower 27 and passed through the heat absorber 9 to heat the heat exchange passage 3A for heating. Although the state is such that the auxiliary heater 23 and the radiator 4 of the above are ventilated, the air volume may be adjusted.

As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 from the refrigerant pipe 13G via the solenoid valve 30. Since the air in the air flow passage 3 is ventilated through the radiator 4, the air in the air flow passage 3 is the high-temperature refrigerant in the radiator 4 (when the auxiliary heater 23 operates, the auxiliary heater 23 and the radiator 4 are used. ), On the other hand, the refrigerant in the radiator 4 is deprived of heat by air and cooled to be condensed.

The refrigerant liquefied in the radiator 4 exits the radiator 4 and then reaches the outdoor expansion valve 6 via the refrigerant pipe 13E. The refrigerant that has flowed into the outdoor expansion valve 6 is decompressed there, and then flows into the outdoor heat exchanger 7. The refrigerant that has flowed into the outdoor heat exchanger 7 evaporates, and heat is pumped up by running or from the outside air that is ventilated by the outdoor blower 15. That is, the refrigerant circuit of the heat pump device HP becomes a heat pump. Then, the low-temperature refrigerant that has exited the outdoor heat exchanger 7 enters the accumulator 12 from the refrigerant pipe 13C via the refrigerant pipe 13A, the electromagnetic valve 21, and the refrigerant pipe 13D, and after gas-liquid separation there, the gas refrigerant is used in the compressor 2. Repeat the circulation sucked into. Since the air heated by the radiator 4 (when the auxiliary heater 23 operates, the auxiliary heater 23 and the radiator 4) is blown out from the outlets 29A to 29C, the interior of the vehicle is heated by this. become.

The heat pump controller 32 calculates the target radiator pressure PCO (target value of the radiator pressure PCI) from the target heater temperature TCO (target value of the radiator temperature TCI) calculated by the air conditioning controller 20 from the target outlet temperature TAO, and this target. The rotation speed NC of the compressor 2 is controlled based on the radiator pressure PCO and the refrigerant pressure of the radiator 4 detected by the radiator pressure sensor 47 (radiator pressure PCI. High pressure of the refrigerant circuit of the heat pump HP) to dissipate heat. Control the heating by the vessel 4. Further, the heat pump controller 32 opens the outdoor expansion valve 6 based on the refrigerant temperature (radiator temperature TCI) of the radiator 4 detected by the radiator temperature sensor 46 and the radiator pressure PCI detected by the radiator pressure sensor 47. The degree is controlled, and the degree of supercooling SC of the refrigerant at the outlet of the radiator 4 is controlled.

Further, in this heating mode, when the heating capacity of the radiator 4 is insufficient for the heating capacity required for the air conditioning in the vehicle interior, the heat pump controller 32 compensates for the shortage with the heat generated by the auxiliary heater 23. Controls the energization of the auxiliary heater 23. That is, by executing the coordinated operation of the heat pump device HP and the auxiliary heater 23, comfortable vehicle interior heating is realized, and frost formation of the outdoor heat exchanger 7 is also suppressed. At this time, since the auxiliary heater 23 is arranged on the upstream side of the air of the radiator 4, the air flowing through the air flow passage 3 is ventilated to the auxiliary heater 23 in front of the radiator 4.

Here, if the auxiliary heater 23 is arranged on the downstream side of the air of the radiator 4, when the auxiliary heater 23 is configured by the PTC heater as in the embodiment, the temperature of the air flowing into the auxiliary heater 23 is the radiator. Since the temperature is increased by 4, the resistance value of the PTC heater becomes large, the current value also becomes low, and the calorific value decreases. However, by arranging the auxiliary heater 23 on the air upstream side of the radiator 4, in the embodiment, As described above, the ability of the auxiliary heater 23 composed of the PTC heater can be fully exhibited.

(2) Dehumidifying and heating mode Next, in the dehumidifying and heating mode, the heat pump controller 32 opens the solenoid valve 17 and closes the solenoid valve 21. Further, the solenoid valve 30 is closed, the solenoid valve 40 is opened, and the valve opening degree of the outdoor expansion valve 6 is fully closed. Then, the compressor 2 is operated. The air conditioning controller 20 operates the blowers 15 and 27, and the air mix damper 28 basically blows out all the air in the air flow passage 3 that has been blown out from the indoor blower 27 and passed through the heat absorber 9 to heat the heat exchange passage 3A for heating. The auxiliary heater 23 and the radiator 4 are ventilated, but the air volume is also adjusted.

As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 to the refrigerant pipe 13G flows into the bypass pipe 35 without going to the radiator 4, passes through the solenoid valve 40, and flows into the refrigerant pipe on the downstream side of the outdoor expansion valve 6. It will reach 13E. At this time, since the outdoor expansion valve 6 is fully closed, the refrigerant flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 is air-cooled and condensed by traveling there or by the outside air ventilated by the outdoor blower 15. The refrigerant exiting the outdoor heat exchanger 7 flows sequentially from the refrigerant pipe 13A through the solenoid valve 17 to the receiver dryer section 14 and the supercooling section 16. Here the refrigerant is supercooled.

The refrigerant exiting the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13B, passes through the internal heat exchanger 19, and reaches the indoor expansion valve 8. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. The air blown out from the indoor blower 27 is cooled by the endothermic action at this time, and the moisture in the air condenses and adheres to the heat absorber 9, so that the air in the air flow passage 3 is cooled and It is dehumidified. The refrigerant evaporated in the heat absorber 9 passes through the internal heat exchanger 19 and reaches the accumulator 12 via the refrigerant pipe 13C, and is repeatedly sucked into the compressor 2 through the accumulator 12.

