JPH05201243A - Heat pump type cooling and heating device for vehicle - Google Patents

Abstract

PURPOSE:To improve comfortable feeling of a crew by avoiding an abrupt change in the temperature of air blown-off into the car room during heating operation without reversing the flow of refrigerant during cooling and heating. CONSTITUTION:During heating operation, a three-way valve 32 as a refrigerant passage switching means is switched as shown by a full line to circulate the refrigerant in the following order: a compressor 31 the three-way valve 32 an indoor condenser 33 an expansion valve 34 an evaporator 35 a receiver 36 the compressor 31. During cooling operation, the three-way valve 32 is switched as shown by a dotted line to circulate the refrigerant in the following order: the compressor 31 the three-way valve 32 an outdoor condenser 38 the indoor condenser 33-> the expansion valve 34-> the evaporator 35 the receiver 36 the compressor 31. When a control device 43 discriminates the heating operation based on detected heat environment information, it controls an intake door 42 or a return door 54 to open or close it to adjust heat loads to the intake air of the evaporator 35.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicular heat pump type cooling and heating apparatus having a vapor compression cycle in which a refrigerant is circulated through a vehicle exterior heat exchanger and a vehicle interior heat exchanger by driving a compressor. The present invention relates to a device that improves a passenger's comfort by avoiding a rapid temperature change of blown air during heating operation.

[0002]

2. Description of the Related Art As a conventional heat pump type air conditioner for a vehicle, there is disclosed in Japanese Unexamined Patent Publication No. 2-290475 and Japanese Utility Model Publication No.
As disclosed in Japanese Patent No. 130808, a four-way valve reverses the flow of refrigerant between heating operation and refrigerant operation. During heating operation, the exterior heat exchanger is used as a heat absorber, and It is known that the exchanger is used as a radiator, and the heat exchanger outside the vehicle compartment is used as a radiator and the heat exchanger inside the vehicle is used as a heat absorber during cooling operation.

Specifically, the above-mentioned JP-A-2-290475.
The air conditioner disclosed in the publication will be described with reference to FIG. That is, during heating operation, the four-way valve 2 is switched as shown by the solid line, and the refrigerant is compressed from the compressor 1 to the four-way valve 2.
→ 1st vehicle interior heat exchanger 3 → heating heat exchanger 4 → 2nd vehicle interior heat exchanger 5 → expansion valve 6 → vehicle exterior heat exchanger 7 → four-way valve 2
→ Receiver 8 → Compressor 1 circulates and the first vehicle interior heat exchanger 3 radiates the heat of the high-temperature refrigerant discharged from the compressor 1 to the air introduced by the blower fan 9 to warm the vehicle interior. The heat exchanger 4 for heating the engine 1
The waste heat from 0 is absorbed by the refrigerant, and the heat of this refrigerant is radiated to the air introduced by the blower fan 11 by the second vehicle interior heat exchanger 5 to create warm air for heating the vehicle interior, and the heat outside the vehicle interior The exchanger 7 absorbs the heat of the outside air introduced by the fan 12 into the refrigerant. During the cooling operation, the four-way valve 2 is switched as shown by the dotted line, and the refrigerant is compressed by the compressor 1 → external heat exchanger 7 → expansion valve 6 → second vehicle interior heat exchanger 5 → first vehicle interior heat exchanger 3 → The four-way valve 2 → receiver 8 → compressor 1 circulates, and the vehicle exterior heat exchanger 7 radiates the heat of the high-temperature refrigerant discharged from the compressor 1 to the outside air, and the first and second vehicle interior heat exchangers 3,
Reference numeral 5 radiates the heat of the air introduced by the blower fans 9 and 11 to the refrigerant to produce cold air for cooling the vehicle interior.

[0004]

In the conventional example described above, the flow of the refrigerant is reversed by the four-way valve 2 during the heating operation and during the refrigerant operation, and the heat exchanger 7 outside the passenger compartment absorbs heat during the heating operation. The heat exchangers 3 and 5 inside the vehicle are used as radiators to generate hot air for heating the inside of the vehicle. During the cooling operation, the heat exchanger 7 outside the vehicle is used as a radiator to reduce the heat inside the vehicle. Since the exchangers 3 and 5 are used as heat absorbers to create cool air for cooling the vehicle interior, it is possible to use it in climatic conditions such as when the outside temperature is low, when running, when it rains, and when it snows. When the heating operation is performed, the heat absorption amount in the vehicle exterior heat exchanger 7 decreases. Assuming that the work amount of the compressor 1 is constant, the heat radiation amount in the vehicle interior heat exchangers 3 and 5 radiating the total heat amount of the heat absorption amount from the vehicle exterior heat exchanger 7 and the work amount of the compressor 1. Is reduced and the heating capacity is reduced. Moreover, when the heating capacity is reduced, the frost phenomenon is likely to occur. When the number of times the frost phenomenon occurs increases, the number of defrost operations increases, and stable heating operation cannot be obtained. Further, when the heating operation is performed at a low outside temperature and the vehicle exterior heat exchanger 7 freezes, the defrost operation becomes difficult and the heating operation cannot be continuously performed.

In order to solve such a problem, the applicant of the present invention uses the flow passage switching operation of the flow passage switching means to prevent the refrigerant from flowing backward and to use the first vehicle interior heat exchanger as a radiator during heating operation. As the heat sink, the second vehicle interior heat exchanger is used as a heat absorber, and during the cooling operation, only the vehicle interior heat exchanger or both the vehicle interior heat exchanger and the first vehicle interior heat exchanger are used as radiators. A heat pump type cooling and heating device for a vehicle, which uses the second vehicle interior heat exchanger as a heat absorber, is proposed. However, as a result of conducting an experiment using a variable capacity compressor as a compressor in this vehicle heat pump type air conditioner, as a result, during heating operation, the capacity of the compressor is fixed and the air introduced into the second vehicle interior heat exchanger is It was found that when the heat load is changed, there is a point where the operating state (capacity) of the cooling and heating device changes rapidly under a certain heat load state. From this, when the heat load of the second vehicle interior heat exchanger reaches the above-mentioned point during heating operation, the operating state becomes unstable and the temperature of the air blown into the vehicle interior changes significantly, which may reduce the temperature performance. There is a nature.

