JPH06227244A - Car cabin cooling/warming device of heat pump type - Google Patents

Abstract

PURPOSE:To provide a cooling/warming device which can be applied to an electric automobile, etc., without modification of design to a great extent irrespective of the weather conditions outside a car cabin, provide compatibly the window clearness and the warming capacity, reducing the power consumption. presenting controllability in compliance with the heat accumulation ability, and can exert stable control at all times. CONSTITUTION:A car cooling/warming device is equipped with a compressor 31, extra-cabin heat exchanger 38, intra-cabin heat exchanger 33 for heat radiation, expansion means 36, intra-cabin heat exchanger 35 for heat absorption, and a refrigerant flow path switching means 32. The arrangement further includes a compressor control means 43 to vary under control the work amount of the compressor 31 in accordance with a target value decided on the basis of the thermal environment conditions of the car, a heat accumulation means 104 to radiate the accumulated heat from an external heat source to the refrigerant between the heat exchanger 33 and compressor 31, and a heat accumulation adjusting means 102 for adjustment of the introduced refrigerant amount to the heat accumulation means. Further this heat pump type cooling/warming device for car consists of an incremental/decremental element sensing means 107 for the heat radiative condition from the heat accumulation means to the refrigerant, a heat radiative condition judging means 43 to the refrigerant from the heat accumulation means in compliance with the element, and a control means 43 which varies under control the heat accumulation adjusting means in accordance with the heat accumulative condition.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a heat pump type air conditioner for a vehicle provided with a vapor compression cycle in which a compressor is driven to circulate a refrigerant through a heat exchanger outside a vehicle and a heat exchanger inside a vehicle.

[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 Laid-Open Patent Publication No. 130808, a four-way valve reverses the flow of refrigerant between heating operation and refrigerant operation. During heating operation, the outside heat exchanger is used as a heat absorber and the inside of the vehicle compartment is also used. Use the heat exchanger as a radiator,
It is known that the vehicle exterior heat exchanger is used as a radiator and the vehicle interior heat exchanger is used as a heat absorber during cooling operation.

Specifically, the above-mentioned Japanese Patent Laid-Open No. 2-290475.
The cooling and heating device 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 and warm air for heating 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 by the second vehicle interior heat exchanger 5 to the air introduced by the blower fan 11 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 compressor 1 → four-way valve 2 → exterior heat exchanger 7 → expansion valve 6 → second vehicle interior heat exchanger 5 → first vehicle interior heat The heat exchanger 3 circulates through the four-way valve 2 → the receiver 8 → the compressor 1, and the heat exchanger 7 outside the vehicle interior radiates the heat of the high temperature refrigerant discharged from the compressor 1 to the outside air, and the heat exchange between the first and second vehicle interiors. The units 3 and 5 radiate the heat of the air introduced by the blower fans 9 and 11 to the refrigerant to create cold air for cooling the vehicle interior.

[0004]

In such a conventional example, the flow of the refrigerant is reversed by the four-way valve 2 during the heating operation and during the refrigerant operation, and the exterior heat exchanger 7 is used as the heat absorber during the heating operation. In addition, the interior heat exchangers 3 and 5 are used as radiators to create warm air for heating the interior of the vehicle, and the exterior heat exchanger 7 is used as a radiator during cooling operation, and Since the heat exchangers 3 and 5 are used as heat absorbers to create cold air for cooling the vehicle interior, it can be used under climatic conditions such as when the outside temperature is low, when driving, when it rains, or 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 that radiates 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,
Heating capacity is reduced. Moreover, under the above-mentioned climatic conditions, a frosting phenomenon is likely to occur, the number of defrosting operations increases, and stable heating operation may not be obtained.

Further, since the flow direction of the refrigerant changes between the cooling operation and the heating operation, both the exterior heat exchanger 7 side and the interior heat exchanger 3, 5 side pipes can withstand high temperature and high pressure. It was necessary to change the pipe diameter.

Further, in order to secure the window transparency required for a vehicle heating system, cooling operation is performed instead of heating operation.
After the conditioned air is once cooled by the vehicle interior heat exchangers 3 and 5, it is necessary to reheat the conditioned air. However, as in the case of an electric vehicle, when waste heat from the engine or the like cannot be obtained and a sufficient reheat heat source cannot be supplied, the heating capacity becomes insufficient, and there is a risk that the heating performance cannot be ensured at all. Further, it is possible to reheat by providing another heat source such as an electric heater, but in this case, there has been a problem that a large amount of power consumption is required to secure a sufficient heating capacity.

To cope with this, the applicant of the present application has proposed a new heat pump type air conditioner for a vehicle as Japanese Patent Application No. 3-345950. This device is provided with a heat radiating passenger compartment heat exchanger in addition to the heat absorbing passenger compartment heat exchanger, and is switched by a three-way valve. According to such a device, the cooling and heating capacity can be improved by stable control without being influenced by the climatic conditions outside the vehicle compartment, no significant design change is required, and it is also suitable for electric vehicles and the like, and dehumidifying and heating is performed. You can

Specifically, as shown in FIG. 19, the three-way valve 32 is switched as shown by the solid line during the heating operation, and the refrigerant is the compressor 31 → the three-way valve 32 → the heat radiation vehicle interior heat exchanger 33 → the liquid. The air circulated in the order of the tank 36, the expansion valve 34, the heat absorbing vehicle interior heat exchanger 35, and the compressor 31, and the air introduced by the blower fan was cooled and dehumidified by the heat exchange in the heat absorbing vehicle interior heat exchanger 35. After that, it is heated by heat exchange in the heat dissipation vehicle interior heat exchanger 33, and hot air for heating the vehicle interior is created.

Further, during the cooling operation, the three-way valve 32 is switched as shown by the dotted line, and the refrigerant is compressed by the compressor 31 → three-way valve 32 → external vehicle heat exchanger 38 → check valve 70 → radiating vehicle interior heat exchanger 33. -> Liquid tank 36-> expansion valve 34-> heat absorption vehicle interior heat exchanger 35-> compressor 31, and the vehicle exterior heat exchanger 38 radiates the heat of the high temperature refrigerant discharged from the compressor 1 to the outside air, and the blower fan The air introduced in (1) is heat-exchanged by the heat-absorbing passenger compartment heat exchanger 35 to be cooled, and cold air for cooling the passenger compartment is created.

As described above, in the new cooling and heating apparatus, since the heat absorbing vehicle interior heat exchanger 35 is dehumidified during the heating operation and is reheated in the heat radiating vehicle interior heat exchanger 33, theoretically, the compressor input component is used. That is, the heating amount is used as the heating heat, and the dehumidifying heating operation can be performed without requiring a heat source such as an electric heater. Therefore, by increasing the input of the compressor 31, sufficient dehumidification heating operation can be performed.

However, when the input of the compressor 31 is greatly increased, the power consumption is also increased. Particularly in an electric vehicle, the increase in power consumption significantly affects the mileage, so the compressor 3
A control to reduce the input of 1 will be required.

The increase in the input of the compressor 31 is
Since there is a risk of freezing the heat absorption vehicle interior heat exchanger, in normal operation, it is necessary to keep the input of the compressor 31 within a certain range and perform dehumidification heating within a range where the heat absorption vehicle interior heat exchanger 35 does not freeze. is there. Therefore, there is a limit to the heating capacity, and there is a limit to the reduction of power consumption, the clearing of the window by dehumidification, and the sufficient heating capacity.

In addition, it is difficult to suppress an increase in the compressor input, maintain the window transparency, and increase the heating capacity at the time of startup, which requires a rapid increase in the heating capacity.

Therefore, the present invention enables dehumidifying heating,
It is possible to improve the heating and cooling capacity with stable control regardless of the climatic conditions outside the vehicle, does not require major design changes, and is also suitable for electric vehicles, etc. Moreover, waste heat is stored and used. By doing so, it is possible to increase the compressor input amount and increase the heating capacity while suppressing the power consumption, and it is possible to achieve the reduction of power consumption, the clearness of the window, and the sufficient heating capacity without difficulty, and further to meet the heat storage capacity. An object is to provide a heat pump type air conditioner for a vehicle that can be controlled.

[0015]

In order to solve the above-mentioned problems, the invention according to claim 1 is connected to a compressor for adding a work amount to a refrigerant and a refrigerant discharge side of this compressor to transfer heat of the refrigerant to the outside air. A heat exchanger outside the vehicle interior for radiating heat to the vehicle, and a heat radiating vehicle interior heat exchanger that is connected to the refrigerant discharge side of the compressor and exchanges the heat of the refrigerant with the air introduced by the air blowing means to produce warm conditioned air. Expansion means connected to the refrigerant outflow side of the heat dissipation vehicle interior heat exchanger, and a refrigerant outflow side of the expansion means and the refrigerant suction side of the compressor, the heat of the air introduced by the blower means An endothermic passenger compartment heat exchanger for exchanging heat with a refrigerant supplied through the expansion means from at least one of an exterior heat exchanger and a heat dissipation passenger compartment heat exchanger, and a refrigerant of the compressor Provided between the outlet side and the refrigerant inflow side of the vehicle exterior heat exchanger and the heat dissipation vehicle interior heat exchanger, the refrigerant discharged from the compressor is introduced into at least the vehicle exterior heat exchanger during cooling operation. A refrigerant flow path switching means for avoiding the heat exchanger outside the vehicle compartment and introducing the heat into the vehicle interior heat exchanger for heat dissipation during heating operation; and a refrigerant inflow side of the heat exchanger for heat dissipation vehicle interior and a refrigerant inflow of the compressor. A heat storage means connected to the side, which stores the amount of heat from an external heat source and radiates the heat to the refrigerant, and a heat storage adjustment means which is connected to the refrigerant inflow side of the heat storage means and adjusts the amount of the refrigerant introduced into the heat storage means, Heat dissipation element detecting means for detecting an element relating to increase / decrease in heat dissipation state from the heat storage means to the refrigerant, and heat dissipation state determining means for judging the heat dissipation state from the heat storage means to the refrigerant according to the element detected by the heat dissipation element detecting means. There the accumulation adjusting means according to the determined state of heat radiation in the radiator state determining means as a structure provided with a control means for variably controlling.

A second aspect of the present invention is the vehicle heat pump type cooling and heating apparatus according to the first aspect, wherein the heat radiation element detecting means is a refrigerant temperature flowing into the compressor or a refrigerant temperature introducing into the heat storing means. The heat dissipation state determining means determines that the amount of heat released from the heat storage means to the refrigerant has decreased when the refrigerant temperature is in a substantially constant state, and the control means determines the heat dissipation state determining means. Is configured to stop the introduction of the refrigerant into the heat storage means by the heat storage adjustment means when it is determined that the amount of heat released from the heat storage means to the refrigerant has decreased.

According to a third aspect of the present invention, a compressor that adds work to the refrigerant, an 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 the refrigerant of the compressor. A heat radiation vehicle interior heat exchanger that is connected to the discharge side and exchanges the heat of the refrigerant with the air introduced by the air blowing means to create warm air-conditioned air, and is connected to the refrigerant outflow side of this heat radiation vehicle interior heat exchanger Connected to the refrigerant outflow side of the expansion means and the refrigerant intake side of the compressor, and the heat of the air introduced by the blower means to the heat exchanger outside the vehicle interior and the heat exchanger for heat radiation inside the vehicle interior. A heat exchanger for heat absorption inside the vehicle for exchanging heat with the refrigerant supplied from at least one of the expansion means to generate cold air-conditioning air, a refrigerant discharge side of the compressor, the heat exchanger outside the vehicle and the heat radiating device. Provided between the refrigerant inflow side of the indoor heat exchanger, the refrigerant discharged from the compressor is introduced into at least the vehicle exterior heat exchanger during the cooling operation, and avoids the vehicle exterior heat exchanger during the heating operation. Refrigerant flow path switching means to be introduced into the heat dissipation vehicle interior heat exchanger, and is connected to the refrigerant discharge side of the heat dissipation vehicle interior heat exchanger and the refrigerant inflow side of the compressor, and stores the amount of heat from an external heat source. A heat storage means for radiating heat to the refrigerant, a heat absorption adjusting means provided on the refrigerant inflow side of the heat absorption vehicle interior heat exchanger for adjusting the amount of the refrigerant introduced into the heat absorption vehicle interior heat exchanger, and after heating operation is started. A control means for variably controlling the heat absorption adjusting means is provided so as to stop the introduction of the refrigerant into the heat absorption passenger compartment heat exchanger within a predetermined time.

According to a fourth aspect of the present invention, 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 the refrigerant of the compressor A heat radiation vehicle interior heat exchanger that is connected to the discharge side and exchanges the heat of the refrigerant with the air introduced by the air blowing means to create warm air-conditioned air, and is connected to the refrigerant outflow side of this heat radiation vehicle interior heat exchanger Connected to the refrigerant outflow side of the expansion means and the refrigerant intake side of the compressor, and the heat of the air introduced by the blower means to the heat exchanger outside the vehicle interior and the heat exchanger for heat radiation inside the vehicle interior. A heat exchanger for heat absorption inside the vehicle for exchanging heat with the refrigerant supplied from at least one of the expansion means to generate cold air-conditioning air, a refrigerant discharge side of the compressor, the heat exchanger outside the vehicle and the heat radiating device. Provided between the refrigerant inflow side of the indoor heat exchanger, the refrigerant discharged from the compressor is introduced into at least the vehicle exterior heat exchanger during the cooling operation, and avoids the vehicle exterior heat exchanger during the heating operation. Refrigerant flow path switching means to be introduced into the heat dissipation vehicle interior heat exchanger, and is connected to the refrigerant discharge side of the heat dissipation vehicle interior heat exchanger and the refrigerant inflow side of the compressor, and stores the amount of heat from an external heat source. A heat storage means for radiating heat to the refrigerant, a heat storage adjusting means connected to the refrigerant inflow side of the heat storage means for adjusting the amount of the refrigerant introduced into the heat storage means, and an element for increasing or decreasing the heat radiation state from the heat storage means to the refrigerant. A heat dissipation element detecting means for detecting at least one of the temperature of the refrigerant flowing into the compressor and the temperature of the refrigerant introduced into the heat storage means, and the heat dissipation element within a predetermined time after the introduction of the refrigerant into the heat storage means. When the temperature of the refrigerant detected by the output means does not reach a predetermined temperature, the heat radiation state determining means determines that the heat radiation amount from the heat storage means to the refrigerant has decreased, and the heat radiation amount from the heat storage means to the refrigerant has decreased. And a control means for stopping the introduction of the refrigerant into the heat storage means by the heat storage adjustment means when the heat radiation state determination means makes a determination.