At this time, since the valve opening degree of the outdoor expansion valve 6 is fully closed, it is possible to suppress or prevent the inconvenience that the refrigerant discharged from the compressor 2 flows back from the outdoor expansion valve 6 into the radiator 4. It becomes. As a result, it becomes possible to suppress or eliminate the decrease in the amount of refrigerant circulation and secure the air conditioning capacity. Further, in this dehumidifying / heating mode, the heat pump controller 32 energizes the auxiliary heater 23 to generate heat. As a result, the air cooled and dehumidified by the heat absorber 9 is further heated in the process of passing through the auxiliary heater 23, and the temperature rises, so that the dehumidifying and heating of the vehicle interior is performed.

The heat pump controller 32 is a compressor based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO which is a target value of the heat absorber temperature Te calculated by the air conditioner controller 20. The auxiliary heater 23 is controlled based on the auxiliary heater temperature Tptc detected by the auxiliary heater temperature sensor 50 and the target heater temperature TCO described above (in this case, the target value of the auxiliary heater temperature Tptc) while controlling the rotation speed NC of 2. By controlling the energization (heating by heat generation), the air temperature that is blown into the vehicle interior from each outlet 29A to 29C by heating by the auxiliary heater 23 while appropriately cooling and dehumidifying the air in the heat absorber 9 Accurately prevent the decline. As a result, it becomes possible to control the temperature to an appropriate heating temperature while dehumidifying the air blown into the vehicle interior, and it becomes possible to realize comfortable and efficient dehumidification heating in the vehicle interior.

Since the auxiliary heater 23 is arranged on the upstream side of the air of the radiator 4, the air heated by the auxiliary heater 23 passes through the radiator 4, but in this dehumidifying and heating mode, the refrigerant is sent to the radiator 4. Since the heat is not washed away, the inconvenience that the radiator 4 absorbs heat from the air heated by the auxiliary heater 23 is also eliminated. That is, it is suppressed that the temperature of the air blown into the vehicle interior is lowered by the radiator 4, and the COP is also improved.

(3) Dehumidifying / cooling mode Next, in the dehumidifying / cooling mode, the heat pump controller 32 opens the solenoid valve 17 and closes the solenoid valve 21. Further, the solenoid valve 30 is opened and the solenoid valve 40 is closed. Then, the compressor 2 is operated. The air conditioning controller 20 operates the blowers 15 and 27, and the air mix damper 28 basically blows out all the air in the air flow passage 3 that has been blown out from the indoor blower 27 and passed through the heat absorber 9 to heat the heat exchange passage 3A for heating. The auxiliary heater 23 and the radiator 4 are ventilated, but the air volume is also adjusted.

As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 from the refrigerant pipe 13G via the solenoid valve 30. Since the air in the air flow passage 3 is ventilated through the radiator 4, the air in the air flow passage 3 is heated by the high temperature refrigerant in the radiator 4, while the refrigerant in the radiator 4 heats the air. It is deprived, cooled, and condensed.

The refrigerant leaving the radiator 4 reaches the outdoor expansion valve 6 via the refrigerant pipe 13E, and flows into the outdoor heat exchanger 7 via the outdoor expansion valve 6 which is slightly opened and controlled. The refrigerant flowing into the outdoor heat exchanger 7 is air-cooled and condensed by traveling there or by the outside air ventilated by the outdoor blower 15. The refrigerant exiting the outdoor heat exchanger 7 flows sequentially from the refrigerant pipe 13A through the solenoid valve 17 to the receiver dryer section 14 and the supercooling section 16. Here the refrigerant is supercooled.

The refrigerant exiting the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13B, passes through the internal heat exchanger 19, and reaches the indoor expansion valve 8. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. Due to the endothermic action at this time, the moisture in the air blown out from the indoor blower 27 condenses and adheres to the heat absorber 9, so that the air is cooled and dehumidified.

The refrigerant evaporated in the heat absorber 9 passes through the internal heat exchanger 19 and reaches the accumulator 12 via the refrigerant pipe 13C, and is repeatedly sucked into the compressor 2 through the accumulator 12. In this dehumidifying / cooling mode, since the heat pump controller 32 does not energize the auxiliary heater 23, it is cooled by the heat absorber 9, and the dehumidified air is reheated in the process of passing through the radiator 4 (the heat dissipation capacity is lower than that during heating). Will be done. As a result, the interior of the vehicle is dehumidified and cooled.

The heat pump controller 32 of the compressor 2 is based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO (transmitted from the air conditioning controller 20) which is the target value thereof. Controls the number of revolutions NC. Further, the heat pump controller 32 calculates the target radiator pressure PCO from the above-mentioned target heater temperature TCO, and the target radiator pressure PCO and the refrigerant pressure (radiator pressure PCI) of the radiator 4 detected by the radiator pressure sensor 47. The valve opening degree of the outdoor expansion valve 6 is controlled based on the high pressure of the refrigerant circuit of the heat pump device HP), and the heating by the radiator 4 is controlled.

(4) Cooling Mode Next, in the cooling mode, the heat pump controller 32 fully opens the valve opening degree of the outdoor expansion valve 6 in the state of the dehumidifying cooling mode. Then, the compressor 2 is operated and the auxiliary heater 23 is not energized. The air conditioning controller 20 operates the blowers 15 and 27, and in the air mix damper 28, the air in the air flow passage 3 blown out from the indoor blower 27 and passed through the heat absorber 9 is the auxiliary heater 23 of the heat exchange passage 3A for heating. And the ratio of ventilation to the radiator 4 is adjusted.

