JPH0867134A - Air conditioner for vehicle - Google Patents

Abstract

PURPOSE: To let the inside of a room be comfortably heated without making the heads of occupants feel hot while a great increase in electric power consumption by an electrically driven compressor is being prevented. CONSTITUTION: Let the blow-out temperature control of an automatic air conditioner for an electric car be executed by commonly using a reheat type temperature control where the heat radiating temperature of a capacitor 5 is adjusted with the revolution speed of a compressor 31 for a refrigerating cycle changed, and an air mixing type temperature control where a flow rate of bypassing air adjusted, which goes around the capacitor 5. And the heads of occupants are prevented from feeling hot by letting the specified difference in blow-out temperature (for example, 10 to 15 deg.C) exist between a defroster diffuser 15 and a foot diffuser 17 while a great increase in electric power consumption by the compressor 31 is being prevented with the air mixing type temperature control executed in addition to the reheat type temperature control only when the electric power consumption of the compressor 31 is less than a reference electric power (for example, 0.5 to 1.0kW).

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a reheat type temperature control for adjusting the temperature of an indoor heat exchanger to control the outlet temperature of each outlet, and an upper outlet for adjusting a bypass air flow rate of the indoor heat exchanger. The present invention relates to a vehicle air conditioner that can be shared with an air-mix type temperature control that creates a temperature difference between the upper and lower outlet temperatures of the outlet temperature of the outlet and the outlet temperature of the lower outlet.

[0002]

2. Description of the Related Art Conventionally, in a vehicle air conditioner, a reheat type temperature control and an air temperature control are used as a method for controlling the temperature of air blown out from a plurality of air outlets such as a differential air outlet, a face air outlet and a foot air outlet. Either one of the mixed temperature controls has been adopted.

The reheat type temperature control is a flow control system in which the temperature of air passing through the heating heat exchanger is changed by adjusting the flow rate of hot water which is a heat source of a heating heat exchanger (radiator) such as a heater core. Alternatively, the blowout temperature is controlled by a temperature control method in which the temperature of hot water is adjusted to change the temperature of air passing through the heating heat exchanger. In addition, the air mix type temperature control uses a temperature control damper, so-called air mix damper, to guide a part of the air passing through the duct to the heating heat exchanger, and the rest without passing through the heating heat exchanger. This is a method of bypassing and combining hot air and cold air in the air mix chamber on the lee side of the heat exchanger for heating to create the air with the blowing temperature required by the occupant.

Conventionally, in a car air conditioner having an evaporator, a heater core and an air mix damper in a duct, for example, in a foot differential mode or a bi-level mode, a face air outlet or a defroster air outlet installed above the vehicle is installed. A feeling of heating of the occupant's feet is provided by air-mixing so as to make a predetermined temperature difference (for example, 10 ° C to 20 ° C) between the upper and lower outlet temperatures of the outlet temperature and the outlet temperature of the foot outlet installed below the vehicle. While maintaining the above, the room was comfortably heated by eliminating the feeling of hot flashes on the head.

[0005]

However, in a heat pump air conditioner equipped with a heat pump type refrigeration cycle in which a condenser is arranged in a duct, the rotation speed of the compressor is changed to adjust the discharge pressure of the compressor to adjust the temperature of the condenser ( By controlling the heat radiation temperature and the condensation temperature), the blowing temperature of the air blown from each outlet is set to a predetermined blowing temperature. Therefore, the temperature of the air that has passed through the condenser is almost constant, so the air temperature of the face and defroster outlets and the outlet temperature of the foot outlet are the same as in the air-mix temperature control. There was a problem that a temperature difference could not be created.

Therefore, in the heat pump air conditioner,
As a method of creating a temperature difference between the upper and lower temperatures, a reheat type temperature control that adjusts the temperature of the condenser by changing the rotation speed of the compressor and an air mix that bypasses the condenser and adjusts the bypass air volume that is air-mixed near the upper outlet. It is conceivable to combine with a formula temperature control.

However, in the heat pump air conditioner, when the air mix type temperature control is adopted, the air volume passing through the condenser is reduced as compared with the reheat type temperature control, but when the condenser is made to pass the entire air volume in the duct. Balance to keep the heat dissipation of the capacitor constant. Therefore, the high pressure (condensation pressure) of the refrigeration cycle rises and the low pressure (evaporation pressure) rises.
As the power of the compressor increases due to the decrease of CO, the coefficient of performance (CO
P) will decrease.

When an electric compressor is used as a compressor in the heat pump type refrigeration cycle of such a heat pump air conditioner, if the air mix temperature is controlled, the power of the compressor increases as described above. , The power consumption of the compressor will increase. The increase in the power consumption of the compressor is large when the power consumption is high, that is, when the blowout with a higher blowout temperature is required, and the increase is small when the blowout temperature is not so high. Particularly in electric vehicles and the like, the air conditioner is required to save power, and an increase in power consumption of the compressor is not preferable.

An object of the present invention is to use both reheat type temperature control and air mix type temperature control,
An object of the present invention is to provide a vehicle air conditioner capable of controlling the blowout temperature of air blown from the upper outlet and the lower outlet. Another object of the present invention is to provide an air conditioner for a vehicle capable of performing comfortable indoor heating by eliminating a hot feeling of a passenger's head while preventing a large increase in power of a refrigerant compressor. It is in. Further, an object of the present invention is to provide a vehicle air conditioner capable of performing comfortable indoor heating by preventing a passenger from feeling a hot flash while preventing a large increase in power consumption of an electric compressor. To do.

[0010]

The invention according to claim 1 employs the following technical means. Indoor heat exchange that heats the duct that has an upper outlet that blows air from the upper part of the passenger compartment and a lower outlet that blows air from the lower part of the passenger compartment, and heats the air flowing in the duct by exchanging heat with the inflowing heat medium. Medium circuit having a heat exchanger, heat exchanger temperature adjusting means for adjusting the temperature of the indoor heat exchanger, and adjusting the ratio between the air volume passing through the indoor heat exchanger and the air volume bypassing the indoor heat exchanger. The air flow rate adjusting means, the reheat type temperature control under the control of the heat exchanger temperature adjusting means, and the air mix type temperature control under the control of the air rate ratio adjusting means are shared, and the upper air outlet and the lower air outlet are controlled. An outlet temperature control means for controlling the outlet temperature of the air blown from the outlet is provided.

The invention according to claim 2 employs the following technical means. The heat medium circuit compresses the refrigerant and discharges the refrigerant compressor, and the air flowing in the duct,
It is a heat pump type refrigeration cycle having an indoor heat exchanger that heats the refrigerant flowing from the refrigerant compressor by exchanging heat. The invention according to claim 3 employs the following technical means. The refrigerant compressor is an electric compressor that operates by consuming electric power, and the outlet temperature control means has a power consumption detection means for detecting the power consumption of the compressor. The air-mix temperature control is performed only when the power consumption of the compressor detected as described below is equal to or lower than the reference power.

The invention according to claim 4 employs the following technical means. The blowout temperature control means is a command means for instructing a temperature difference between the blowout temperature of the air blown from the upper outlet and the blowout temperature of the air blown from the lower outlet to create a temperature difference. The air mix type temperature control is performed only when a command is issued by the command means to create a temperature difference between the upper and lower outlet temperatures. The invention described in claim 5 employs the following technical means. The outlet temperature control means,
It has an environmental condition detecting means for detecting a physical quantity that affects the air conditioning state in the vehicle interior, and an outlet temperature calculating means for calculating a target outlet temperature based on the physical quantity detected by the environmental condition detecting means. The air mix type temperature control is performed only when the target outlet temperature calculated by the means is equal to or lower than the reference temperature. Claim 6
The invention described in (1) adopts the following technical means. The blowout temperature control means has a suction temperature detection means for detecting a suction temperature of air sucked into the indoor heat exchanger, and the target blowout temperature calculated by the blowout temperature calculation means and the suction temperature detection means are The air-mix temperature control is performed only when the temperature difference from the suction temperature detected by the above is greater than or equal to the reference temperature difference.