According to a fifth aspect of the present invention, 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 the refrigerant of the compressor A heat radiation vehicle interior heat exchanger that is connected to the discharge side and exchanges the heat of the refrigerant with the air introduced by the air blowing means to create warm air-conditioned air, and is connected to the refrigerant outflow side of this heat radiation vehicle interior heat exchanger Connected to the refrigerant outflow side of the expansion means and the refrigerant intake side of the compressor, and the heat of the air introduced by the blower means to the heat exchanger outside the vehicle interior and the heat exchanger for heat radiation inside the vehicle interior. A heat exchanger for heat absorption inside the vehicle for exchanging heat with the refrigerant supplied from at least one of the expansion means to generate cold air-conditioning air, a refrigerant discharge side of the compressor, the heat exchanger outside the vehicle and the heat radiating device. Provided between the refrigerant inflow side of the indoor heat exchanger, the refrigerant discharged from the compressor is introduced into at least the vehicle exterior heat exchanger during the cooling operation, and avoids the vehicle exterior heat exchanger during the heating operation. Refrigerant flow path switching means to be introduced into the heat dissipation vehicle interior heat exchanger, and is connected to the refrigerant discharge side of the heat dissipation vehicle interior heat exchanger and the refrigerant inflow side of the compressor, and stores the amount of heat from an external heat source. A heat storage means for radiating heat to the refrigerant, a heat storage adjusting means connected to the refrigerant inflow side of the heat storage means for adjusting the amount of the refrigerant introduced into the heat storage means, and an element for increasing or decreasing the heat radiation state from the heat storage means to the refrigerant. A heat dissipation element detecting means for detecting at least one of the temperature of the refrigerant flowing into the compressor and the temperature of the refrigerant introduced into the heat storage means, and the temperature of the refrigerant detected by the heat dissipation element detecting means is equal to or lower than a predetermined temperature. When the temperature of the refrigerant changes or the time change of the temperature of the refrigerant becomes equal to or less than a predetermined value, the heat radiation state determining means determines that the heat radiation amount from the heat storage means to the refrigerant has decreased, and the heat radiation amount from the heat storage means to the refrigerant. And a control means for stopping the introduction of the refrigerant into the heat storage means by the heat storage adjustment means when the heat dissipation state determination means determines that the heat has decreased.

[0020]

According to the first aspect of the present invention, during the heating operation, the compressor is driven to flow the refrigerant from the compressor to the flow path switching means, the heat radiating passenger compartment heat exchanger, the expanding means and the heat absorbing passenger compartment heat exchanger in this order. The heat exchanger interior heat exchanger for heat absorption radiates the heat of the high temperature refrigerant discharged from the compressor to the air introduced by the air blower to create warm air, and the heat exchanger interior heat exchanger for heat absorption. Absorbs the heat of the air introduced by the air blowing means into the refrigerant to produce cold air. During cooling operation, the compressor drives the refrigerant to switch the flow path from the compressor to the exterior heat exchanger alone or both the exterior heat exchanger and the heat dissipation interior heat exchanger, the expansion means,
The heat from the interior heat exchanger for heat absorption is circulated to the compressor in sequence, and the heat exchanger outside the vehicle interior radiates the heat of the high-temperature refrigerant discharged from the compressor to the outside air, and the heat exchanger inside the heat absorption vehicle introduces it through the blowing means. The heat of the generated air is absorbed by the refrigerant to create cold air.

During the heat storage heating operation, the amount of heat stored is radiated from the heat storage means to the refrigerant, whereby the compressor input amount can be increased while suppressing the power consumption.

Further, since the heat storage adjusting means is variably controlled in accordance with the heat radiation state judged by the heat radiation state judging means, the heat storage capacity of the heat storage means, that is, the refrigerant to the heat storage means depending on the heat radiation state from the heat storage means to the refrigerant. The amount of introduction can be adjusted, and accurate heat storage heating operation can be performed under optimal conditions.

Further, since the heat storage adjusting means is variably controlled in accordance with the heat radiation state judged by the heat radiation state judging means, the heating capacity is not lowered and the liquid compression of the compressor does not occur due to lack of the refrigerant or the like.

In this way, the heating capacity, the window transparency, and the protection of the compressor can be simultaneously established.

According to a second aspect of the present invention, the heat dissipation element detecting means detects at least one of the temperature of the refrigerant flowing into the compressor and the temperature of the refrigerant introduced into the heat storing means, and the heat dissipation state determining means determines that the refrigerant temperature is When it is in a substantially constant state, it is determined that the amount of heat released from the heat storage means to the refrigerant has decreased,
Since the control means stops the introduction of the refrigerant into the heat storage means when it is determined that the heat radiation amount has decreased, the heat storage heating operation can be accurately stopped when the heat radiation amount from the heat storage means to the refrigerant has decreased. .

In the invention according to claim 3, the control means comprises:
Since the heat absorption adjusting means is variably controlled so as to stop the introduction of the refrigerant into the heat absorption vehicle interior heat exchanger within the predetermined time after the start of the heating operation, the heat storage heating operation should be performed in a state where the heat storage can be effectively used. In addition, it is possible to more reliably achieve both improvement of heating capacity and maintenance of window transparency.

In the invention according to claim 4, the heat radiation element detection means detects at least one of the temperature of the refrigerant flowing into the compressor and the temperature of the refrigerant introduced into the heat storage means, and the heat radiation state determination means causes the heat storage means to detect the heat storage means. When the refrigerant temperature does not reach the predetermined temperature within a predetermined time after the introduction of the refrigerant, it is determined that the heat radiation amount from the heat storage means to the refrigerant has decreased, and the control means stores heat when it is determined that the heat radiation amount has decreased. Since the introduction of the refrigerant to the means is stopped, the heat storage heating operation can be stopped more accurately when the heat storage amount of the heat storage means is insufficient.

In the invention according to claim 5, the heat radiation element detection means detects at least one of the temperature of the refrigerant flowing into the compressor and the temperature of the refrigerant introduced into the heat storage means, and the heat radiation state judgment means determines that the refrigerant temperature is predetermined. When it is determined that the heat radiation amount from the heat storage means to the refrigerant has decreased when the temperature has become equal to or lower than the temperature, or the time change of the refrigerant temperature has become equal to or less than a predetermined value, and when it has been determined that the heat radiation amount has decreased. Since the control means stops the introduction of the refrigerant into the heat storage means, the heat storage heating operation can be stopped quickly and accurately when the amount of heat released from the heat storage means to the refrigerant decreases.

[0029]

Embodiments of the present invention will be described below.

FIG. 1 is a schematic block diagram of a vehicle heat pump type cooling and heating apparatus according to a first embodiment of the present invention, and FIG.
It is a schematic block diagram which shows only a refrigerant cycle.

As shown in FIGS. 1 and 2, the compressor 31 is provided outside a vehicle compartment such as an engine room, and its input value can be directly changed like an electric compressor or a hydraulic drive compressor. There is. On the discharge side of the compressor 31, a vehicle exterior heat exchanger 38 and a heat radiation vehicle interior heat exchanger 33 are three-way valves 3 as flow path switching means.
It is connected via 2.

The exterior heat exchanger 38 is provided outside the interior of the vehicle such as an engine room and serves as an exterior condenser that radiates the heat of the refrigerant discharged from the compressor 31 to the outside air.

The heat radiating passenger compartment heat exchanger 33 is provided in a duct 39 as a main body of the apparatus, which is disposed in the front portion of the passenger compartment such as the back side of the instrument panel, and heats the refrigerant discharged from the compressor 31. Is a heat dissipation type vehicle interior capacitor that radiates heat to the air introduced by the blower fan 37 as a blower.

During heating operation, the three-way valve 32 is in a flow path switching state as shown by the dotted line, and the compressor 31
Is connected to the refrigerant inflow side of the heat radiating vehicle interior heat exchanger 33, while the cooling operation is in the flow path switching state as shown by the solid line, and the discharge side of the compressor 31 is connected to the vehicle exterior heat exchanger 38 and the reverse side. It is connected to the refrigerant inflow side of the heat-radiating vehicle interior heat exchanger 33 via a stop valve 70.

The check valve 70 allows the refrigerant to flow from the vehicle interior heat exchanger 38 side to the heat radiating vehicle interior heat exchanger 33 side, and the heat radiating vehicle interior heat exchanger 33 side to the vehicle exterior heat exchange. Bowl 3
The flow of the refrigerant to 8 is blocked.

On the refrigerant outflow side of the heat radiation vehicle interior heat exchanger 33, the refrigerant inflow side of the heat absorption vehicle interior heat exchanger 35 provided upstream in the duct 39 is provided outside the liquid tank 36 and the vehicle interior. As the expansion means, they are connected via an expansion valve 34 that adiabatically expands the liquid refrigerant to atomize it.

The heat absorbing vehicle interior heat exchanger 35 supplies the heat of the air introduced by the blower fan 37 from at least one of the vehicle exterior heat exchanger 38 and the heat radiating vehicle interior heat exchanger 33 through the expansion valve 34. It is an endothermic evaporator that absorbs heat of the generated refrigerant and produces cold air. The refrigerant intake side of the compressor 31 is connected to the refrigerant outflow side of the heat absorption vehicle interior heat exchanger 35.

On the refrigerant outflow side of the liquid tank 36, the refrigerant is branched into two directions, one of which is connected to the refrigerant inflow side of the expansion valve 34 via the first electromagnetic valve 101 as the heat absorption adjusting means, and the other one stores heat. It is connected to the refrigerant inflow side of the auxiliary expansion valve 103 via a second electromagnetic valve 102 as an adjusting means.
The refrigerant outflow side of the auxiliary expansion valve 103 is connected to the refrigerant inflow side of the heat storage tank 104 as a heat storage means, and the refrigerant outflow side of the heat storage tank 104 is connected to the refrigerant inflow side of the compressor 31. A liquid or solid heat storage body is accommodated in the heat storage tank 104, and the heat storage body stores heat by an external heat source such as exhaust heat of an engine (not shown) or brake waste heat, and radiates this heat storage amount to the inflowing refrigerant. That is, when the second solenoid valve 102 is opened, the refrigerant flows into the heat storage tank 104, and the heat storage heating operation is performed. In addition, in the present embodiment, since the mechanical expansion valve is used as the expansion valve 34, the first solenoid valve 101 is provided.
When using an electrically driven expansion valve or the like capable of stopping the flow of the refrigerant, it is not necessary to provide the first electromagnetic valve 101.

On the refrigerant inflow side of the compressor 31, there is provided an intake refrigerant temperature sensor 107 as a heat dissipation state detecting means for detecting the compressor intake refrigerant temperature as an element relating to increase / decrease in heat dissipation state.

An auxiliary heater 76 is provided on the air inflow side of the heat dissipation vehicle interior heat exchanger 33. The auxiliary heater 76 is a variable type electric heater whose output can be arbitrarily set by the input voltage, and the input voltage is controlled by the control device 43. When the auxiliary heater 76 is turned on, the air passing through the heat dissipation vehicle interior heat exchanger 33 is heated, and the temperature of the refrigerant flowing through the heat dissipation vehicle interior heat exchanger 33 rises.

Inside the duct 39, on the upstream side of the heat-absorbing passenger compartment heat exchanger 35, there are an inside air introducing tube 40 for introducing the passenger compartment air and an outside air introducing tube 41 for introducing the outside air in response to the traveling wind pressure. It is connected. An intake door that opens and closes at a portion where the inside air introducing pipe 40 and the outside air introducing pipe 41 branch so as to supply the inside air introduced from the inside air introducing pipe 40 and the outside air introduced from the outside air introducing pipe at an arbitrary ratio. 42 are provided. The intake door 42 has a control device 43.
It is opened and closed by an intake door actuator (not shown) driven by.

The blower fan 37 is disposed between the air outlet side (downstream side of the air flow) of the inside air introducing pipe 40 and the outside air introducing pipe 41 and the heat absorbing passenger compartment heat exchanger 35. The motor 44 is rotationally driven.

An air mix door 46 is provided on the upstream side of the heat radiation vehicle interior heat exchanger 33. The air mix door 46 is driven by an air mix door actuator (not shown) driven by the control device 43, and cools the air passing through the heat absorbing vehicle interior heat exchanger 35 and radiating the vehicle interior heat exchanger. A ratio (amount of airflow distribution between cold air and warm air) that is divided between cold air that is still cold by avoiding 33 and warm air that has been warmed by passing through the heat dissipation vehicle interior heat exchanger 33 is adjusted. The air mix door opening Xdsc, which is the opening of the air mix door 46, is when the air mix door 46 is in the position indicated by the alternate long and short dash line and the air flow distribution between the cool 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 flow distribution between the cold air and the hot air is 100% warm air, the air mix door opening Xdsc = It is set to 100% (fully open).

Heat exchanger 3 for heat dissipation in the passenger compartment 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 hot air is provided on the downstream side of 3. The air mix chamber 47 has a ventilator outlet 51 (51a, 51a) for blowing out conditioned air toward the upper body of the target occupant.
b, 51c, 51d), a foot outlet 52 (52a) that blows the conditioned air toward the feet of the target occupant, and a defroster outlet 53 (53a) that blows the conditioned air toward the front window. There is. A ventilator door 55 and a foot door 5 are provided in the air mix chamber 47.
6 and a defroster door 57 are provided. The ventilator door 55 opens and closes the ventilator outlet 51 by an unillustrated ventilator door actuator driven by the control device 43. The foot door 56 opens and closes the foot outlet 52 by an unillustrated foot door actuator 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.

A circulation passage 71 communicating with the inside air introducing pipe 40 is connected to the air mix chamber 47. The opening 72 from the circulation passage 71 to the air mix chamber 47 is provided with an inlet side door 74 of the circulation passage 71, and a branch portion 73 between the circulation passage 71 and the inside air introduction pipe 40.
An exit side door 75 is provided in the. Entrance side door 7
4 opens and closes the opening 72 by an entrance side door actuator (not shown) driven by the control device 43, and opens the exit side door 75.
Switches the branch portion 73 by an outlet door actuator (not shown) driven by the control device 43. That is, the conditioned air circulates from the air mix chamber 47 to the upstream side of the blower fan 37 in a state where the inlet side door 74 and the outlet side door 75 are opened (the outlet side door 75 closes the inside air introduction pipe 40).