As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 from the refrigerant pipe 13G via the solenoid valve 30, and the refrigerant discharged from the radiator 4 passes through the refrigerant pipe 13E and the outdoor expansion valve 6 To reach. At this time, since the outdoor expansion valve 6 is fully opened, the refrigerant passes through it and flows into the outdoor heat exchanger 7 as it is, where it is air-cooled by running or by the outside air ventilated by the outdoor blower 15 and condensed. Liquefaction. The refrigerant exiting the outdoor heat exchanger 7 flows sequentially from the refrigerant pipe 13A through the solenoid valve 17 to the receiver dryer section 14 and the supercooling section 16. Here the refrigerant is supercooled.

The refrigerant exiting the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13B, passes through the internal heat exchanger 19, and reaches the indoor expansion valve 8. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. The air blown out from the indoor blower 27 is cooled by the endothermic action at this time. Further, the moisture in the air condenses and adheres to the heat absorber 9.

The refrigerant evaporated in the heat absorber 9 passes through the internal heat exchanger 19 and reaches the accumulator 12 via the refrigerant pipe 13C, and is repeatedly sucked into the compressor 2 through the accumulator 12. The dehumidified air cooled by the heat absorber 9 is blown out into the vehicle interior from the outlets 29A to 29C (a part of the air passes through the radiator 4 to exchange heat), which cools the vehicle interior. It will be done. Further, in this cooling mode, the heat pump controller 32 uses the compressor 2 based on the temperature (heat absorber temperature Te) of the heat absorber 9 detected by the heat absorber temperature sensor 48 and the above-mentioned target heater temperature TEO which is the target value thereof. Controls the number of rotations NC.

(5) MAX cooling mode (maximum cooling mode)
Next, in the MAX cooling mode as the maximum cooling mode, the heat pump controller 32 opens the solenoid valve 17 and closes the solenoid valve 21. Further, the solenoid valve 30 is closed, the solenoid valve 40 is opened, and the valve opening degree of the outdoor expansion valve 6 is fully closed. Then, the compressor 2 is operated and the auxiliary heater 23 is not energized. The air conditioning controller 20 operates the blowers 15 and 27, and the air mix damper 28 is in a state where the air in the air flow passage 3 is not ventilated to the auxiliary heater 23 and the radiator 4 of the heat exchange passage 3A for heating. However, there is no problem even if there is some ventilation.

As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 to the refrigerant pipe 13G flows into the bypass pipe 35 without going to the radiator 4, passes through the solenoid valve 40, and flows into the refrigerant pipe on the downstream side of the outdoor expansion valve 6. It will reach 13E. At this time, since the outdoor expansion valve 6 is fully closed, the refrigerant flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 is air-cooled and condensed by traveling there or by the outside air ventilated by the outdoor blower 15. The refrigerant exiting the outdoor heat exchanger 7 flows sequentially from the refrigerant pipe 13A through the solenoid valve 17 to the receiver dryer section 14 and the supercooling section 16. Here the refrigerant is supercooled.

The refrigerant exiting the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13B, passes through the internal heat exchanger 19, and reaches the indoor expansion valve 8. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. The air blown out from the indoor blower 27 is cooled by the endothermic action at this time. Further, since the moisture in the air condenses and adheres to the heat absorber 9, the air in the air flow passage 3 is dehumidified. The refrigerant evaporated in the heat absorber 9 passes through the internal heat exchanger 19 and reaches the accumulator 12 via the refrigerant pipe 13C, and is repeatedly sucked into the compressor 2 through the accumulator 12. At this time, since the outdoor expansion valve 6 is fully closed, it is possible to suppress or prevent the inconvenience that the refrigerant discharged from the compressor 2 flows back from the outdoor expansion valve 6 into the radiator 4. .. As a result, it becomes possible to suppress or eliminate the decrease in the amount of refrigerant circulation and secure the air conditioning capacity.

Here, since the high-temperature refrigerant is flowing through the radiator 4 in the above-mentioned cooling mode, direct heat conduction from the radiator 4 to the HVAC unit 10 is not a little generated, but in this MAX cooling mode, the refrigerant is supplied to the radiator 4. Does not flow, so that the heat transferred from the radiator 4 to the HVAC unit 10 does not heat the air in the air flow passage 3 from the heat absorber 9. Therefore, the vehicle interior is strongly cooled, and particularly in an environment where the outside air temperature Tam is high, the vehicle interior can be quickly cooled and comfortable vehicle interior air conditioning can be realized. Further, even in this MAX cooling mode, the heat pump controller 32 is a compressor based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the above-mentioned target heat absorber temperature TEO which is the target value thereof. The number of rotations NC of 2 is controlled.

(6) Auxiliary heater independent mode The control device 11 of the embodiment stops the compressor 2 and the outdoor blower 15 of the heat pump device HP when the outdoor heat exchanger 7 is over-frosted, and the auxiliary heater 23 is used. Has an auxiliary heater independent mode in which the vehicle interior is heated only by the auxiliary heater 23. Also in this case, the heat pump controller 32 controls the energization (heat generation) of the auxiliary heater 23 based on the auxiliary heater temperature Tptc detected by the auxiliary heater temperature sensor 50 and the target heater temperature TCO described above.

Further, the air conditioning controller 20 operates the indoor blower 27, and the air mix damper 28 ventilates the air in the air flow passage 3 blown out from the indoor blower 27 to the auxiliary heater 23 of the heating heat exchange passage 3A to increase the air volume. It is in a state to be adjusted. Since the air heated by the auxiliary heater 23 is blown out into the vehicle interior from the outlets 29A to 29C, the interior of the vehicle is heated by this.