Therefore, in the present invention, the flow of the refrigerant is not reversed between the heating operation and the cooling operation, and a rapid temperature change of the blown air is avoided during the heating operation to improve passenger comfort. The task is to do.

[0007]

A first aspect of the present invention is directed to a compressor for adding work to a refrigerant, an exterior heat exchanger connected to the refrigerant discharge side of the compressor for radiating heat of the refrigerant to the outside air, and the compressor. First heat exchanger of the vehicle interior, which is connected to the refrigerant discharge side of the vehicle and radiates heat of the refrigerant to the air introduced by the air blowing means to generate warm air, and a refrigerant outflow side of the vehicle interior first heat exchanger To the outside heat exchanger of the vehicle exterior and the heat of the air connected to the refrigerant outflow side of the expansion means and introduced by the blower means.
A second heat absorption type vehicle interior heat exchanger that radiates heat to the refrigerant supplied from at least one of the vehicle interior heat exchangers through the expansion means to generate cool air, a refrigerant discharge side of the compressor, and the vehicle exterior heat exchanger, and Refrigerant provided between the first vehicle interior heat exchanger and the refrigerant inflow side is discharged from the compressor to the vehicle exterior heat exchanger during cooling operation, and bypasses the vehicle exterior heat exchanger during heating operation. The first
Refrigerant flow path switching means introduced into the vehicle interior heat exchanger, heat load detection means for detecting a heat load of the sucked air into the second vehicle interior heat exchanger, and suction into the second vehicle interior heat exchanger. Heat load adjusting temperature adjusting means for adjusting the heat load of the air,
A thermal environment detecting means for detecting thermal environment information in the vehicle compartment;
The heating operation is discriminated from the thermal environment information from the thermal environment detecting means, and the control means outputs a control signal for removing the output of the thermal load detecting means from the unstable region to the thermal load adjusting means according to the discrimination result. ing.

A second aspect of the invention is to connect a compressor for adding a work amount to the refrigerant, a heat exchanger outside the passenger compartment connected to the refrigerant discharge side of the compressor for radiating heat of the refrigerant to the outside air, and a refrigerant discharge side of the compressor. A heat radiation type first vehicle interior heat exchanger that radiates the heat of the refrigerant to the air introduced by the blower means to generate warm air, and an expansion means connected to the refrigerant outflow side of the first vehicle interior heat exchanger And the heat of the air connected to the refrigerant outflow side of the expansion means and introduced by the blowing means to the refrigerant supplied through the expansion means from at least one of the vehicle exterior heat exchanger and the first vehicle interior heat exchanger. A heat-absorption type second vehicle interior heat exchanger that radiates heat to generate cold air, and is provided between the refrigerant discharge side of the compressor and the refrigerant inflow side of the vehicle exterior heat exchanger and the first vehicle interior heat exchanger. complete A refrigerant flow path switching means for introducing the refrigerant discharged from the compressor into the outside heat exchanger of the vehicle compartment during the cooling operation and bypassing the outside heat exchanger of the passenger compartment during the heating operation to introduce the refrigerant into the first inside heat exchanger of the passenger compartment; A work amount detecting means for detecting a work amount of the compressor; a heat load adjusting means for adjusting a heat load of the intake air to the second vehicle interior heat exchanger; and a heat detecting a thermal environment information of the vehicle interior. Control for outputting a control signal for excluding the output of the work amount detecting means from the unstable region to the heat load adjusting means based on the result of the discrimination, based on the environment detecting means and the heat environment information from the heat environment detecting means. And means.

[0009]

In both the first and second aspects of the invention, during heating operation, the compressor is driven so that the refrigerant transfers from the compressor to the flow path switching means, the first vehicle interior heat exchanger, the expansion means,
It circulates to the compressor through the second vehicle interior heat exchanger in order, and the first vehicle interior heat exchanger radiates the heat of the high-temperature refrigerant discharged from the compressor to the air introduced by the air blowing means to generate warm air. Then, the second vehicle interior heat exchanger radiates the heat of the air introduced by the air blowing means to the refrigerant to produce cold air.

During the cooling operation, by driving the compressor, the refrigerant flows from the compressor to the flow path switching means, only the heat exchanger outside the passenger compartment, or both the heat exchanger outside the passenger compartment and the first heat exchanger inside the passenger compartment, the expansion means, the first heat exchanger. It circulates to the compressor through the 2 vehicle interior heat exchangers in order, the vehicle exterior heat exchanger radiates the heat of the high-temperature refrigerant discharged from the compressor to the outside air, and the second vehicle interior heat exchanger introduces it by the blower means. The heat of the generated air is radiated to the refrigerant to produce cold air.

In short, due to the flow path switching operation of the flow path switching means, the first vehicle interior heat exchanger is used as a radiator and the second vehicle interior heat exchanger absorbs heat during the heating operation without backflow of the refrigerant. Used as a container, during cooling operation,
The exterior heat exchanger alone or both the exterior heat exchanger and the first interior heat exchanger are used as radiators, and the second interior heat exchanger is used as a heat absorber.

In the first aspect of the invention, the thermal environment detecting means detects the thermal environment information in the passenger compartment during the heating and cooling operation, and the thermal load detecting means detects the thermal load of the intake air to the second passenger compartment heat exchanger. When the control means detects the heating operation based on the detected heat environment information, the heat load adjusting means is driven to perform the second operation.
The heat load of the intake air introduced into the passenger compartment heat exchanger is adjusted to avoid a sudden change in the temperature of the air blown into the passenger compartment.