The control device 43 includes a heat absorption vehicle interior heat exchanger intake air temperature sensor 58, a heat absorption vehicle interior heat exchanger blowout air temperature sensor 59, a ventilator outlet air temperature sensor 60, and a solar radiation sensor 61. And an outside air temperature sensor 62,
Room temperature sensor 63 and room temperature setting device 64 provided on the air conditioning setting panel 79 (indicated by a signal line in FIG. 1 for convenience)
, Air outlet mode switch 65 (same), blower fan switch 66 (same), refrigerant temperature sensor 67, and heat environment information from the heat radiation vehicle interior heat exchanger blowout air temperature sensor 68, etc. The opening degree Xdsc, the input value W _{comp of the} compressor 31, the heat absorption vehicle interior heat exchanger 35
The target air-conditioning and heating conditions such as the passing air flow rate V _eva and the target outlet temperature T ₀ are calculated, and the compressor 31, the blower fan motor 44, and the air are controlled so that the air-conditioning condition in the vehicle interior maintains the calculated target air-conditioning condition. Drives mixed door actuators, ventilator door actuators, foot door actuators, defroster door actuators, etc. The thermal environment information includes the intake air temperature T _suc of the heat-absorbing passenger compartment heat exchanger 35, the blown-air temperature T _out of the heat-absorbing passenger compartment heat exchanger 35, and the blowing of the heat-radiating passenger compartment heat exchanger 33. The air temperature T _v , the air temperature T _vent blown out from the ventilator outlet 51, the amount of solar radiation Q _sun of the vehicle, the outside air temperature _Tamb outside the vehicle compartment, the detected room temperature _inside the vehicle compartment (air temperature _inside the vehicle compartment) T _room, and the vehicle Indoor set temperature T _ptc
And the refrigerant temperature T _ref on the outlet side of the heat dissipation vehicle interior heat exchanger 33.

On the other hand, when switching between cooling and heating of this vehicle heat pump type cooling and heating device, the three-way valve 32 is controlled by the control device 43.
It is performed by switching control at a set temperature. The set temperature is set such that the boundary temperature at which window fogging does not occur due to the relationship between the detected room temperature T _room and the external temperature T _amb and the target conditioned air temperature according to the thermal environment information are substantially the same. In the air-conditioning air control during the heating operation, the blowing temperature of the heat-absorbing passenger compartment heat exchanger 35 is lower than the temperature T _{fine at} which window fog does not occur in the relationship between the detected room temperature T _room and the outside air temperature T _amb , and The temperature exceeding the freezing limit temperature T _seto of the heat absorbing internal heat exchanger 35 is preferentially performed.

The control device 43 determines whether or not warm-up control is performed based on the target outlet temperature T ₀ during heating operation.
At the time of warm-up control, Δθ is calculated from the target outlet temperature T ₀ and the outlet air temperature T _v of the heat dissipation vehicle interior heat exchanger 33.
₁ is obtained, and Δθ ₂ is obtained from the set temperature T _set1 based on the freezing of the heat-absorbing passenger compartment heat exchanger 35 and the blown-air temperature T _out of the heat-absorbing passenger compartment heat exchanger 35, and this Δθ ₁
Based on Δθ ₂ and Δθ ₂ , the compressor 31, the expansion valve 34, and the blower fan motor 44 are arranged so as to increase the compressor input while preventing the heat absorption vehicle interior heat exchanger 35 from freezing.
It drives the auxiliary heater 76, the air mix door actuator, the ventilator door actuator, the foot door actuator, the defroster door actuator, the entrance side door actuator, the exit side door actuator and the like.

The control unit 43 has an O switch from a heat storage / heating selection switch (not shown) provided on the instrument panel or the like.
When the N / OFF signal is input and the ON signal is input from the heat storage heating selection switch, the control device 43 causes the first signal to be input.
The solenoid valve 101 and the second solenoid valve 102 are controlled to open and close,
The refrigerant appropriately flows into the heat storage tank 104.

Further, the control device 43 judges the heat radiation state from the heat storage tank 104 to the refrigerant on the basis of the compressor suction refrigerant temperature detected by the heat absorbing refrigerant temperature sensor 107, and the second solenoid valve according to this heat radiation state. Opening and closing control of 102. In particular, when the heat radiation state is decreasing, the second electromagnetic valve 102 is closed and the heat storage heating operation is stopped. That is, the control means 43 constitutes a heat radiation state determination means and a control means.

Next, the effect of the heat storage heating operation will be described.

The heat storage heating operation referred to here means that during the heating operation, the solenoid valve 102 is opened to allow the refrigerant to flow into the heat storage tank 104 and radiate the amount of heat stored in the heat storage tank 104 to the refrigerant. As a result, the (pressure / temperature) of the refrigerant flowing into the compressor 31 rises, and the refrigerating capacity R and the input amount W of the compressor 31 rapidly increase.

FIG. 3 shows an example of the experimental results when the heat storage heating operation is performed by closing the solenoid valve 101 and opening the solenoid valve 102 under the condition of the outside air temperature of -5 ° C.
The change over time of the compressor discharge pressure is shown, (b) is
The respective temporal changes of the compressor intake refrigerant temperature, the heat storage tank temperature, and the heat storage tank inlet refrigerant temperature are shown.

In this experiment, since the electromagnetic valve 101 is closed to perform the heat storage heating operation, the refrigerant does not flow into the heat absorption vehicle interior heat exchanger 35. Therefore, the conditioned air is not cooled by the heat-absorbing vehicle interior heat exchanger 35, and the heat-radiating vehicle interior heat exchanger 33 is not cooled.
It is blown out into the passenger compartment while only being heated. Therefore,
If the heat storage heating operation is continued for a long time in such a state, window fogging may occur.Therefore, it is necessary to determine whether to stop or continue the heat storage heating operation or to determine when to switch from the heat storage heating operation to the normal dehumidification heating operation. You need to do it accurately.

As shown in (b), when the heat storage heating operation is started, the refrigerant flows into the heat storage tank 104 to absorb the heat storage amount, so that the temperature of the refrigerant sucked into the compressor 31 gradually rises. At this time, the maximum temperature of the intake refrigerant temperature of the compressor 31 changes according to the heat storage state of the heat storage tank 104.
That is, the intake refrigerant temperature of the compressor 31 becomes high when the heat storage amount is large, and does not become so high when the heat storage amount is small.

When the heat storage heating operation is continued, the temperature and pressure of the refrigerant discharged from the compressor increase, and the temperature and pressure of the refrigerant in the heat storage tank after expansion by the auxiliary expansion valve 103 also increase. On the other hand, since the temperature of the heat storage tank 104 (heat storage body) decreases as heat is radiated to the refrigerant, when the predetermined time elapses after the heat storage heating operation is started, the heat storage tank inlet refrigerant temperature approaches the heat storage tank temperature, and the heat storage tank The amount of heat released from the tank 104 to the refrigerant decreases. When the amount of heat radiated from the heat storage tank 104 decreases, the compressor suction refrigerant temperature sharply decreases, and the heat storage tank inlet refrigerant temperature changes in parallel with the heat storage tank temperature.

Further, as shown in (a), after the refrigerant temperature at the heat storage tank inlet rises to approach the heat storage tank temperature and the compressor suction refrigerant temperature decreases, the refrigerant discharge pressure of the compressor 31 becomes stable.

As described above, the amount of heat radiated from the heat storage tank 104 to the refrigerant and the amount of heat stored in the heat storage tank 104 are in correlation with changes in the compressor suction refrigerant temperature and the heat storage tank inlet refrigerant temperature.
Moreover, after the compressor suction refrigerant temperature rises and the heat storage tank inlet refrigerant temperature falls, the characteristic that the compressor discharge refrigerant pressure becomes almost constant is recognized. Therefore, by utilizing such a feature, it is possible to accurately determine whether to stop or continue the heat storage heating operation or determine the timing of switching from the heat storage heating operation to the normal dehumidification heating operation.

On the other hand, FIG. 4 shows an example of an experimental result when the heat storage heating operation is performed by opening both the solenoid valve 101 and the solenoid valve 102 under the condition of the outside air temperature of -5 ° C.
(A) shows the change over time in the compressor discharge pressure,
(B) shows temporal changes in the compressor suction refrigerant temperature, the heat storage tank temperature, and the heat storage tank inlet refrigerant temperature.

In this experiment, since the solenoid valve 101 is opened to perform the heat storage heating operation, the refrigerant flows into the heat absorption vehicle interior heat exchanger 35. Therefore, the conditioned air is once cooled by the heat-absorbing vehicle interior heat exchanger 35 and then is radiated by the heat-radiating indoor heat exchanger 33.
It is reheated and blown out into the passenger compartment. Therefore, unlike the case of the above experiment, the window transparency is maintained. Further, since the refrigerant also flows into the heat storage tank 104, it is possible to improve the heating performance by utilizing the heat storage.

As shown in (b), when the heat storage heating operation is started, the heat storage tank 104 rather than the heat absorbing vehicle interior heat exchanger 35 is heated.
Since the pressure loss is larger, the refrigerant is sucked into the compressor 31 mainly from the heat absorbing vehicle interior heat exchanger 35 immediately after the start of operation, and the refrigerant temperature sucked into the compressor decreases.

However, since the heat load of the heat-absorbing passenger compartment heat exchanger 35 is small and the heat load of the heat storage tank 104 is large, the amount of refrigerant sucked into the compressor from the heat storage tank 104 increases, and the temperature of the refrigerant sucked into the compressor is maintained for a while. By repeating rising and falling for a while, the temperature finally rises to almost the same temperature as in the case of FIG. After that, the heat load of the heat absorption vehicle interior heat exchanger 35 increases and the heat storage amount of the heat storage tank 104 decreases, so that the compressor suction refrigerant amount from the heat absorption vehicle interior heat exchanger 35 increases and the heat storage tank 104 changes from the heat storage tank 104. The amount of refrigerant sucked into the compressor decreases. As a result, the compressor suction refrigerant temperature gradually decreases, and when the amount of heat received from the heat storage tank 104 becomes almost zero, the compressor suction refrigerant temperature is maintained at a substantially constant temperature.

Comparing the case of performing the heat storage heating operation under this condition (FIG. 4) with the result of FIG. 3, under this condition, even if the heat storage tank 104 is used during the heating operation, the heat absorption vehicle interior heat exchanger 35 is used. Since the refrigerant flows in, the window transparency can be secured, but it takes a long time for the compressor discharge refrigerant pressure to reach a steady state, and it can be seen that the warm-up property is slightly inferior to that in the case of FIG. Further, it can be seen that when the amount of heat released from the heat storage tank 104 to the refrigerant decreases, the compressor suction refrigerant temperature is kept substantially constant, which is different from the case of FIG.

As described above, when the electromagnetic valve 101 is closed and the electromagnetic valve 102 is opened to perform the heat storage heating operation, the compressor discharge pressure quickly reaches a steady state, so that the warm-up property is excellent, but the window transparency is improved. Since there is a risk of loss, it is necessary to accurately determine whether to stop or continue the heat storage heating operation, or to determine when to switch from the heat storage heating operation to the normal dehumidification heating operation, based on changes in the compressor intake refrigerant temperature and the heat storage tank inlet refrigerant temperature. There is a need to do.

On the other hand, when both the solenoid valve 101 and the solenoid valve 102 are opened to perform the heat storage heating operation, the warm-up property is slightly inferior, but it is excellent in that the window fineness is not impaired.

Next, the control of the vehicle heat pump type air conditioner according to this embodiment will be described with reference to the flow charts shown in FIGS.

The process is started by turning on the switch of the air conditioning unit and operating the control unit, and in step S1, the constants (A to H, P,
Q) is set. That is, the target outlet temperature T _of
A to E used in the calculation formula, F, G, H used in the calculation formula of the air mix door opening X, and P and Q used to correct the set room temperature are set.

In step S2, various sensor outputs are read. That is, the vehicle interior temperature T _room , which is the output of the room temperature sensor 63, and the solar radiation amount Q, which is the output of the solar radiation amount sensor 61.
_sun, which is the output outside air temperature T _amb of the outside air temperature sensor 62, set room temperature T _ptc in the vehicle compartment, which is the output of the room temperature setting device 64, the fan switch setting V _fan, the reading of the _set carried out.

In step S3, since the air volume of the blower fan is controlled by the applied voltage, the conditioned air is generated according to the deviation (T _room −T _ptc ) between the room temperature set value T _ptc set by the passenger and the room temperature T _room. The applied voltage V _fan of the blower _fan is set. Specifically, the larger the deviation is, the more the applied voltage is increased so that the room temperature approaches the set room temperature immediately.

In step S4, the set room temperature T _ptc is corrected. This correction is performed using the constants P and Q and the outside air temperature T _{amb according} to the following equation.

T _ptc ′ = T _ptc + P × T _amb + Q Specifically, the set room temperature is raised when the outside air temperature is low, and the set room temperature is lowered when the outside temperature is high. Generally, in the human experience, when the room temperature is lowered in a hot environment, a cool sensation such as “cool” is obtained, and conversely, when the room temperature is raised in a cold environment, a warm sensation such as “warm” is obtained. Is obtained. By setting a temperature that is inversely proportional to the ambient temperature in this way, the thermal sensation is stimulated and the user becomes comfortable.

In step S5, the target outlet temperature T _of is calculated. This calculation is performed using constants A, B, C, D and E, an outside air temperature T _amb , a room temperature T _room , a correction setting room temperature T ′ _ptc , and an insolation Q.
_It is calculated by the following formula using _sun .

[0073]

## EQU1 ## T _of = A × T _amb + B × T _room + C × T ' _ptc + D × Q _sun + E In step S6, the opening X of the air mix door is calculated based on the target outlet temperature T _of . This calculation is a constant F,
Using G and H, the following formula is used.

X = F × T _of ² + G × T _of + H In step S7, the blowing mode is determined based on the target blowing temperature T _of . That is, if the target outlet temperature is high, the FOOT (foot mode) mainly blows to the feet of the front seat occupant, if it is medium, the BI-LEVEL (bi-level mode) that blows to the chest and feet of the front seat occupant, and if it is the same, the front Select VENT (vent mode) that blows out to the passenger's chest.

In step S8, it is determined whether or not the occupant has pressed the manual fan switch. If the manual fan switch is pressed, the fan setting value V _fan ′ = V is set in step S9 in order to respond to the operation.
_{Let fan, set} be the final blower fan voltage. If the manual fan switch is not pressed, step S1
At 0, the blower fan voltage automatically determined in the previous step S3 is used as it is.

In step S11, the blower fan voltage determined in step S9 or step S10 is output to the blower fan motor 44.

In step S12, the output is output to each door actuator to automatically set the door at a predetermined position.

In step S13, the compressor and the compressor motor are controlled. This control will be described later with reference to FIGS. 7 and 8.

Thus, when one loop is completed, the process returns to step S2 and the above steps are repeated again.

During the heating operation, the three-way valve 32 is switched as shown by the dotted lines in FIGS. 1 and 2, and the refrigerant is the compressor 31 → the three-way valve 32 → the heat radiation vehicle interior heat exchanger 33 →
Liquid tank 36 → expansion valve 34 → heat absorption vehicle interior heat exchanger 35
→ Circulates with the compressor 31 to dissipate heat in the passenger compartment 3
3 radiates the heat of the high-temperature refrigerant discharged from the compressor 31 to the air introduced by the blower fan 37 or the air introduced by the ram pressure when the vehicle is running to create warm air, and the heat exchanger for heat absorption in the passenger compartment 35 absorbs the heat of the air introduced by the blower fan 37 or the air introduced by the ram pressure when the vehicle is traveling, into the refrigerant to form cold air.