(7) Switching of operation mode The air conditioning controller 20 calculates the target blowout temperature TAO described above from the following formula (I). This target blowing temperature TAO is a target value of the temperature of the air blown into the vehicle interior.
TAO = (Tset-Tin) x K + Tbal (f (Tset, SUN, Tam))
・ ・ (I)
Here, Tset is the set temperature in the vehicle interior set by the air conditioning operation unit 53, Tin is the indoor temperature detected by the inside air temperature sensor 37, K is a coefficient, Tbal is the set temperature Tset, and the amount of solar radiation detected by the solar radiation sensor 51. It is a balance value calculated from the outside air temperature Tam detected by the SUN and the outside air temperature sensor 33. In general, the target outlet temperature TAO increases as the outside air temperature Tam decreases, and decreases as the outside air temperature Tam increases.

The heat pump controller 32 is any of the above operation modes based on the outside air temperature Tam (detected by the outside air temperature sensor 33) transmitted from the air conditioner controller 20 via the vehicle communication bus 65 at the time of activation and the target blowout temperature TAO. The operation mode is selected, and each operation mode is transmitted to the air conditioner controller 20 via the vehicle communication bus 65. After startup, the outside air temperature Tam, the humidity inside the vehicle, the target blowout temperature TAO, the heating temperature TH (the temperature of the air on the leeward side of the radiator 4; estimated value), the target heater temperature TCO, the heat absorber temperature Te, By switching each operation mode based on parameters such as the target heat absorber temperature TEO and the presence or absence of dehumidification request in the vehicle interior, the heating mode, dehumidification heating mode, and dehumidification can be performed accurately according to the environmental conditions and the necessity of dehumidification. By switching between the cooling mode, the cooling mode, the MAX cooling mode, and the auxiliary heater independent mode, the temperature of the air blown into the vehicle interior is controlled to the target outlet temperature TAO, and comfortable and efficient vehicle interior air conditioning is realized.

FIG. 7 is a diagram illustrating operation mode switching control for the heat pump device HP by the heat pump controller 32. When there is no abnormality in which the auxiliary heater 23 becomes uncontrollable and there is no dehumidification request, the operation mode of the heat pump device HP becomes the heating mode. On the other hand, if there is no abnormality in the auxiliary heater 23 and there is a dehumidification request, one of the above dehumidification heating mode, dehumidification cooling mode, cooling mode, and MAX cooling mode is selected. The dehumidification request may be determined by the heat pump controller 32, or may be transmitted from the air conditioning controller 20 based on a manual operation to the air conditioning operation unit 53. The case where the auxiliary heater 23 has an abnormality will be described in detail later.

(8) Control of the Compressor 2 in the Heating Mode by the Heat Pump Controller 32 Next, the control of the compressor 2 in the heating mode described above will be described in detail with reference to FIG. FIG. 4 is a control block diagram of the heat pump controller 32 that determines the target rotation speed (compressor target rotation speed) TGNCh of the compressor 2 for the heating mode. The F / F (feed forward) operation amount calculation unit 58 of the heat pump controller 32 has the outside air temperature Tam obtained from the outside air temperature sensor 33, the blower voltage BLV of the indoor blower 27, and SW = (TAO-Te) / (TH-Te). ), The air volume ratio SW by the air mix damper 28, the target supercooling degree TGSC which is the target value of the supercooling degree SC at the outlet of the radiator 4, and the above-mentioned target heater which is the target value of the temperature of the radiator 4 The F / F operation amount TGNChff of the compressor target rotation speed is calculated based on the temperature TCO (transmitted from the air conditioning controller 20) and the target radiator pressure PCO which is the target value of the pressure of the radiator 4.

Here, the TH for calculating the air volume ratio SW is the temperature of the air on the leeward side of the radiator 4 (hereinafter referred to as the heating temperature), and the heat pump controller 32 uses the equation (II) for the primary delay calculation shown below. presume.
TH = (INTL x TH0 + Tau x THz) / (Tau + INTL) ... (II)
Here, INTL is the calculation period (constant), Tau is the time constant of the first-order delay, TH0 is the steady-state value of the heating temperature TH in the steady state before the first-order delay calculation, and THH is the previous value of the heating temperature TH. By estimating the heating temperature TH in this way, it is not necessary to provide a special temperature sensor.

By changing the time constant Tau and the steady-state value TH0 according to the operation mode described above, the heat pump controller 32 makes the estimation formula (II) described above different depending on the operation mode, and estimates the heating temperature TH. Then, this heating temperature TH is transmitted to the air conditioning controller 20 via the vehicle communication bus 65.

The target radiator pressure PCO is calculated by the target value calculation unit 59 based on the target supercooling degree TGSC and the target heater temperature TCO. Further, the F / B (feedback) operation amount calculation unit 60 calculates the F / B operation amount TGNChfb of the compressor target rotation speed based on the target radiator pressure PCO and the radiator pressure PCI which is the refrigerant pressure of the radiator 4. To do. Then, the F / F operation amount TGNCnff calculated by the F / F operation amount calculation unit 58 and the TGNChfb calculated by the F / B operation amount calculation unit 60 are added by the adder 61, and are controlled by the limit setting unit 62 as the control upper limit value. After the lower limit is set, it is determined as the compressor target rotation speed TGNCh. In the heating mode, the heat pump controller 32 controls the rotation speed NC of the compressor 2 based on the compressor target rotation speed TGNCh.

(9) Control of the Compressor 2 and the Auxiliary Heater 23 in the Dehumidifying and Heating Mode by the Heat Pump Controller 32 On the other hand, FIG. 5 determines the target rotation speed (compressor target rotation speed) TGNCc of the compressor 2 for the dehumidifying and heating mode. It is a control block diagram of a heat pump controller 32. The F / F operation amount calculation unit 63 of the heat pump controller 32 has an outside air temperature Tam, a volume air volume Ga of the air flowing into the air flow passage 3, and a target heat dissipation which is a target value of the pressure of the radiator 4 (radiator pressure PCI). The F / F operation amount TGNCcff of the compressor target rotation speed is calculated based on the device pressure PCO and the target heat absorber temperature TEO which is the target value of the temperature of the heat absorber 9 (heat absorber temperature Te).

