JP6855267B2 - Vehicle air conditioner - Google Patents

Description

The present invention relates to an air conditioner for a vehicle that air-conditions the interior of a vehicle, particularly one in which the ratio of outside air and inside air flowing into an air flow passage can be adjusted.

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, an electric compressor that compresses and discharges the refrigerant, a heat absorber that is provided in the air flow passage and absorbs the refrigerant, and the heat absorber. A radiator provided in the air flow passage on the downstream side of the air to dissipate the refrigerant and an outdoor heat exchanger provided outside the vehicle interior to dissipate or absorb the refrigerant, and dissipate the refrigerant discharged from the compressor. In the heating mode, the refrigerant radiated in the radiator is absorbed in the outdoor heat exchanger, and the refrigerant discharged from the compressor is radiated in the radiator, and the radiated refrigerant is absorbed in the heat absorber and the outdoor heat exchanger. A dehumidifying and heating mode that allows the refrigerant discharged from the compressor to dissipate heat in the radiator and the outdoor heat exchanger, and a dehumidifying and cooling mode in which the radiated refrigerant absorbs heat in the heat absorber, and the refrigerant discharged from the compressor exchanges outdoor heat. A device has been developed in which each operation mode such as a cooling mode in which heat is dissipated in a device and heat is absorbed in a heat absorber is switched and executed (see, for example, Patent Document 1).

In Patent Document 1, a suction switching damper is provided on the upstream side of the air of the heat absorber, and the outside air is introduced into the air flow passage by this suction switching damper (outside air introduction mode), or the inside air (air in the vehicle interior) is introduced. Although it was designed to switch between (inside air circulation mode), a system has also been developed in which the ratio of outside air to inside air introduced into the air flow passage (air mix chamber) can be adjusted (see, for example, Patent Document 2). ..

Japanese Unexamined Patent Publication No. 2014-94673 Japanese Unexamined Patent Publication No. 10-166845

Here, since the temperature of the outside air and the temperature of the inside air differ depending on the environmental conditions and the running conditions, if the ratio (ratio) of the outside air to the inside air of the air flowing through the air flow passage changes, the load of the vehicle air conditioner is loaded. Will change drastically, causing excess or deficiency of ability. In particular, if the outside air is introduced and the inside air is circulated after the air temperature in the vehicle interior is stabilized, the rotation speed of the compressor is significantly different, and the controllability is also deteriorated.

The present invention has been made to solve the conventional technical problem, and stable air conditioning control in the vehicle interior is performed even when the ratio of the outside air and the inside air flowing into the air flow passage changes. It is an object of the present invention to provide an air conditioner for vehicles capable of performing.

The vehicle air conditioner according to the first aspect of the present invention includes a compressor that compresses the refrigerant, an air flow passage through which the air supplied to the vehicle interior flows, and air that absorbs the refrigerant and supplies it to the vehicle interior from the air flow passage. A heat absorber for cooling, an outdoor heat exchanger installed outside the vehicle interior, a suction switching damper that can adjust the ratio of the outside air flowing into the air flow passage and the inside air that is the air inside the vehicle, and a control device. First, the control device causes the refrigerant discharged from the compressor to flow through the outdoor heat exchanger to dissipate heat in the outdoor heat exchanger, depressurize the radiated refrigerant, and then absorb heat in the heat exchanger. The operation mode is executed, and the control device estimates and estimates the heat exchanger suction air temperature Tevain, which is the temperature of the air flowing into the heat exchanger, based on the ratio of the outside air to the inside air adjusted by the suction switching damper. It is characterized in that the rotation speed of the compressor is controlled based on the heat exchanger suction air temperature Tevain.

In the vehicle air conditioner according to the second aspect of the present invention, in the above invention, the control device is at least F of the target rotation speed of the compressor by a feed forward calculation based on the target heat absorber temperature TEO which is the target value of the temperature Te of the heat absorber. The / F manipulated variable TGNCcff is calculated, and the F / B manipulated variable TGNCcffb of the target rotation speed of the compressor is calculated by feedback calculation based on the heat absorber temperature Te and the target heat absorber temperature TEO. By adding the F / B manipulated variable TGNCcfb, the target rotation speed TGNCc of the compressor is calculated, and the F / F manipulated variable TGNCcff is corrected based on the heat absorber suction air temperature Tevain.

In each of the above inventions, the vehicle air conditioner according to claim 3 is provided on the leeward side of the heat absorber with respect to the air flow in the air flow passage, dissipates heat from the refrigerant, and supplies the refrigerant to the vehicle interior through the air flow passage. A radiator for heating the air is provided, and in the first operation mode, the refrigerant discharged from the compressor is flowed from the radiator to the outdoor heat exchanger to be dissipated by the outdoor heat exchanger, and the heat is dissipated. After depressurizing, the cooling mode in which heat is absorbed by the heat absorber and / or 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 to dissipate heat. It is characterized in that it is a dehumidifying / cooling mode in which heat is absorbed by a heat exchanger after depressurizing the said refrigerant.

In each of the above inventions, the vehicle air conditioner according to claim 4 is provided on the leeward side of the heat exchanger with respect to the air flow in the air flow passage, dissipates heat from the refrigerant, and supplies the refrigerant to the vehicle interior through the air flow passage. A radiator for heating air, a bypass device for allowing the refrigerant discharged from the compressor to flow directly into the outdoor heat exchanger without flowing to the radiator, and air supplied to the passenger compartment from the air flow passage. An auxiliary heating device for heating is provided, and in the first operation mode, the refrigerant discharged from the compressor is passed through the outdoor heat exchanger by the bypass device to dissipate heat, the dissipated refrigerant is depressurized, and then the heat absorber is used. The maximum cooling mode to absorb heat and / or the refrigerant discharged from the compressor is passed through the outdoor heat exchanger by a bypass device to dissipate heat, and after depressurizing the dissipated refrigerant, the heat absorber absorbs heat and assists. It is characterized by a dehumidifying and heating mode in which the heating device generates heat.

The vehicle air conditioner according to claim 5 has a compressor that compresses a refrigerant, an air flow passage through which air supplied to the vehicle interior flows, and air that absorbs heat from the refrigerant and supplies it to the vehicle interior from the air flow passage. A heat exchanger for cooling the air flow passage and a radiator provided on the leeward side of the heat absorber with respect to the air flow in the air flow passage to dissipate the refrigerant and heat the air supplied from the air flow passage to the passenger compartment. It is equipped with an outdoor heat exchanger installed outside the vehicle interior, a suction switching damper that can adjust the ratio of the outside air flowing into the air flow passage to the inside air that is the air inside the vehicle, and a control device. A heating mode is executed in which the refrigerant discharged from the compressor is passed through a radiator to dissipate heat, the dissipated refrigerant is depressurized, and then heat is absorbed by an outdoor heat exchanger. The control device is a suction switching damper. The heat exchanger suction air temperature Tevine, which is the temperature of the air flowing into the heat exchanger, is estimated based on the ratio of the outside air to the inside air adjusted by, and the required radiator is based on the estimated heat exchanger suction air temperature Tevine. The required heating capacity TGQ, which is the heating capacity of the compressor, is calculated, and the number of revolutions of the compressor is controlled based on the required heating capacity TGQ.

In the vehicle air conditioner according to the sixth aspect, in the above invention, the control device calculates the F / F operation amount TGNChff of the target rotation speed of the compressor by at least the feed forward calculation based on the required heating capacity TGQ, and the high pressure pressure. The F / B operation amount TGNChfb of the target rotation speed of the compressor is calculated by the feedback calculation based on the target value and the target of the compressor by adding the F / F operation amount TGNChff and the F / B operation amount TGNChfb. It is characterized in that the rotation speed TGNCh is calculated.

The vehicle air conditioner according to claim 7 has a compressor that compresses the refrigerant, an air flow passage through which the air supplied to the vehicle interior flows, and air that absorbs the refrigerant and supplies it to the vehicle interior from the air flow passage. A heat exchanger for cooling the air flow passage and a radiator provided on the leeward side of the heat exchanger with respect to the air flow in the air flow passage to dissipate the refrigerant and heat the air supplied from the air flow passage to the vehicle interior. The outdoor heat exchanger provided outside the vehicle interior, the outdoor expansion valve that reduces the pressure of the refrigerant flowing into the outdoor heat exchanger, and the series circuit of the outdoor heat exchanger and the outdoor expansion valve are connected in parallel. It is equipped with a bypass circuit, an indoor expansion valve that reduces the pressure of the refrigerant flowing into the heat exchanger, a suction switching damper that can adjust the ratio of the outside air flowing into the air flow passage and the inside air that is the air inside the vehicle, and a control device. The control device dissipates the refrigerant discharged from the compressor with a radiator, diverges the radiated refrigerant, partially flows it from the bypass circuit to the indoor expansion valve, decompresses it with the indoor expansion valve, and then heat absorbers. The dehumidifying and heating mode is executed, in which the heat is absorbed by the heat exchanger, the rest is depressurized by the outdoor expansion valve, and then the refrigerant flows into the outdoor heat exchanger and is absorbed by the outdoor heat exchanger. The control device estimates the heat exchanger suction air temperature Tevain, which is the temperature of the air flowing into the heat exchanger, based on the ratio of the outside air to the inside air adjusted by the suction switching damper, and determines the estimated heat exchanger suction air temperature Tevain. Based on this, the valve opening degree of the outdoor expansion valve and / or the rotation speed of the compressor is controlled.