During the cooling operation, the three-way valve 32 is switched as shown by the solid line in FIG.
1 → three-way valve 32 → external vehicle heat exchanger 38 → check valve 70 → radiation vehicle interior heat exchanger 33 → liquid tank 36 → expansion valve 34 →
The heat-absorbing vehicle interior heat exchanger 35 circulates from the compressor 31, and the vehicle-exterior heat exchanger 38 radiates the heat of the high-temperature refrigerant discharged from the compressor 31 to the outside air, and the remaining heat radiates the vehicle interior heat exchanger. 33 heat is radiated to the air introduced by the blower fan 37 or the air introduced by the ram pressure when the vehicle is running to create warm air, and the heat absorption vehicle interior heat exchanger 35 is the air introduced by the blower fan 37 or the vehicle The heat of the air introduced by the ram pressure during traveling is absorbed by the refrigerant to create cold air.

7 and 8 show step S1 of FIG.
3 shows a flowchart for executing step 3.

In step S131, various data are read. The reading here is step S in FIG.
Read data other than the data read in 2. That is, the air temperature T _out of the heat-absorbing passenger compartment heat exchanger 35, which is the output of the air temperature sensor 59, the heat-absorbing passenger compartment heat exchanger intake air temperature T _suc , which is the output of the air temperature sensor 58,
Heat radiation vehicle interior heat exchanger 33 which is the output of the air temperature sensor 68
The blowout air temperature T _v and the physical quantity V _comp representing the compressor work amount, the compressor discharge amount increases and the compressor work amount also increases in proportion to V _comp (when the electric compressor is used, this corresponds to the frequency).

In step S132, step S131
The target outlet temperature T ₀ is calculated using the vehicle interior heat load information which is the thermal environment information detected in step S133, and the process proceeds to step S133. This target outlet temperature T ₀ is the temperature of the temperature-controlled air required to maintain the vehicle interior at the set temperature.

In step S133, it is determined whether the defroster switch is turned on. If the defroster switch is turned on, the process proceeds to step S134.
If the defroster switch is off, the process proceeds to step S135.

In step S134, a correction term for the case where the defroster switch is ON is given to the target cooling state of the heat-absorbing passenger compartment heat exchanger 35. ? T _c is a correction term of the heat-absorbing inner heat exchanger blowoff air temperature to target during the cooling operation,? T _H is the correction term of the upper limit cooling temperature of the heating operation (window sunny temperature), the defroster switch is ON
If it is, the target cooling state in the heat absorption vehicle interior heat exchanger 35 is set lower to increase the dehumidification amount, and the reheat amount in the heat radiation vehicle interior heat exchanger 33 is increased to finally Air-conditioning air is blown into the passenger compartment at the target blowing temperature. Similarly, in step S135, the heat absorption vehicle interior heat exchanger 35 when the defroster switch is not turned on.
A correction term for the target cooling state of is given.

In step S136, step S134
And the correction term given in step S135 are used to compare the cooling states in the heat-absorbing passenger compartment heat exchanger 35 in the cooling operation and in the heating operation, and the cooling state in the cooling operation is more heating. When the temperature becomes lower than that in the case of operation, the three-way valve 32 is switched to the cooling operation side in step S137, and the process proceeds to step S138 to execute the cooling operation, and conversely, the cooling state in the case of heating operation is the cooling operation. When it becomes lower than the case, the heat storage heating operation or the heating operation is executed in step S141. .

In step S137, the three-way valve 32 is switched to the cooling operation side to allow the refrigerant to flow from the compressor 31 to the exterior heat exchanger 38, and the flow proceeds to step S138.

In step S138, the target blowout temperature T _0.
The set temperature T _set1 is compared with the set temperature T _set1 . If T ₀ <T _set1 , the interior of the vehicle is not sufficiently cooled. Therefore, the process proceeds to step S139 to perform the cool down control and T ₀ ≧ T If it is _set1 , since the vehicle interior temperature has approached the target temperature, the routine proceeds to step S140, and the normal cooling operation is performed.

On the other hand, in step S141, it is determined whether the heat storage heating switch is turned on. If the heat storage heating switch is turned on, the process proceeds to step S142 to execute the heat storage heating operation.

If the heat storage heating switch is not turned on, the routine proceeds to step S143, where the three-way valve 32 is switched to the heating operation side, and the refrigerant is circulated from the compressor 31 directly to the heat radiating passenger compartment heat exchanger 33.

In step S144, the target outlet temperature T ₀
The set temperature T _set2 is compared with the set temperature T _set2 . If T ₀ > T _set2 , the interior of the vehicle is not sufficiently heated. Therefore, the process proceeds to step S145 to perform warm-up control, and T ₀ ≤T _In the case of _set2 , the vehicle interior temperature has approached the target temperature, so the routine proceeds to step S146 and the normal heating operation is performed.

FIG. 8 shows a flowchart of compressor control during heating temperature control. When the heating operation is executed (step S1461), it is determined in step S1462 whether the defroster switch is ON.

If the defroster switch is ON in step S1462, in step S1463, conversely, if the defroster switch is OFF, in step S1464, the upper limit cooling of the heat-absorbing passenger compartment heat exchanger 35 during heating operation is performed. A correction temperature δT _H for the temperature T _fine is given. Here, ON / OFF of the defroster switch
However, it may be corrected for the heat load condition of the vehicle, for example, the solar radiation, the vehicle interior temperature, the outside air temperature, and the blowout temperature.

In step S1465, the set upper limit cooling temperature T ₅ at low outside air temperature and the upper limit cooling temperature T _fine based on the outside air temperature T _amb are compared, and the larger one is set to the upper limit cooling temperature (upper limit) during heating operation. _T'int ). here,
The outside air temperature is represented as one of the factors for determining the upper limit cooling temperature, but the thermal environment condition of the vehicle, the window fog sensor output, or the like may be used in addition to the outside air temperature.

[0096] In step S1466, setting the temperature T _{se to} (T ₆₎ based on the freezing of the heat-absorbing inner heat exchanger 35 as the lower limit cooling temperature (the lower limit T _'int).

[0097] In step S1467, it is determined whether a lower or not than the lower limit cooling temperature to air temperature T _out balloon passenger compartment heat exchanger for heat absorption is set in step S1466 (lower T _'int). If T _out <lower limit T ′ _int , then the heat-absorbing passenger compartment heat exchanger 35 may freeze, and the process proceeds to step S1473 to reduce the work of the compressor 1 by ΔV _{c to} reduce the heat-absorbing passenger compartment. Raise the heat exchanger outlet temperature so that it falls within the upper and lower cooling temperatures. At this time, although not shown in the figure, at the same time, control is performed to raise the intake air temperature of the heat-absorbing passenger compartment heat exchanger to prevent the blow-out temperature from decreasing due to the decrease in the work of the compressor 1.

If T _out > lower limit T ′ _int in step S1467, the flow advances to step S1468, and the endothermic vehicle interior heat exchanger air temperature T _out is the upper limit cooling temperature (upper limit T ′ set in step S1465). _int ).

[0099] In step S1468, in the case of T _out> upper _T'int, the process proceeds to step S1471, the workload of the compressor 1 is increased by [Delta] V _c, the heat-absorbing inner to ensure the dehumidifying amount of the conditioned air Lower the heat exchanger outlet temperature. Conversely, in the case of T _{'ou t} ≦ upper _T'int, the process proceeds to step S1469, calculates a deviation Δθ of the target conditioned air temperature T _of the balloon heat-radiating inner heat exchanger air-conditioning temperature T _v.

In step S1470, if Δθ> S, the blow-out temperature has not reached the target air conditioning air temperature T _of , so the flow advances to step S1471 to increase the work of the compressor 1 by ΔV _c. Raise. Δ
In the case of θ <−S, the air temperature of the heat-absorbing vehicle interior heat exchanger blown out is higher than the target blow-out temperature, so step S1473.
Then, the work amount of the compressor 1 is reduced by ΔV _c to lower the blowout temperature. Under conditions other than these, the process proceeds to step S1472 and the current compressor work amount is maintained.

Even in the conventional heat pump cooling and heating system for a vehicle, the blowout temperature can be controlled by varying the work of the compressor. However, the blowout temperature can be changed depending on the outside air temperature and the running condition with respect to a constant change in the work. The amount of change in temperature greatly differs, making it difficult to achieve stable vehicle interior temperature control.

However, in the heating operation of the vehicle air conditioner of the embodiment of the present invention, continuous heating operation is possible without being affected by the outside air temperature, and the increase / decrease in the work amount of the compressor 1 by a constant amount changes to the outside air temperature. Always appears as a predetermined amount of change in the blowout temperature (change in the amount of heat released into the passenger compartment), regardless of the driving conditions, and moreover, during the heating operation, the heat-absorbing passenger compartment heat exchanger 35 is always accompanied by dehumidification (cooling). Due to the characteristic of being blunt, dehumidifying temperature control for the vehicle interior without instability can be performed by the compressor control as shown in FIG.

FIG. 9 shows a flow chart of the compressor control during the cooling operation. When the cooling operation is executed (step S1401), it is determined in step S1402 whether or not the vent is blown.

In the case of venting, the most energy-saving is to blow the air into the passenger compartment after cooling the temperature of the air flowing into the heat-absorbing passenger compartment heat exchanger 35 to the target outlet temperature, so the flow proceeds to step S1403. Target outlet temperature X
_M the (T _of) to set the target temperature T _'int of air temperature blow-off the heat-absorbing inner heat exchanger.

In step S1402, in the case other than the vent blowing, the flow advances to step S1404 to determine whether or not the bi-level mode is set.

In the case of the bilevel mode, step S
1406; otherwise, step S14
Proceeds to 05, providing a corrected temperature? T _c of air temperature balloon heat-absorbing inner heat exchanger. This corrected temperature is set to a larger value as the amount of reheat in the heat radiation vehicle interior heat exchanger 33 increases.

[0107] In step S1407, correction of the target temperature T _'int the air temperature balloon heat-absorbing inner heat exchanger, the temperature T ₅ used in the step S1465, gave target outlet air temperature T _of Step S1405 or Step S1406 Set the temperature that is the larger of the temperatures corrected in item.

In step S1408, step S14
03 or the target temperature T ′ calculated in step S1407
The difference θ between _int and the air temperature T _out of the heat-absorbing passenger compartment heat exchanger is calculated.

In step S1409, step S14
When the value of θ calculated in 08 is θ <−S ₀ , the process proceeds to step S1410, and the work amount of the compressor 1 is ΔV _c
The temperature of air discharged from the heat exchanger for heat absorption in the passenger compartment is decreased by θ, and when θ> S ₀ , it is determined that the work amount of the compressor 1 is unnecessarily large, and step S141 is performed.
In step 2, the work of the compressor 1 is reduced by ΔV _c , otherwise, the current work of the compressor is maintained.

Therefore, during the heating 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, the three-way valve 32, the heat radiating passenger compartment heat exchanger 33, the liquid tank 36, and the expansion valve 34. The heat of the vehicle interior heat exchanger 35 for heat absorption is circulated to the compressor 31, and the vehicle interior heat exchanger 33 for heat radiation radiates the heat of the high-temperature refrigerant discharged from the compressor 31 by the blower fan 37 or the ram when the vehicle is traveling. The air introduced by the pressure radiates heat to create warm air, and the heat-absorbing passenger compartment heat exchanger 35 radiates the heat introduced by the prowa fan 37 or the air introduced by the ram pressure when the vehicle is traveling to the refrigerant. To make cold air. During the cooling operation, the three-way valve 32 is switched as shown by the dotted line in FIG.
Refrigerant is compressor 31 → three-way valve 32 → exterior heat exchanger 38 → check valve 70 → heat dissipation vehicle interior heat exchanger 33 → liquid tank 36 → expansion valve 34 → heat absorption vehicle interior heat exchanger 35 → compressor 31. The heat of the high-temperature refrigerant that is circulated and discharged from the compressor 31 is radiated to the outside air by the heat exchanger 38 outside the vehicle compartment, and the remaining heat is radiated from the vehicle interior heat exchanger 33 by the blower fan 37 to the air or the vehicle. The air introduced by the ram pressure during traveling dissipates hot air to generate warm air, and the heat-absorbing vehicle interior heat exchanger 35 heats the air introduced by the blower fan 37 or the air introduced by the ram pressure during vehicle traveling. Radiates heat to the refrigerant to create cold air.

That is, when the compressor 31 is started during the heating operation, the amount of heat absorbed by the heat-absorbing passenger compartment heat exchanger 35 and the work amount corresponding to the actual input value W _comp of the compressor 31 are transferred to the heat-releasing passenger compartment. Since the heat is dissipated in the device 33, air having a temperature higher than the intake air temperature T _suc of the heat-absorbing passenger compartment heat exchanger 35 is blown into the passenger compartment, and as the operating time elapses, the passenger compartment temperature, that is, the heat-absorbing passenger compartment Since the intake air temperature T _suc of the heat exchanger 35 rises and the actual input value W _comp of the compressor 31 can be increased accordingly, the passenger compartment is warmed up at an accelerated rate. Further, since the air that has flowed into the heat absorption vehicle interior heat exchanger 35 flows into the heat radiation vehicle interior heat exchanger 33, the heat absorption vehicle interior heat exchanger 35
The actual input value W _comp of the compressor 31 is determined within a range in which freezing does not occur in the heat absorbing vehicle interior heat exchanger 35 with respect to the heat load of the air flowing into the compressor 3
An efficiency of 1 is optimal.

FIG. 10 shows a flowchart of temperature control during warm-up. When it is determined that the warm-up is necessary and the temperature control for improving the heating performance (step S1451) is executed, in step S1452, the heat radiation read in step S131 from the target outlet temperature T ₀ obtained in step S132. A value Δθ ₁ obtained by subtracting the temperature T _v of air blown from the vehicle interior heat exchanger 33 is obtained.

In step S1453, a value Δθ _{2 obtained} by subtracting the air temperature T _out of the heat-absorbing passenger compartment heat exchanger 35 read in step S131 from the set temperature T _set1 based on the freezing of the heat-absorbing passenger compartment heat exchanger 35. Ask for.

Δθ ₁ and Δθ ₂ are set as described above because, for example, when the thermal load condition in the passenger compartment fluctuates due to changes in solar radiation during normal operation, Δθ ₁ does not change when the occupant changes the set temperature. This is because Δθ ₂ corresponds to the change in the heat load state applied to the heat-absorbing passenger compartment heat exchanger 35, so that the input control of the compressor 31 can be performed in consideration of these conditions.

In step S1454, Δθ ₁ and Δθ ₂
The area set by and is the area where Δθ ₂ is less than the predetermined value Δθ _2a, and the area where Δθ ₁ is less than the predetermined value Δθ _1a and Δθ ₂ is less than Δθ _2.
The region in which Δθ ₁ is greater than _2a and the region in which Δθ ₁ is greater than Δθ _1a and Δθ ₂ is greater than Δθ _2a are divided and set as regions, and the flow proceeds to step S1455.