Further, according to the second aspect of the invention, during the cooling and heating operation,
When the thermal environment detecting means detects the thermal environment information in the passenger compartment, the work amount detecting means detects the work amount of the compressor, and the control means determines the heating operation based on the detected thermal environment information, the heat load adjusting means is driven. Thus, the heat load of the intake air introduced into the second vehicle interior heat exchanger is adjusted to avoid a sudden change in the temperature of the air blown into the vehicle interior.

[0014]

【Example】

First Embodiment FIG. 1 shows a heat pump type air conditioner for a vehicle according to a first embodiment.

In FIG. 1, a compressor 31 is provided outside a vehicle compartment such as an engine room and is a swash plate type variable capacity compressor. Specifically, the compressor 31 has a suction pressure P in the casing in which the swash plate is arranged.
It is possible to change the discharge capacity by changing the tilt angle of the swash plate by deriving s or the discharge pressure Pd and adjusting the pressure difference before and after the piston (the pressure difference between the cylinder chamber and the casing chamber). For this tilt angle control, the compressor 31 has a control valve equipped with an electromagnetic actuator, and the set pressure Pr at which the control valve operates can be changed by the solenoid current value I _SOL . An exterior heat exchanger 38 and a first interior heat exchanger 33 are connected to the discharge side of the compressor 31 via a three-way valve 32 as a flow path switching means. The vehicle exterior heat exchanger 38 is provided outside the vehicle cabin and serves as a vehicle exterior condenser that radiates the heat of the refrigerant discharged from the compressor 31 to the outside air. The first vehicle interior heat exchanger 33 is a duct 39 as a device body arranged in the vehicle interior front part such as the back side of the instrument panel.
It is a heat dissipation type vehicle interior capacitor that dissipates the heat of the refrigerant discharged from the compressor 31 to the air introduced by the blower fan 37 as a blower. The three-way valve 32 is in the flow path switching state as shown by the solid line during the heating operation, and connects the discharge side of the compressor 31 to the refrigerant inflow side of the first vehicle interior heat exchanger 33, while the three-way valve 32 is shown by the dotted line during the cooling operation. In such a flow path switching state, the discharge side of the compressor 31 is connected to the exterior heat exchanger 3 of the vehicle compartment.
8 bypasses the check valve 70 provided on the refrigerant outflow side of the first
The heat exchanger 33 is connected to the refrigerant inflow side of the vehicle interior heat exchanger 33. The check valve 70 is the first from the exterior heat exchanger 38 side.
The flow of the refrigerant to the vehicle interior heat exchanger 33 side is allowed, and the flow of the refrigerant from the first vehicle interior heat exchanger 33 side to the vehicle exterior heat exchanger 38 is blocked. On the refrigerant outflow side of the first vehicle interior heat exchanger 33, the refrigerant inflow side of the second vehicle interior heat exchanger 35 provided upstream of the first vehicle interior heat exchanger 33 in the duct 39 is located outside the vehicle interior. It is connected via an expansion valve 34 as an expansion means provided in the adiabatic expansion of the liquid refrigerant to atomize it. The second vehicle interior heat exchanger 35 transfers the heat of the air introduced by the blower fan 37 to the refrigerant supplied from at least one of the vehicle exterior heat exchanger 38 and the first vehicle interior heat exchanger 33 through the expansion valve 34. It is an endothermic evaporator that radiates heat and creates cold air. Second
The compressor 3 is provided on the refrigerant outflow side of the vehicle interior heat exchanger 35.
The refrigerant suction side of No. 1 is connected via a receiver 36 provided outside the vehicle compartment.

An inside air inlet 40 for introducing the air in the vehicle compartment is provided upstream of the second vehicle interior heat exchanger 35 in the duct 39.
And an outside air inlet 41 for introducing outside air by receiving traveling wind pressure. The inside air inlet 40 and the outside air inlet 4
Inside the duct 39 at the part where
An intake door 42 that opens and closes 0 and the outside air inlet 41 at an arbitrary ratio is provided. A blower driven by the control device 43 is provided in the duct 39 located between the air outlet side (downstream side of the air flow) of the inside air inlet 40 and the outside air inlet 41 and the second vehicle interior heat exchanger 35. A blower fan 37, which is rotationally driven by a fan motor 44, is provided.

An air mix door 46 is provided on the upstream side of the duct 39 with respect to the first vehicle interior heat exchanger 33. The air mix door 46 is driven by the controller 43 by an air mix door actuator (not shown).
The cold air passing through the second vehicle interior heat exchanger 35 bypasses the first vehicle interior heat exchanger 33 and remains cold.
The ratio of the air cooled by passing through the second vehicle interior heat exchanger 35 to the warm air warmed through the first vehicle interior heat exchanger 33 (air volume distribution between cold air and warm air) is adjusted. To open and close. The air mix door opening Xdsc, which is the opening of the air mix door 46, is when the air mix door 46 is at the position indicated by the alternate long and short dash line, and the air flow distribution between the cold air and the warm air is 100% cold air. When Xdsc = 0% (fully closed) is set, the air mix door 46 is at the position indicated by the chain double-dashed line, and the air volume distribution between the cold air and the hot air is 100% warm air, the air mix door opening Xdsc = 100%
It is set to (fully open).