In the vehicle air conditioner according to claim 8, in the above invention, the control device is at least the target valve opening degree of the outdoor expansion valve by a feed forward calculation based on the target endothermic temperature TEO which is the target value of the temperature Te of the endothermic device. F / F manipulated variable TGECCVteff is calculated, and F / B manipulated variable TGECCVtefb of the target valve opening of the outdoor expansion valve is calculated by feedback calculation based on the endothermic temperature Te and the target endothermic temperature TEO. By adding the manipulated variable TGECCVteff and the F / B manipulated variable TGECCVtefb, the target valve opening TGECCVte of the outdoor expansion valve is calculated, and at least the feed forward calculation based on the target endothermic temperature TEO is performed to F The / F manipulated variable TGNCcff was calculated, and the F / B manipulated variable TGNCcffb of the target rotation speed of the compressor was calculated by feedback calculation based on the endothermic temperature Te and the target endothermic temperature TEO. By adding the F / B manipulated variable TGNCcfb, the target rotation speed TGNCc of the compressor is calculated, and the F / F manipulated variable TGECCVtiff and / or the F / F manipulated variable TGNCcff is calculated based on the endothermic suction air temperature Tevain. It is characterized by correction.

The vehicle air conditioner according to the ninth aspect of the present invention is characterized in that, in each of the above inventions, the control device calculates the endothermic suction air temperature Tevain by a first-order lag calculation based on the ratio of the outside air to the inside air.

According to the invention of claim 1, in order to cool the compressor that compresses the refrigerant, the air flow passage through which the air supplied to the vehicle interior flows, and the air that absorbs the refrigerant and supplies the air from the air flow passage to the vehicle interior. It is equipped with a heat absorber, an outdoor heat exchanger installed outside the vehicle interior, a suction switching damper that can adjust the ratio of the outside air flowing into the air flow passage to the inside air that is the air inside the vehicle, and a control device. The device executes a first operation mode in which the refrigerant discharged from the compressor is passed through the outdoor heat exchanger to dissipate heat in the outdoor heat exchanger, the dissipated refrigerant is depressurized, and then the heat is absorbed by the heat absorber. In the vehicle air conditioner, the control device estimates and estimates the heat exchanger suction air temperature Tevain, which is the temperature of the air flowing into the heat exchanger, based on the ratio of the outside air to the inside air adjusted by the suction switching damper. Heat exchanger Since the number of revolutions of the compressor is controlled based on the suction air temperature Tevain, even if the ratio of the outside air and the inside air flowing into the air flow passage changes due to the suction switching damper, the heat absorption is based on the ratio. It will be possible to estimate the suction air temperature Tevain and control the number of revolutions of the compressor.

As a result, in the first operation mode in which the refrigerant is absorbed by the heat absorber, such as the cooling mode and the dehumidifying cooling mode of the invention of claim 3 and the maximum cooling mode and the dehumidifying and heating mode of the invention of claim 4, the outside air and the inside air It quickly responds to load fluctuations due to changes in the ratio, realizes just enough air conditioning capacity, and satisfactorily converges the temperature inside the vehicle to the target value, improving both comfort and energy saving. You will be able to make it.

In this case, as in the invention of claim 2, the control device obtains the F / F manipulated variable TGNCcff of the target rotation speed of the compressor by feed-forward calculation based on at least the target value of the endothermic temperature Te, which is the target value of the endothermic temperature Te. The F / B manipulated variable TGNCcffb of the target rotation speed of the compressor is calculated by the feedback calculation based on the endothermic temperature Te and the target endothermic temperature TEO, and these F / F manipulated variable TGNCcff and the F / B manipulated variable TGNCcfb. When calculating the target rotation speed TGNCc of the compressor by adding, if the F / F manipulated variable TGNCcff is corrected based on the endothermic suction air temperature Tevain, the ratio of the outside air to the inside air changes. It becomes possible to accurately control the cooling / dehumidifying capacity of the endothermic device in response to the load fluctuations that accompany it.

According to the invention of claim 5, in order to cool the compressor that compresses the refrigerant, the air flow passage through which the air supplied to the vehicle interior flows, and the air that absorbs the refrigerant and supplies the air from the air flow passage to the vehicle interior. Heat exchanger, a radiator provided on the leeward side of the heat absorber with respect to the air flow in the air flow passage, to dissipate the refrigerant and heat the air supplied from the air flow passage to the passenger compartment, and the outside of the passenger compartment. It is equipped with an outdoor heat exchanger provided in the compressor, a suction switching damper that can adjust the ratio of the outside air flowing into the air flow passage and the inside air that is the air inside the vehicle, and a control device, which discharges from the compressor. In an air conditioner for vehicles that executes a heating mode in which the generated refrigerant is passed through a radiator to dissipate heat, the dissipated refrigerant is decompressed, and then heat is absorbed by an outdoor heat exchanger, the control device is adjusted by a suction switching damper. The heat exchanger suction air temperature Tevine, which is the temperature of the air flowing into the heat exchanger, is estimated based on the ratio of the outside air to the inside air, and the required heat radiator heating based on the estimated heat exchanger suction air temperature Tevine. Since the required heating capacity TGQ, which is the capacity, was calculated and the number of revolutions of the compressor was controlled based on this required heating capacity TGQ, the ratio of the outside air and the inside air flowing into the air flow passage was changed by the suction switching damper. Even in this case, the heat exchanger suction air temperature Tevain can be estimated based on the ratio, the required heating capacity TGQ can be calculated based on the estimation, and the number of revolutions of the compressor can be controlled.

As a result, in the heating mode, it quickly responds to load fluctuations due to changes in the ratio of outside air to inside air, realizes just enough heating capacity, and satisfactorily converges the temperature inside the vehicle to the target value. It will be possible to improve both comfort and energy saving.

In this case, as in the invention of claim 6, the control device calculates the F / F manipulated variable TGNChff of the target rotation speed of the compressor by at least the feed forward calculation based on the required heating capacity TGQ, and is based on the high pressure and its target value. The F / B operation amount TGNChfb of the target rotation speed of the compressor is calculated by the feedback calculation, and the target rotation speed TGNCh of the compressor is calculated by adding these F / F operation amount TGNChff and the F / B operation amount TGNChfb. By doing so, it becomes possible to accurately control the heating capacity of the radiator by quickly responding to the load fluctuation caused by the change in the ratio of the outside air and the inside air.

According to the invention of claim 7, in order to cool the compressor that compresses the refrigerant, the air flow passage through which the air supplied to the vehicle interior flows, and the air that absorbs the refrigerant and supplies the air to the vehicle interior from the air flow passage. A heat exchanger, a radiator provided on the leeward side of the heat exchanger with respect to the air flow in the air flow passage, and a radiator for radiating the refrigerant and heating the air supplied from the air flow passage to the passenger compartment, and the outside of the passenger compartment. An outdoor heat exchanger provided in the above, an outdoor expansion valve for reducing the amount of refrigerant flowing into the outdoor heat exchanger, and a bypass circuit connected in parallel to a series circuit of the outdoor heat exchanger and the outdoor expansion valve. It is equipped with an indoor expansion valve that reduces the pressure of the refrigerant flowing into the heat exchanger, a suction switching damper that can adjust the ratio of the outside air flowing into the air flow passage and the inside air that is the air inside the vehicle, and a control device. The refrigerant discharged from the compressor is radiated by the radiator, the radiated refrigerant is divided, a part of the refrigerant is flowed from the bypass circuit to the indoor expansion valve, the pressure is reduced by the indoor expansion valve, and then the refrigerant flows into the heat exchanger. Controlled in a vehicle air conditioner that executes a dehumidifying / heating mode in which heat is absorbed by the heat exchanger and the rest is decompressed by the outdoor expansion valve, then flows into the outdoor heat exchanger, and is absorbed by the outdoor heat exchanger. The device estimates the heat exchanger suction air temperature Tevain, which is the temperature of the air flowing into the heat exchanger, based on the ratio of the outside air to the inside air adjusted by the suction switching damper, and based on the estimated heat exchanger suction air temperature Tevain. Since the valve opening of the outdoor expansion valve and / or the rotation speed of the compressor are controlled, even if the ratio of the outside air and the inside air flowing into the air flow passage is changed by the suction switching damper, the ratio is changed to the relevant ratio. Based on this, the heat exchanger suction air temperature Tevain can be estimated, and the valve opening degree of the outdoor expansion valve and / or the rotation speed of the compressor can be controlled.