In the region, a value Δθ _{2 obtained} by subtracting the air temperature T _out of the heat absorbing passenger compartment heat exchanger 35 from the set temperature T _set1 based on the freezing of the heat absorbing passenger compartment heat exchanger 35 is a predetermined value Δ.
θ _2a or less. That is, even if the compressor input is increased, there is no fear that the heat-absorbing vehicle interior heat exchanger 35 will freeze, and in the region, temperature control is started by increasing or decreasing the compressor input during normal times.

In the region, the value Δθ _{2 obtained} by subtracting the blown air temperature T _out of the heat absorbing passenger compartment heat exchanger 35 from the set temperature T _set1 based on the freezing of the heat absorbing passenger compartment heat exchanger 35 is the predetermined value Δ.
Since it is larger than θ _2a , the heat absorption vehicle interior heat exchanger 35 may be frozen, and the value Δθ obtained by subtracting the blown air temperature T _v of the heat radiation vehicle interior heat exchanger 33 from the target outlet temperature T _0.
1 is less than or equal to the predetermined value Δθ _1a . That is, the blow-out air temperature T _v is close to the target blow-out temperature T ₀ , and it is not necessary to further increase the compressor input to raise the blow-out air temperature T _v . In the region, control is performed to lower the compressor input.

In the region, a value Δθ _{2 obtained} by subtracting the air temperature T _out of the heat absorbing passenger compartment heat exchanger 35 from the set temperature T _set1 based on the freezing of the heat absorbing passenger compartment heat exchanger 35 is a predetermined value Δ.
Since it is larger than θ _2a , the heat absorption vehicle interior heat exchanger 35 may be frozen, and the value Δθ obtained by subtracting the blown air temperature T _v of the heat radiation vehicle interior heat exchanger 33 from the target outlet temperature T _{0.
Since 1} is larger than the predetermined value Δθ _1a , the blown air temperature T _v
Must be raised. Therefore, in the area,
Control is performed to reduce the cooling efficiency of the refrigerant and simultaneously raise the temperature of air blown out from the heat-absorbing vehicle interior heat exchanger 35 and the temperature of air blown out from the heat-radiating vehicle interior heat exchanger 33.

Therefore, in step S1455, it is judged whether or not Δθ ₁ obtained in step S1452 and Δθ ₂ obtained in step S1453 fall within the region. If it falls within the region, the process proceeds to step S1456 to proceed to the normal temperature. If the control is executed and the area is not entered, step S
Proceed to 1457.

At step S1457, Δθ ₁ and Δθ ₂
If it enters the area, the process proceeds to step S1458 to execute control for lowering the compressor input. If it does not enter the area (if entering the area), the process proceeds to step S1459. Control is performed to reduce heating efficiency and improve heating efficiency.

In step S1456, the expansion valve 34
Of the auxiliary heater 76 power is returned to the normal setting.
F, and after returning the air volume setting to the normal setting, Δθ ₁ <−S
_In the case of ₀ , it is determined that the blown air temperature T _v is higher than the target blown air temperature T _o , and the compressor input is reduced to lower the blown air temperature. When Δθ ₁ > S ₀ , it is determined that the blown air temperature T _v is lower than the target blown air temperature T ₀ , and the compressor input is increased to raise the blown air temperature. Otherwise, keep the current compressor input.

In step S1458, the expansion valve 34
Of the auxiliary heater 76 power is returned to the normal setting.
F, and after returning the air volume setting to the normal setting, reduce the compressor input.

In step S1459, step S
The region set in 1564 is the region I in which Δθ ₁ is less than the predetermined value Δθ _1b and Δθ ₂ is less than the predetermined value Δθ _2b , and Δθ ₁
Is less than Δθ _1b and Δθ ₂ is more than Δθ _2b.
Region where θ ₁ is greater than Δθ _1b and Δθ ₂ is less than Δθ _2b III
And a region IV in which Δθ ₁ is Δθ _1b or more and Δθ ₂ is Δθ _2b or more.

In the region IV, the value Δθ _{2 obtained} by subtracting the air temperature T _out of the heat absorbing passenger compartment heat exchanger 35 from the set temperature T _set1 based on the freezing of the heat absorbing passenger compartment heat exchanger 35 is the predetermined value Δ.
Since it is larger than θ _2b, there is a high possibility that the heat-absorbing vehicle interior heat exchanger 35 will freeze, and the value Δ obtained by subtracting the air temperature T _v of the heat-radiating vehicle interior heat exchanger 33 from the target outlet temperature T _0.
Since θ ₁ is larger than the predetermined value Δθ _1b , the blown air temperature T
The required temperature rise range of _v is large. Therefore, in Region IV,
After the control for reducing the expansion amount of the expansion valve 34 is performed, the control for reducing the opening degree of the air mix door 46 is performed.

The expansion valve 34 is controlled by obtaining a target value of the expansion amount of the expansion valve 34 corresponding to the refrigerant temperature T _ref on the outlet side of the heat radiating passenger compartment heat exchanger 33, and outputting a signal to the expansion valve 34 to output the expansion value. Set the amount to the target value. The target value of the throttle amount is set to be smaller as the refrigerant temperature T _ref is lower. When the expansion amount of the expansion valve 34 is reduced in this way, the refrigerant pressure at the outlet of the expansion valve 34 rises, and the heat absorption vehicle interior heat exchanger 3
The operating pressure (evaporating pressure of the refrigerant) and the operating temperature (evaporating temperature of the refrigerant) of 5 rise, the temperature of the refrigerant flowing into the compressor 31 rises, the enthalpy increases, and the compressor input efficiently increases. Further, when the operating temperature of the heat absorption vehicle interior heat exchanger 35 rises, the heat absorption vehicle interior heat exchanger 3
5 and the intake air temperature of the heat dissipation vehicle interior heat exchanger 33 rise, the heat dissipation vehicle interior heat exchanger 33 operating temperature rises, and the compressor input also increases. The heat radiation amount in the exchanger 33 increases. Thereby, while avoiding freezing of the heat-absorbing passenger compartment heat exchanger 35,
It is possible to raise the temperature of the refrigerant to the optimum operating temperature and raise the temperature of the air blown out from the heat-radiating vehicle interior heat exchanger 35. Therefore, the heat absorption vehicle interior heat exchanger 35
The startup time of heating can be shortened at the time of start-up under low outside air temperature where the intake air temperature and the refrigerant temperature are low.

The target value of the expansion amount of the expansion valve 34 is determined by the subcooling degree (difference between the outflow temperature of the refrigerant and the saturation temperature at the outflow pressure) at the outlet of the heat radiating passenger compartment heat exchanger 33 and the heat absorbing passenger compartment. It can also be determined based on the superheat at the outlet of the heat exchanger 35 (the difference between the outflow temperature of the refrigerant and the saturation temperature at the outflow pressure).

In the region III, the heat absorbing vehicle interior heat exchanger 35
Since the value Δθ _{2 obtained} by subtracting the outlet air temperature T _out of the heat-absorbing passenger compartment heat exchanger 35 from the set temperature Tset1 based on the freezing is smaller than the predetermined value Δθ _2b , the heat-absorbing passenger compartment heat exchanger 35 can be frozen. Is low, and the value Δθ _{1 obtained} by subtracting the blown air temperature T _v of the heat radiation vehicle interior heat exchanger 33 from the target blown temperature T ₀ is larger than the predetermined value Δθ _1b. Therefore, the required temperature of the blown air temperature T _v is The rate of increase is large. Therefore, in the region III, after the control for operating the auxiliary heater 76 is performed, the control for reducing the opening degree of the air mix door 46 is performed.

In controlling the auxiliary heater 76, the air volume V ₀ corresponding to the voltage V _fan of the blower fan motor 44 is obtained, and the input value Q _heqt of the auxiliary heater 76 is calculated by Δθ ₁ × V ₀ × α. Signal to. When the auxiliary heater 76 is operated in this way, the heat dissipation vehicle interior heat exchanger 33
Rises, the operating temperature of the heat radiating passenger compartment heat exchanger 33 rises, and the operating temperature of the heat sink passenger compartment heat exchanger 35 and the blown air temperature slightly rise accordingly. Due to the rise in the temperature of the air blown from the heat-absorbing vehicle interior heat exchanger 35 and the rise in the input of the auxiliary heater 76 and the operating temperature of the heat-radiating vehicle interior heat exchanger 33, the air-radiating vehicle interior heat exchanger 35 is blown out. The increase in air temperature can be prioritized over the increase in refrigerant temperature.

In the region II, the value Δθ _{2 obtained} by subtracting the air temperature T _out from the heat absorbing vehicle interior heat exchanger 35 from the set temperature T _set1 based on the freezing of the heat absorbing vehicle interior heat exchanger 35 is the predetermined value Δ.
Since it is larger than θ _2b, there is a high possibility that the heat-absorbing vehicle interior heat exchanger 35 will freeze, and the value Δ obtained by subtracting the air temperature T _v of the heat-radiating vehicle interior heat exchanger 33 from the target outlet temperature T _0.
Since θ ₁ is smaller than the predetermined value Δθ _1b , the blown air temperature T
The required temperature rise of _v is small. Therefore, in Region II,
After performing control to increase the air volume, the air mix door 46
Control to reduce the opening degree of.

In controlling the air volume, the voltage correction ΔV of the blower fan motor 44 corresponding to the target outlet temperature T ₀ is calculated,
Set the voltage of the blower fan motor 44 to a voltage slightly higher V _fan + [Delta] V than the voltage V _fan, to increase the intake air amount of the heat-absorbing inner heat exchanger 35. When the amount of intake air of the heat-absorbing vehicle interior heat exchanger 35 is increased in this way, the blown-air temperature of the heat-absorbing vehicle interior heat exchanger 35 rises slightly and the intake air temperature of the heat-radiating vehicle interior heat exchanger 33 rises. In addition, the intake air amount also increases. As a result, the temperature of the blown air is substantially constant or slightly decreases, but the heat-radiating vehicle interior heat exchanger 33
Since the amount of heat radiated from the vehicle, that is, the amount of heat radiated into the vehicle interior is increased, the heating performance of the vehicle interior is improved.

In the region I, the value Δθ _{2 obtained} by subtracting the blown air temperature T _out of the heat absorbing passenger compartment heat exchanger 35 from the set temperature T _set1 based on the freezing of the heat absorbing passenger compartment heat exchanger 35 is the predetermined value Δ.
Since it is smaller than θ _2b , the heat absorption vehicle interior heat exchanger 35 is less likely to freeze, and the value Δ obtained by subtracting the blown air temperature T _v of the heat radiation vehicle interior heat exchanger 33 from the target outlet temperature T _0.
Since θ ₁ is smaller than the predetermined value Δθ _1b , the blown air temperature T
The required temperature rise of _v is small. Therefore, in region I,
Only control for reducing the opening degree of the air mix door 46 is performed.

[0132] Control of the air mixing door 46 obtains the opening degree X _D of the air mixing door 46 that corresponds to the refrigerant temperature T _ref of the heat-radiating inner heat exchanger 33 outlet, the air mixing door 46 opening degree X _D Set to. The degree of opening X _D is set so that the lower the refrigerant temperature T _ref is reduced (the suction air amount of the heat-radiating inner heat exchanger 33 is reduced). When the opening X _D of the air mix door 46 is reduced,
Since the temperature of the refrigerant flowing out from the heat dissipation vehicle interior heat exchanger 33 rises, the compressor input can be increased more rapidly.

Further, when the refrigerant temperature T _ref is low, the operating temperature of the heat-radiating vehicle interior heat exchanger 33 is low, and therefore the refrigerant circulating state is maintained even if the opening X _D of the air mix door 46 is greatly changed. When the refrigerant temperature T _ref is high without sudden change,
Since the amount of change of the air mix door 46 is set to a very small amount, the circulation state of the refrigerant is not unstable, a stable circulation state is always obtained, and hunting is unlikely to occur.

When the opening X _D of the air mix door 46 is less than the predetermined opening, the heat radiation inside the vehicle interior heat exchanger 33 may not function sufficiently as a radiator, so the three-way valve 32 is used. Is forcibly switched to the cooling operation side and the exterior heat exchanger 3
It is also possible to radiate heat at 8 and perform the heating operation only when the opening X _D is equal to or larger than the predetermined opening.

The opening X _D of the air mix door 46 is controlled, for example, by setting the opening X _D when the refrigerant temperature T _ref is equal to or lower than the predetermined temperature as the minimum value X _D min and opening the opening when the temperature is equal to or higher than the predetermined temperature. X _D may be fully opened. According to such control, even when the refrigerant temperature is low, the opening X _D is the predetermined opening X _D.
Since it is maintained at min or more, the function of the heat dissipation vehicle interior heat exchanger 33 as a heat radiator is ensured, and by gradually increasing the opening degree X _D as the refrigerant temperature rises, the heat dissipation vehicle interior heat is increased. A rapid increase in the operating pressure of the exchanger 33 is suppressed, and stable temperature control can be performed.

11 and 12 are flowcharts of the heat storage heating operation (step S142 in FIG. 7) of this embodiment.

When the heat storage heating switch is turned on, heat storage heating control is started (step S1421), and step S
Proceed to 1422.

In step S1422, the first solenoid valve 1
01 is opened and it progresses to step S1423, and step S1
At 423, the second solenoid valve 102 is opened. in this way,
When both the first solenoid valve 101 and the second solenoid valve 102 are opened, a part of the refrigerant flowing out of the liquid tank 36 is partially stored in the heat storage tank 10.
4 flows in, the heat storage heating operation is started, and step S
Proceed to 1424.

[0139] At step S1424, and newly detected air temperature T _{ou t} at the outlet side of the heat-absorbing inner heat exchanger 35, the process proceeds to step S1425.

In step S1425, step S13
Using the vehicle interior heat load information that is the thermal environment information read in step 1, the temperature T _f, which is the criterion for determining the window transparency, is calculated, and the process proceeds to step S1426.

In step S1426, it is determined whether warm-up control is to be performed. Whether or not to perform the warm-up control is determined by comparing the target blow-out temperature T ₀ and the set temperature T _set3 with each other, as in step S144. That, T _0> in the case of T _SET3, since the vehicle interior temperature cabin is not yet sufficiently heated lower than the target temperature, performs warm-up control proceeds to step S1428, T ₀ ≦ T _{se t3} In this case, since the vehicle interior temperature has approached the target temperature, the normal heat storage heating operation is performed. In this normal heat storage heating operation, the compressor control during the heating operation shown in FIG. 8 is executed with both the first solenoid valve 101 and the second solenoid valve 102 open. That is, the air mix door and blower fan voltage and the compressor speed,
The control is performed in the same manner as the normal operation without the heat storage heating operation.