Further, the F / B manipulated variable calculation unit 64 calculates the F / B manipulated variable TGNCcfb of the compressor target rotation speed based on the target endothermic temperature TEO (transmitted from the air conditioning controller 20) and the endothermic temperature Te. Then, the F / F operation amount TGNCcff calculated by the F / F operation amount calculation unit 63 and the F / B operation amount TGNCcffb calculated by the F / B operation amount calculation unit 64 are added by the adder 66, and are added by the limit setting unit 67. After the limit of the control upper limit value and the control lower limit value is set, it is determined as the compressor target rotation speed TGNCc. In the dehumidifying / heating mode, the heat pump controller 32 controls the rotation speed NC of the compressor 2 based on the compressor target rotation speed TGNCc.

Further, FIG. 6 is a control block diagram of the heat pump controller 32 that determines the auxiliary heater requesting capacity TGQPTC of the auxiliary heater 23 in the dehumidifying heating mode. The target heater temperature TCO and the auxiliary heater temperature Tptc are input to the subtractor 73 of the heat pump controller 32, and the deviation (TCO-Tptc) between the target heater temperature TCO and the auxiliary heater temperature Tptc is calculated. This deviation (TCO-Tptc) is input to the F / B control unit 74, and the F / B control unit 74 eliminates the deviation (TCO-Tptc) so that the auxiliary heater temperature Tptc becomes the target heater temperature TCO. Calculates the required capacity F / B operation amount.

The auxiliary heater requesting capacity F / B operation amount calculated by the F / B control unit 74 is determined as the auxiliary heater requesting capacity TGQPTC after the limit setting unit 76 limits the control upper limit value and the control lower limit value. .. In the dehumidifying heating mode, the controller 32 controls the energization of the auxiliary heater 23 based on the auxiliary heater required capacity TGQPTC, so that the auxiliary heater temperature Tptc becomes the target heater temperature TCO and the auxiliary heater 23 generates heat (heating). To control.

In this way, the heat pump controller 32 controls the operation of the compressor based on the heat absorber temperature Te and the target heat absorber temperature TEO in the dehumidifying heating mode, and also controls the heat generation of the auxiliary heater 23 based on the target heater temperature TCO. As a result, the cooling and dehumidification by the heat absorber 9 and the heating by the auxiliary heater 23 in the dehumidification and heating mode are accurately controlled. As a result, it is possible to control the temperature to a more accurate heating temperature while dehumidifying the air blown into the vehicle interior more appropriately, and to realize more comfortable and efficient dehumidification and heating of the vehicle interior. Will be able to.

(10) Control of Air Mix Damper 28 Next, control of the air mix damper 28 by the air conditioning controller 20 will be described with reference to FIG. In FIG. 3, Ga is the volumetric air volume of the air flowing into the air flow passage 3 described above, Te is the temperature of the endothermic absorber, and TH is the heating temperature described above (the temperature of the air on the leeward side of the radiator 4).

The air conditioning controller 20 has an air volume of the ratio based on the air volume ratio SW that ventilates the radiator 4 and the auxiliary heater 23 of the heat exchange passage 3A for heating calculated by the above formula (the following formula (III)). By controlling the air mix damper 28, the amount of ventilation to the radiator 4 (and the auxiliary heater 23) is adjusted.
SW = (TAO-Te) / (TH-Te) ... (III)

That is, the air volume ratio SW that ventilates the radiator 4 and the auxiliary heater 23 of the heat exchange passage 3A for heating changes in the range of 0 ≦ SW ≦ 1, and “0” does not allow ventilation to the heat exchange passage 3A for heating. , The air mix fully closed state in which all the air in the air flow passage 3 is ventilated to the bypass passage 3B, and the air mix fully open state in which all the air in the air flow passage 3 is ventilated to the heating heat exchange passage 3A in "1". It becomes. That is, the air volume to the radiator 4 is Ga × SW.

(11) Fail-safe control when the heat pump device HP and the auxiliary heater 23 cannot be controlled Next, the fail-safe control when the heat pump device HP and the auxiliary heater 23 of the vehicle air conditioner 1 of the present invention become uncontrollable. explain.

(11-1) Fail-safe control when the auxiliary heater 23 cannot be controlled As described above, in this embodiment, the auxiliary heater 23 is energized in the heating mode, the dehumidifying heating mode, and the auxiliary heater independent mode. When an abnormality occurs in which the heat pump controller 32 becomes uncontrollable, the heat pump controller 32 cannot normally control the auxiliary heater 23. Therefore, the heat pump controller 32 is, for example,
-If the auxiliary heater 23 itself fails (disconnection, short circuit), or
・ When the auxiliary heater temperature sensor 50 fails (disconnection, short circuit), or
-When data communication with the auxiliary heater 23 via the vehicle communication bus 65 becomes abnormal / interrupted.
It is determined that the auxiliary heater 23 is out of control. The disconnection or short circuit is detected based on an abnormal voltage value or the like.

When the heat pump controller 32 detects an abnormality of the auxiliary heater 23 as described above in the heating mode, the dehumidifying heating mode, and the auxiliary heater independent mode, and determines that the auxiliary heater 23 has fallen out of control, the auxiliary heater 23 is energized. Stop control. Then, when there is no abnormality in the heat pump device HP and the heating mode (first operation mode) is currently being executed, only the heat pump device HP is operated and the heating mode is continued.