As a result, in the dehumidifying / heating mode, it is possible to quickly respond to load fluctuations due to changes in the ratio of outside air to inside air, and to realize a dehumidifying capacity that is just right with the heat absorber.

In this case, as in the invention of claim 8, the control device performs F / F operation amount of the target valve opening degree of the outdoor expansion valve by feed forward calculation based on at least the target value of the endothermic temperature Te, which is the target value of the endothermic temperature Te. TGECCVteff is calculated, and the F / B manipulated variable TGECCVtefb of the target valve opening of the outdoor expansion valve is calculated by feedback calculation based on the endothermic temperature Te and the target endothermic temperature TEO. By adding B operation amount TGECCVtefb, the target valve opening TGECCVte of the outdoor expansion valve is calculated, and at least the F / F operation amount TGNCff of the target rotation speed of the compressor is calculated by the feed forward calculation based on the target endothermic temperature TEO. Then, the F / B manipulated variable TGNCcfb of the target rotation speed of the compressor is calculated by the feedback calculation based on the endothermic temperature Te and the target endothermic temperature TEO, and these F / F manipulated variable TGNCcff and the F / B manipulated variable TGNCcffb are calculated. By adding, when calculating the target rotation speed TGNCc of the compressor, the F / F manipulated variable TGECCVteff and / or the F / F manipulated variable TGNCcff should be corrected based on the endothermic suction air temperature Tevain. For example, it becomes possible to accurately control the dehumidifying capacity of the endothermic device and realize comfortable dehumidifying and heating by quickly responding to load fluctuations caused by a change in the ratio of outside air to inside air.

Here, when the ratio of the outside air to the inside air changes, it takes some time before it is reflected in the heat absorber suction air temperature Tevain. That is, even if the ratio of the outside air to the inside air changes, the endothermic suction air temperature Tevain does not change immediately. Therefore, if the control device calculates the endothermic suction air temperature Tevain by a first-order lag calculation based on the ratio of the outside air and the inside air as in the invention of claim 9, it is adjusted to the change of the actual heat absorber suction air temperature Tevain. It becomes possible to control the rotation speed of the compressor and the valve opening of the outdoor expansion valve.

It is a block diagram of the air conditioner for a vehicle of one Embodiment to which this invention was applied. It is a block diagram of the control device of the air conditioner for a vehicle of FIG. It is a vertical sectional side view of the HVAC unit of the air conditioner for a vehicle of FIG. FIG. 3 is a control block diagram relating to compressor control in a cooling mode or the like by the heat pump controller of FIG. It is a figure explaining the relationship between the inside-out air ratio and the cooling load of a cooling mode. It is another longitudinal side view of the HVAC unit of the air conditioner for a vehicle of FIG. It is a control block diagram concerning the compressor control in the heating mode by the heat pump controller of FIG. It is a figure explaining the relationship between the inside-out air ratio and the heating load of a heating mode. It is a block diagram of the air conditioner for a vehicle of another Example of this invention. FIG. 5 is a control block diagram relating to outdoor expansion valve control in a dehumidifying and heating mode by a heat pump controller in the case of FIG. 9.

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 MAX cooling mode (maximum cooling mode) and auxiliary heater independent mode is selectively executed. In this embodiment, the dehumidifying heating mode, the dehumidifying cooling mode, the cooling mode, and the MAX cooling mode are the first operation modes in the present application.

It should be noted that 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 vehicles traveling with an engine. Needless to say.

The vehicle air conditioner 1 of the embodiment air-conditions (heats, cools, dehumidifies, and ventilates) the interior of the electric vehicle, and includes an electric compressor 2 that compresses the refrigerant, and outside air and a vehicle. A high-temperature and high-pressure refrigerant discharged from the compressor 2 is provided in the air flow passage 3 of the HVAC unit 10 through which indoor air is ventilated / circulated, flows in through the refrigerant pipe 13G, and the refrigerant is dissipated to dissipate the vehicle. A radiator 4 (heater) for heating the air supplied to the room, an outdoor expansion valve 6 (pressure reducing device) consisting of an electric valve that decompresses and expands the refrigerant during heating, and a radiator provided outside the vehicle interior as a radiator during cooling. An outdoor heat exchanger 7 that functions and exchanges heat between the refrigerant and the outside air to function as an evaporator during heating, an indoor expansion valve 8 (pressure reducing device) consisting of an electric valve that decompresses and expands the refrigerant, and air. A heat absorber 9 provided in the flow passage 3 for absorbing heat of the refrigerant during cooling and dehumidification to cool the air supplied to the vehicle interior, an accumulator 12 and the like are sequentially connected by a refrigerant pipe 13, and a refrigerant circuit R is formed. It is configured. In this case, the radiator 4 is arranged on the leeward side (downstream side of the air) of the heat absorber 9 with respect to the air flow in the air flow passage 3.

The refrigerant circuit R 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 the electromagnetic valve 21 opened at the time of 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, a solenoid valve 30, and a solenoid 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 25A and the inside air suction port 25B is formed, and the outside air which is the air outside the vehicle interior is discharged from the outside air suction port 25A. It is sucked in, and the inside air, which is the air inside the vehicle, is sucked in from the inside air suction port 25B. Further, a suction switching damper 26 is provided in the air flow passage 3, and outside air and inside air sucked from the suction ports 25A and 25B are supplied to the air flow passage 3 on the air downstream side of the suction switching damper 26. An indoor blower fan 27 for this purpose is provided.

The suction switching damper 26 opens and closes the outside air suction port 25A and the inside air suction port 25B at an arbitrary ratio, so that the ratio of the outside air and the inside air flowing into the heat absorber 9 of the air flow passage 3 is between 0 and 100%. It is configured to be adjustable. In the present application, the ratio of the outside air to the inside air adjusted by the suction switching damper 26 is referred to as an inside / outside air ratio RECRATE, and when the inside / outside air ratio RECrate = 1, the inside air is 100% and the outside air is 0%. When the inside / outside air ratio is RECrate = 0, the outside air introduction mode is set so that the outside air is 100% and the inside air is 0%. Then, when 0 <inside / outside air ratio Recrate <1, the inside / outside air intermediate position is 0% <inside air <100% and 100%> outside air> 0%. That is, in the present application, the inside / outside air ratio Recrate means the ratio of the inside air to the air flowing into the heat absorber 9 of the air flow passage 3.

The suction switching damper 26 is controlled by the air conditioning controller 20 described later, and the inside air circulation mode, the outside air introduction mode, and the inside / outside air intermediate position are selected by the auto mode described later or the manual operation (manual mode) to the air conditioning operation unit 53. .. In this case, the inside air circulation mode is set when the cooling load is heavy such as during cool-down or when the outside air odor is anxious in urban areas, and the defroster switch (defroster switch) is used when ventilation is required or when window fogging is prevented during heating. The outside air introduction mode is selected by interlocking with (provided in the air conditioning operation unit 53, which will be described later). In addition, the intermediate position between the inside and outside air is selected when both the reduction of the heating load during heating and the prevention of window fogging are achieved.

Further, in FIG. 1, 23 is an auxiliary heater as an auxiliary heating device provided in the vehicle air conditioner 1 of the embodiment. The auxiliary heater 23 of the embodiment is composed of a PTC heater (electric heater), and is on the windward side (air upstream side) of the radiator 4 with respect to the air flow of the air flow passage 3, and is the heat absorber 9. It is provided in the air flow passage 3 on the leeward side (downstream side of the air). Then, when the auxiliary heater 23 is energized and generates heat, the air in the air flow passage 3 before flowing into the radiator 4 via the endothermic 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.

Here, the air flow passage 3 on the leeward side (air downstream side) 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 that has flowed into the air flow passage 3 and passed through the heat absorber 9 is assisted. Air mix dampers 28Dr and 28As are provided to adjust the ratio of ventilation to the heating heat exchange passage 3A in which the heater 23 and the radiator 4 are arranged.

Further, the HVAC unit 10 on the leeward side of the radiator 4 is formed with outlets of FOOT (foot) outlet 29A, VENT (vent) outlet 29B, and DEF (def) outlet 29C. 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.

In the vehicle air conditioner 1 of the embodiment, left and right independent air conditioning control is possible at the driver's seat and the passenger seat of the vehicle, and the inside of the air flow passage 3 provided with the radiator 4 and the auxiliary heater 23 is It is partitioned to the left and right by a partition plate (not shown). The above-mentioned air mix damper 28Dr is used as an air mix damper for the driver's seat (for the right) and is provided in the air flow passage 3 on the right side, and the air mix damper 28As is used as the air mix damper for the passenger seat (for the left). It is provided in the air flow passage 3 on the left side. Further, the left and right outlets of the FOOT outlet damper 31A, the VENT outlet damper 31B, and the DEF outlet damper 31C are also separated from the driver's seat (for the right) and the passenger's seat (for the left) by the partition plate. It is assumed that each of the air flow passages 3 of the above is provided. Then, it is possible to execute the same air conditioning control for the driver's seat and the passenger seat (same air conditioning control for the left and right) and the independent air conditioning control for the driver's seat and the passenger seat (independent air conditioning control for the left and right).