When it is determined that T ₀ > T _{set2 in} step S1428 and the warm-up control is to be performed, first, it is determined whether or not a preset continuation reference time has elapsed since the warm-up control was started. , The first solenoid valve 101
Open and close control. Since the opening / closing control of the first solenoid valve 101 is performed in this way, it is desired to stabilize the compressor suction refrigerant temperature and raise the compressor discharge pressure as soon as possible during warm-up, so that the refrigerant is closed when the first solenoid valve 101 is closed. All flow into the heat storage tank 104 side and do not flow into the heat absorption vehicle interior heat exchanger 35, and if the heat storage heating operation is continued for a long time in such a state, dehumidification of the conditioned air may be insufficient and window fogging may occur. Therefore, before the continuation reference time has elapsed, the first solenoid valve 101 is closed to increase the compressor discharge pressure quickly, and after the continuation reference time has elapsed, the first solenoid valve 101 is opened to perform dehumidification heating. This is to secure the window transparency. That is, if the continuation reference time has not yet elapsed since the warm-up control was started, the process advances to step S1429 to close the first solenoid valve 101,
On the contrary, if the continuation reference time is reached, step S143.
The process proceeds to 0 to open the first solenoid valve 101, and then proceeds to step S1431.

In step S1431, step S14
When the first solenoid valve 101 is closed at 29, the entire amount of the refrigerant flows into the heat storage tank 104 side, and step S143
When the first solenoid valve 101 is opened at 0, a part of the refrigerant flows into the heat storage tank 104 side, and the rest flows into the heat absorbing vehicle interior heat exchanger 35 side to perform warm-up control during heat storage heating. I do. In this warm-up control during heat storage heating operation,
With the first solenoid valve 101 closed and only the second solenoid valve 102 opened, temperature control during warm-up shown in FIG. 10 is executed, and the air mix door, blower fan voltage, and compressor speed are adjusted. The control is performed similarly to the warm-up operation during the non-heat storage heating operation, and the process proceeds to step S1432.

In step S1432, step S14
The temperature difference Δθ between the air temperature T _out on the outlet side of the heat absorption passenger compartment heat exchanger 35 detected in 24 and the window temperature reference temperature T _f calculated in step S1425 is calculated, and the process proceeds to step S1433. Thus, the heat exchanger 3 for heat absorption in the passenger compartment
5, the air temperature T _out on the outlet side and the reference temperature T _f of the window transparency
The reason why the temperature difference Δθ is calculated is that when the temperature difference Δθ is large, the window fog is likely to occur, and therefore it is necessary to prevent the window fog from occurring.

In step S1433, step S14
It is judged whether or not Δθ obtained in 32 is larger than a preset target temperature difference Δθ _set , and Δθ is the target temperature difference Δθ set.
If it is larger than the _{set value} , there is no risk of fogging of the window, and the process directly proceeds to step S1434. Conversely, Δθ
Is smaller than the preset target temperature difference Δθ _set , there is a possibility that fogging of the window may occur.
In step 435, the correction amount ΔV _fan for decreasing the input voltage of the blower fan 34 is obtained according to the magnitude of Δθ by the preset map, and then the flow proceeds to step S1436 to obtain the correction amount for the blower fan 34. It is decreased by ΔV _fan , and the process proceeds to step S1434. The map used in step S1435 is set such that the correction amount ΔV _fan of the Prowa _fan voltage is set to be large when Δθ is small, and therefore the map is set to be large when Δθ is small. Since it is unlikely that window fog will occur, the blower fan voltage correction amount ΔV _fan is set to be small.

In step S1434, it is determined whether the maximum temperature of the refrigerant sucked into the compressor after the heat storage heating operation is started is higher than a preset reference refrigerant temperature. In this way, it is determined whether the maximum temperature of the refrigerant sucked into the compressor is higher than the reference refrigerant temperature, as shown in FIGS. 3 and 4, if the heat storage amount in the heat storage tank 104 is sufficient, the compressor discharge pressure is This is because it is determined whether or not there is an effect by continuing the heat storage heating operation by utilizing the fact that the compressor suction refrigerant temperature rises to around the maximum temperature until it reaches a substantially steady state. That is, when the maximum temperature of the refrigerant sucked into the compressor is higher than the reference refrigerant temperature, it is determined that the heat storage amount in the heat storage tank 104 is sufficient and the effect of the heat storage heating operation is recognized, and the process proceeds to step S1437. On the contrary, when the maximum temperature of the refrigerant sucked into the compressor is lower than the reference temperature, the amount of heat stored in the heat storage tank 104 is insufficient and a large effect cannot be expected even if the heat storage heating operation is continuously performed, or the heat storage tank It is determined that the heat storage amount of 104 is sufficient but it has not yet reached the maximum temperature, and the process proceeds to step S1438.

In step S1438, it is determined whether the reference time has elapsed with the compressor suction refrigerant temperature not reaching the reference refrigerant temperature. In this way, it is necessary to determine whether the reference time has elapsed while the compressor intake refrigerant temperature has not reached the reference refrigerant temperature. Since the heat storage amount of the heat storage tank 104 is insufficient, if the heat storage heating operation is continued as it is, the refrigerant accumulates in the heat storage tank 104, and the compressor 31 sucks the liquid refrigerant to cause liquid compression, or the operation in the cycle. This is because the refrigerant becomes insufficient and the capacity becomes insufficient, so that fogging of the window easily occurs. Therefore, if the reference time has elapsed, step S
Proceeding to 1439, the first solenoid valve 101 is opened, and proceeding to step S1440, the second solenoid valve 102 is closed to stop the inflow of the refrigerant to the heat storage tank 104 side, and then step S144.
Go to 1. In step S1441, the heat storage heating operation is switched to the normal heating operation control that does not use heat storage.
The heating operation in step S143 is started. On the contrary, before the elapse of the reference time, the heat storage amount in the heat storage tank 104 is sufficient, and if the compressor is continuously operated, the compressor suction refrigerant temperature may reach the reference refrigerant temperature, and thus the process returns to step S1424. Continue this control.

If it is determined in step S1434 that the maximum temperature of the refrigerant sucked into the compressor has reached the preset reference refrigerant temperature, the flow advances to step S1437 to see if the temperature of the refrigerant sucked into the compressor is maintained at a substantially constant temperature. Determine whether In this way, it is determined whether or not the compressor suction refrigerant temperature is maintained at a substantially constant temperature, as shown in FIGS. 3 and 4, when the heat radiation amount from the heat storage tank 104 to the refrigerant decreases, the reference refrigerant temperature is set. This is because it is determined whether or not the heat storage heating operation is further continued by utilizing the fact that the compressor suction refrigerant temperature after reaching the temperature is maintained substantially constant. That is, when the compressor suction refrigerant temperature is maintained substantially constant, the heat storage tank 104
It is determined that the heat radiation amount has decreased and the process proceeds to step S1439. In step S1439, the first electromagnetic valve 101 is opened, the process proceeds to step S1440, the second electromagnetic valve 102 is closed, the flow of the refrigerant to the heat storage tank 104 side is stopped, and the process proceeds to step S1441 to use no heat storage. Switch to normal heating operation control. On the contrary, if the compressor suction refrigerant temperature does not maintain a substantially constant temperature, step S1
Returning to 424, this control is continued.

In short, according to the present embodiment, when the heat storage heating switch is turned on by the instruction of the passenger and the heat storage heating operation is started, the refrigerant flows into the heat storage tank 104 side and is stored in the heat storage tank 104. Since the amount of heat is radiated to the refrigerant, the (pressure / temperature) of the refrigerant flowing into the compressor 31 rises, the refrigerating capacity R and the input amount W of the compressor 31 can be rapidly increased, and a high warm-up property can be obtained. To be

Further, since the control of the compressor 31, the blower fan 37 and the like during the heat storage heating operation is performed separately for the normal heating control and the warm-up control, the warm-up property is further improved in addition to the heat storage heating operation.

Further, since the first solenoid valve 101 is closed and all the refrigerant flows into the heat storage tank 104 from the start of the warm-up control by the heat storage heating operation until the continuation reference time elapses, the window fineness is impaired. It is possible to perform warm-up effectively without the need.

_If the temperature difference Δθ between the outlet air temperature T _out of the heat-absorbing passenger compartment heat exchanger 35 and the window clear reference temperature T _f is large, the input voltage of the blower fan 37 is decreased according to Δθ. As a result, it is possible to obtain reliable window transparency.

If the compressor intake refrigerant temperature does not reach the reference refrigerant temperature even after the reference time elapses from the start of the heat storage heating operation, the heat storage heating operation is ended and the normal heating operation is switched to. Therefore, the heat storage tank 104 It is possible to prevent the liquid compression of the compressor 31 and the shortage of the working refrigerant in the cycle due to the shortage of the heat storage amount, and there is no risk of fogging of the window.

When the compressor suction refrigerant temperature is maintained substantially constant after reaching the reference refrigerant temperature, the heat storage heating operation is terminated and the normal heating operation is switched to.
As the refrigerating capacity R and the input amount W of the compressor 31 increase, it is possible to immediately switch to the normal heating operation, and a comfortable heating operation can be obtained.

Further, since the flow of the refrigerant into the heat storage tank 104 is accurately stopped, it is possible to prevent the refrigerant from accumulating in the heat storage tank 104, and the shortage of the refrigerant reduces the heating capacity to cause fogging of the window. There is no possibility that the compressor 31 will cause liquid compression.

That is, the heat storage heating operation can be switched to the dehumidification heating operation under the condition that the heating capacity can be maintained, the window fogging can be prevented, and the compressor 31 can be protected.

In the present embodiment, the heat radiation state from the heat storage tank 104 to the refrigerant is judged based on the compressor suction refrigerant temperature, but instead, the heat storage tank inlet refrigerant temperature may be used as a reference.

Here, in the present embodiment, when the operation of the cooling and heating device is stopped and the air conditioning operation is completed, the first electromagnetic valve 101 and the second electromagnetic valve 102 are closed to prevent the refrigerant from flowing into the compressor 31. Block the inflow. In this way, by blocking the inflow of the refrigerant into the compressor 31 after the air conditioning operation is completed, the circulation of the refrigerant is completely stopped and the high temperature / high pressure before flowing into the expansion valve 34 until the cooling / heating device is restarted next. The refrigerant in the state and the refrigerant in the low temperature and low pressure state after flowing out from the expansion valve 34 can be held in a separated state without being mixed. If the refrigerant in the high-temperature and high-pressure state and the refrigerant in the low-temperature and low-pressure state are separately held, the heat of the high-temperature and high-pressure refrigerant keeps the compressor 31 warm, and the compressor 31 can be kept warm for a long time. As a result, the compressor efficiency at the time of restart is improved, the cool down property is improved during the cooling operation, and the warm up time can be shortened during the heating operation.

When the air conditioner is once stopped and then restarted immediately, it is restarted after waiting until the pressure difference between the high pressure refrigerant and the low pressure refrigerant becomes small. As a result, it is possible to prevent the refrigerant noise from being generated due to the abrupt movement of the refrigerant.

Here, an example of the control flow when the air conditioner is started and stopped will be described with reference to FIG.

When the air conditioner is started and control is started (step S21), the process proceeds to step S22, it is determined whether or not the air conditioner has just started, and if it is just after the air conditioner has started, the process proceeds to step S23. If it has not been started immediately, the process proceeds to step S24.

In step S23, the first solenoid valve 101
Is energized to open the first solenoid valve 101, open the refrigerant flow path, and proceed to step S25. This first solenoid valve 101
Is a mechanism that opens when power is turned on and closes when power is turned off. It is closed when the air conditioner is stopped and opened immediately after restart.

In step S25, it is determined whether or not a predetermined time has elapsed after the activation, and if the predetermined time has elapsed, the process proceeds to step S26 to start the air conditioning control shown in FIG. In this way, the air conditioning control is started after the lapse of a predetermined time after the start because the pressure difference between the high pressure part and the low pressure part in the cycle is large immediately after the cooling and heating device is stopped, and the high temperature and high pressure refrigerant is kept as it is. When mixed with low temperature low pressure refrigerant,
The refrigerant sound when flowing through the expansion valve 34 may echo in the passenger compartment, which may give an occupant an uncomfortable feeling.
The pressure difference between the high-pressure refrigerant and the low-pressure refrigerant in the cycle is reduced, the starting torque of the compressor 31 is reduced, and the liquid compression of the compressor 31 due to the movement of the refrigerant when the first solenoid valve 101 is opened is prevented. This is because In this embodiment, the predetermined time is waited for, but in addition to this, it may be waited until the temperature difference or the pressure difference between the high-pressure side refrigerant and the low-pressure side refrigerant reaches a predetermined value.

In step S24, it is determined whether or not the cooling / heating device has just been stopped. If not, it is determined in step S24.
26, the air conditioning control is started, and if the cooling / heating device has just been stopped, the process proceeds to step S27.

In step S27, it is determined whether or not the ignition switch is ON. If the ignition switch is ON, the process proceeds to step S28, in which the energization of the first solenoid valve 101 is stopped and the refrigerant passage is closed. The process proceeds to step S29, and the cooling / heating device is stopped. On the other hand, when the ignition switch is OFF, the first solenoid valve 101 is not energized either, so the process proceeds to step S29, and the cooling / heating device is stopped. In this way, the refrigerant passage is stopped immediately after the cooling and heating apparatus is stopped because the heat of the refrigerant maintained in the high temperature and high pressure state keeps the compressor 31 warm after the cooling and heating apparatus is stopped and the compressor efficiency at the time of restarting is increased. To improve the cool-down property during cooling and the warm-up property during heating.

In this embodiment, as the expansion valve 34,
Since the temperature type expansion valve is used, the first solenoid valve 101
However, when an expansion valve whose opening can be set from the outside is used as the expansion valve, the same effect can be obtained by closing the expansion valve immediately after stopping the cooling and heating device.

Further, as shown in FIG. 14, the compressor 3
Two solenoid valves 10 instead of a three-way valve on the refrigerant discharge side of No. 1
5,106 can also be used. In this case, the two solenoid valves 105 and 106 switch the flow path of the refrigerant and open / close the flow path. Further, if two electromagnetic valves 105 and 106 are used instead of the three-way valve, there is no possibility that the refrigerant will flow into the exterior heat exchanger 38 after the cooling and heating device is stopped, and the residual refrigerant in the exterior heat exchanger 38 will remain. Can be prevented.

Further, as shown in FIG. 15, an electromagnetic valve 107 can be provided downstream of the expansion valve 34. As described above, the flow of the refrigerant may be blocked anywhere between the discharge of the compressor 31 and the inlet of the heat absorbing vehicle interior heat exchanger 35.

Further, in the present embodiment, in the refrigerant cycle provided with the heat storage tank 104, the flow of the refrigerant is blocked after the air conditioner is stopped. The effect of blocking the flow of the refrigerant depends on whether the heat storage tank 104 is present or not. You can get it regardless.