On the other hand, when there is no abnormality in the heat pump device HP and the dehumidifying heating mode or the auxiliary heater independent mode (second operation mode) is currently being executed, only the heat pump device HP is operated and the outside air temperature Tam is a predetermined value. When the temperature is lower (at low outside temperature) or when there is no dehumidification request, the heat pump device HP is switched to the heating mode (first operation mode), and the heating of the vehicle interior is continued by the heat radiated from the radiator 4. Further, when the outside air temperature Tam is high and there is a dehumidification request, the mode is switched to the dehumidification / cooling mode (first operation mode) (both are shown in FIG. 7). Since the refrigerant flows through the radiator 4 even in the dehumidifying / cooling mode, a certain degree of heating is possible in relation to the set temperature in the vehicle interior.

When an abnormality of the auxiliary heater 23 is detected in the dehumidifying cooling mode, the cooling mode, and the MAX cooling mode in which the auxiliary heater 23 is not energized, the heat pump controller 32 continues the operation of the heat pump device HP in the operation mode. is there.

(11-2) Fail-safe control when the heat pump device HP cannot be controlled On the other hand, when an abnormality occurs in which the heat pump device HP becomes uncontrollable, the heat pump controller 32 cannot normally control the heat pump device HP. Therefore, the heat pump controller 32 is, for example,
-If the outdoor expansion valve 6 fails (disconnection, short circuit, step-out, abnormality of the outdoor expansion valve 6 controller), or
・ If each solenoid valve fails (disconnection, short circuit), or
・ If each temperature sensor or pressure sensor fails (disconnection, short circuit), or
-When the data communication between the compressor 2 or the air conditioning controller 20 and the heat pump controller 32 via the vehicle communication bus 65 becomes abnormal / interrupted.
Judge that the heat pump device HP is out of control. The disconnection or short circuit is detected based on an abnormal voltage value or the like.

When the heat pump controller 32 detects an abnormality in the heat pump device HP as described above while the heat pump device HP is operating and determines that the heat pump device HP has fallen out of control, the heat pump device HP is operated. Stop. Then, the mode is switched to the auxiliary heater independent mode in which only the auxiliary heater 23 is energized. Actually, when the current state is the heating mode, the dehumidifying heating mode, or the dehumidifying cooling mode, the auxiliary heater 23 is energized to continue heating the vehicle interior.

(11-3) When both the heat pump device HP and the auxiliary heater 23 cannot be controlled If both the heat pump device HP and the auxiliary heater 23 become uncontrollable, the heat pump controller 32 and the air conditioning controller 20 are for vehicles. The operation of the air conditioner 1 is stopped to prevent further damage to the equipment. Then, in the case of any of the above abnormalities, a predetermined abnormality notification is sent to the air conditioning operation unit 53.

As described above, the refrigerant discharged from the compressor 2 by the heat pump controller 32 is radiated by the radiator 4, and / or the auxiliary heater 23 is heated to heat the vehicle interior. In the harmonizing device 1, when one of the heat pump device HP and the auxiliary heater 23 becomes uncontrollable, the heat pump controller 32 uses the other to continue heating the vehicle interior. Therefore, the heat pump device HP Even if it is determined that control is not possible due to a device failure, sensor failure, communication abnormality, or the like on one of the auxiliary heaters 23, the other can continue heating the interior of the vehicle. As a result, even when either the heat pump device HP or the auxiliary heater 23 becomes uncontrollable, it is possible to heat the vehicle interior as much as possible to reduce the discomfort of the occupants.

Then, when the heat pump device HP is executing the dehumidifying heating mode, the MAX cooling mode, and the auxiliary heater independent mode (second operation mode) in which the refrigerant does not flow to the radiator 4 when the auxiliary heater 23 becomes uncontrollable. Since the mode is switched to the heating mode in which the refrigerant flows through the radiator 4 and the dehumidifying / cooling mode (first operation mode), the interior of the vehicle can be heated without any trouble by the heat radiation from the radiator 4 even when the auxiliary heater 23 is abnormal. become able to.

In this case, the heat pump controller 32 executes the heating mode when the outside air temperature Tam is low, or when it is not necessary to dehumidify the vehicle interior, and when the outside air temperature Tam is high and it is necessary to dehumidify the vehicle interior. Since the dehumidifying / cooling mode is executed, heating and dehumidification of the vehicle interior can be performed without any trouble even when the auxiliary heater 23 is abnormal.

Next, FIG. 8 shows a block diagram of the vehicle air conditioner 1 of another embodiment to which the present invention is applied. In this figure, those shown by the same reference numerals as those in FIG. 1 have the same or similar functions. In the case of this embodiment, the outlet of the supercooling unit 16 is connected to the check valve 18, and the outlet of the check valve 18 is connected to the refrigerant pipe 13B. The check valve 18 has a forward direction on the refrigerant pipe 13B (indoor expansion valve 8) side.

Further, the refrigerant pipe 13E on the outlet side of the radiator 4 is branched in front of the outdoor expansion valve 6, and the branched refrigerant pipe (hereinafter referred to as the second bypass pipe) 13F is the solenoid valve 22 (for dehumidification). It is communicated with the refrigerant pipe 13B on the downstream side of the check valve 18 via the check valve 18. Then, it is assumed that the solenoid valve 22 is also connected to the output of the heat pump controller 32. Further, the bypass device 45 including the bypass pipe 35, the solenoid valve 30, and the solenoid valve 40 in FIG. 1 of the above-described embodiment is not provided. Others are the same as in FIG. 1, and the description thereof will be omitted.