That is, when the driver's seat and the passenger seat have the same air conditioning control (the left and right same air conditioning control) in the setting of the air conditioning operation unit 53 described later, the air mix damper 28Dr and the air mix damper 28As perform the same operation, and the driver's seat The air outlet dampers 31A to 31C for the passenger seat and the passenger seat also perform the same operation. On the other hand, when the driver's seat / passenger's seat independent air conditioning control (left and right independent air conditioning control) is applied, the air mix damper 28Dr and the air mix damper 28As operate independently, and the air outlet dampers 31A for the driver's seat and the passenger seat are operated independently. ~ 31C will also operate independently.

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 (the temperature of the air outside the vehicle interior) of the vehicle. , The outside air humidity sensor 34 that detects the outside air humidity, the inside air temperature sensor 37 that detects the temperature of the air (inside air) in the vehicle interior (inside air temperature Tin), the inside air humidity sensor 38 that detects the humidity of the air inside the vehicle interior, _{The indoor CO 2} concentration sensor 39 that detects the carbon dioxide concentration in the vehicle interior, the blowout temperature sensor 41 that detects the temperature of the air blown into the vehicle interior, and the discharge refrigerant pressure (discharge pressure Pd) of the compressor 2 are detected. The discharge pressure sensor 42, the output of, for example, a photosensor type solar radiation sensor 51 for detecting the amount of solar radiation into the vehicle interior, the vehicle speed sensor 52 for detecting the moving speed (vehicle speed) of the vehicle, and the set temperature and An air conditioner (air conditioner) operation unit 53 for setting the switching of the operation mode is connected.

Further, the outdoor blower 15, the indoor blower (blower fan) 27, the suction switching damper 26, the air mix dampers 28Dr and 28As, and the outlet dampers 31A to 31C are connected to the output of the air conditioning controller 20. Is controlled by the air conditioning controller 20.

The heat pump controller 32 is a controller that mainly controls the refrigerant circuit R, 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, 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 outdoor heat exchanger temperature sensor 54 that detects the refrigerant temperature at the outlet of the outdoor heat exchanger 7 (outdoor heat exchanger temperature TXO), and the refrigerant pressure at the outlet of the outdoor heat exchanger 7 (outdoor). Each output of the outdoor heat exchanger pressure sensor 56 that detects the heat exchanger pressure PXO) is connected.

Further, the outputs of the auxiliary heater temperature sensors 50Dr and 50As as a plurality of temperature sensors for detecting the temperature of the auxiliary heater 23 (auxiliary heater temperature Tptc) are also connected to the input of the heat pump controller 32. In this case, the auxiliary heater temperature sensor 50Dr detects the temperature of the auxiliary heater 23 on the right side (driver's seat side) partitioned by the partition plate, and the auxiliary heater temperature sensor 50As assists the left side (passenger seat side). It is attached so that the temperature of the heater 23 can be detected.

Further, the outputs of the heat pump controller 32 include 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 actual volume air volume Ga of the air flowing into the air flow passage 3 (actual system air volume, calculated by the air conditioning controller 20), and the air mix damper. The output of the air volume ratio SWDr, SWAs (calculated by the air conditioning controller 20), the inside / outside air ratio RECrate (adjusted by the air conditioning controller 20), and the air conditioning operation unit 53 by 28Dr and 28As is from the air conditioning controller 20 to the heat pump controller via the vehicle communication bus 65. It is configured to be transmitted to 32 and 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 dampers 28Dr and 28As basically exchange heat for heating 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. Although the state is such that the auxiliary heater 23 and the radiator 4 of the passage 3A 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 the 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 draws heat by running or from the outside air that is ventilated by the outdoor blower 15. That is, the refrigerant circuit R serves as 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 solenoid 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 (radiator pressure PCI. High pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47, and the radiator 4 Control the heating by. 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 supercooling degree SC of the refrigerant at the outlet of the radiator 4 is controlled to the target supercooling degree TGSC which is the target value.

Further, in this heating mode, when the heating capacity by the radiator 4 is insufficient for the heating capacity (required heating capacity TGQ) required for the air conditioning in the vehicle interior, the heat pump controller 32 uses the auxiliary heater 23 for the insufficient heating capacity. The energization of the auxiliary heater 23 is controlled so as to supplement with heat generation. As a result, comfortable vehicle interior heating is realized, and frost formation of the outdoor heat exchanger 7 is also suppressed. In the embodiment, 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.

In this case, in the embodiment, the heat pump controller 32 controls the energization of the auxiliary heater 23 by using the average value of the detected value TptcDr of the auxiliary heater temperature sensor 50Dr and the detected value TptcAs of the auxiliary heater temperature sensor 50As as the auxiliary heater temperature Tptc.

(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 dampers 28Dr and 28As basically exchange heat for heating 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. The auxiliary heater 23 and the radiator 4 in the passage 3A 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 repeats the circulation of being 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. While controlling the rotation speed NC of 2, the average value of the detected value TptcDr of the auxiliary heater temperature sensor 50Dr and the detected value TptcAs of the auxiliary heater temperature sensor 50As is set as the auxiliary heater temperature Tptc, and the auxiliary heater temperature Tptc and the target heater temperature TCO By controlling the energization (heating by heat generation) of the auxiliary heater 23 based on (in this case, the target value of the auxiliary heater temperature Tptc), the air is appropriately cooled and dehumidified by the heat absorber 9 while assisting. The heating by the heater 23 accurately prevents a decrease in the temperature of the air blown into the vehicle interior from the outlets 29A to 29C. 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 dampers 28Dr and 28As basically exchange heat for heating 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. The auxiliary heater 23 and the radiator 4 in the passage 3A 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 exiting 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 repeats the circulation of being 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 R), 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 dampers 28Dr and 28As, the air in the air flow passage 3 blown out from the indoor blower 27 and passed through the heat absorber 9 assists the heat exchange passage 3A for heating. The ratio of ventilation to the heater 23 and 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. 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 repeats the circulation of being sucked into the compressor 2 through the accumulator 12. Since 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), the air inside the vehicle interior is cooled. It will be done. Further, in this cooling mode, the heat pump controller 32 uses the compressor 2 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. 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 dampers 28Dr and 28As are blown out from the indoor blower 27 and the air in the air flow passage 3 passing through the heat absorber 9 is introduced into the heat exchange passage 3A for heating. The ratio of ventilation to the auxiliary heater 23 and the radiator 4 is 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. 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 repeats the circulation of being 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 transferred 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 interior of the vehicle is strongly cooled, and particularly in an environment where the outside air temperature Tam is high, the interior of the vehicle can be quickly cooled to realize comfortable air conditioning in the vehicle interior. 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 refrigerant circuit R when over-frost occurs in the outdoor heat exchanger 7, and the auxiliary heater 23 It has an auxiliary heater independent mode in which the vehicle interior is heated only by the auxiliary heater 23 by energizing the vehicle interior. Also in this case, the heat pump controller 32 uses the average value of the detection value TptcDr of the auxiliary heater temperature sensor 50Dr and the detection value TptcAs of the auxiliary heater temperature sensor 50As as the auxiliary heater temperature Tptc, and the auxiliary heater temperature Tptc and the above-mentioned target heater temperature TCO. The energization (heat generation) of the auxiliary heater 23 is controlled based on the above.

Further, the air conditioning controller 20 operates the indoor blower 27, and the air mix dampers 28Dr and 28As ventilate the air in the air flow passage 3 blown from the indoor blower 27 to the auxiliary heater 23 of the heating heat exchange passage 3A. The air volume is adjusted. Since the air heated by the auxiliary heater 23 is blown 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 inside air 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 blowing 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) and the target blowout temperature TAO transmitted from the air conditioning controller 20 via the vehicle communication bus 65 at the time of activation. The operation mode is selected, and each operation mode is transmitted to the air conditioning 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, and the heater temperature Te, which will be described later, 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.

Here, the heating temperature TH is the temperature of the air on the leeward side of the radiator 4, and is estimated by the heat pump controller 32 from the equation (II) of the first-order lag calculation shown below.
TH = (INTL1 x TH0 + Tau1 x THz) / (Tau1 + INTL1)
・ ・ (II)
Here, INTL1 is a calculation cycle (constant), Tau1 is a time constant of the first-order delay, TH0 is a 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. Further, the heat pump controller 32 changes the above-mentioned time constant Tau1 and the steady-state value TH0 according to the above-mentioned operation mode to make the above-mentioned estimation formula (II) 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.

(8) Control of the compressor 2 in the cooling mode, the dehumidifying cooling mode, the dehumidifying heating mode, and the MAX cooling mode using the inside / outside air ratio RECrate Next, the above-mentioned inside / outside air ratio RECrate is used with reference to FIGS. 3 to 5. The control of the compressor 2 in each operation mode (first operation mode) of the cooling mode, the dehumidifying cooling mode, the dehumidifying heating mode, and the MAX cooling mode will be described in detail. FIG. 3 is a longitudinal side view of the HVAC unit 10, FIG. 4 is a control block diagram relating to compressor control in the cooling mode, dehumidifying cooling mode, dehumidifying heating mode, and MAX cooling mode by the heat pump controller 32, and FIG. 5 is the inside / outside air ratio RECrate and cooling. It is a figure explaining the relationship with the cooling load of a mode.