On the downstream side of the first vehicle interior heat exchanger 33 of the duct 39, an air mix chamber 47 as a room for producing temperature-controlled conditioned air by improving the mixing of the cold air and the warm air. Is provided. An air conditioning air inlet 48 is provided in a portion of the air mix chamber 47 corresponding to the air outlet side of the first vehicle interior heat exchanger 33 to recirculate the air conditioning air to the inside air inlet 40 side. The air-conditioning air inlet 48 is provided with the duct 3 on the side of the inside air inlet 40.
A recirculation duct 50 that communicates with the air conditioning air outlet 49 provided in the No. 9 is connected. Further, in the air mix chamber 47, a ventilator outlet 51 that blows air-conditioned air toward the upper half of the body of the target occupant (not shown), a foot outlet 52 that blows air-conditioned air toward the feet of the target occupant,
A defroster outlet 53 that blows out the conditioned air toward the windshield (not shown) is provided in series. In the air mix chamber 47, there are a return door 54, a ventilator door 55, a foot door 56, and a defroster door 5.
7 and are provided. The return door 54 opens and closes the conditioned air introduction port 48 by a return door actuator (not shown) driven by the control device 43. The ventilator door 55 is moved by the ventilator door actuator (not shown) driven by the control device 43.
Open and close 1. The foot door 56 opens and closes the foot outlet 52 by a foot door actuator (not shown) driven by the control device 43. The defroster door 57 opens and closes the defroster outlet 53 by a defroster door actuator (not shown) driven by the control device 43.

The intake door 42 and the air conditioning air inlet 4
8, the air-conditioning air outlet 49, the recirculation duct 50, and the return door 54 serve as heat load adjusting means for adjusting the intake air temperature Tsuc which is the heat load of the intake air to the second vehicle interior heat exchanger 35. ..

In the control device 43, the heat load detecting means formed in the second vehicle interior heat exchanger intake air temperature sensor 58, the second vehicle interior heat exchanger outlet air temperature sensor 59, and the ventilator outlet air temperature sensor 60. A solar radiation sensor 61, an outside air temperature sensor 62, a room temperature sensor 63, a room temperature setting device 64, an outlet mode switch 65, and a blower fan switch 66.
Second vehicle interior heat exchanger 3 from thermal environment information input means such as
5, the heat load information that is the intake air temperature Tsuc, and the air temperature Tou blown out of the second vehicle interior heat exchanger 35.
t and the temperature T of the air blown from the ventilator outlet 51
Vent, the amount of solar radiation Qsun of the vehicle, and the outside temperature Ta outside the vehicle
Thermal environment information such as mb, the detected room temperature in the passenger compartment, and the set room temperature Tptc in the passenger compartment is input. Control device 43
Is the air-mix door opening Xdsc, the intake door opening Xdsuc, the solenoid current value I _SOL corresponding to the input value of the compressor 31, and the second vehicle interior heat exchange from the input heat load information and the input thermal environment information. The target cooling / heating conditions such as the passing air volume Veva passing through the device 35 and the target air conditioning air temperature Tof are calculated. Then, the control device 43
The compressor 31, the blower fan motor 44, the air mix door actuator, the return door actuator, the ventilator door actuator, the foot door actuator, the defroster door actuator, etc. are driven so that the air conditioning condition in the vehicle interior maintains the calculated target air conditioning condition. To do. In particular, the control device 43 determines the heating temperature control operation in which the heating operation which is the steady heating operation is stable, based on the thermal environment information from the thermal environment detection means, and the heat load adjustment is performed based on the determination result of the heating temperature control operation. As a control means for outputting a control signal for removing the output of the second vehicle interior heat exchanger intake air temperature sensor 58 from the unstable region to the intake door actuator of the intake door 42 and the return door actuator of the return door 54 in the means. Have a function.

In FIG. 1, A → A indicates that the refrigerant pipes communicate with each other, and B → B indicates that the output end of the ventilator outlet air temperature sensor 60 is the input end of the control device 43. It shows that it is connected.

In FIG. 2, the capacity of the compressor 31, that is, the solenoid current value I _SOL is fixed, and the air mix door 4 is fixed.
6 is fully opened (air mix door opening Xdsc = 100%)
The ventilator door 55 is fully opened, and the foot door 5
6 and the defroster door 57 are fully closed, and the experimental result of examining the change in the blowout air temperature Tvent of the ventilator blowout port 51 when the intake air temperature Tsuc of the second vehicle interior heat exchanger 35 is changed is shown. .. Considering FIG. 2, when the intake air temperature Tsuc of the second vehicle interior heat exchanger 35 is gradually increased from a low temperature, the blowout air temperature Tven of the ventilator outlet 51 is increased.
It was found that there is a temperature Tsuc ″ at which t rapidly rises. This means that when the intake air temperature Tsuc of the second vehicle interior heat exchanger 35 is equal to or lower than Tsuc ″, the compressor 3
Since the suction pressure Ps of 1 is smaller than the set pressure Pr, the control valve does not operate, the discharge pressure Pd of the compressor 31 is also low, and the input of the compressor 31 is small,
Air temperature Tve blown out from the ventilator outlet 51
nt does not rise much. However, when the intake air temperature Tsuc of the vehicle interior heat exchanger 35 exceeds Tsuc ″ and the control valve is activated, the amount of refrigerant discharged from the compressor 31 rapidly increases, the discharge pressure Pd also increases, and the input of the compressor 31 also increases. Therefore, as a result, the outlet air temperature T of the ventilator outlet 51 is
It is considered that this is because the vent becomes high. Further, the experimental results show that the temperature Tsuc ″ has reproducibility, and this temperature Tsuc ″ is a specific temperature (singular point temperature) with respect to the solenoid current value I _SOL .

Then, the solenoid current value I _SOL of the compressor 31 is changed, and the singular point temperature Tsuc ″ at that time is changed.
Is plotted as shown in FIG. The results shown in FIG. 3 are characteristics unique to the cooling and heating device, and can be obtained by preliminary experiments if the components of the cooling and heating device are determined.

4 to 8 are flowcharts of the control device 43 during heating. In these flowcharts, the main switch (not shown) of the vehicle is turned on, and the control device 43 is activated to start the processing.