Next, a second embodiment of the present invention will be described.

The present embodiment and the first embodiment have almost the same structure, but in the first embodiment, when the heat storage heating operation (step S142) of FIG. While the control is performed by opening both the valve 101 and the second solenoid valve 102, the present embodiment is different in that only the second solenoid valve 102 is opened while the first solenoid valve 101 is closed.

FIG. 16 shows the heat storage heating operation of this embodiment (see FIG.
10 shows a flowchart of step S142).

When the heat storage heating switch is turned on, heat storage heating control is started (step S31), and step S32.
Proceed to.

In step S32, the first solenoid valve 101
Is closed and the process proceeds to step S33, and in step S33,
The second solenoid valve 102 is opened. In this way, when the first electromagnetic valve 101 is closed and the second electromagnetic valve 102 is opened, all the refrigerant flowing out of the liquid tank 36 flows into the heat storage tank 104 side, and the heat storage heating operation is started (step S34). ), And proceeds to step S35.

In step S35, it is determined whether or not the maximum temperature of the compressor suction refrigerant after starting the heat storage heating operation is higher than a preset reference refrigerant temperature. In this way, it is determined whether or not the maximum temperature of the refrigerant sucked into the compressor is higher than the reference refrigerant temperature, as shown in FIG. 3, if the heat storage amount in the heat storage tank 104 is sufficient, the compressor discharge pressure becomes almost steady. This is because it is used to determine whether or not there is an effect by continuing the heat storage heating operation thereafter by utilizing that the compressor suction refrigerant temperature always rises to around the predetermined maximum temperature before reaching. That is, when the maximum temperature of the compressor suction refrigerant after starting the heat storage heating operation is higher than the reference refrigerant temperature, it is determined that the heat storage amount of the heat storage tank 104 is sufficient, and the effect of the heat storage heating operation is recognized, It proceeds to step S36. On the contrary, when the maximum temperature of the refrigerant sucked into the compressor is lower than the reference refrigerant temperature, the amount of heat stored in the heat storage tank 104 is insufficient and a large effect cannot be expected even if the heat storage heating operation is continuously performed, or the heat storage is performed. It is determined that the amount of heat stored in the tank 104 is sufficient but it has not yet reached the reference refrigerant temperature, and the process proceeds to step S37.

In step S37, it is determined whether or not the reference time has elapsed while the compressor intake refrigerant temperature has not reached the reference refrigerant temperature. In this way, it is necessary to determine whether the reference time has elapsed while the compressor intake refrigerant temperature has not reached the reference refrigerant temperature. Since the heat storage amount of the heat storage tank 104 is insufficient, if the heat storage heating operation is continued as it is, the refrigerant accumulates in the heat storage tank 104, and the compressor 31 sucks the liquid refrigerant to cause liquid compression, or the operation in the cycle. This is because the refrigerant becomes insufficient and the capacity becomes insufficient, so that fogging of the window easily occurs. Therefore, if the reference time has elapsed, the process proceeds to step S38 to open the first electromagnetic valve 101, the process proceeds to step S39 to close the second electromagnetic valve 102, and the refrigerant flows into the heat storage tank 104 side. Is stopped and the process proceeds to step S40. Step S
In 40, the control is switched from the heat storage heating operation to the normal heating operation control that does not use heat storage, and the heating operation of step S143 of FIG. 7 is started. On the contrary, before the elapse of the reference time, the heat storage amount in the heat storage tank 104 is sufficient, and if the compressor is continuously operated, the compressor suction refrigerant temperature may reach the reference refrigerant temperature, and thus the process returns to step S34. Continue this control.

In step S36, it is determined whether the compressor intake refrigerant temperature has dropped below the minimum reference temperature temperature. As described above, it is necessary to determine whether or not the compressor intake refrigerant temperature is lower than the minimum reference temperature as shown in FIG.
As shown in, when the heat radiation amount from the heat storage tank 104 to the refrigerant is reduced, the heat storage heating operation is performed by utilizing the fact that the compressor suction refrigerant temperature is maintained below a predetermined temperature after reaching the reference refrigerant temperature. This is to determine whether to stop. That is, when the compressor intake refrigerant temperature is lower than the minimum reference temperature temperature, it is determined that the amount of heat released from the heat storage tank 104 to the refrigerant is decreased, and the process proceeds from step S38 to the heat storage heating operation to the normal heating operation. Switch to.
On the other hand, when the compressor intake refrigerant temperature is equal to or higher than the set temperature, it is determined that the heat storage amount in the heat storage tank 104 has not decreased and there is a high possibility that the heat storage heating operation can be continuously performed, and step S41 is performed. Proceed to.

In step S41, the time change rate of the compressor suction refrigerant temperature is calculated, and the flow advances to step S42. In this way, as shown in FIG. 3, the time rate of change of the compressor suction refrigerant temperature is calculated when the compressor discharge pressure reaches a substantially steady state and the heat radiation amount from the heat storage tank 104 to the refrigerant decreases. This is to determine whether or not to stop the heat storage heating operation by utilizing the fact that the suction refrigerant temperature sharply decreases and the time change rate thereof sharply increases in the negative direction.

In step S42, it is determined whether or not the time change rate of the compressor suction refrigerant temperature calculated in step S41 is smaller than a preset reference change rate. That is, when the time rate of change of the compressor suction refrigerant temperature sharply increases in the negative direction and becomes smaller than the set value, it is determined that the amount of heat released from the heat storage tank 104 to the refrigerant is reduced, After S38, the heat storage heating operation is switched to the normal heating operation. On the contrary, when the time change rate of the compressor suction refrigerant temperature is equal to or higher than the set value, the process proceeds to step S43.

In step S43, it is determined whether or not a predetermined time has elapsed after the operating state on the high pressure side of the refrigerant cycle reached the set state. In this way, it is determined whether or not a predetermined time has elapsed after the operating state of the high pressure side of the refrigerant cycle reaches the set state, after determining that the operating state of the high pressure side of the refrigerant cycle has reached the set state from the heat storage tank 104. This is because it is determined whether or not to stop the heat storage heating operation by utilizing the fact that the amount of heat released to the refrigerant decreases. That is, when the set time has elapsed after the operating state of the cycle has reached the set state, it is determined that the amount of heat released from the heat storage tank 104 to the refrigerant has decreased, and the process proceeds to step S38 and subsequent steps, from the heat storage heating operation to the normal operation. Switch to heating operation. On the contrary, when the set time has not elapsed after the operating state of the cycle reaches the set state, the process returns to step S34 and the heat storage heating operation is continued.

In short, according to this embodiment, when the compressor intake refrigerant temperature reaches the reference refrigerant temperature and then becomes lower than the minimum reference temperature temperature, the heat storage heating operation is terminated and the normal heating operation is switched to. As the refrigerating capacity R and the input amount W of the compressor 31 increase, it is possible to immediately switch to the normal heating operation, and a comfortable heating operation can be obtained.

Further, when the time change rate of the compressor intake refrigerant temperature is smaller than the reference change rate, the heat storage heating operation is ended and switched to the normal heating operation, so that the compressor intake refrigerant temperature becomes equal to or lower than the reference refrigerant temperature. Even before, as the refrigerating capacity R of the compressor 31 and the input amount W increase, it is possible to switch to the normal heating operation more quickly, and a comfortable heating operation can be obtained.

Further, the heat storage heating operation is terminated and switched to the normal heating operation even when a predetermined time has elapsed after the operating state of the high pressure side of the refrigerant cycle reaches the set state, so that the switching to the normal heating operation is further performed. Can be done accurately.

Further, since the inflow of the refrigerant into the heat storage tank 104 is accurately stopped, it is possible to prevent the refrigerant from accumulating in the heat storage tank 104, so that the refrigerant becomes insufficient and the heating capacity is lowered to cause window fog. There is no possibility that the compressor 31 will cause liquid compression.

That is, the heat storage heating operation can be switched to the dehumidification heating operation under the condition that the heating capacity can be maintained, window fogging can be prevented, and the compressor 31 can be protected.

Next, a third embodiment of the present invention will be described.

The present embodiment and the first and second embodiments have substantially the same construction, but in the first embodiment,
When performing the heat storage heating operation (step S142) of FIG.
First, both the first solenoid valve 101 and the second solenoid valve 102 are opened for control, whereas in the present embodiment, the first solenoid valve 101 is closed and only the second solenoid valve 102 is opened. Is different. Further, in the second embodiment, the heat storage heating operation is ended based on the refrigerant temperature discharged from the compressor, but the present embodiment is different in that the heat storage heating operation is ended based on the refrigerant temperature at the inlet of the heat storage tank. Therefore, in this embodiment, an inlet refrigerant temperature sensor 108 as a heat radiating element detecting means is provided on the refrigerant inflow side of the heat storage tank 104.

FIG. 17 shows the heat storage heating operation of this embodiment (see FIG.
10 shows a flowchart of step S142).

When the heat storage heating switch is turned on, heat storage heating control is started (step S51), and step S52.
Proceed to.

In step S52, the first solenoid valve 101
To step S53, and in step S53,
The second solenoid valve 102 is opened. Thus, when the first solenoid valve 101 is closed and the second solenoid valve 102 is opened, a part of the refrigerant flowing out of the liquid tank 36 flows into the heat storage tank 104 side, and the heat storage heating operation is started (step S54), and proceeds to step S55.

In step S55, it is determined whether or not the maximum temperature of the heat storage tank inlet refrigerant after starting the heat storage heating operation is higher than a preset reference refrigerant temperature. In this way, it is determined whether or not the maximum temperature of the heat storage tank inlet refrigerant is higher than the reference refrigerant temperature, as shown in FIG.
If the heat storage amount of 04 is sufficient, when the compressor discharge pressure reaches a substantially steady state, the heat storage tank inlet refrigerant temperature always rises to around a predetermined maximum temperature, which is effective for continuing the heat storage heating operation thereafter. This is to determine whether or not there is. That is, when the maximum temperature of the refrigerant temperature at the inlet of the heat storage tank after starting the heat storage heating operation is higher than the reference refrigerant temperature, it is determined that the heat storage amount in the heat storage tank 104 is sufficient and the effect of the heat storage heating operation is recognized. Then, the process proceeds to step S56.
On the contrary, when the maximum temperature of the refrigerant temperature at the inlet of the heat storage tank is lower than the reference refrigerant temperature, the amount of heat stored in the heat storage tank 104 is insufficient and a large effect cannot be expected even if the heat storage heating operation is continuously performed, or It is determined that the heat storage amount in the heat storage tank 104 is sufficient but it has not yet reached the reference refrigerant temperature, and the process proceeds to step S57.

In step S57, it is determined whether or not the reference time has elapsed while the refrigerant temperature at the heat storage tank inlet has not reached the reference refrigerant temperature. In this way, it is determined whether the reference time has elapsed while the heat storage tank inlet refrigerant temperature has not reached the reference refrigerant temperature. The heat storage tank inlet refrigerant temperature does not reach the reference refrigerant temperature even after the reference time has elapsed. If the heat storage tank 10
Since the heat storage amount of 4 is insufficient, if the heat storage heating operation is continued as it is, the refrigerant accumulates in the heat storage tank 104, the compressor 31 sucks the liquid refrigerant to cause liquid compression, or the working refrigerant in the cycle is insufficient. This is because the capacity becomes insufficient and fogging of the window easily occurs. Therefore, if the reference time has elapsed, the process proceeds to step S58 and the first solenoid valve 1
01 is opened and it progresses to step S59 and the 2nd solenoid valve 10
2 is closed to stop the refrigerant from flowing into the heat storage tank 104,
It proceeds to step S60. In step S60, the heat storage heating operation is switched to the normal heating operation control that does not use heat storage, and the heating operation of step S143 in FIG. 7 is started. On the contrary, before the elapse of the reference time, the heat storage amount in the heat storage tank 104 is sufficient, and if the continuous operation is performed, the refrigerant temperature at the inlet of the heat storage tank may reach the reference refrigerant temperature. Therefore, the process returns to step S54. , Continue this control.

In step S56, it is determined whether the heat storage tank inlet refrigerant temperature of the heat storage tank 104 has fallen below a preset minimum reference temperature. In this way, it is determined whether the refrigerant temperature at the heat storage tank inlet is lower than the minimum reference temperature, as shown in FIG. 3, when the heat radiation amount from the heat storage tank 104 to the refrigerant is decreased, Refrigerant temperature is heat storage tank 1
This is because it is determined whether or not to stop the heat storage heating operation by utilizing the fact that the temperature changes in parallel with 04. That is, when the temperature of the refrigerant in the heat storage tank is lower than the minimum reference temperature, it is determined that the amount of heat released from the heat storage tank 104 to the refrigerant is decreased, and the process proceeds from step S58 to the heat storage heating operation to the normal heating operation. Switch to. On the contrary, when the refrigerant temperature at the heat storage tank inlet is equal to or higher than the minimum reference temperature, the process proceeds to step S61.

In step S61, it is determined whether or not the set time has elapsed since the refrigerant temperature at the inlet of the heat storage tank reached the reference refrigerant temperature. As described above, the heat storage tank inlet refrigerant temperature is determined based on whether the heat storage tank inlet refrigerant temperature is the set time after the heat storage tank inlet refrigerant temperature reaches the reference refrigerant temperature.
It gradually rises until it reaches the same temperature as the temperature of the heat storage inside,
This is to determine whether or not to stop the heat storage heating operation by utilizing the fact that the amount of heat released from the heat storage tank 104 to the refrigerant decreases when the temperature becomes higher than the refrigerant temperature and approaches the heat storage body temperature. That is, when the set time has elapsed after the inlet refrigerant temperature of the heat storage tank 104 reached the reference refrigerant temperature,
When it is determined that the amount of heat released from the heat storage tank 104 to the refrigerant has decreased, the process proceeds to step S58 and subsequent steps, and the heat storage heating operation is switched to the normal heating operation. Conversely, if the set time has not yet elapsed after the inlet refrigerant temperature of the heat storage tank 104 reaches the reference refrigerant temperature, the process returns to step S54 and the present control is continued.

In short, according to the present embodiment, the refrigerant temperature at the inlet of the heat storage tank is used in place of the refrigerant temperature at the compressor intake,
Since the state of heat radiation from the heat storage tank 104 to the refrigerant is determined, the heat storage heating operation can be switched to the normal heating operation in accordance with the temperature change of the heat storage tank.

In the second embodiment and this embodiment,
The first electromagnetic valve 101 was closed and the second electromagnetic valve 102 was opened to perform the heat storage heating operation.
The heat storage heating operation may be performed in a state in which both the solenoid valves 102 are opened.