[0013]

According to the invention described in claim 1, when the blow-out temperature control means controls the heat exchanger temperature adjusting means to perform the reheat type temperature control, the heat exchanger temperature adjusting means causes the indoor heat in the duct to be changed. The temperature of the exchanger is adjusted. As a result, the vehicle interior is air-conditioned in a state where there is no temperature difference between the upper and lower outlet temperatures of the upper outlet and the lower outlet. Further, when the blowout temperature control means controls the air volume ratio adjusting means to perform the air mix type temperature control,
The air flow rate adjusting means adjusts the rate of the air flow passing through the indoor heat exchanger and the air flow bypassing the indoor heat exchanger.
As a result, the vehicle interior is air-conditioned with a temperature difference between the upper and lower outlet temperatures of the upper outlet and the lower outlet.

According to the second and third aspects of the present invention, the blowout temperature control means controls the air volume ratio adjusting means only when the power consumption of the compressor detected by the power consumption detecting means is less than or equal to the reference power. The air mix type temperature control is performed by. This suppresses a large increase in power of the compressor due to a decrease in the amount of air passing through the indoor heat exchanger during the air-mix temperature control, and thus a large increase in power consumption of the compressor is prevented.

[0015]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, a vehicle air conditioner of the present invention will be described based on an embodiment applied to an automobile air conditioner.

[Structure of First Embodiment] FIGS. 1 to 13 show a first embodiment of the present invention, and FIG. 1 is a view showing an automatic air conditioner for an electric vehicle.

An automatic air conditioner 1 for an electric vehicle includes a duct 2 for sending air into the passenger compartment, an indoor fan 3 for generating an air flow toward the passenger compartment in the duct 2, and an evaporator 4 for cooling the air flowing in the duct 2. A condenser 5 for heating the air on the downstream side of the evaporator 4, an air mix damper (hereinafter referred to as an A / M damper) 6 rotatably attached to the inlet side of the condenser 5, and an on-vehicle power source (battery) 8. Operated by electric power, indoor fan 3
Of the air conditioner, the cooling capacity of the evaporator 4, the heating capacity of the condenser 5, the damper opening of the A / M damper 6, and the like, which is an electronic control unit (hereinafter referred to as ECU) that controls the operating state of each air conditioner
9 is equipped.

The duct 2 is arranged on the front side in the vehicle compartment. On the windward side of the duct 2, air inside the vehicle (inside air)
Air 11 for introducing air, and air outside the vehicle (outside air)
There are two inlets, the outside air inlet 12 for introducing the. Further, inside and outside air switching dampers 13 are rotatably mounted inside the inside air introduction port 11 and the outside air introduction port 12. The inside air inlet 11 and the outside air inlet 1
The windward part of the duct 2 forming 2 forms an inside / outside air switching box.

The inside / outside air switching damper 13 is a plate damper used in this example, and is driven by a driving means such as a servo motor 14. The inside air introducing port 11 and the outside air introducing port 1 are used.
The inside / outside air mode is switched to the inside air circulation mode, the outside air introduction mode, etc. by selectively opening and closing 2. The inside / outside air switching damper 13 and the above-mentioned inside / outside air switching box constitute an inside / outside air switching means. A film damper, a rotary damper, a slide door, etc. may be used instead of the plate damper. Further, instead of the servo motor 14, other driving means such as a step motor may be used.

On the leeward side of the duct 2, a differential air outlet 15 that mainly blows warm air toward the inner surface of the windshield of the electric vehicle, and a face outlet that mainly blows cold air toward the head and chest of the occupant. 16 and a foot outlet 17 that mainly blows warm air toward the feet of the occupant. The face outlet 16 is
As shown in FIG. 2, the two center face outlets 18
And two side face outlets 19. The differential air outlet 15 and the face air outlet 16 form the upper air outlet of the present invention, and the foot air outlet 17 forms the lower air outlet of the present invention. Then, the leeward side portion of the duct 2 in which the differential air outlet 15, the face air outlet 16 and the foot air outlet 17 are formed forms an air outlet switching box.

Further, a diff damper 20, a face damper 21, and a foot damper 22 are rotatably mounted inside each of the air outlets. The diff damper 20, the face damper 21, and the foot damper 22 are plate dampers in this example, and are driven by driving means such as servomotors 23 to 25. The diff outlet 15, the face outlet 16, and the foot outlet 17 are used. The air outlet mode is switched to face mode, bilevel mode, foot mode, foot differential mode, defroster mode, etc. by selectively opening and closing. The diff damper 20, the face damper 21, the foot damper 22, and the above-mentioned blowout port switching box constitute a blowout port switching means. It is an outlet switching means. A film damper, a rotary damper, a slide door, etc. may be used instead of the plate damper.
Further, instead of the servo motors 23 to 25, other driving means such as a step motor may be used.

In the duct 2, the evaporator 4
After passing through the cool air, the cold air that bypassed the condenser 5 is fed to the differential air outlet 15 and the face air outlet 1 with respect to the foot air outlet 17.
A bypass passage (cold air passage) 26 that leads to the 6 side, and an air chamber 27 that mixes the cool air that has passed through the bypass passage 26 and the warm air that has passed through the condenser 5 (warm air passage) to obtain a desired blowout temperature. Is provided. In addition,
The bypass passage 26 may be formed in an external duct that once protrudes outside the duct 2.

The rotation speed of the indoor fan 3 is controlled by driving means such as a blower motor 29 whose applied voltage is controlled by a blower driving circuit 28, and either the inside air introducing port 11 or the outside air introducing port 12 is opened. It is a blowing unit that sucks air and blows it into the vehicle compartment through the duct 2. A blower is composed of the indoor fan 3, the blower motor 29, and a scroll case that houses the indoor fan 3.

The evaporator 4 is arranged so as to block the entire ventilation passage of the duct 2 on the downstream side of the indoor fan 3, and the refrigerant flowing into the interior is heat-exchanged with the air sent by the indoor fan 3 to evaporate it. It functions as a refrigerant evaporator and also as a cooler for cooling air. A cooling element such as a Peltier element may be used instead of the evaporator 4.

The condenser 5 is the indoor heat exchanger of the present invention, and is below the ventilation passage of the duct 2 on the downstream side of the evaporator 4, that is, the differential air outlet 15 and the face air outlet 16.
Is arranged so as to block the ventilation passage near the foot outlet 17, and functions as a refrigerant condenser that condenses and liquefies the refrigerant flowing into the inside by heat exchange with the air sent by the indoor fan 3, and It also works as a heater for heating. A hot water heater core may be used instead of the condenser 5.

The A / M damper 6 is the air flow rate adjusting means of the present invention, and in this example, a plate damper is used, and according to the opening degree set by the driving means such as the servomotor 30,
The amount of air passing through the condenser 5 and the amount of air passing through the bypass passage 26 are adjusted. Further, the A / M damper 6 adjusts the amount of air passing through the condenser 5 and the amount of bypass air bypassing the condenser 5 to make the upper and lower blowout temperature adjusting means of the upper and lower blowout temperature of the air blown into the vehicle interior a predetermined difference in blowout temperature. Also works as. A film damper, a rotary damper, a slide door, etc. may be used instead of the plate damper.
Further, instead of the servo motor 30, other driving means such as a step motor may be used.

The evaporator 4 and the condenser 5 described above are components of the refrigeration cycle 7. This refrigeration cycle 7 is the heat medium circuit and heat pump refrigeration cycle of the present invention, and includes a compressor 31, an outdoor heat exchanger 32, an evaporator 4, a condenser 5, a capillary tube 33, a pressure reducing valve 34, an accumulator 35, a four-way switching valve. 36, electromagnetic valves 37 to 39, and check valves 40 and 41 are connected by a refrigerant pipe, which is a so-called accumulator type refrigeration cycle.