4 and 5 show flowcharts of heating temperature control. When the heating temperature adjustment control process starts (step 101), it is determined in step 102 whether or not the heating temperature adjustment control has just been performed. If it is immediately after the heating temperature control (YES in step 102), the process proceeds to step 103. On the contrary, if it is not immediately after the heating temperature control (NO in step 102), the process proceeds to step 105.

In step 103, the air mix door 4
6. Make the initial settings. The initial setting of the air mix door 46 is normally the air mix door opening Xdsc = 100.
%, All of the air blown out from the second vehicle interior heat exchanger 35 flows into the first vehicle interior heat exchanger 33.

In step 104, a target blowout air temperature Tout 'of the second vehicle interior heat exchanger 35 is determined with respect to the outside air temperature Tamb detected by the outside air temperature sensor 62. Specifically, when the outside air temperature Tamb is lower than the set value Tamb ₁ , the target outlet air temperature Tout ′ is set to the set value To so that the second vehicle interior heat exchanger 35 does not freeze.
'fixed to, between the outside air temperature Tamb from set value Tamb ₁ to the setting Tamb _2, within the range that can ensure the "antifogging", the target outlet air temperature Tout' ut ₁ gradually increases the compressor In order to suppress the increase of the discharge pressure Pd of the compressor 31 when the outside air temperature Tamb exceeds the set value Tamb ₂ , the input of 31 is suppressed.
The target outlet air temperature Tout ′ is set to the set value Tout ₂ ′.
Fixed to.

In step 105, the outside air temperature Tamb detected by the outside air temperature sensor 62, the room temperature Tptc set by the room temperature setting device 64, and the insolation amount Qs detected by the insolation sensor 61.
un and the intake air temperature T of the second vehicle interior heat exchanger 35 detected by the second vehicle interior heat exchanger intake air temperature sensor 58.
suc and the blower fan motor applied voltage Vfan corresponding to the passing air volume Veva of the second vehicle interior heat exchanger 35, the detected room temperature Troom detected by the room temperature sensor 63, and the second room interior heat exchanger blowing air temperature sensor 59. Based on thermal environment information such as the blowout air temperature Tout of the second vehicle interior heat exchanger 35 and the blowout air temperature Tvent of the ventilator blowout port 51 detected by the ventilator blowout port air temperature sensor 60, the target blowout temperature Tof is determined. calculate.

In step 106, the blown air temperature T detected by the blown air temperature sensor 59 for the second vehicle interior heat exchanger.
Read out.

In step 107, the deviation ΔT between the blowout air temperature Tout detected in step 106 and the target blowout air temperature Tout 'set in step 104.
The discharge capacity of the compressor 31, that is, the solenoid current value I _SOL is controlled so that ₁ becomes the reference value ± β ₀ .

In step 108, the blower fan motor applied voltage Vfan is set in accordance with the target outlet temperature Tof calculated in step 105. That is, if the target blowout temperature Tof is lower than the set value Tof ₁ , the blower fan motor applied voltage Vfan is set to the low level voltage V _LO , and the target blowout temperature Tof is between the set value Tof ₁ and the set value Tof _2. , Target blowing temperature Tof
In accordance with the above, the blower fan motor applied voltage Vfan is gradually increased from the low level voltage V _LO to the high level voltage V _HI ,
If the target blowing temperature Tof is higher than the set value Tof ₂ , the blower fan motor applied voltage Vfan is set to the high level voltage V _HI .

In step 109, the blowout port mode of the bi-level mode or the foot mode is set according to the target blowout temperature Tof calculated in step 105.

In step 110, the temperature of the intake air to the second vehicle interior heat exchanger 35 shown in FIG. 6 is controlled.

In step 111, the solenoid current value I _SOL control shown in FIG. 7 is performed.

FIG. 6 shows a flowchart of the temperature control of the intake air to the second vehicle interior heat exchanger 35. When the temperature control process starts (step 201), the blowout air temperature Tvent detected by the ventilator blowout air temperature sensor 60 is read in step 202.

In step 203, the target outlet temperature Tof is calculated as in step 105.

In step 204, the deviation ΔT ₂ between the blowout air temperature Tvent detected in step 202 and the target blowout temperature Tof calculated in step 203 is calculated.

In step 205, the magnitude of ΔT ₂ calculated in step 204 is determined based on the reference value α. Δ
If T ₂ <−α (too warm), step 206
, The intake door opening Xdsuc is increased by ΔXdsuc, the intake door 42 is rotated toward the inside air inlet 40 by ΔXdsuc, and the opening amount of the outside air inlet 41 is changed by ΔXdsuc.
Open more by Xdsuc to increase the amount of outside air introduced. ΔT
_{If 2} is within the range of ± α (just right), the intake door opening Xdsuc is left unchanged in step 207, and if ΔT ₂ <α (cold), the routine proceeds to step 208.

In step 208, the intake door opening Xdsuc is 0, that is, the intake door 42 completely closes the outside air inlet 41, and the inside air circulation mode is set to 100%.
To determine if If the inside air circulation mode is set (YES in step 208), step 209
Then, the return door 57 is opened and a part of the warm air warmed by the first vehicle interior heat exchanger 33 is supplied to the indoor air introduction port 40 through the recirculation duct 50.
Control for increasing the intake air temperature Tsuc to the inside air circulation mode is not performed (NO in step 208).
In this case, the process proceeds to step 210 and the return door 57 is closed.

In step 211, the intake door opening Xdsuc is reduced by ΔXdsuc, and the intake door 42 is rotated toward the outside air inlet 41 by ΔXdsuc.
The opening amount of the inside air inlet 40 is increased by ΔXdsuc to increase the inside air circulation rate.

FIG. 7 shows a flow chart of the solenoid current value I _SOL control for switching the compressor flow rate. When the processing of the solenoid current value I _SOL control starts (step 301), in step 302, the outlet air temperature Tvent of the ventilator outlet 51 detected by the ventilator outlet air temperature sensor 60 is read, and in step 303, the second The intake air temperature Tsuc to the second vehicle interior heat exchanger 35 detected by the vehicle interior heat exchanger intake air temperature sensor 58 is read, and step 304
At, read the solenoid current value I _SOL .