[0197]

As is apparent from the above, according to the invention as set forth in claim 1, during the heating operation, the heat is dissipated by the heat radiating passenger compartment heat exchanger and is also absorbed by the heat absorbing passenger compartment heat exchanger,
During cooling operation, heat is dissipated by the heat exchanger outside the passenger compartment or both the heat exchanger outside the passenger compartment and the heat exchanger inside the passenger compartment for heat dissipation, and the heat is absorbed by the heat exchanger inside the passenger compartment for heat absorption. The heat absorption amount of the indoor heat exchanger and the work heat amount of the compressor are radiated by the vehicle interior heat exchanger for heat radiation to improve the heating capacity, and the operation is possible regardless of the weather conditions of the outside air, and stable operation is possible even at low outside air temperature. Is possible. After dehumidifying with the heat-absorbing vehicle interior heat exchanger, since it is heated with the heat-radiating vehicle interior heat exchanger, dehumidifying and heating is possible. Reheating after dehumidifying the conditioned air does not require the use of an electric heater or the like, and power consumption can be reduced. Since heating can be efficiently performed without using an electric heater or exhaust heat of an engine, the present invention can be applied not only to a car having an engine but also to a solar car or an electric car that does not have a large heat source. Since the refrigerant flows in the same direction in cooling and heating, the cooling and heating device currently used in vehicles can be applied without much modification, which is advantageous in design.

Moreover, during the heating operation, the heat input from the external heat source is used to increase the compressor input while suppressing the power consumption.

Further, since the heat storage adjusting means is variably controlled according to the heat radiation state of the heat storage means, the amount of refrigerant introduced into the heat storage means can be adjusted according to the heat storage capacity of the heat storage means, and an accurate heat storage heating operation is performed under optimum conditions. In addition, the heating capacity is not deteriorated due to the shortage of the refrigerant, and the liquid compression of the compressor does not occur, so that the heating capacity, the window transparency, and the protection of the compressor can be simultaneously established.

According to the second aspect of the invention, the amount of refrigerant introduced into the heat storage means can be adjusted according to the temperature of the refrigerant flowing into the compressor or the temperature of the refrigerant introduced into the heat storage means, and
Since the heat storage heating operation is accurately stopped when the amount of heat released from the heat storage means to the refrigerant decreases, the heating capacity, the window transparency, and
The protection of the compressor can be established more accurately.

According to the third aspect of the present invention, the introduction of the refrigerant into the heat-absorbing passenger compartment heat exchanger is stopped within a predetermined time after the start of the heating operation, so that the heat storage can be effectively used. The heat storage heating operation can be performed, and the improvement of the heating capacity and the maintenance of the window transparency can be more reliably achieved, and the heat storage heating operation at the start of the heating operation becomes more comfortable.

According to the invention described in claim 4, when at least one of the temperature of the refrigerant flowing into the compressor and the temperature of the refrigerant introduced into the heat storage means does not reach the predetermined temperature within a predetermined time after the introduction of the refrigerant into the heat storage means. Since the introduction of the refrigerant to the heat storage means is stopped when it is determined that the amount of heat released from the heat storage means to the refrigerant has decreased, particularly when the refrigerant does not require heat release from the heat storage means, the heat storage amount of the heat storage means is When it is insufficient, the heat storage heating operation can be stopped accurately.

According to the fifth aspect of the present invention, when at least one of the temperature of the refrigerant flowing into the compressor and the temperature of the refrigerant introduced into the heat storage means is equal to or lower than a predetermined temperature, or its time change is equal to or lower than a predetermined value. When it is determined that the heat radiation amount from the heat storage means to the refrigerant has decreased, the control means stops the introduction of the refrigerant to the heat storage means, so when the heat radiation amount from the heat storage means to the refrigerant decreases quickly and accurately. The heat storage heating operation can be stopped.

[Brief description of drawings]

FIG. 1 is a block diagram according to a first embodiment of the present invention.

FIG. 2 is a configuration diagram of a refrigeration cycle according to the first embodiment of the present invention.

FIG. 3 is a diagram showing a state in which a refrigerant is circulated only in a heat storage tank, (a) shows a temporal change in compressor discharge pressure, and (b) shows a heat storage tank temperature and a heat storage tank inlet refrigerant. The temperature and the temperature of the refrigerant sucked into the compressor are shown with time.

FIG. 4 is a diagram showing a state in which a refrigerant is passed through both a heat storage tank and a heat-absorbing passenger compartment heat exchanger, where (a) shows a temporal change in compressor discharge pressure, and (b) shows , The heat storage tank temperature, the heat storage tank inlet refrigerant temperature, and the compressor suction refrigerant temperature are shown with time.

FIG. 5 is a flowchart according to the first embodiment of the present invention.

FIG. 6 is a flowchart according to the first embodiment of the present invention.

FIG. 7 is a flowchart according to the first embodiment of the present invention.

FIG. 8 is a flowchart according to the first embodiment of the present invention.

FIG. 9 is a flowchart according to the first embodiment of the present invention.

FIG. 10 is a flowchart according to the first embodiment of the present invention.

FIG. 11 is a flowchart according to the first embodiment of the present invention.

FIG. 12 is a flowchart according to the first embodiment of the present invention.

FIG. 13 is a flowchart according to the first embodiment of the present invention.

FIG. 14 is another configuration diagram of the refrigeration cycle according to the first embodiment of the present invention.

FIG. 15 is another configuration diagram of the refrigeration cycle according to the first embodiment of the present invention.

FIG. 16 is a flowchart according to the second embodiment of the present invention.

FIG. 17 is a flowchart according to the third embodiment of the present invention.

FIG. 18 is a configuration diagram of a refrigeration cycle according to a conventional example.

FIG. 19 is a configuration diagram of a refrigeration cycle of a new vehicle heat pump type cooling and heating device.

[Explanation of symbols]

 31 Compressor 32 Three-way valve (refrigerant flow path switching means) 33 Radiating vehicle interior heat exchanger 34 Expansion valve (expansion means) 35 Endothermic vehicle interior heat exchanger 37 Blower fan (blowing means) 38 Vehicle exterior heat exchanger 43 Control Device (heat dissipation state detecting means, control means) 101 First solenoid valve (heat absorption adjusting means) 102 Second solenoid valve (heat storage adjusting means) 107 Intake refrigerant temperature sensor (heat dissipation element detecting means) 108 Inlet refrigerant temperature sensor (heat dissipation Element detection means)

Claims (5)

[Claims] 1. A compressor that adds work to a 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 compressor that is connected to the refrigerant discharge side of the compressor. A heat radiating vehicle interior heat exchanger for exchanging the heat of the air with the air introduced by the air blowing means to generate warm conditioned air; and an expansion means connected to the refrigerant outflow side of the heat radiating vehicle interior heat exchanger, The heat of the air, which is connected to the refrigerant outflow side of the expansion means and the refrigerant suction side of the compressor, is introduced from at least one of the vehicle exterior heat exchanger and the heat dissipation vehicle interior heat exchanger by the expansion means. A heat exchanger for absorbing heat to create cold air-conditioned air by exchanging heat with the refrigerant supplied through, a refrigerant discharge side of the compressor, a heat exchanger outside the vehicle and a heat exchanger for heat radiating inside the vehicle. The refrigerant provided between the inlet side and the compressor is introduced into at least the vehicle exterior heat exchanger during cooling operation, and the vehicle interior heat for heat dissipation is avoided by avoiding the vehicle exterior heat exchanger during heating operation. Refrigerant flow path switching means to be introduced into the exchanger, heat storage that is connected to the refrigerant discharge side of the heat radiation vehicle interior heat exchanger and the refrigerant inflow side of the compressor, and stores the amount of heat from an external heat source to radiate the heat to the refrigerant. Means, a heat storage adjustment means connected to the refrigerant inflow side of the heat storage means for adjusting the amount of refrigerant introduced into the heat storage means, and a heat dissipation element detection means for detecting an element relating to an increase / decrease in the heat dissipation state from the heat storage means to the refrigerant. A heat dissipation state determining means for determining a heat dissipation state from the heat accumulating means to the refrigerant in accordance with the element detected by the heat dissipation element detecting means, and the heat storage state adjusting means according to the heat dissipation state determined by the heat dissipation state determining means. A heat pump type air conditioner for a vehicle, comprising: a control unit that variably controls the adjusting unit. 2. The vehicle heat pump type cooling and heating apparatus according to claim 1, wherein the heat dissipation element detection means detects at least one of a refrigerant temperature flowing into the compressor and a refrigerant temperature introduced into the heat storage means, The heat radiation state determination means determines that the amount of heat radiation from the heat storage means to the refrigerant has decreased when the refrigerant temperature is in a substantially constant state, and the control means causes the heat radiation state determination means to transfer from the heat storage means to the refrigerant. The heat pump type cooling and heating apparatus for vehicles, wherein the heat storage adjusting means stops the introduction of the refrigerant into the heat storage means when it is determined that the amount of heat radiation has decreased. 3. 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 heat of the refrigerant to the outside air, and a refrigerant discharge side of the compressor that is connected to the refrigerant discharge side. A heat radiating vehicle interior heat exchanger for exchanging the heat of the air with the air introduced by the air blowing means to generate warm conditioned air; and an expansion means connected to the refrigerant outflow side of the heat radiating vehicle interior heat exchanger, The heat of the air, which is connected to the refrigerant outflow side of the expansion means and the refrigerant suction side of the compressor, is introduced from at least one of the vehicle exterior heat exchanger and the heat dissipation vehicle interior heat exchanger by the expansion means. A heat exchanger for absorbing heat to create cold air-conditioned air by exchanging heat with the refrigerant supplied through, a refrigerant discharge side of the compressor, a heat exchanger outside the vehicle and a heat exchanger for heat radiating inside the vehicle. The refrigerant provided between the inlet side and the compressor is introduced into at least the vehicle exterior heat exchanger during cooling operation, and the vehicle interior heat for heat dissipation is avoided by avoiding the vehicle exterior heat exchanger during heating operation. Refrigerant flow path switching means to be introduced into the exchanger, heat storage that is connected to the refrigerant discharge side of the heat radiation vehicle interior heat exchanger and the refrigerant inflow side of the compressor, and stores the amount of heat from an external heat source to radiate the heat to the refrigerant. Means, an endothermic adjusting means provided on the refrigerant inflow side of the heat absorbing vehicle interior heat exchanger for adjusting the amount of refrigerant introduced into the heat absorbing vehicle interior heat exchanger, and the heat absorbing means within a predetermined time after the start of heating operation. A heat pump type cooling and heating apparatus for a vehicle, comprising: a control means for variably controlling the heat absorption adjusting means so as to stop the introduction of the refrigerant into the vehicle interior heat exchanger. 4. A compressor that adds work to a refrigerant, a vehicle exterior heat exchanger that is connected to the refrigerant discharge side of the compressor and radiates heat of the refrigerant to the outside air, and a refrigerant discharge side of the compressor that is connected to the refrigerant discharge side. A heat radiating vehicle interior heat exchanger for exchanging the heat of the air with the air introduced by the air blowing means to generate warm conditioned air; and an expansion means connected to the refrigerant outflow side of the heat radiating vehicle interior heat exchanger, The heat of the air, which is connected to the refrigerant outflow side of the expansion means and the refrigerant suction side of the compressor, is introduced from at least one of the vehicle exterior heat exchanger and the heat dissipation vehicle interior heat exchanger by the expansion means. A heat exchanger for absorbing heat to create cold air-conditioned air by exchanging heat with the refrigerant supplied through, a refrigerant discharge side of the compressor, a heat exchanger outside the vehicle and a heat exchanger for heat radiating inside the vehicle. The refrigerant provided between the inlet side and the compressor is introduced into at least the vehicle exterior heat exchanger during cooling operation, and the vehicle interior heat for heat dissipation is avoided by avoiding the vehicle exterior heat exchanger during heating operation. Refrigerant flow path switching means to be introduced into the exchanger, heat storage that is connected to the refrigerant discharge side of the heat radiation vehicle interior heat exchanger and the refrigerant inflow side of the compressor, and stores the amount of heat from an external heat source to radiate the heat to the refrigerant. Means, a heat storage adjusting means connected to the refrigerant inflow side of the heat storage means for adjusting the amount of the refrigerant introduced into the heat storage means, and a refrigerant temperature flowing into the compressor as an element relating to an increase / decrease in a heat radiation state from the heat storage means to the refrigerant. Alternatively, a heat dissipation element detection means for detecting at least one of the refrigerant temperatures introduced to the heat storage means, and detection of the heat dissipation element detection means within a predetermined time after the introduction of the refrigerant to the heat storage means. When the medium temperature does not reach a predetermined temperature, the heat radiation state determination means determines that the heat radiation amount from the heat storage means to the refrigerant has decreased, and the heat radiation state determination means that the heat radiation amount from the heat storage means to the refrigerant has decreased. A heat pump type cooling and heating apparatus for a vehicle, comprising: a control means for stopping the introduction of the refrigerant to the heat storage means by the heat storage adjustment means when the determination is made. 5. 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 radiating vehicle interior heat exchanger for exchanging the heat of the air with the air introduced by the air blowing means to generate warm conditioned air; and an expansion means connected to the refrigerant outflow side of the heat radiating vehicle interior heat exchanger, The heat of the air, which is connected to the refrigerant outflow side of the expansion means and the refrigerant suction side of the compressor, is introduced from at least one of the vehicle exterior heat exchanger and the heat dissipation vehicle interior heat exchanger by the expansion means. A heat exchanger for absorbing heat to create cold air-conditioned air by exchanging heat with the refrigerant supplied through, a refrigerant discharge side of the compressor, a heat exchanger outside the vehicle and a heat exchanger for heat radiating inside the vehicle. The refrigerant provided between the inlet side and the compressor is introduced into at least the vehicle exterior heat exchanger during cooling operation, and the vehicle interior heat radiating heat is avoided by avoiding the vehicle exterior heat exchanger during heating operation. Refrigerant flow path switching means to be introduced into the exchanger, heat storage that is connected to the refrigerant discharge side of the heat dissipation vehicle interior heat exchanger and the refrigerant inflow side of the compressor, and stores the amount of heat from an external heat source to radiate the heat to the refrigerant. Means, a heat storage adjusting means connected to the refrigerant inflow side of the heat storage means for adjusting the amount of the refrigerant introduced into the heat storage means, and a refrigerant temperature flowing into the compressor as an element relating to an increase / decrease in a heat radiation state from the heat storage means to the refrigerant. Alternatively, when the heat dissipation element detection means for detecting at least one of the refrigerant temperatures introduced into the heat storage means, and the refrigerant temperature detected by the heat dissipation element detection means is below a predetermined temperature, or The heat radiation state determining means for determining that the heat radiation amount from the heat storage means to the refrigerant has decreased when the time change of the refrigerant temperature is equal to or less than a predetermined value, and the heat radiation amount from the heat storage means to the refrigerant has decreased. A heat pump type cooling and heating apparatus for a vehicle, comprising: a control unit that stops introduction of a refrigerant into the heat storage unit by the heat storage adjustment unit when the heat radiation state determination unit makes a determination.