When the ratio of the outside air to the inside air (inside / outside air ratio RECrate) of the air flowing through the air flow passage 3 changes, the temperature of the air flowing into the heat absorber 9 (heat absorber suction air temperature Tevain) changes, so that the air for the vehicle is used. The cooling load of the harmonizing device 1 changes greatly, causing excess or deficiency of capacity. Therefore, the heat pump controller 32 calculates and estimates the endothermic suction air temperature Tevain using the following equations (III) and (IV) based on the inside / outside air ratio RECrate as described later.
Tevain = (INTL2 x Tevain0 + Tau2 x Tevainz) / (Tau2 + INTL2)
・ ・ (III)
Tevain0 = Tam × (1-RECrate) + Tin × Recrate
・ ・ (IV)
Here, INTL2 is the calculation cycle (constant), Tau2 is the time constant of the first-order delay, Tevain0 is the steady-state value of the endothermic suction air temperature Tevain in the steady state before the first-order delay calculation, and Tevainz is the previous value of the endothermic suction air temperature Tevain. Is. Further, Tam is the outside air temperature and Tin is the inside air temperature. For example, when the outside air temperature Tam is + 40 ° C. and the inside air temperature Tin is + 25 ° C., and the inside / outside air ratio RECrate is 0 (outside air introduction mode) as shown in the uppermost part of FIG. 5, the heat absorber suction air temperature Tevain is finally set. It becomes + 40 ° C., and the cooling load becomes large. Further, under the same conditions, when the inside / outside air ratio RECrate is 1 (inside air circulation mode) as shown in the lowermost part of FIG. 5, the endothermic suction air temperature Tevain finally becomes + 25 ° C., and the cooling load becomes small. Further, under the same conditions, when the inside / outside air ratio RECrate is 0.5 (intermediate position between inside and outside air) as shown in the middle of FIG. 5, the endothermic suction air temperature Tevain finally becomes + 32.5 ° C., and the cooling load is medium. (This also applies to the first operation mode other than the cooling mode). Therefore, especially when the inside / outside air ratio RECrate changes after the inside air temperature Tin (the temperature of the air in the vehicle interior) stabilizes, the rotation speed NC of the compressor 2 changes significantly, so that the heat pump controller 32 sucks the heat absorber. The control for correcting the rotation speed NC of the compressor 2 is executed based on the air temperature Tevain.

Specific control will be described with reference to the block diagram of FIG. The F / F (feed forward) operation amount calculation unit 63 of the heat pump controller 32 has the outside air temperature Tam, the volume air volume Ga of the air flowing into the air flow passage 3, and the pressure of the radiator 4 (heat radiator pressure PCI, high pressure). F / F operation amount of compressor target rotation speed TGNCff0 based on the target radiator pressure PCO, which is the target value of, and the target heat absorber temperature TEO (transmitted from the air conditioning controller 20), which is the target value of the heat absorber temperature Te. Is calculated.

Here, an example of the formula of the feedforward calculation performed by the F / F manipulated variable calculation unit 63 is shown in (V) below. That is,
・ In the case of cooling mode TGNCcff0 = K1 x Tam + K2 x Ga + K3 x TEO + K4
・ In the case of dehumidifying and cooling mode TGNCcff0 = K5 x Tam + K6 x Ga + K7 x TEO + K8 x PCO + K9
・ In the case of dehumidifying heating mode / MAX cooling mode TGNCcff0 = K10 x Tam + K11 x Ga + K12 x TEO + K13
・ ・ (V)
K1 to K3, K5 to K8, and K10 to K12 are coefficients, and K4, K9, and K13 are constants.

Further, the correction value calculation unit 71 of the heat pump controller 32 calculates the endothermic suction air temperature Tevain from the outside air temperature Tam, the inside air temperature Tin, and the inside / outside air ratio RECrate using the above equations (III) and (IV), and this heat absorber Based on the endothermic air temperature Tevain, the correction value TGNCcffHos is calculated using the following formula (VI).
TGNCcffHos = K14 x Tevain ... (VI)
Here, K14 is a coefficient for converting the temperature into the number of revolutions.

Then, the F / F operation amount TGNCcff0 calculated by the F / F operation amount calculation unit 63 and the correction value TGNCcffHos calculated by the correction value calculation unit 71 are added by the adder 72, and finally the F / F operation amount TGNCcff (TGNCcff). = TGNCcff0 + TGNCcffHos). That is, the F / F manipulated variable TGNCcff0 calculated by the F / F manipulated variable calculation unit 63 is corrected by the correction value TGNCcffHos, and is determined as the F / F manipulated variable TGNCcff.

Here, the higher the endothermic air temperature Tevain, that is, the closer the internal / external air ratio RECrate approaches 0 and the larger the cooling load as described with reference to FIG. 5, the larger the correction value TGNCcffHos, and the larger the F / F operation amount TGNCcff. Will be corrected in the direction of increasing.

Further, the F / B (feedback) 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 and the endothermic temperature Te. Then, the F / F manipulated variable TGNCcff determined by the adder 72 and the F / B manipulated variable TGNCcfb calculated by the F / B manipulated variable calculation unit 64 are added by the adder 66, and the control upper limit value is controlled by the limit setting unit 67. After the limit of the lower limit of control is added, it is determined as the compressor target rotation speed TGNCc.

In the cooling mode, the dehumidifying cooling mode, the dehumidifying heating mode, and the MAX cooling mode, the heat pump controller 32 controls the rotation speed NC of the compressor 2 based on the compressor target rotation speed TGNCc, so that the heat absorber suction air temperature Tevain is set. The higher the value, the higher the rotation speed NC of the compressor 2 is corrected, and the cooling / dehumidifying capacity of the heat absorber 9 also increases. In particular, since the F / F manipulated variable TGNCcff is corrected, it is possible to quickly follow the change in the endothermic suction air temperature Tevain.

As described above, in the cooling mode in which the refrigerant flows through the heat absorber 9, the dehumidifying cooling mode, the dehumidifying heating mode, and the MAX cooling mode (all of which are the first operation modes), the heat pump controller 32 is adjusted by the suction switching damper 26. Based on the inside / outside air ratio RECrate, the heat absorber suction air temperature Tevain flowing into the heat absorber 9 is estimated, and the rotation speed of the compressor 2 is controlled based on the estimated heat absorber suction air temperature Tevain. Therefore, the suction switching damper 26 is used. Even when the ratio of the outside air and the inside air flowing into the air flow passage 3 changes, the heat pump suction air temperature Tevain can be estimated based on the inside / outside air ratio RECrate, and the rotation speed NC of the compressor 2 can be controlled. become.

As a result, it quickly responds to fluctuations in the cooling load due to changes in the ratio of outside air to inside air, realizes just enough air conditioning capacity, and satisfactorily converges the temperature inside the vehicle to the target value. It will be possible to improve both comfort and energy saving.

In this case, in the embodiment, the heat pump controller 32 calculates the F / F manipulated variable TGNCcff of the target rotation speed of the compressor 2 by a feed forward calculation based on at least the target heat absorber temperature TEO, which is the target value of the heat absorber temperature Te. The F / B manipulated variable TGNCcfb of the target rotation speed of the compressor 2 is calculated by the feedback calculation based on the heat absorber temperature Te and the target heat absorber temperature TEO, and these F / F manipulated variable TGNCcff and the F / B manipulated variable TGNCcffb are added. Therefore, the target rotation speed TGNCc of the compressor 2 is calculated, and the F / F manipulated variable TGNCcff is corrected based on the heat pump suction air temperature Tevain. It becomes possible to accurately control the cooling / dehumidifying capacity of the heat absorber 9 in response to fluctuations quickly.

Here, when the ratio of the outside air to the inside air changes, it takes some time before it is reflected in the heat absorber suction air temperature Tevain. That is, even if the ratio of the outside air to the inside air changes, the endothermic air temperature Tevain does not change immediately, but in the embodiment, the heat pump controller 32 performs a primary delay calculation based on the inside / outside air ratio RECrate (ratio of outside air to inside air). Since the heat pump suction air temperature Tevain is calculated by the above method, the rotation speed NC of the compressor 2 can be controlled according to the change of the actual heat pump suction air temperature Tevain.

(9) Control of the Compressor 2 in the Heating Mode Using the Inside / Outside Air Ratio RECrate Next, with reference to FIGS. 6 to 8, the control of the compressor 2 in the heating mode using the inside / outside air ratio Recrate will be described in detail. To do. FIG. 6 is a vertical sectional side view of the HVAC unit 10 when the heater temperature sensor 48 is not provided, FIG. 7 is a control block diagram relating to compressor control in the heating mode by the heat pump controller 32, and FIG. 8 is the inside / outside air ratio RECrate and the heating mode. It is a figure explaining the relationship with the heating load of.