With the above configuration, the operation of the vehicle air conditioner 1 of this embodiment will be described. In this embodiment, the heat pump controller 32 switches and executes each operation mode of the heating mode, the dehumidifying heating mode, the internal cycle mode, the dehumidifying cooling mode, the cooling mode, and the auxiliary heater independent mode (MAX cooling mode exists in this embodiment). do not do). Since the operation and the flow of the refrigerant when the heating mode, the dehumidifying cooling mode, and the cooling mode are selected, and the auxiliary heater independent mode are the same as those in the above-described embodiment (Example 1), the description thereof will be omitted. However, in this embodiment (Example 2), the solenoid valve 22 is closed in the heating mode, the dehumidifying cooling mode, and the cooling mode. Further, in this embodiment, all modes other than the auxiliary heater independent mode are the first operation modes in the present invention.

(12) Dehumidifying and heating mode of the vehicle air conditioner 1 shown in FIG. 8 On the other hand, when the dehumidifying and heating mode is selected, the heat pump controller 32 opens the solenoid valve 21 (for heating) in this embodiment (Example 2). , Close the solenoid valve 17 (for cooling). In addition, the solenoid valve 22 (for dehumidification) is opened. Then, the compressor 2 is operated. The air conditioning controller 20 operates the blowers 15 and 27, and the air mix damper 28 basically blows out all the air in the air flow passage 3 that has been blown out from the indoor blower 27 and passed through the heat absorber 9 to heat the heat exchange passage 3A for heating. The auxiliary heater 23 and the radiator 4 are ventilated, but the air volume is also adjusted.

As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 from the refrigerant pipe 13G. Since the air in the air flow passage 3 flowing into the heat exchange passage 3A for heating is ventilated to the radiator 4, the air in the air flow passage 3 is heated by the high temperature refrigerant in the radiator 4, while the radiator The refrigerant in 4 is deprived of heat by air, cooled, and condensed.

The refrigerant liquefied in the radiator 4 exits the radiator 4 and then reaches the outdoor expansion valve 6 via the refrigerant pipe 13E. The refrigerant that has flowed into the outdoor expansion valve 6 is decompressed there, and then flows into the outdoor heat exchanger 7. The refrigerant that has flowed into the outdoor heat exchanger 7 evaporates, and heat is pumped up by running or from the outside air that is ventilated by the outdoor blower 15. That is, the refrigerant circuit of the heat pump device HP becomes a heat pump. Then, the low-temperature refrigerant that has exited the outdoor heat exchanger 7 enters the accumulator 12 from the refrigerant pipe 13C via the refrigerant pipe 13A, the electromagnetic valve 21, and the refrigerant pipe 13D, and after gas-liquid separation there, the gas refrigerant is used in the compressor 2. Repeat the circulation sucked into.

Further, a part of the condensed refrigerant flowing through the refrigerant pipe 13E via the radiator 4 is diverted, and reaches the indoor expansion valve 8 from the second bypass pipe 13F and the refrigerant pipe 13B via the solenoid valve 22 via the internal heat exchanger 19. Will be. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. Due to the endothermic action at this time, the moisture in the air blown out from the indoor blower 27 condenses and adheres to the heat absorber 9, so that the air is cooled and dehumidified.

The refrigerant evaporated in the heat absorber 9 merges with the refrigerant from the refrigerant pipe 13D in the refrigerant pipe 13C through the internal heat exchanger 19, and then repeatedly sucked into the compressor 2 through the accumulator 12. The air dehumidified by the heat absorber 9 is reheated in the process of passing through the radiator 4, so that the dehumidifying and heating of the vehicle interior is performed.

The air conditioning controller 20 transmits the target heater temperature TCO (target value of radiator outlet temperature TCI) calculated from the target outlet temperature TAO to the heat pump controller 32. The heat pump controller 32 calculates the target radiator pressure PCO (target value of the radiator pressure PCI) from the target heater temperature TCO, and the target radiator pressure PCO and the refrigerant of the radiator 4 detected by the radiator pressure sensor 47. The rotation speed NC of the compressor 2 is controlled based on the pressure (radiator pressure PCI; high pressure of the refrigerant circuit of the heat pump device HP), and the heating by the radiator 4 is controlled. Further, the heat pump controller 32 controls the valve opening degree of the outdoor expansion valve 6 based on the temperature Te of the heat absorber 9 detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO transmitted from the air conditioning controller 20.

(13) Internal Cycle Mode of Vehicle Air Conditioning Device 1 of FIG. 8 In the internal cycle mode, the heat pump controller 32 fully closes the outdoor expansion valve 6 (fully closed position) in the dehumidifying and heating mode. The solenoid valve 21 is closed. By closing the outdoor expansion valve 6 and the solenoid valve 21, the inflow of the refrigerant into the outdoor heat exchanger 7 and the outflow of the refrigerant from the outdoor heat exchanger 7 are prevented, so that the radiator 4 All of the condensed refrigerant flowing through the refrigerant pipe 13E flows through the solenoid valve 22 to the second bypass pipe 13F. Then, the refrigerant flowing through the second bypass pipe 13F reaches the indoor expansion valve 8 from the refrigerant pipe 13B via the internal heat exchanger 19. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. Due to the endothermic action at this time, the moisture in the air blown out from the indoor blower 27 condenses and adheres to the heat absorber 9, so that the air is cooled and dehumidified.

The refrigerant evaporated in the heat absorber 9 flows through the refrigerant pipe 13C through the internal heat exchanger 19 and is sucked into the compressor 2 through the accumulator 12 repeatedly. Since the air dehumidified by the endothermic 9 is reheated in the process of passing through the radiator 4, dehumidifying and heating the interior of the vehicle is performed, but in this internal cycle mode, the air flow on the indoor side. Since the refrigerant is circulated between the radiator 4 (heat dissipation) and the endothermic 9 (endothermic) in the path 3, heat from the outside air is not pumped up, and heating for the power consumed by the compressor 2 is not performed. The ability is demonstrated. Since the entire amount of the refrigerant flows through the endothermic device 9 that exerts a dehumidifying action, the dehumidifying capacity is high but the heating capacity is low as compared with the dehumidifying and heating mode.