In step 305, the singularity with respect to the solenoid current value I _SOL detected in step 304 is determined from the relationship between the singular point temperature Tsuc ″ and the solenoid current value I _SOL previously obtained using the experimental results shown in FIG. Point temperature T
suc ″ is calculated.

In step 306, a deviation ΔT ₃ between the blown air temperature Tvent detected in step 302 and the singular point temperature Tsuc ″ calculated in step 305 is calculated, and this deviation ΔT ₃ is outside the range of ΔT ₃ <± β ( Step 3
If 06 is YES, the process proceeds to step 307.

In step 307, the difference ΔT ₄ between the blown air temperature Tvent detected in step 302 and the suction air temperature Tsuc detected in step 303 is calculated. If this difference ΔT ₄ is larger than the reference value θ (step 307) Is YES), it is determined that the high level heating operation is being performed, and in order to maintain this high level heating operation,
In step 308, the solenoid current value I _{SOL is set} to Δ
The amount of refrigerant discharged from the compressor 31 is increased by decreasing the amount by I. On the contrary, if the difference ΔT ₄ is less than the reference value θ (NO in step 307), it is determined that the low-level heating operation is being performed, and in order to maintain the low-level heating operation,
In step 309, the solenoid current value I _{SOL is set} to Δ
The amount of refrigerant discharged from the compressor 31 is reduced by increasing I.

According to the first embodiment, during the heating operation, the three-way valve 32 is switched as shown by the solid line in FIG.
The refrigerant circulates in the order of compressor 31 → three-way valve 32 → first vehicle interior heat exchanger 33 → expansion valve 34 → second vehicle interior heat exchanger 35 → receiver 36 → compressor 31, and the first vehicle interior heat exchanger 33 is a compressor. The heat of the high-temperature refrigerant discharged from 31 is radiated to the air introduced by the blower fan 37 or the air introduced by the ram pressure when the vehicle is traveling to create warm air, and the second vehicle interior heat exchanger 35 causes the blower fan 35 to blow. The heat of the air introduced by the fan 37 or the air introduced by the ram pressure when the vehicle is traveling is radiated to the refrigerant to form cold air. During the cooling operation, the three-way valve 32 is switched as shown by the dotted line in FIG. 1, and the refrigerant is compressed by the compressor 31 → three-way valve 32 → external vehicle heat exchanger 38 → check valve 70 → first vehicle interior heat exchanger 33.
→ expansion valve 34 → second vehicle interior heat exchanger 35 → receiver 36
→ Circulating with the compressor 31, the heat exchanger 38 outside the vehicle interior radiates the heat of the high-temperature refrigerant discharged from the compressor 31 to the outside air, and the remaining heat is introduced into the first vehicle interior heat exchanger 33 by the blower fan 37. The second cabin heat exchanger 35 is introduced by the air introduced by the blower fan 37 or by the ram pressure when the vehicle is running. The heat of the air is radiated to the refrigerant to create cold air.

In summary, during the heating operation in the first embodiment, when the compressor 31 is started, the heat absorption amount of the second vehicle interior heat exchanger 35 and the work amount corresponding to the solenoid current value I _SOL of the compressor 31 are set. Since heat is dissipated in the first vehicle interior heat exchanger 33, air having a temperature higher than the intake air temperature Tsuc of the second vehicle interior heat exchanger 35 is blown into the vehicle interior, and the vehicle interior temperature changes as the operating time elapses.
That is, the temperature Tvent of the air blown out from the ventilator outlet 51 rises, and the passenger compartment is warmed at an accelerated rate. Further, since the second vehicle interior heat exchanger 35 dehumidifies and then the first vehicle interior heat exchanger 33 heats it, the heating capacity does not decrease during the heating operation requiring dehumidification, and the defrost operation is performed. Since there is no need for, continuous operation is possible. Moreover, opening / closing control of the intake door 42 and the return door 54 is performed, or the intake air temperature Tsuc into the second vehicle interior heat exchanger 35 and the solenoid current value I _{SOL of the} compressor 31 are detected, and the heating operation mode is set. When there is a possibility of transition, by changing the solenoid current value I _SOL , the intake air temperature Tsuc into the second vehicle interior heat exchanger 35 is adjusted, and the singular point temperature Tsuc ″ during heating temperature control operation. By avoiding the above, the temperature of the air blown into the vehicle compartment can be stabilized.

In the first embodiment, instead of the air conditioning air inlet 48, the air conditioning air outlet 49 and the recirculation duct 50 in the heat load adjusting means, the upstream side of the second vehicle interior heat exchanger 35. It is also possible to provide an electric heater, an engine exhaust heat heater, or the like in the duct 39 located at, to adjust the heat load of the intake air to the second vehicle interior heat exchanger 35. Further, the heat load of the intake air to the second vehicle interior heat exchanger 35 may be adjusted based on the deviation between the detected room temperature Troom and the set room temperature Tptc.

Second Embodiment FIG. 8 shows a heat pump type air conditioner for a vehicle according to a second embodiment.

The vehicle heat pump type air conditioner shown in FIG. 8 is the same as the vehicle heat pump type air conditioner shown in FIG. 1 of the first embodiment except that the refrigerant temperature sensor 6 as the work amount detecting means.
8 is provided on the refrigerant discharge side of the compressor 31, and the refrigerant temperature sensor 68 indicates that the refrigerant discharge temperature Td of the compressor 31.
Is detected and input to the control device 43A, and the control device 43A
However, based on the input discharge refrigerant temperature Td, the solenoid current value I _SOL is controlled so as to be out of the unstable region, and the opening and closing of the intake door 42, the return door 54, and the like are controlled, so that the second vehicle compartment It is characterized in that the temperature of the air sucked into the heat exchanger 35 is controlled.