(9-1) Control of Compressor 2 in Heating Mode When Heat Absorber Temperature Sensor 48 is Provided First, for comparison, a heat absorber temperature sensor 48 is provided as in the examples of FIGS. 2 and 3. The control of the compressor 2 in this case will be described with reference to FIG. 7. The F / F (feed forward) operation amount calculation unit 58 of the heat pump controller 32 includes the required heating capacity TGQ, which is the required heating capacity of the radiator 4, and the volume air volume Ga of the air flowing into the air flow passage 3. , Feed forward based on the outside air temperature Tam obtained from the outside air temperature sensor 33, the above-mentioned target heater temperature TCO which is the target value of the temperature of the radiator 4, and the target radiator pressure PCO which is the target value of the pressure of the radiator 4. The F / F operation amount TGNChff of the compressor target rotation speed is calculated by the calculation.

Here, an example of the formula of the feedforward calculation performed by the F / F manipulated variable calculation unit 58 is shown below (VII).
TGNChff = K15 x TGQ + K16 x Ga + K17 x Tam + K18
・ ・ (VII)
K15 to K17 are coefficients, and K18 is a constant.

Further, the required heating capacity TGQ is calculated by the required heating capacity calculation unit 74 using the following equation (VIII), and is input to the F / F operation amount calculation unit 58.
TGQ = (TCO-Te) x Cpa x Ga x γaTe x 1.16 ... (VIII)
In addition, Te is the endothermic temperature, Cpa is the constant pressure specific heat of air [kJ / m ³ · K], Ga is the volume air volume of the air flowing into the air flow passage 3, γaTe is the air specific gravity, and 1.16 is to match the unit. Is the coefficient of. When the endothermic temperature sensor 48 is provided, the endothermic temperature Te can be acquired. In this case, since the heat absorber 9 is provided on the windward side of the radiator 4, the endothermic temperature Te is the temperature of the air flowing into the auxiliary heater 23 and the radiator 4. Therefore, the required heating capacity calculation unit 74 calculates the required heating capacity TGQ from the difference between the target heater temperature TCO and the endothermic temperature Te.

Further, the target radiator pressure PCO is calculated by the target value calculation unit 59 based on the target supercooling degree TGSC, which is the target value of the refrigerant supercooling degree SC at the outlet of the radiator 4, and the target radiator temperature TCO. Further, the F / B (feedback) operation amount calculation unit 60 performs a compressor target rotation by a feedback calculation based on the target radiator pressure PCO and the radiator pressure PCI (high pressure of the refrigerant circuit R) which is the refrigerant pressure of the radiator 4. Calculate the F / B operation amount TGNChfb of the number. Then, the F / F operation amount TGNChff 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.

(9-2) Control of the compressor 2 in the heating mode when the endothermic temperature sensor 48 is not provided On the other hand, when the endothermic temperature sensor 48 is not provided as shown in FIG. 6, the endothermic temperature Te, that is, , The temperature of the air flowing into the radiator 4 is unknown. Further, in the heating mode, since the refrigerant does not flow into the heat absorber 9, the above-mentioned heat absorber suction air temperature Tevain becomes the temperature of the air flowing into the auxiliary heater 23 and the radiator 4, but flows through the air flow passage 3 as described above. When the ratio of the outside air to the inside air (inside / outside air ratio RECrate) changes, the endothermic air suction air temperature Tevain changes, so that the heating load of the vehicle air conditioner 1 changes significantly, causing excess or deficiency of capacity. To do.

For example, when the outside air temperature Tam is -10 ° C and the inside air temperature Tin is + 25 ° C, and the inside / outside air ratio RECrate is 0 (outside air introduction mode) as shown in the uppermost part of FIG. 8, the heat absorber suction air temperature Tevain is final. The temperature becomes -10 ° C, and the heating load becomes large. Further, under the same conditions, when the inside / outside air ratio RECrate is 1 (inside air circulation mode) as shown in the lowermost part of FIG. 8, the endothermic suction air temperature Tevain finally becomes + 25 ° C., and the heating load becomes small. Further, under the same conditions, when the inside / outside air ratio RECrate is 0.5 (intermediate position between inside and outside air) as shown in the middle of FIG. 8, the endothermic suction air temperature Tevain finally becomes + 7.5 ° C., and the heating load is medium. It becomes. Therefore, especially when the inside / outside air ratio RECrate changes after the inside air temperature Tin (the temperature of the air in the vehicle interior) stabilizes, the rotation speed NC of the compressor 2 changes significantly.

Therefore, when the heat absorber temperature sensor 48 is not provided, the required heating capacity calculation unit 74 in FIG. 7 calculates the heat absorber suction by the above equations (III) and (IV) based on the inside / outside air ratio RECrate. Using the air temperature Tevain, the required heating capacity TGQ is calculated by the following formula (IX) and output to the F / F operation amount calculation unit 58.
TGQ = (TCO-Tevain) x Cpa x Ga x γaTe x 1.16
・ ・ (IX)
In addition, each numerical value other than Tevine in each formula is the same as the said formula (VIII).

Here, the lower the heat absorber suction air temperature Tevain, that is, the closer the internal / external air ratio RECrate is to 0 and the larger the heating load as described with reference to FIG. 8, the larger the required heating capacity TGQ is. The amount TGNChff also increases, and the compressor target rotation speed TGNCh also increases. 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. Therefore, the lower the heat absorber suction air temperature Tevain, the higher the rotation speed NC of the compressor 2. Therefore, the heating capacity of the radiator 4 will also increase. In particular, since the F / F operation amount TGNChff is calculated by this required heating capacity TGQ, it is possible to quickly follow the change of the endothermic suction air temperature Tevain.

As described above, when the heat absorber temperature sensor 48 is not provided, in the heating mode, the heat pump controller 32 is a heat absorber based on the ratio of the outside air to the inside air (inside / outside air ratio RECrate) adjusted by the suction switching damper 26. Since the suction air temperature Tevain is estimated, the required heating capacity TGQ is calculated based on the estimated heat absorber suction air temperature Tevain, and the rotation speed NC of the compressor 2 is controlled based on this required heating capacity TGQ, the suction switching is performed. Even when the ratio of the inside / outside air flowing into the air flow passage 3 is changed by the damper 26, the heat pump suction air temperature Tevain is estimated based on the ratio, the required heating capacity TGQ is calculated based on the ratio, and the compressor It becomes possible to control the number of rotations NC of 2.

As a result, in the heating mode, it quickly responds to fluctuations in the heating load due to changes in the ratio of outside air to inside air, realizes just enough heating capacity, and is good for the target value of the temperature inside the vehicle. It will be possible to improve both comfort and energy saving. In particular, in the embodiment, the heat pump controller 32 calculates the F / F manipulated variable TGNChff of the target rotation speed of the compressor 2 by at least the feed forward calculation based on the required heating capacity TGQ, and is based on the high pressure and its target value (PCO). The F / B operation amount TGNChfb of the target rotation speed of the compressor 2 is calculated by the feedback calculation, and the target rotation speed TGNCh of the compressor 2 is calculated by adding these F / F operation amount TGNChff and the F / B operation amount TGNChfb. Since the calculation is performed, it becomes possible to accurately control the heating capacity of the radiator 4 in response to a change in the heating load due to a change in the ratio of the outside air to the inside air.

Also in this case, in the embodiment, the heat pump controller 32 calculates the endothermic suction air temperature Tevain by the first-order delay calculation based on the inside / outside air ratio RECrate (ratio of outside air to inside air). It becomes possible to control the rotation speed NC of the compressor 2 according to the change of.

Next, FIG. 9 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 is in the 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 a bypass circuit) 13F is routed via a solenoid valve 22 (for dehumidification). It is communicatively connected to the refrigerant pipe 13B on the downstream side of the check valve 18. Further, an evaporation pressure adjusting valve 70 is connected to the refrigerant pipe 13C on the outlet side of the heat absorber 9 on the downstream side of the refrigerant of the internal heat exchanger 19 and on the upstream side of the refrigerant from the confluence with the refrigerant pipe 13D. .. The solenoid valve 22 and the evaporation pressure adjusting valve 70 are also connected to the output of the heat pump controller 32 and controlled. 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). Then, in this embodiment, the dehumidifying / heating mode, the internal cycle mode, the dehumidifying / cooling mode, and the cooling mode are the first operation modes in the present application.

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.