The compressor 31 is a refrigerant compressor (compressor body) which compresses the gas refrigerant sucked into the inside from the suction port and discharges the high-temperature, high-pressure gas refrigerant from the discharge port. Then, the compressor 31 is rotationally driven by an electric motor (AC motor) 42 as a driving means. The compressor 31 includes an air conditioner inverter 43 as a rotation speed varying unit that varies the rotation speed of the compressor 31 based on the output signal of the ECU 9. In the electric motor 42, the electric power applied from the vehicle-mounted power source (battery) 8 is variably controlled continuously or stepwise by the air conditioner inverter 43.

The compressor 31 and the air conditioner inverter 43 are the heat exchanger temperature adjusting means of the present invention, and in the heating mode, the refrigerant discharge in the compressor 31 is caused by the change of the rotation speed of the electric motor 42 due to the change of the applied power. By changing the pressure, the heating capacity of the condenser 5 (heat radiation temperature,
Control the condensation temperature). Further, in the cooling mode, the compressor 31 and the air conditioner inverter 43 change the discharge amount of the refrigerant from the discharge port of the compressor 31 by changing the rotation speed of the electric motor 42 due to the change in the applied electric power, thereby changing the inside of the refrigeration cycle 7. It functions as a cooling capacity varying means for controlling the cooling capacity of the evaporator 4 by adjusting the circulation amount of the circulating refrigerant.

The outdoor heat exchanger 32 is installed outside the passenger compartment of the electric vehicle, for example, in a place where the traveling wind of the electric vehicle is easily received. This outdoor heat exchanger 32, in the heating mode,
It functions as a refrigerant evaporator that evaporates and evaporates the refrigerant by exchanging heat between the low-temperature low-pressure refrigerant in a gas-liquid two-phase state and the outside air blown by the outdoor fan 44. In addition, the outdoor heat exchanger 32
Operates as a refrigerant condenser that condenses and liquefies the refrigerant by exchanging heat between the high-temperature, high-pressure gas refrigerant and the outside air blown by the outdoor fan 44 in the cooling mode. Outdoor fan 4
Reference numeral 4 denotes an air blowing unit and a forced cooling unit, the rotation speed of which is controlled by a driving unit such as a fan motor 45 whose applied voltage is controlled by the ECU 9, and which sucks outside air and blows it to the outdoor heat exchanger 32.

[0031]

[Table 1] As shown in Table 1, the fan motor 45 can be switched to a high speed rotation “Hi”, a low speed rotation “Lo”, and a stop “OFF” depending on the operation mode of the refrigeration cycle 7 and the output data of each sensor described later. It has become. For example, in the cooling mode, the outside air temperature Tam detected by the outside air temperature sensor 59 described later becomes “Hi” at 25 ° C. or higher,
It becomes “Lo” at 22 ° C. or lower.

On the other hand, in the heating mode, the outside air temperature Tam is 13
It becomes "Hi" at a temperature of 16 ° C or lower, and "Lo" at a temperature of 16 ° C or lower. Further, in the high temperature dehumidification mode, a temperature difference (TAO-Tc) between a target outlet temperature TAO described later and an air temperature immediately after passing through the condenser 5 (hereinafter referred to as "condenser rear side temperature") Tc.
Is 0 ° C. or lower, “OFF”, 2 ° C. or higher is “Hi”, and 1 ° → 2 ° C. and 1 ° C. → 0 ° C. are “Lo”.

On the other hand, in the low temperature dehumidifying mode, the compressor 31 detected by the refrigerant discharge pressure sensor 63 described later.
Refrigerant discharge pressure Pf, condenser rear temperature Tc, TAO-
Tc determines the priority order of Hi>Lo> OFF. For example, the refrigerant discharge pressure Pf is 19 kgf / cm ² G
If it is above, whatever value Tc and TAO-Tc are, it is always "Hi", and similarly, TAO-Tc is -2 ° C.
If it is below, the refrigerant discharge pressure Pf is 19 kgf / c.
Even if it is lower than m ² G, it is always “Hi”.

The capillary tube 33 is a pressure reducing means for reducing the pressure of the refrigerant flowing inside into a gas-liquid two-phase refrigerant. Instead of the capillary tube 33, a pressure reducing means such as an orifice or an expansion valve may be used. Pressure reducing valve 34
Is a decompression unit that decompresses the refrigerant flowing inside into a gas-liquid two-phase refrigerant. Instead of the pressure reducing valve 34, a pressure reducing means such as a capillary tube, an orifice, or an expansion valve may be used.

The accumulator 35 is a gas-liquid separating means for separating the refrigerant flowing therein into a liquid refrigerant and a gas refrigerant and supplying only the gas refrigerant to the compressor 31. Instead of the accumulator 35, a gas-liquid separating means such as a receiver may be installed. The receiver is connected between the condenser 5 and the pressure reducing valve 34 in the heating mode, and in the cooling mode, the outdoor heat exchanger 32 and the capillary tube 33.
It may be installed so that the receiver is connected between and.

Four-way switching valve 36 and solenoid valves 37-39
Is a refrigerant path switching means for switching the flow direction of the refrigerant in the refrigeration cycle 7. A plurality of electromagnetic valves may be provided instead of the four-way switching valve 36, and a three-way switching valve may be provided instead of each of the electromagnetic valves 37 to 39. Four-way switching valve 36 and each solenoid valve 3
7 to 39 are switched as shown in Table 1 according to the operation mode of the refrigeration cycle 7.

[Table 2]

As is clear from Table 2, in the cooling mode, the four-way switching valve 36 is switched to the position (on position) shown by the dotted line in FIG. 1, the solenoid valves 37 to 39 are closed, and the compressor 31 is closed. The refrigerant discharged from the discharge port of
The four-way switching valve 36-> check valve 40-> outdoor heat exchanger 32-> capillary tube 33-> evaporator 4-> accumulator 35-> the inlet of the compressor 31 circulates in a path.
As a result, the high-temperature, high-pressure gas refrigerant discharged from the discharge port of the compressor 31 radiates heat in the outdoor heat exchanger 32 and is liquefied. This liquid refrigerant evaporates in the evaporator 4 so that the air passing through the evaporator 4 is removed. To be cooled.

On the other hand, in the heating mode, the four-way switching valve 36 is switched to the position (off position) shown by the dotted line in FIG. 1, the solenoid valve 37 is opened, and the solenoid valves 38 and 39 are closed,
The refrigerant discharged from the discharge port of the compressor 31 has a four-way switching valve 36 → condenser 5 → pressure reducing valve 34 → check valve 41 →
Outdoor heat exchanger 32 → solenoid valve 37 → accumulator 35
→ Circulates to the suction port of the compressor 31 by a route. As a result, the high temperature discharged from the discharge port of the compressor 31,
The high-pressure gas refrigerant radiates heat in the condenser 5 and is liquefied, and this heat radiation heats the air passing through the condenser 5.

In the defrosting mode, the four-way switching valve 36 is switched to the position shown by the solid line in FIG. 1 (ON position), the solenoid valve 38 is opened, and the solenoid valves 37 and 39 are closed.
The high-temperature, high-pressure gas refrigerant discharged from the discharge port of the compressor 31 is also supplied to the outdoor heat exchanger 32 via the condenser 5 and the solenoid valve 38 to remove frost adhering to the surface of the outdoor heat exchanger 32. remove.

Further, in the high temperature dehumidification mode, the four-way switching valve 36 is switched to the position (on position) shown by the solid line in FIG. 1, the solenoid valves 37 and 38 are closed, and the solenoid valve 39 is opened. As a result, the flow path of the refrigerant is changed to the four-way switching valve 36.
→ condenser 5 → pressure reducing valve 34 → check valve 41 → outdoor heat exchanger 32 → solenoid valve 39 → evaporator 4 and the flow passage resistance in the refrigerant flow passage from the condenser 5 to the outdoor heat exchanger 32 becomes “large”. While being switched, the flow path resistance in the refrigerant flow path from the outdoor heat exchanger 32 to the evaporator 4 is “small”.
Can be switched to. As a result, the outdoor heat exchanger 32 works together with the evaporator 4 as a refrigerant evaporator to reduce the inflow amount of the liquid refrigerant into the evaporator 4, thereby reducing the heat absorption amount of the evaporator 4 and simultaneously increasing the heat radiation amount of the condenser 5. By doing so, high temperature dehumidification is performed.