9 and 10 show flowcharts of the controller 43A during heating. Similar to the flowchart of the first embodiment, the flowchart of the second embodiment turns on a main switch (not shown) of the vehicle,
Execution of the process starts when the control device 43A is activated.

FIG. 9 shows a flow chart of the heating operation control using the compressor discharge refrigerant temperature Td.
When the heating operation control process starts (step 401), in step 402, the refrigerant temperature Td discharged from the compressor 31 detected by the refrigerant temperature sensor 68 is read.

In step 403, the discharge refrigerant temperature Td detected in step 402 is set as Tdn and the control device 43A is operated.
It is temporarily stored in a memory outside the figure.

In step 404, the discharge refrigerant temperature Tdb detected in the initialization immediately after the main switch (not shown) is turned on and temporarily stored in the memory, and the step 4
The difference ΔT ₅ from the discharged refrigerant temperature Tdn temporarily stored in 03 is compared with the reference value θd, and if the difference ΔT ₅ is equal to or greater than the reference value θd (YES in step 404), it is determined that the heating operation mode does not transition. Then, the process proceeds to step 405. On the contrary, when the difference ΔT ₅ is less than the reference value θd (step 4
If NO in 04), it is determined that the heating operation mode may be changed, and the process proceeds to step 406.

In step 405, the temperature of the intake air to the second vehicle interior heat exchanger 35 shown in FIG. 6 is controlled.

In step 406, it is determined whether the discharged refrigerant temperature Tdn temporarily stored in step 403 is higher than the set temperature Td ₁ . When Tdn> Td ₁ (YES in step 406), in step 407, the intake door 42 is rotated by ΔXdsuc toward the outside air introduction port 41 side, and the opening amount of the inside air introduction port 40 is increased by ΔXdsuc. By increasing the amount of introduced inside air, the second vehicle interior heat exchanger 35
The control is performed to raise the intake air temperature Tsuc. On the contrary, when Tdn ≦ Td ₁ (NO in step 406), the recovery control shown in FIG. 10 is performed in step 408.

FIG. 10 shows a flowchart of the recovery control. When the recovery control process starts (step 50
1) In step 502, the intake door opening Xdsuc just before entering the recovery control is temporarily stored in the memory as Xdsucorg, and in step 503, the solenoid current value I _SOL immediately before entering the recovery control is stored in the memory as I _SOLORG. Store temporarily.

In step 504, the intake air temperature T detected by the intake air temperature sensor 58 of the second vehicle interior heat exchanger.
Read suc.

In step 505, the intake door opening degree Xdsuc is set to 0, the outside air inlet 41 is completely closed by the intake door 42, and the inside air circulation mode of 100% is set.

At step 506, from the relationship between the singular point temperature Tsuc ″ and the solenoid current value I _SOL ′ obtained in advance using the experimental result shown in FIG.
The intake air temperature Tsuc detected in step S is the singular point temperature Ts.
The solenoid current value I _SOL ′ when it becomes uc ″ is calculated.

At step 507, the solenoid current value I
_SOL is set to the solenoid current value I _SOL ′ calculated in step 506. As a result, the cooling and heating device operates in the high-level heating operation mode, and the temperature of the air blown from the ventilator outlet 51 can be immediately increased.

In step 508, the detected room temperature Room detected by the room temperature sensor 63 is read.

In step 509, it is determined whether the detected room temperature Troom detected in step 508 is higher than the set temperature θroom. If Room ≦ θroom (NO in step 509), the process proceeds to step 510, and conversely, if Room> θroom (YES in step 509), the process proceeds to step 511.

In step 510, the temperature in the passenger compartment is increased to control the temperature of the blown air shown in FIG. 6 in order to ensure the comfort of the occupant, and then the process returns to step 508.

In step 511, the intake door opening Xdsuc is temporarily stored in step 502 as Xdsuc.
Rewrite as org.

At step 512, the solenoid current value I
_SOL is rewritten to I _SOLORG temporarily stored in step 503.

Therefore, according to the second embodiment, the solenoid current value I is set by using the direct control condition for the work of the compressor 31 such as the discharge refrigerant temperature Td.
_{Since SOL} is removed from the unstable region, opening / closing of the intake door 42 and the return door 54 in the heat load means is controlled, and the temperature of the intake air to the second vehicle interior heat exchanger 35 is controlled. As compared with the case where the indirect control condition for the work amount of the compressor 31 such as the intake air temperature Tsuc is used as in the first embodiment, the control accuracy becomes higher.

In this second embodiment, the direct control condition for the work of the compressor 31 is as follows.
In addition to the discharge refrigerant temperature Td, the discharge refrigerant pressure, the suction refrigerant temperature, the suction refrigerant pressure, the input power, and the like can be applied.

[0068]

As described above, according to the present invention, the first vehicle interior heat exchanger is used as a radiator during the heating operation without the refrigerant flowing backward due to the passage switching operation of the passage switching means. , Using the second vehicle interior heat exchanger as a heat absorber, and during cooling operation, using only the vehicle exterior heat exchanger or both the vehicle exterior heat exchanger and the first vehicle interior heat exchanger as a radiator, Since the second vehicle interior heat exchanger is used as the heat absorber, during the heating operation, the heat absorption amount of the second vehicle interior heat exchanger and the work heat amount of the compressor are radiated by the first vehicle interior heat exchanger, The heating capacity is improved. Moreover, after dehumidifying with the second vehicle interior heat exchanger, heating is performed with the first vehicle interior heat exchanger, so during heating operation that requires dehumidification, the heating capacity does not decrease and there is no need for defrost operation. Therefore, continuous operation becomes possible. Moreover, since the flow direction of the refrigerant does not change between the cooling operation and the heating operation, it is possible to use the pipes and the refrigerant of the existing cooling device as they are without changing the pressure resistance of the pipe or changing the pipe diameter.