(10) Dehumidifying and heating mode of the vehicle air conditioner 1 of FIG. 9 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). Also, 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 of the above 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 draws heat by running or from the outside air that is ventilated by the outdoor blower 15. That is, the refrigerant circuit R serves as 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 solenoid 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 split, and reaches the indoor expansion valve 8 via the bypass circuit 13F and the refrigerant pipe 13B via the solenoid valve 22 and 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 joins the refrigerant from the refrigerant pipe 13D in the refrigerant pipe 13C through the internal heat exchanger 19 and the evaporation pressure adjusting valve 70 in that order, and then is sucked into the compressor 2 through the accumulator 12. repeat. 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. Does the heat pump controller 32 control the rotation speed NC of the compressor 2 based on the target radiator pressure PCO and the radiator pressure PCI (high pressure of the refrigerant circuit R) as in the case of the heating mode described with reference to FIG. Alternatively, the rotation speed NC of the compressor 2 is controlled based on the heat absorber temperature Te and the target heat absorber temperature TEO as in the case of the cooling mode described with reference to FIG. In that case, the smaller (MIN) of the compressor target rotation speed TGNCh and the compressor target rotation speed TGNCc is selected to control the rotation speed NC of the compressor 2.

That is, when the compressor target rotation speed TGNCh is selected and the endothermic temperature sensor 48 is not provided, the endothermic suction air temperature Tevain is estimated in the same manner as described above, and the required heating capacity TGQ is calculated based on the estimation. (Fig. 7). Further, when the compressor target rotation speed TGNCc is selected, the F / F manipulated variable TGNCcff is corrected based on the endothermic suction air temperature Tevain (FIG. 4).

Further, the heat pump controller 32 controls the valve opening degree of the outdoor expansion valve 6 based on the endothermic temperature Te and the target endothermic temperature TEO, which will be described in detail later. Further, the heat pump controller 32 has the inconvenience of opening / closing the evaporation pressure adjusting valve 70 (expanding the flow path) / closing (flowing a small amount of refrigerant) based on the endothermic temperature Te, causing the temperature of the endothermic 9 to drop too much and freeze. To prevent.

(11) Internal Cycle Mode of Vehicle Air Conditioning Device 1 of FIG. 9 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 bypass circuit 13F. Then, the refrigerant flowing through the bypass circuit 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 in sequence through the internal heat exchanger 19 and the evaporation pressure adjusting valve 70, and repeats the circulation of being sucked into the compressor 2 through the accumulator 12. 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 by this, 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, the heat from the outside air is not pumped up, and the 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 higher than that of the dehumidifying and heating mode, but the heating capacity is lower. The control of the compressor 2 by the heat pump controller 32 is the same as in the dehumidifying / heating mode.

(12) Control of the outdoor expansion valve 6 in the dehumidifying / heating mode of the vehicle air conditioner 1 of FIG. 9 Next, the dehumidifying / heating mode of the above-described embodiment (Example 2) with reference to the block diagram of FIG. The specific control of the outdoor expansion valve 6 in the above will be described. The F / F (feed forward) operation amount calculation unit 76 of the heat pump controller 32 sets the target heater temperature TCO, the volume air volume Ga of the air flowing into the air flow passage 3, the outside air temperature Tam, and the target heat absorber temperature TEO. Based on this, the F / F operation amount TGECCVteff0 of the outdoor expansion valve target valve opening is calculated.

Further, the correction value calculation unit 81 of the heat pump controller 32 calculates the endothermic suction air temperature Tevain from the outside air temperature Tam, the inside air temperature Tin, and the inside / outside air ratio RECrate using the above equations (III) and (IV), and this heat absorber Based on the endothermic air temperature Tevain, the correction value TGECCVteffHos is calculated using the following formula (X).
TGECCVteffHos = K19 × Tevain ・ ・ (X)
Here, K19 is a coefficient for converting the temperature into the valve opening degree.

Then, the correction value TGECCVteffHos calculated by the correction value calculation unit 81 is subtracted from the F / F operation amount TGECCVtiff0 calculated by the F / F operation amount calculation unit 76 by the subtractor 82, and finally the F / F operation amount TGECCVtiff ( TGECCVteff = TGECCVteff0-TGECCVtiffHos). That is, the F / F manipulated variable TGECCVteff0 calculated by the F / F manipulated variable calculation unit 76 is corrected by the correction value TGECCVteffHos, and is determined as the F / F manipulated variable TGECCVteff.

Here, the higher the endothermic air temperature Tevain, that is, the closer the internal / external air ratio RECrate approaches 0 and the larger the cooling load as described with reference to FIG. 5, the larger the correction value TGECCVteffHos, and the larger the F / F operation amount TGECCVteff. Will be corrected in the direction of becoming smaller (the direction of closing the outdoor expansion valve 6).

Further, the F / B (feedback) manipulated variable calculation unit 77 calculates the F / B manipulated variable TGECCVtefb of the outdoor expansion valve target valve opening degree based on the target endothermic temperature TEO and the endothermic temperature Te. Then, the F / F manipulated variable TGECCVteff determined by the subtractor 82 and the F / B manipulated variable TGECCVTefb calculated by the F / B manipulated variable calculation unit 77 are added by the adder 78, and the control upper limit value is controlled by the limit setting unit 79. After the limit of the control lower limit value is set, it is determined as the outdoor expansion valve target valve opening TGECCVte.

In the dehumidifying and heating mode in this embodiment, the heat pump controller 32 controls the valve opening of the outdoor expansion valve 6 based on the outdoor expansion valve target valve opening TGECCVte. The expansion valve 6 is corrected in the closing direction. When the outdoor expansion valve 6 is corrected in the closing direction, the amount of refrigerant flowing into the heat absorber 9 through the bypass circuit 13F and the refrigerant pipe 13B increases, so that the cooling / dehumidifying capacity of the heat absorber 9 increases. .. In particular, since the F / F operation amount TGECCVtiff is corrected, it is possible to quickly follow the change in the endothermic suction air temperature Tevain.

In the above embodiment (Example 2), the valve opening degree of the outdoor expansion valve 6 and the rotation speed of the compressor 2 are controlled based on the endothermic suction air temperature Tevain, but the present invention is not limited to these. Only one of the above may be controlled based on the heat absorber suction air temperature Tevain.

As described above, also in this embodiment, the heat pump controller 32 estimates the heat absorber suction air temperature Tevain, which is the temperature of the air flowing into the heat absorber 9, based on the inside / outside air ratio RECrate adjusted by the suction switching damper 26. Since the valve opening of the outdoor expansion valve 6 and / or the rotation speed of the compressor 2 are controlled based on the estimated heat absorber suction air temperature Tevain, the air flows into the air flow passage 3 by the suction switching damper 26. Even when the ratio of the outside air to the inside air changes, the heat pump suction air temperature Tevain is estimated based on the ratio, and the valve opening of the outdoor expansion valve 6 and / or the rotation speed of the compressor 2 is controlled. You will be able to do it.

As a result, even in the dehumidifying / heating mode of this embodiment, it is possible to quickly respond to the load fluctuation caused by the change in the ratio of the outside air to the inside air, and to realize the dehumidifying capacity of the endothermic device 9 without excess or deficiency. Become.

In this case as well, the heat pump controller 32 calculates the F / F manipulated variable TGECCVteff of the target valve opening of the outdoor expansion valve 6 by a feed forward calculation based on at least the target heat absorber temperature TEO, which is the target value of the endothermic temperature Te, and absorbs heat. The F / B manipulated variable TGECCVtefb of the target valve opening of the outdoor expansion valve 6 is calculated by the feedback calculation based on the vessel temperature Te and the target endothermic temperature TEO, and these F / F manipulated variable TGECCVteff and the F / B manipulated variable TGECCVtefb are added. By doing so, the target valve opening TGECCVte of the outdoor expansion valve 6 is calculated, and at least the F / F manipulated variable TGNCcff of the target rotation speed of the compressor 2 is calculated by the feed forward calculation based on the target endothermic temperature TEO, and the endothermic device is used. By calculating the F / B manipulated variable TGNCcfb of the target rotation speed of the compressor 2 by the feedback calculation based on the temperature Te and the target endothermic temperature TEO, and adding these F / F manipulated variable TGNCcff and the F / B manipulated variable TGNCcfb. , The target rotation speed TGNCc of the compressor 2 is calculated, and when TGNCc is smaller than the compressor target rotation speeds TGNCh and TGNCc, the target rotation speed TGNCc is selected and the endothermic suction air temperature Tevain is set. Since the F / F manipulated variable TGECCVteff and / or the F / F manipulated variable TGNCcff are corrected based on this, the dehumidifying capacity of the endothermic device 8 can be quickly responded to the load fluctuation caused by the change in the internal / external air ratio RECrate. It will be possible to control accurately and realize comfortable dehumidifying and heating.

Also in this case, in the embodiment, the heat pump controller 32 calculates the endothermic suction air temperature Tevain by the first-order lag calculation based on the inside / outside air ratio RECrate (ratio of outside air to inside air). It becomes possible to control the valve opening degree of the outdoor expansion valve 6 according to the change of.

The parameters, numerical values, and the like used for control shown in each embodiment are not limited to these, and should be appropriately selected / set according to the device to be applied without departing from the spirit of the present invention.

1 Vehicle air conditioner 2 Compressor 3 Air flow passage 4 Heater 6 Outdoor expansion valve 7 Outdoor heat exchanger 8 Indoor expansion valve 9 Heat absorber 10 HVAC unit 11 Control unit 13F Bypass circuit 20 Air conditioning controller 23 Auxiliary heater (auxiliary heating) apparatus)
25A Outside air suction port 25B Inside air suction port 26 Suction switching damper 27 Indoor blower (blower fan)
32 Heat pump controller 45 Bypass device 48 Heat absorber temperature sensor 58, 63, 76 F / F operation amount calculation unit 60, 64, 77 F / B operation amount calculation unit 71, 81 Correction value calculation unit R Refrigerant circuit

Claims (9)

A compressor that compresses the refrigerant and
An air flow passage through which the air supplied to the passenger compartment flows, and
An endothermic absorber for absorbing heat from the refrigerant and cooling the air supplied from the air flow passage to the passenger compartment.
An outdoor heat exchanger installed outside the passenger compartment,
A suction switching damper that can adjust the ratio of the outside air that flows into the air flow passage to the inside air that is the air inside the vehicle.
Equipped with a control device
The control device causes the refrigerant discharged from the compressor to flow through the outdoor heat exchanger to dissipate heat in the outdoor heat exchanger, depressurize the radiated refrigerant, and then absorb heat in the heat exchanger. In the vehicle air conditioner that executes the operation mode of
The control device estimates the heat absorber suction air temperature Tevain, which is the temperature of the air flowing into the heat absorber, based on the ratio of the outside air to the inside air adjusted by the suction switching damper, and estimates the heat absorber suction air. An air conditioner for a vehicle, characterized in that the rotation speed of the compressor is controlled based on the temperature Tevain. The control device calculates the F / F manipulated variable TGNCcff of the target rotation speed of the compressor by a feed forward calculation based on at least the target heat absorber temperature TEO, which is the target value of the temperature Te of the heat absorber, and of the heat absorber. The F / B manipulated variable TGNCcfb of the target rotation speed of the compressor is calculated by the feedback calculation based on the temperature Te and the target heat absorber temperature TEO, and these F / F manipulated variable TGNCcff and the F / B manipulated variable TGNCcfb are added. Then, while calculating the target rotation speed TGNCc of the compressor,
The vehicle air conditioner according to claim 1, wherein the F / F manipulated variable TGNCcff is corrected based on the endothermic suction air temperature Tevain. A radiator provided on the leeward side of the heat absorber with respect to the air flow in the air flow passage is provided to dissipate heat from the refrigerant and heat the air supplied from the air flow passage to the vehicle interior.
The first operation mode is
A cooling mode in which the refrigerant discharged from the compressor is flowed from the radiator to the outdoor heat exchanger to dissipate heat in the outdoor heat exchanger, the radiated refrigerant is depressurized, and then heat is absorbed by the heat exchanger. And / or
The refrigerant discharged from the compressor is allowed to flow from the radiator to the outdoor heat exchanger to dissipate heat in the radiator and the outdoor heat exchanger, depressurize the radiated refrigerant, and then absorb heat in the heat exchanger. Dehumidifying and cooling mode,
The vehicle air conditioner according to claim 1 or 2, wherein the air conditioner is for a vehicle. A radiator provided on the leeward side of the heat absorber with respect to the air flow in the air flow passage and for radiating the refrigerant to heat the air supplied from the air flow passage to the vehicle interior.
A bypass device for allowing the refrigerant discharged from the compressor to flow directly into the outdoor heat exchanger without flowing into the radiator.
An auxiliary heating device for heating the air supplied from the air flow passage to the passenger compartment is provided.
The first operation mode is
The maximum cooling mode in which the refrigerant discharged from the compressor is passed through the outdoor heat exchanger by the bypass device to dissipate heat, the radiated refrigerant is depressurized, and then heat is absorbed by the heat absorber, and / or.
The refrigerant discharged from the compressor is passed through the outdoor heat exchanger by the bypass device to dissipate heat, and after depressurizing the radiated refrigerant, the heat absorber absorbs heat and dehumidifies the auxiliary heating device to generate heat. Heating mode,
The vehicle air conditioner according to any one of claims 1 to 3, wherein the air conditioner is for a vehicle. A compressor that compresses the refrigerant and
An air flow passage through which the air supplied to the passenger compartment flows, and
An endothermic absorber for absorbing heat from the refrigerant and cooling the air supplied from the air flow passage to the passenger compartment.
A radiator provided on the leeward side of the heat absorber with respect to the air flow in the air flow passage and for radiating the refrigerant to heat the air supplied from the air flow passage to the vehicle interior.
An outdoor heat exchanger installed outside the passenger compartment,
A suction switching damper that can adjust the ratio of the outside air that flows into the air flow passage to the inside air that is the air inside the vehicle.
Equipped with a control device
Air conditioning for vehicles that executes a heating mode in which the refrigerant discharged from the compressor is allowed to flow through the radiator to dissipate heat by the control device, the radiated refrigerant is depressurized, and then heat is absorbed by the outdoor heat exchanger. In the device
The control device estimates the endothermic suction air temperature Tevain, which is the temperature of the air flowing into the endothermic device, based on the ratio of the outside air to the inside air adjusted by the suction switching damper, and estimates the endothermic suction air. Vehicle air characterized in that the required heating capacity TGQ, which is the required heating capacity of the radiator, is calculated based on the temperature Tevain, and the rotation speed of the compressor is controlled based on the required heating capacity TGQ. Harmonizer. The control device calculates the F / F manipulated variable TGNChff of the target rotation speed of the compressor by at least a feed forward calculation based on the required heating capacity TGQ, and performs a feedback calculation based on the high pressure pressure and the target value of the compressor. It is characterized in that the target rotation speed TGNCh of the compressor is calculated by calculating the F / B operation amount TGNChfb of the target rotation speed and adding these F / F operation amount TGNChff and the F / B operation amount TGNChfb. The vehicle air conditioner according to claim 5. A compressor that compresses the refrigerant and
An air flow passage through which the air supplied to the passenger compartment flows, and
An endothermic absorber for absorbing heat from the refrigerant and cooling the air supplied from the air flow passage to the passenger compartment.
A radiator provided on the leeward side of the heat absorber with respect to the air flow in the air flow passage and for radiating the refrigerant to heat the air supplied from the air flow passage to the vehicle interior.
An outdoor heat exchanger installed outside the passenger compartment,
An outdoor expansion valve that reduces the pressure of the refrigerant flowing into the outdoor heat exchanger,
A bypass circuit connected in parallel to the series circuit of the outdoor heat exchanger and the outdoor expansion valve,
An indoor expansion valve that reduces the pressure of the refrigerant flowing into the heat absorber,
A suction switching damper that can adjust the ratio of the outside air that flows into the air flow passage to the inside air that is the air inside the vehicle.
Equipped with a control device
By the control device, the refrigerant discharged from the compressor is radiated by the radiator, the radiated refrigerant is diverted, a part of the refrigerant is flowed from the bypass circuit to the indoor expansion valve, and the pressure is reduced by the indoor expansion valve. After that, it flows into the heat exchanger and absorbs heat by the heat exchanger, and the rest is decompressed by the outdoor expansion valve, then flows into the outdoor heat exchanger and absorbs heat by the outdoor heat exchanger. In the vehicle air conditioner that executes the mode
The control device estimates the heat absorber suction air temperature Tevain, which is the temperature of the air flowing into the heat absorber, based on the ratio of the outside air to the inside air adjusted by the suction switching damper, and estimates the heat absorber suction air. An air conditioner for a vehicle, characterized in that the valve opening degree of the outdoor expansion valve and / or the rotation speed of the compressor is controlled based on the temperature Tevain. The control device calculates the F / F operation amount TGECCVtiff of the target valve opening degree of the outdoor expansion valve by a feed forward calculation based on at least the target heat absorber temperature TEO, which is the target value of the temperature Te of the heat absorber, and obtains the heat absorption. The F / B operation amount TGECCVtefb of the target valve opening of the outdoor expansion valve is calculated by the feedback calculation based on the temperature Te of the vessel and the target heat absorber temperature TEO, and these F / F operation amounts TGECCVteff and the F / B operation amount TGECCVtefb By adding, the target valve opening TGECCVte of the outdoor expansion valve is calculated, and at the same time,
At least, the F / F manipulated variable TGNCcff of the target rotation speed of the compressor is calculated by the feed forward calculation based on the target heat absorber temperature TEO, and the feedback calculation based on the heat absorber temperature Te and the target heat absorber temperature TEO is used. The F / B operation amount TGNCcfb of the target rotation speed of the compressor is calculated, and the target rotation speed TGNCc of the compressor is calculated by adding the F / F operation amount TGNCcff and the F / B operation amount TGNCcfb.
The vehicle air conditioner according to claim 7, wherein the F / F manipulated variable TGECCVteff and / or the F / F manipulated variable TGNCcff is corrected based on the endothermic suction air temperature Tevain. The vehicle air according to any one of claims 1 to 8, wherein the control device calculates the endothermic suction air temperature Tevain by a primary delay calculation based on the ratio of the outside air to the inside air. Harmonizer.

Images