On the other hand, in the low temperature dehumidification mode, the four-way switching valve 3
6 is the position (on position) shown by the solid line in FIG.
Is opened and the solenoid valves 37 and 39 are closed. As a result, the flow path of the refrigerant changes from the four-way switching valve 36 to the condenser 5
→ Solenoid valve 38 → Check valve 41 → Outdoor heat exchanger 32 → Capillary tube 33 → Evaporator 4 and the passage resistance in the refrigerant passage from the condenser 5 to the outdoor heat exchanger 32 is switched to “small”. The flow path resistance in the refrigerant flow path from the outdoor heat exchanger 32 to the evaporator 4 is switched to “large”. As a result, the outdoor heat exchanger 32 works together with the condenser 5 as a refrigerant condenser to increase the inflow amount of the liquid refrigerant into the evaporator 4, thereby increasing the heat absorption amount of the evaporator 4 and simultaneously decreasing the heat radiation amount of the condenser 5. By doing so, low temperature dehumidification is performed.

Servomotors 14, 23 to 25, 30, blower drive circuit 28, blower motor 29, four-way switching valve 3
6, the solenoid valves 37 to 39, the air conditioner inverter 43, the fan motor 45, and the like are controlled by the ECU 9. The ECU 9 is the outlet temperature control means of the present invention, and is mainly composed of a microcomputer.
U51, RAM52 for temporarily storing various data,
ROM storing control programs (see FIG. 4)
53, an A / D converter 54 for converting input data (analog value) into a digital value, an I / O unit 55, a crystal oscillator 56 for generating a reference signal of several MHz, and the like, and an ignition switch 57 from the battery 8 to Power is supplied via.

Then, the ECU 9 controls the inside air temperature sensor 58,
Outside air temperature sensor 59, solar radiation sensor 60, evaporator rear temperature sensor 61, condenser rear temperature sensor 62, refrigerant discharge pressure sensor 63, differential outlet temperature sensor 64, face outlet temperature sensor 65, foot outlet temperature sensor 66, damper opening. Output signals from the sensor 67, the temperature sensation setter 68, and the like are read via the A / D converter 54.

The inside air temperature sensor 58 is, for example, a thermistor, is an inside air temperature detecting means for detecting the temperature (inside air temperature) Tr of the electric vehicle, and is one of the environmental condition detecting means. The outside air temperature sensor 59 is, for example, a thermistor, is an outside air temperature detecting means for detecting the outside temperature (outside air temperature) Tam of the electric vehicle, and is one of the environmental condition detecting means.
As the solar radiation sensor 60, for example, a photo diode or the like is used,
The solar radiation amount detecting means for detecting the solar radiation amount Ts incident on the vehicle interior of the electric vehicle is one of the environmental condition detecting means.

The evaporator rear temperature sensor 61 is a cold air temperature detecting means for detecting a cold air temperature (hereinafter referred to as evaporator rear temperature) Te immediately after passing the evaporator 4 by using, for example, a thermistor. The condenser rear-side temperature sensor 62 is a warm air temperature detecting means for detecting the condenser rear-side temperature Tc using, for example, a thermistor. The refrigerant discharge pressure sensor 63 measures the refrigerant discharge pressure Pf of the compressor 31, that is, the high pressure (condensation pressure) of the so-called refrigeration cycle 7.
It is a high pressure detection means for detecting.

The differential air outlet temperature sensor 64 is, for example, a thermistor, and is a differential air outlet temperature detecting means or an upper air outlet temperature detecting means for detecting the temperature of the air passing through the differential air outlet 15. The face outlet temperature sensor 65 is, for example, a thermistor or the like, and is a face outlet temperature detecting unit or an upper outlet temperature detecting unit that detects the temperature of the air passing through the face outlet 16. Foot temperature sensor 6
6 is, for example, a thermistor or the like, and the foot outlet 1
A foot outlet temperature detecting means and a lower outlet temperature detecting means for detecting the temperature of the air passing through 7. As the damper opening sensor 67, for example, a potentiometer is used, and the A / M
The damper opening detecting means detects the opening degree of the damper 6, and the air volume ratio detecting means detects the air volume ratio between the air volume passing through the condenser 5 and the bypass air volume bypassing the condenser 5.

The warmth setting device 68 includes a cool key 69 and a warm key 70, and is provided on an air conditioner operation panel 72 installed in the central portion of an instrument panel 71, as shown in FIG. There is. This air conditioner operation panel 7
2, the temperature sensation display unit 74 in which a plurality of light emitting elements 73 are arranged in a horizontal row is provided above the temperature sensation setter 68, as shown in FIG. The warmth display portion 74 is provided with the cool key 6
9 is a temperature sensation display means for displaying the set temperature sensation Sset input by the 9 and warming keys 70.

The set temperature sensation Sset is an index indicating how cool or warm the average temperature (for example, 25 ° C.) is as a reference (see FIG. 5A), and each key 69. , 70 is operated, the light emitting element 73 in the center of the temperature sensation display portion 74 is lit, and each time the cool key 69 is pressed, the set temperature sensation Sset is lowered by one rank and the lighting position is changed. Each time they are shifted to the left one by one, and each time the warming key 70 is pressed, the set temperature sensation Sset is increased by one rank and the lighting positions are shifted one by one to the right. In addition, the air conditioner operation panel 72 is provided with an air conditioner on / off switch 75, a rear defogger switch 76, a front defroster switch 77, and a dehumidifying switch 78.

On the other hand, the ECU 9 executes the control program shown in FIG. 4 to execute the control program shown in FIG. TAO) is the inside temperature Tr and the outside temperature T
It also functions as an outlet temperature calculating means for calculating in consideration of am and the amount of solar radiation Ts. Further, the ECU 9 performs A / A based on the output signals of the evaporator rear temperature sensor 61, the condenser rear temperature sensor 62, and the damper opening sensor 67 in the dehumidifying mode.
By controlling the operation of the M damper 6, the ratio of the amount of air passing through the condenser 5 and the amount of bypass air bypassing the condenser 5 is varied to blow out the amount of heat into the vehicle interior (target blowing temperature).
Also functions as an air flow rate control means for controlling so as to match the calculated value QAO (TAO).

The ECU 9 controls the rotation speed of the compressor 31 (electric motor 42) via the inverter 43 for the air conditioner in the cooling mode and the heating mode to cool the evaporator 4 and heat the condenser 5 (heat radiation temperature). ) Is varied to control the amount of heat blown into the passenger compartment (target blowout temperature) so as to match the calculated value QAO (TAO).

Further, the ECU 9 controls the operation of the A / M damper 6 based on the output signals of the differential blowing temperature sensor 64, the face blowing temperature sensor 65, the foot blowing temperature sensor 66 and the damper opening sensor 67 in the heating mode. As a result, the air mix is controlled so that the ratio of the amount of air passing through the condenser 5 and the amount of bypass air bypassing the condenser 5 is changed to adjust the temperature difference between the upper and lower sides of the passenger compartment to the target temperature difference TJ (for example, 10 ° C to 20 ° C). It also functions as an air flow rate control means and a vertical temperature control means for performing the temperature control.

The ECU 9 also functions as power consumption detecting means for detecting the power consumption of the compressor 31 based on the output signal to the air conditioner inverter 43, and further detects the suction temperature Tin of the air sucked into the duct 2. It also works as a suction temperature detecting means. In this example, the inside temperature sensor 58 is set as the suction temperature Tin in the inside air circulation mode.
In the outside air introduction mode, the outside air temperature Tam of the outside air temperature sensor 59 is used. Further, a suction temperature sensor (suction temperature detecting means) for detecting the temperature on the windward side of the condenser 5, that is, the temperature in the duct 2 between the evaporator 4 and the condenser 5 may be provided. Further, as the suction temperature detecting means, the evaporator rear temperature sensor 61 in the heating mode is used.
May be substituted, and the duct 2 on the windward side of the air porator 4
A suction temperature sensor for detecting the internal temperature may be provided.

Further, the ECU 9 performs the air-mix type temperature control in addition to the reheat type temperature control to produce a first upper and lower temperature difference and the reheat type temperature control only to produce no upper and lower temperature difference. It also functions as a switching control unit that switches between the two air conditioning controls including the second outlet temperature control. Then, in this example, as the threshold value for switching between the two air conditioning controls, the reference power W0 (for example, 0.5 k
W to 1.0 kW) is used.

[Operation of First Embodiment] Next, the operation of the automatic air conditioner 1 for an electric vehicle of this embodiment will be described with reference to FIGS.
A brief description will be given based on 3. Here, FIG. 4 shows the ECU 9
3 is a flowchart showing a basic control program of FIG. First, initialization processing for initializing counters and flags used in the subsequent arithmetic processing is executed. For example, the flag is set to 0 (step S1).

Next, the set temperature sensation Sset input by operating the temperature sensation setter 68 is read. Further, the inside air temperature sensor 58, the outside air temperature sensor 59, the solar radiation sensor 60, the evaporator rear side temperature sensor 61, and the condenser rear side temperature sensor 6
2, refrigerant discharge pressure sensor 63, differential blowing temperature sensor 6
4, inside air temperature Tr, outside air temperature Tam, solar radiation amount Ts, evaporator rear temperature Te, condenser rear temperature Tc, refrigerant discharge detected by the face outlet temperature sensor 65, the foot outlet temperature sensor 66, and the damper opening sensor 67. Pressure Pc,
Input data such as the differential blowing temperature TDEF, the face blowing temperature TFACE, the foot blowing temperature TFOOT, and the damper opening SW are read, and the power consumption Wc of the compressor 31 is detected (step S2).

Next, the set temperature Tset is calculated from the set temperature sensation Sset, the outside air temperature Tam, and the amount of solar radiation Ts by the following equation (1) (step S3).

## EQU00001 ## Tset = f (Sset, outside air temperature Tam, solar radiation amount Ts) = Tset '+. DELTA.Tam + .DELTA.Ts where Tset' = 25.degree. C. + 0.4Sset ... .DELTA.Tam = (10-Tam) / 20 ...... See Fig. 5 (b) ΔTs = -Ts + 1000 ...... See Fig. 5 (c)

After the set temperature Tset is calculated as described above, the target blown heat quantity QAO required to maintain the interior of the electric vehicle at the set temperature Tset is calculated by the following formula 2 (step S4). ).

## EQU00002 ## QAO = K1.times.Tset-K2.times.Tr-K3.times.Tam-K4.times.Ts + C where K1, K2, K3, K4 are coefficients (gains), C
Is a constant.

After the target amount of heat of discharge QAO is calculated by the above equation (2), whether the air conditioning state at that time is a steady state or a transient state is determined as follows. First, a temperature difference | Tset-Tr | between the set temperature Tset and the inside air temperature Tr is calculated, and this | Tset-Tr | is a predetermined value δ (for example, 3 ° C).
It is determined whether or not the following, and if | Tset −Tr | ≦ δ, it is determined to be a steady state, and if | Tset −Tr |> δ, it is determined to be a transient state (step S5).

When it is determined that the air flow rate is in the steady state, the air flow rate VB is obtained from the air flow rate characteristic with respect to the target air flow rate QAO in the steady state shown in FIG. S6). Further, the target outlet temperature TAO is obtained from the temperature characteristic with respect to the target outlet heat amount QAO in the steady state shown in FIG. 6 (step S7).

On the other hand, if it is determined in step S5 that the air condition is in the transient state, the blown air volume VAO is calculated by the following equation 3
It is calculated by the formula (step S8).

## EQU00003 ## VAO = VB + .DELTA.V Here, VB is obtained from the air flow rate characteristic with respect to the target blown heat quantity QAO in the steady state shown in FIG. Also, ΔV
Is a corrected air volume, which is obtained from the corrected air volume characteristic with respect to Tr-Tset shown in FIG.

After the blowout air volume VAO is obtained by the above equation 3, the target blowout temperature TAO at the time of transition is calculated by the following equation 4 (step S9).

[Equation 4] TAO = QAO / (Cp.γ.VAO) + Tr = 0.57 × QAO / VAO + Tr where Cp is the specific heat of air and γ is the specific gravity of air (25 ° C.)

In the heating mode, the target blowout temperature TAO at the time of transition is calculated by the following equation (5).

[Equation 5] TAO = QAO / (Cp.gamma.VAOSW) + Tr = 3.57 × QAO / (VAOSW) + Tr where SW is the correction amount of the damper opening of the A / M damper 6. . This is to consider the amount of air that actually passes through the condenser 5 in the heating mode.

On the other hand, when the processing of step S7 or step S9 described above is completed, it is determined whether or not the operation in the dehumidifying mode is performed (step S10). The condition for performing the operation in the dehumidifying mode is that the following two conditions are satisfied. A) Dehumidifying switch 78 is on b) TAO> T0 (for example, 5 ° C.) If these two conditions are satisfied, the determination in step S10 becomes “Yes” and the process proceeds to step S16. The condition (b) is because when TAO ≦ 5 ° C., sufficient dehumidification can be performed in the cooling mode.

If either one of the above two conditions a) and b) is not satisfied, the determination in step S10 is "N".
First, the intake temperature Tin of the air sucked in from the inside air inlet 11 or the outside air inlet 12 and the target outlet temperature TAO calculated in step S7 or step S9 are expressed as follows: Find the temperature difference TM.

## EQU6 ## TM = TAO-Tin Then, when TM <0, the inside / outside air mode is set to the inside air circulation mode, and when TM ≧ 0, the inside / outside air mode is set to the outside air introduction mode (step S11).

As described above, after determining the inside / outside air mode, it is determined as follows whether the operation mode of the refrigeration cycle 7 is the cooling mode or the heating mode (step S12). First, the temperature difference TM between the intake temperature Tin and the target outlet temperature TAO is calculated by the equation (6). When TM> 0, the operation mode is the heating mode, and when TM <0, the operation mode is the cooling mode.
When TM = 0, the compressor 31 of the refrigeration cycle 7
To stop.

Thus, in the cooling mode, the temperature on the rear side of the evaporator Te = THC (for example, 5 ° C.)
The rotation speed of the compressor 31 is the inverter 4 for the air conditioner.
3, the reheat type temperature control for controlling the cooling capacity (dehumidifying capacity) of the evaporator 4 is performed. In the heating mode, the rotation speed of the compressor 31 is changed by the air conditioner inverter 43 based on the target outlet temperature TAO and the condenser rear temperature Tc.
A reheat type temperature control for controlling the heating capacity (heat radiation temperature) of the capacitor 5 is performed.

After the operation mode of the refrigeration cycle 7 is determined as described above, the target outlet temperature TAO and the outlet air volume V
Based on AO, the outlet mode is set to "FACE".
"Mode", "Bilevel (B / L) mode", "Foot (FOOT) mode", "Foot diff (FOOT / DE)
F) mode "or" defroster (DEF) mode "(step S13).

After determining the outlet mode as described above, the damper opening SW of the A / M damper 6 is determined.
That is, it is determined whether or not the air mix type temperature control for controlling the damper opening degree SW of the A / M damper 6 is executed (step S14). The various control data determined as described above are output to each air conditioner (step S
15) After that, the air conditioning operation is controlled by returning to step S2 described above and repeating the processing. At this time, the blower voltage applied to the blower motor 29 in order to realize the blown air volume VAO obtained in step S6 and step S8 is determined according to the outlet mode by the voltage characteristic of FIG.

On the other hand, if it is determined in step S10 that the operation in the dehumidifying mode is to be performed, that is, (a) the dehumidifying switch 78 is on, and (b) TAO> T0 (for example, 5 ° C) When the two conditions are satisfied, the inside / outside air damper 13 is switched to the outside air introduction mode (a mode in which the inside air introduction port 11 is fully closed and the outside air is introduced from the outside air introduction port 12) (step S16).

Next, based on the temperature difference TM between the intake temperature Tin and the target outlet temperature TAO calculated by the above equation 6, the dehumidification mode is set to the low temperature dehumidification mode and the high temperature dehumidification mode as shown in FIG. It is determined which one to switch to (step S17). In both of these dehumidifying modes, the rotation speed of the compressor 31 is set so that the evaporator rear temperature Te = THC (for example, 5 ° C.) is maintained.
It is changed by. Therefore, the reheat type temperature control is performed to control the cooling capacity (dehumidifying capacity) of the evaporator 4 and the heating capacity (heat radiation temperature) of the condenser 5.

After determining the dehumidifying mode in this way, the outlet mode is set to "FACE mode", "Bi-level (B / L) mode", based on the target outlet temperature TAO and the outlet air volume VAO. "Foot (FOOT) mode", "Foot differential (FOOT / DEF) mode",
Either of the "defroster (DEF) modes" is determined (step S18).

Next, after determining the outlet mode, the air mix type temperature control is executed. That is, the damper opening degree SW of the A / M damper 6 is calculated by the following formula 7 based on the target outlet temperature TAO, the condenser rear temperature Tc, and the evaporator rear temperature Te (step S19). The various control data determined as described above are output to each air conditioner (step S20), and thereafter, the process returns to step S2 described above and the process is repeated to control the air conditioning operation.

## EQU00007 ## SW = {(TAO-Te) / (Tc-Te)} * 100 (%) ... See FIG. 10 (0 ≦ SW ≦ 100)

Next, the control for determining whether or not to execute the air mix type temperature control of the ECU 9 will be described in detail based on the subroutine of FIG. Here, FIG. 11 is a flowchart showing a subroutine for determining the damper opening. The flowchart of FIG. 11 is step S of FIG.
It starts after the process of 13 is completed.

It is determined whether the operation mode of the refrigeration cycle 7 determined in step S12 is the heating mode (step S21). That is, is the temperature difference TM between the intake temperature Tin and the target outlet temperature TAO calculated by the above equation 6 larger than a predetermined temperature difference (for example, 0 ° C.) (TM
> 0) It is determined. If the determination in step S21 is N
When it is o, that is, when the operation mode of the refrigeration cycle 7 is the cooling mode, the damper opening degree SW of the A / M damper 6 is set to 0%, and the air mix type temperature control is not performed (step S22). Then step S in FIG.
Exit 14

On the other hand, if the determination in step S21 is Yes, it is determined whether the flag is set to H (FLG = H). That is, it is determined whether or not the subroutine is executed for the second time or later (step S23). If the determination in step S23 is No, the flag is set to H. That is, FLG = H is set (step S2
4), the damper opening degree SW of the A / M damper 6 is set to 100% (step S25). After that, step S14 of FIG.
Exit through. The initial value of the damper opening SW of the A / M damper 6 before the start of operation in the heating mode is always SW = 100.
(%).

On the other hand, if the determination in step S23 is Yes, that is, if the flag is set to H,
The power consumption W of the compressor 31 is less than or equal to the reference power W0 (= threshold value: 0.5 kW to 1.0 kW) (W≤
W0) is determined (step S26). If the determination in step S26 is No, that is, if the power consumption W of the compressor 31 is larger than the reference power W0, the process proceeds to step S25 and the damper opening SW of the A / M damper 6 is set to 100%. And do not use the air mix type temperature control. As a result, it is possible to prevent a large increase in the power consumption (power) of the compressor 31 due to an increase in the refrigerant discharge pressure of the compressor 31 due to an increase in the bypass air flow bypassing the condenser 5.

On the other hand, if the determination in step S26 is Yes, that is, if the power consumption W of the compressor 31 is less than or equal to the reference power W0, the target outlet temperature TAO obtained in steps S7 and S9 of FIG. It is determined whether or not the temperature is equal to or lower than the reference outlet temperature TMAX (for example, 70 ° C.) (TAO ≦ TMAX) (step S27). This step S2
When the determination of No. 7 is No, that is, the target outlet temperature T
If AO is higher than the reference outlet temperature TMAX, step S
25, and set the damper opening SW of the A / M damper 6 to 1
It is set to 00% and the air mix type temperature control is not performed.

On the other hand, if the determination in step S27 is Yes, that is, the target outlet temperature TAO is the reference outlet temperature T
If it is less than MAX, the target outlet temperature TAO and the suction temperature Tin
It is determined whether or not the temperature difference TM with respect to the (outside air temperature Tam) is greater than or equal to the reference temperature difference TMS (TAO-Tin ≧ TMS) (step S28). If the determination in step S28 is No, that is, if the temperature difference TM between the target outlet temperature TAO and the suction temperature Tin is smaller than the reference temperature difference TMS, the process proceeds to step S25 and the A / M damper 6 Damper opening SW
Is 100% and the air-mix type temperature control is not performed.

On the other hand, if the determination in step S28 is Yes, that is, if the temperature difference TM between the target outlet temperature TAO and the suction temperature Tin is greater than or equal to the reference temperature difference TMS, the determination is made in step S13 of FIG. It is determined whether or not the blowout port mode is one of the "bi-level (B / L) mode", the "foot (FOOT) mode", and the "foot differential (FOOT / DEF) mode" (step S29). If the determination in step S29 is No, that is,
The outlet mode is "bi-level (B / L) mode", "foot (FOOT) mode", "foot differential (FOOT / FOOT /
If neither of the "DEF) modes" is selected, the process proceeds to step S25, the damper opening SW of the A / M damper 6 is set to 100%, and the air mix type temperature control is not performed.

On the other hand, if the determination in step S29 is Yes, that is, the air outlet mode is "bilevel (B /
L) mode ”,“ foot (FOOT) mode ”, and“ foot diff (FOOT / DEF) mode ”, the air mix type temperature control is performed in addition to the reheat type temperature control. That is, based on the following equation 8, the difference between the upper and lower temperatures of the blowing temperature of the air blown from the differential air outlet 15 or the face outlet 16 and the blowing temperature of the air blown from the foot outlet 17 TJ is determined (step S30).

[Equation 8] TJ = TFOOT-TDEF ... in foot mode and foot diff mode TJ = TFOOT-TFACE ... in bilevel mode

Here, TDEF is the differential blowing temperature sensor 64.
At the outlet temperature of the air blown out from the differential outlet 15 (hereinafter referred to as the outlet temperature of the differential outlet 15) detected by T,
FACE is the blowing temperature of the air blown from the face outlet 16 detected by the face outlet temperature sensor 65 (hereinafter referred to as the outlet temperature of the face outlet 16), and TFOOT is the foot outlet detected by the foot outlet temperature sensor 66. The outlet temperature of the air blown out from the outlet 17 (hereinafter referred to as the foot outlet 17
Is called the blowing temperature).

From the above judgment, when the difference TJ between the upper and lower temperatures is smaller than 10 ° C., the change amount t is set to −X.
(For example, -5%) (step S31), when the difference TJ between the upper and lower temperatures is 10 ° C or higher and 15 ° C or lower, the correction amount t is set to 0% (step S32), and the difference in the upper and lower temperature TJ is 15%. When it is higher than ℃, the correction amount t is + X
(For example, + 5%) (step S33). The correction amount t determined as described above is substituted into the following formula 9 to calculate the damper opening degree SW of the A / M damper 6 (step S34). After that, step S14 of FIG. 4 is exited.

[Formula 9] SW = SWn-1 + t (%) where 0≤SW≤100 (%), SWn-1 is the previous damper opening, and SW is the current damper opening (updated damper opening)

Next, the control contents when the operation mode of the refrigeration cycle 7 is the heating mode and the outlet mode is the foot mode will be described with reference to FIG. Here, FIG. 12 shows the heat radiation temperature of the capacitor 5 with respect to the target outlet temperature TAO, A /
6 is a graph showing changes in the damper opening SW of the M damper 6, the outlet temperature of the differential outlet 15, the outlet temperature of the foot outlet 17, and the power consumption of the compressor 31.

When the power consumption W of the compressor 31 is less than the reference power W0 (for example, 0.5 kW to 1.0 kW),
That is, when the target outlet temperature TAO corresponds to T3 to T1, in addition to the reheat type temperature control for adjusting the heat radiation temperature (condensing temperature) of the condenser 5 by controlling the rotation speed of the compressor 31 (controlling the refrigerant discharge pressure of the compressor 31). The air mix type temperature control for adjusting the damper opening SW of the A / M damper 6 is performed to perform the differential air outlet 15
And the outlet temperature of the foot outlet 17 are controlled.

As a result, the damper opening degree of the A / M damper 6 is bypassed from the damper opening degree of 100% at which all the air flowing in the duct 2 was passing through the condenser 5 and the condenser 5 is bypassed. The predetermined damper opening SW = X is set so that the difference between the upper and lower blowout temperatures of the blowout temperature and the blowout temperature of the foot outlet 17 becomes a predetermined blowout temperature difference (for example, 10 ° C. to 15 ° C.).

At this time, as shown in FIG. 12, the target outlet temperature TAO = T1, the damper opening degree SW of the A / M damper 6 =
At 100%, the heat radiation temperature of the capacitor 5 was T1, but at the damper opening X, the heat radiation temperature of the capacitor 5 was T2.
Therefore, the power consumption of the compressor 31 increases from W1 to W2, but the amount of increase in power consumption is small. At this time, as shown in FIG. 12, the target outlet temperature T
When AO is between T3 and T1, the difference between the upper and lower temperatures of the outlet temperature of the differential outlet 15 and the outlet temperature of the foot outlet 17 becomes a predetermined outlet temperature difference (for example, 10 ° C to 15 ° C). For this reason, the warmth of the head is eliminated while maintaining the heating of the foot of the occupant, so that comfortable indoor heating is performed.

When the power consumption W of the compressor 31 is larger than the reference power W0 (for example, 0.5 kW to 1.0 kW), the damper opening SW of the A / M damper 6 is set to 100%.
The temperature of the heat dissipated from the condenser 5 is adjusted by controlling the rotation speed of the compressor 31 (control of the refrigerant discharge pressure of the compressor 31) without performing the air-mix type temperature control. The outlet temperature of the outlet 17 is controlled.

Therefore, if the target outlet temperature TAO is T1
When increasing from T0 to T0, the rotation speed of the compressor 31 is increased, as shown in FIG.
Not only the heat radiation temperature of the condenser 5 rises, but the power consumption of the compressor 31 also increases, but it is much smaller than the power consumption when the air mix type temperature control is performed.
In this case, since there is no predetermined difference in the outlet temperature between the outlet temperature of the differential outlet 15 and the outlet temperature of the foot outlet 17, as shown in FIG. The outlet temperature and the outlet temperature of the foot outlet 17 are isothermal.

As described above, when the power consumption W of the compressor 31 is larger than the reference power W0 (for example, 0.5 kW to 1.0 kW), the air mix type temperature control is not performed in addition to the reheat type temperature control.
It is possible to prevent a large increase in power of the compressor 31 and a large increase in power consumption of the compressor 31 on the side of increasing the rotation speed of the compressor 31.

Here, in addition to the reheat type temperature control, the air mix type temperature control is performed to create a blowout temperature difference between the upper and lower temperatures, and only the reheat type temperature control is performed to set a predetermined upper and lower temperature. The power consumption of the compressor 31 that switches between the two air conditioning controls, which is the second outlet temperature control that does not create a difference in outlet temperature, is
As shown in FIG. 13, the power consumption W0 for switching from the first outlet temperature control to the second outlet temperature control is A /
It is set to a value sufficiently larger than the power consumption W2 that increases when the damper opening of the M damper 6 is opened.

In this embodiment, the threshold value for the execution or non-execution of the air mix type temperature control is not only the power consumption of the compressor 31 but also the target blowout temperature TAO is higher than the reference blowout temperature TMAX (for example, 70 ° C.). Also does not use the air mix type temperature control. The reason is that the target outlet temperature TAO is the reference outlet temperature TMA.
When it is larger than X (for example, 70 ° C.), that is, near the maximum capacity of the refrigeration cycle 7, even if a temperature difference is not created between the upper and lower temperatures of the outlet temperature of the differential air outlet 15 and the outlet temperature of the foot outlet 17, It does not impair comfortable air conditioning. This is because the occupant needs a higher blowout temperature because the inside air temperature is significantly lower than the required vehicle interior temperature.

Further, in this embodiment, the target outlet temperature TAO
Even if the temperature difference TM between the suction temperature Tin and the suction temperature Tin is smaller than the reference temperature difference TMs (for example, 10 ° C.), the air mix type temperature control is not performed. The reason is that the temperature difference between the target outlet temperature TAO and the suction temperature Tin is the reference temperature difference TMS.
When it is smaller, the temperature difference between the suction temperature Tin of the condenser 5 and the outlet temperature (condenser rear side temperature) Tc of the condenser 5 is small, and the upper and lower temperatures of the outlet temperature of the differential outlet 15 and the outlet temperature of the foot outlet 17 are small. This is because it is difficult to create a predetermined blowout temperature difference.

[Effect of First Embodiment] As described above, in the electric vehicle auto air conditioner 1, when the refrigeration cycle 7 is operated in the heating mode, the power consumption of the compressor 31 is equal to or less than the reference power, and the target When the outlet temperature is below the reference outlet temperature, the temperature difference between the target outlet temperature and the inlet temperature is equal to or greater than the reference temperature difference, and the outlet mode is bi-level mode, foot mode, foot differential mode, that is, all conditions are satisfied. When satisfied, the blowout temperature control is performed by the air mix type temperature control in addition to the reheat type temperature control, and the blowout temperature control is performed only by the reheat type temperature control when one of the above conditions is not satisfied.

Therefore, when there is a demand for comfortable indoor heating (at the time of stability), A / A is calculated so that the outlet temperature difference between the outlets is calculated and approaches a predetermined outlet temperature difference (10 ° C to 15 ° C).
By controlling the outlet temperature by changing the damper opening of the M damper 6, a predetermined outlet temperature difference is created between the upper and lower temperatures of the outlet temperature of the differential outlet 15 or the face outlet 16 and the outlet temperature of the foot outlet 17. While maintaining the above-described heating of the occupant's head, it is possible to realize comfortable indoor heating without a hot head feeling.

When the air passing through the evaporator 4 bypasses the condenser 5 by opening the A / M damper 6 by a predetermined damper opening, the condenser 5
Since the amount of air passing through the tank decreases, the high pressure (condensation pressure) of the refrigeration cycle 7 rises and the low pressure (evaporation pressure) increases.
Decreases, the power consumption (power) of the compressor 31 becomes very large, and the coefficient of performance (COP) of the refrigeration cycle 7 decreases. This increase in power consumption (power) has a greater tendency to increase when the capacity of the refrigeration cycle 7 is large, that is, when the power consumption of the compressor 31 is large.

Therefore, in this embodiment, since the air-mix type temperature control is performed only when the power consumption of the compressor 31 is equal to or lower than the reference power, the power saving property is excellent. Therefore, the electric air conditioner 1 for an electric vehicle of this embodiment is an electric vehicle that performs reheat type temperature control and air mix type temperature control in the entire air conditioning region regardless of the power consumption of the compressor 31 and the target outlet temperature. The power consumption of the compressor 31 can be remarkably reduced on the high speed side of the rotation speed of the compressor 31 as compared with the automobile auto air conditioner. Further, since the vehicle interior can be heated without significantly exhausting the battery 8, the traveling distance of the electric vehicle can be lengthened.

[Second Embodiment] FIGS. 14 and 15 show a second embodiment of the present invention, and FIG. 14 is a view showing an air conditioner operation panel of an automatic air conditioner for an electric vehicle. In this embodiment, the air-conditioner operation panel 72 is provided with a comfortable heating switch 79 for requesting comfortable heating without hot flash of the occupant's head.

This comfortable heating switch 79 is the command means of the present invention, and is a first blow-out temperature control for producing a blow-out temperature difference between upper and lower temperatures by performing an air-mix type temperature control in addition to the reheat type temperature control. It is a switching unit that determines the timing of switching to the second blow-out temperature control that does not create a blow-out temperature difference between the upper and lower temperatures by performing only the reheat type temperature control.

Next, the control for determining whether to execute the air mix type temperature control of the ECU 9 will be described in detail with reference to FIG. Here, FIG. 15 is a flowchart showing a damper opening determination subroutine program.
The flowchart of FIG. 15 starts after the processing of step S13 of FIG. 4 is completed. The same processes as those in the flowchart of FIG. 11 of the first embodiment are designated by the same reference numerals,
Description is omitted.

When the flag is set to H in step S23, it is determined whether or not the comfortable heating switch 79 is turned on (step S35). This step S
If the determination in No. 35 is No, that is, if the comfortable heating switch 79 is off, the process proceeds to step S25, and the damper opening SW of the A / M damper 6 is set to 100%.
And do not use the air mix type temperature control. On the other hand, if the determination in step S35 is Yes, that is, if the comfortable heating switch 79 is on,
The process of step S27 is performed.

[Modification] In this embodiment, the heat pump type refrigeration cycle is used as the heat medium circuit, but a hot water circuit using an engine or the like as a heat source may be used as the heat medium circuit. In this case, a hot water heater core is used as an indoor heat exchanger instead of the condenser 5.

When the reheat type temperature control is performed, a flow control type hot water valve is provided in the hot water circuit to change the flow rate of the hot water of the engine, which is the heat source of the hot water type heater core, or a flow control type temperature control. It is advisable to provide a temperature control type hot water valve therein to perform any of the temperature control type temperature control for changing the temperature of the hot water.

In this embodiment, the electric compressor 31 is used as the refrigerant compressor, but a compressor which is rotationally driven by the engine via engagement / disengagement means such as an electromagnetic clutch may be used as the refrigerant compressor. In this case, in order to control the rotation speed of the compressor, a transmission means such as a continuously variable transmission may be provided between the engine and the compressor.

[0104]

According to the first aspect of the present invention, the reheat temperature control can be used to control the temperature of the air blown from the upper outlet and the lower outlet, and the air mix temperature can be controlled. By using the control, it is possible to create a temperature difference between the upper and lower temperatures of the blowing temperature of the air blown from the upper outlet and the blowing temperature of the air blown from the lower outlet.

The inventions according to claims 2 and 3 are:
By performing the air mix type temperature control only when the power consumption of the electric compressor is below the reference power,
While preventing a large increase in the power consumption of the electric compressor, that is, while preventing a large increase in the power of the refrigerant compressor, the blowing temperature of the air blown from the upper outlet and the blown air from the lower outlet are blown. Since a temperature difference can be created between the temperature above and below the temperature at which air blows out, comfortable indoor heating can be performed without the feeling of hot flashes on the occupant's head.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing an automatic air conditioner for an electric vehicle used in a first embodiment of the present invention.

FIG. 2 is a front view showing an instrument panel of an electric vehicle.

FIG. 3 is a front view showing an air conditioner operation panel of the first embodiment of the present invention.

FIG. 4 is a flowchart showing a control program of the first embodiment of the present invention.

FIG. 5 is a graph used for air conditioning control.

FIG. 6 is a graph for determining a blown air volume and a target blown temperature.

FIG. 7 is a graph for determining a corrected air volume.

FIG. 8 is a graph for determining a blower voltage.

FIG. 9 is a graph for determining a dehumidification mode.

FIG. 10 is a graph for determining a damper opening.

FIG. 11 is a flowchart showing a damper opening degree determining subroutine of the first embodiment of the present invention.

FIG. 12 is a graph showing changes in the heat radiation temperature of the condenser, the damper opening, the blowout temperature of each outlet, and the power consumption of the compressor with respect to the target blowout temperature.

FIG. 13 is a graph showing the switching timing of the first blowout temperature control and the second blowout temperature control with respect to the power consumption of the compressor.

FIG. 14 is a front view showing an air conditioner operation panel used in a second embodiment of the present invention.

FIG. 15 is a flowchart showing a damper opening degree determination subroutine of the second embodiment of the present invention.

[Explanation of symbols]

1 Auto Air Conditioner for Electric Vehicle (Air Conditioner for Vehicle) 2 Duct 5 Condenser (Indoor Heat Exchanger) 6 A / M Damper (Air Volume Ratio Adjusting Unit) 7 Refrigeration Cycle (Heat Medium Circuit, Heat Pump Type Refrigeration Cycle) 9 ECU ( Blow-out temperature control means, blow-out temperature calculation means, power consumption detection means) 15 differential outlet (upper outlet) 16 face outlet (upper outlet) 17 foot outlet (lower outlet) 31 compressor (refrigerant compressor, Heat exchanger temperature adjusting means) 43 Air conditioner inverter (heat exchanger temperature adjusting means) 58 Indoor air temperature sensor (environmental condition detection means, suction temperature detection means) 59 Outdoor air temperature sensor (environmental condition detection means, suction temperature detection means) 60 Solar sensor (environmental condition detection means) 79 Comfortable heating switch (command means)

Claims (6)

[Claims] Claims: 1. A duct having (a) an upper outlet for blowing air from above the passenger compartment and a lower outlet for blowing air from the lower passenger compartment, and (b) the heat that flows through the air flowing through the duct. A heat medium circuit having an indoor heat exchanger for heating by exchanging heat with the medium; (c) heat exchanger temperature adjusting means for adjusting the temperature of the indoor heat exchanger; (d) passing through the indoor heat exchanger Air volume ratio adjusting means for adjusting the ratio of the volume of air flow to the volume of air bypassing the indoor heat exchanger, and (e) reheat type temperature control by control of the heat exchanger temperature adjusting means, and control of the air volume ratio adjusting means. By sharing the air mix type temperature control by
An air conditioner for a vehicle, comprising: a blow-out temperature control unit that controls a blow-out temperature of air blown out from the upper blow-out port and the lower blow-out port. 2. The vehicle air conditioner according to claim 1, wherein the heat medium circuit inflows a refrigerant compressor that compresses and discharges a refrigerant and air that flows in the duct from the refrigerant compressor. An air conditioner for a vehicle, which is a heat pump type refrigeration cycle having an indoor heat exchanger that heats the refrigerant by exchanging heat. 3. The vehicle air conditioner according to claim 2, wherein the refrigerant compressor is an electric compressor that operates by consuming electric power, and the blowout temperature control means consumes the compressor. A vehicle characterized by having power consumption detecting means for detecting electric power, and performing the air mix type temperature control only when the power consumption of the compressor detected by the power consumption detecting means is less than or equal to a reference power. Air conditioner. 4. The vehicle air conditioner according to any one of claims 1 to 3, wherein the blowout temperature control means includes a blowout temperature of air blown from the upper blowout port and the lower blowout port. It has a command means for instructing to make a temperature difference between the upper and lower blowout temperatures and the blowout temperature of the air blown from, and only when a command is made to make a temperature difference between the upper and lower blowout temperatures by this command means, A vehicle air conditioner characterized by performing the air-mix type temperature control. 5. The vehicle air conditioner according to any one of claims 1 to 4, wherein the blowout temperature control means detects an environmental condition detecting means for detecting a physical quantity that affects an air conditioning state in the vehicle interior. And a blowout temperature calculating means for calculating the target blowout temperature based on the physical quantity detected by the environmental condition detecting means, and only when the target blowout temperature calculated by the blowout temperature calculating means is equal to or lower than the reference temperature, An air conditioner for a vehicle, which is characterized by performing an air-mix type temperature control. 6. The vehicle air conditioner according to claim 5, wherein the blowout temperature control means has a suction temperature detection means for detecting a suction temperature of air sucked into the indoor heat exchanger, The air mix type temperature control is performed only when the temperature difference between the target outlet temperature calculated by the temperature calculation means and the suction temperature detected by the suction temperature detection means is equal to or greater than a reference temperature difference. Vehicle air conditioner.