The air conditioning controller 20 transmits the target heater temperature TCO (target value of radiator outlet temperature TCI) calculated from the target outlet temperature TAO to the heat pump controller 32. The heat pump controller 32 calculates the target radiator pressure PCO (target value of the radiator pressure PCI) from the transmitted target heater temperature TCO, and the target radiator pressure PCO and the radiator 4 detected by the radiator pressure sensor 47. The rotation speed NC of the compressor 2 is controlled based on the refrigerant pressure (radiator pressure PCI; high pressure of the refrigerant circuit of the heat pump device HP), and the heating by the radiator 4 is controlled.

FIG. 9 is a diagram illustrating operation mode switching control for the heat pump device HP by the heat pump controller 32 in the case of this embodiment. When there is no abnormality in which the auxiliary heater 23 becomes uncontrollable and there is no dehumidification request, the operation mode of the heat pump device HP becomes the heating mode. On the other hand, if there is no abnormality in the auxiliary heater 23 and there is a dehumidification request, any of the above dehumidification heating mode, internal cycle mode, dehumidification cooling mode, and cooling mode is selected.

(14) Fail-safe control in the embodiment of FIG. 8 Then, when an abnormality occurs in which the heat pump device HP becomes uncontrollable, fail-safe by the auxiliary heater 23 is executed in the same manner as in (11-2) described above. However, in the case of this embodiment, the failure of the solenoid valve 22 is also added to the judgment basis. Further, when both the heat pump device HP and the auxiliary heater 23 become abnormal, the same applies to the above-mentioned (11-3). Further, also in this embodiment, when the auxiliary heater 23 becomes uncontrollable, the heating mode or the dehumidifying / cooling mode is executed in the same manner as in (11-2) described above to continue heating the vehicle interior. Is what you do.

The numerical values and the like shown in each embodiment are not limited to those, and should be appropriately set according to the device to be applied. Further, the auxiliary heating device is not limited to the auxiliary heater 23 shown in the embodiment, but is used in a heat medium circulation circuit that circulates a heat medium heated by the heater to heat the air in the air flow passage 3, or an engine. A heater core or the like that circulates the heated radiator water may be used.

1 Vehicle air conditioner 2 Compressor 3 Air flow passage 4 Heat radiator 6 Outdoor expansion valve 7 Outdoor heat exchanger 8 Indoor expansion valve 9 Heat absorber 10 HVAC unit 11 Control device 20 Air conditioning controller 23 Auxiliary heater (auxiliary heating device)
27 Indoor blower (blower fan)
28 Air Mix Damper 32 Heat Pump Controller 65 Vehicle Communication Bus HP Heat Pump Device

Claims (5)

An air flow passage through which the air supplied to the passenger compartment flows, and
Heat pump device and
An auxiliary heating device for heating the air supplied from the air flow passage to the passenger compartment,
Equipped with a control device
The heat pump device includes a compressor that compresses the refrigerant, a radiator that dissipates the refrigerant and heats the air supplied from the air flow passage to the vehicle interior, and the air flow passage that absorbs the refrigerant to heat the air. It has a heat absorber for cooling the air supplied to the passenger compartment and an outdoor heat exchanger installed outside the passenger compartment.
The control device dissipates the refrigerant discharged from the compressor by the radiator, and / or heats the auxiliary heating device to heat the vehicle interior , and the heat pump. If either one of the device and the auxiliary heating device becomes uncontrollable, the vehicle air conditioner that continues to heat the passenger compartment using the other device.
When the control device switches between a first operation mode in which the refrigerant flows through the radiator and a second operation mode in which the refrigerant does not flow through the radiator, and the auxiliary heating device becomes uncontrollable. An air conditioner for a vehicle, characterized in that, when the second operation mode is being executed, the operation is switched to the first operation mode to continue heating the vehicle interior. In the first operation mode, the control device causes the refrigerant discharged from the compressor to flow through the radiator to dissipate heat, depressurizes the radiated refrigerant, and then absorbs heat in the outdoor heat exchanger. Mode and the refrigerant discharged from the compressor are flowed from the radiator to the outdoor heat exchanger to dissipate heat in the radiator and the outdoor heat exchanger, and after depressurizing the radiated refrigerant, the heat absorber is used. Has a dehumidifying and cooling mode that absorbs heat
When the outside air temperature is low, or when it is not necessary to dehumidify the passenger compartment, the heating mode is executed and the vehicle interior is dehumidified.
The vehicle air conditioner according to claim 1, wherein when the outside air temperature is high and it is necessary to dehumidify the vehicle interior, the dehumidifying / cooling mode is executed. In the second operation mode, the control device causes the refrigerant discharged from the compressor to flow through the outdoor heat exchanger without flowing through the radiator to dissipate heat, and after depressurizing the radiated refrigerant, the said A dehumidifying and heating mode in which heat is absorbed by a heat absorber to generate heat in the auxiliary heating device, and the refrigerant discharged from the compressor is passed through the outdoor heat exchanger without flowing through the radiator to dissipate heat. The vehicle air conditioner according to claim 1 or 2, further comprising either one or both of the maximum cooling modes in which heat is absorbed by the heat exchanger after depressurizing. The vehicle air according to any one of claims 1 to 3, wherein the control device stops operation when both the heat pump device and the auxiliary heating device become uncontrollable. Harmonizer. The control device is characterized in that when any one of a device failure, a sensor failure, and a communication abnormality occurs in the heat pump device and / or the auxiliary heating device, it is determined that the control device is out of control. The vehicle air conditioner according to any one of claims 1 to 4.

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