Further, according to the present invention, during the heating and cooling operation,
The thermal environment detecting means detects the thermal environment information in the vehicle interior, the thermal load detecting means detects the thermal load of the intake air to the second vehicle interior heat exchanger, or the work amount detecting means detects the work amount of the compressor. If the control means determines the heating operation based on the detected heat environment information, the heat load adjusting means is driven to adjust the heat load of the intake air introduced into the second vehicle interior heat exchanger. Therefore, it is possible to avoid a rapid change in the temperature of the air blown into the passenger compartment and improve the comfort of the occupant.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing an entire first embodiment of the present invention.

FIG. 2 is an experimental result diagram for examining the relationship between the singularity temperature of the first embodiment and the temperature of air blown from a ventilator outlet.

FIG. 3 is an experimental result diagram showing a relationship between a singularity temperature and a solenoid current value in the first embodiment.

FIG. 4 is a flowchart for heating temperature control according to the first embodiment.

FIG. 5 is a flowchart for heating temperature control according to the first embodiment.

FIG. 6 is a flow chart of temperature control of intake air according to the first embodiment.

FIG. 7 is a flowchart of solenoid current value control according to the first embodiment.

FIG. 8 is a configuration diagram showing an entire second embodiment.

FIG. 9 is a flowchart during heating according to the second embodiment.

FIG. 10 is a flowchart of recovery control according to the second embodiment.

FIG. 11 is a configuration diagram showing a conventional example.

[Explanation of symbols]

31 ... Compressor 32 ... Flow path switching means 33 ... First vehicle interior heat exchanger 35 ... Second vehicle interior heat exchanger 37 ... Blower fan (blowing means) 38 ... Vehicle exterior heat exchanger 40 ... Inside air inlet 41 ... Outside air Inlet 42 ... Intake door (heat load adjusting means) 43, 43A ... Control device 46 ... Air mix door 48 ... Air conditioning air inlet (heat load adjusting means) 49 ... Air conditioning air outlet (heat load adjusting means) 50 ... Re Circulation duct (heat load adjusting means) 54 ... Return door (heat load adjusting means) 58 ... Second vehicle interior heat exchanger intake air temperature sensor (heat load detecting means) 68 ... Refrigerant temperature sensor (work load detecting means)

Claims (2)

[Claims] 1. A compressor for adding work to a refrigerant, a vehicle exterior heat exchanger connected to the refrigerant discharge side of the compressor for radiating heat of the refrigerant to the outside air, and a refrigerant discharge side of the compressor connected to the refrigerant discharge side. A heat radiation type first vehicle interior heat exchanger that radiates the heat of the air to the air introduced by the air blowing means to generate warm air; and an expansion means connected to the refrigerant outflow side of the first vehicle interior heat exchanger, The heat of the air, which is connected to the refrigerant outflow side of the expansion means and introduced by the blower means, is radiated to the refrigerant supplied through the expansion means from at least one of the vehicle exterior heat exchanger and the first vehicle interior heat exchanger. An endothermic type second vehicle interior heat exchanger that produces cold air, and is provided between the refrigerant discharge side of the compressor and the refrigerant inflow side of the vehicle exterior heat exchanger and the first vehicle interior heat exchanger, Comple Refrigerant flow path switching means that introduces the refrigerant discharged from the engine into the vehicle exterior heat exchanger during cooling operation, and bypasses the vehicle exterior heat exchanger during heating operation and introduces the refrigerant into the first vehicle interior heat exchanger. A heat load detecting means for detecting a heat load of intake air to the second vehicle interior heat exchanger; and a heat load adjusting means for adjusting a heat load of intake air to the second vehicle interior heat exchanger, The thermal environment detecting means for detecting the thermal environment information in the vehicle compartment and the thermal environment information from the thermal environment detecting means determine the heating operation, and the determination result outputs the output of the thermal load detecting means to the thermal load adjusting means. A heat pump type cooling and heating apparatus for a vehicle, comprising: a control unit that outputs a control signal that removes from the unstable region. 2. A compressor that adds work to the refrigerant, a vehicle exterior heat exchanger that is connected to the refrigerant discharge side of the compressor and radiates the heat of the refrigerant to the outside air, and a refrigerant discharge side that is connected to the refrigerant discharge side of the compressor. A heat radiation type first vehicle interior heat exchanger that radiates the heat of the air to the air introduced by the air blowing means to generate warm air; and an expansion means connected to the refrigerant outflow side of the first vehicle interior heat exchanger, The heat of the air, which is connected to the refrigerant outflow side of the expansion means and introduced by the blower means, is radiated to the refrigerant supplied through the expansion means from at least one of the vehicle exterior heat exchanger and the first vehicle interior heat exchanger. An endothermic type second vehicle interior heat exchanger that produces cold air, and is provided between the refrigerant discharge side of the compressor and the refrigerant inflow side of the vehicle exterior heat exchanger and the first vehicle interior heat exchanger, Comple Refrigerant flow path switching means for introducing the refrigerant discharged from the engine into the vehicle exterior heat exchanger during the cooling operation, and bypassing the vehicle exterior heat exchanger during the heating operation to introduce the refrigerant into the first vehicle interior heat exchanger. A work amount detecting means for detecting a work amount of the compressor; a heat load adjusting means for adjusting a heat load of intake air to the second vehicle interior heat exchanger; and a thermal environment information of the vehicle interior. The heating environment is detected based on the thermal environment detecting means and the thermal environment information from the thermal environment detecting means, and a control signal for removing the output of the work amount detecting means from the unstable range is output to the thermal load adjusting means based on the determination result. The heat pump type air conditioner for a vehicle according to claim 1, further comprising: