JPH09286225A - Air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an air conditioner for an electric vehicle, capable of exerting sufficient dehumidifying capacity even in a reduced necessity of heating capacity in dehumidifying as well as heating the interior, and preventing a reduction in heating capacity due to frosting on an interior heat exchanger in full necessity of heating capacity. SOLUTION: A first solenoid valve 31 is provided on a first refrigerant passage A which leads at a dehumidifying mode a refrigerant from a first decompressor 22 to an exterior heat exchanger 23 through a branch connection 45. A second solenoid valve 32 is provided on a second refrigerant passage B which leads at a dehumidifying mode the refrigerant from the first decompressor 22 to an interior heat exchanger 25 through the branch connection 45 by way of a second decompressor 24. The second solenoid valve 32 is always opened. On the other hand, an ECU 100 closes the first solenoid valve 31 to improve dehumidifying capacity when a detected value from a temperature sensor 115 after an evaporator is not less than a preset temperature, and opens the first solenoid valve 31 to improve dehumidifying as well as heating capacity when the detected value is below the preset value.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle air conditioner used for air conditioning of a vehicle compartment such as an electric vehicle having no engine cooling water or a vehicle equipped with an air-cooled internal combustion engine.

[0002]

2. Description of the Related Art Conventionally, for example, as an air conditioner 300 for an electric vehicle that does not have engine cooling water, the technology shown in FIG. 38 (the technology described in Japanese Patent Laid-Open No. 5-319077: the first conventional example) has been proposed. Has been done. The electric vehicle air conditioner 300 includes a duct 301, a blower 302, a refrigeration cycle 303, and the like. Then, in the refrigeration cycle 303, the flow direction of the refrigerant is changed according to the heating operation, the cooling operation, and the dehumidifying heating operation.

During heating operation, an electric motor (not shown)
Driven by the refrigerant compressor 311 → four-way valve 312 → first indoor heat exchanger 313 → first decompressor 314 → check valve 315 →
Outdoor heat exchanger 316 → solenoid valve 317 → gas-liquid separator 318
→ The refrigerant flows like the refrigerant compressor 311 (the direction of the refrigerant flow is indicated by the arrow H in FIG. 38). Further, during the cooling operation, the refrigerant compressor 311 → the four-way valve 312 → the check valve 31
9-> outdoor heat exchanger 316-> 2nd decompressor 320-> 2nd indoor heat exchanger 321-> gas-liquid separator 318-> refrigerant compressor 311
As described above, the refrigerant flows (in FIG. 38, the flow direction of the refrigerant is indicated by arrow C).

When the outdoor heat exchanger 316 is operated as a condenser during the dehumidifying and heating operation, the refrigerant compressor 3
11-> four-way valve 312-> first indoor heat exchanger 313-> solenoid valve 322-> check valve 315-> outdoor heat exchanger 316-> second pressure reducer 320-> second indoor heat exchanger 321-> gas-liquid separator 318
→ The refrigerant flows like the refrigerant compressor 311 (the direction of the refrigerant flow in FIG. 38 is indicated by arrow D). When the outdoor heat exchanger 316 is operated as an evaporator, the refrigerant compressor 311 → the four-way valve 312 → the first indoor heat exchanger 313 → the first decompressor 314 → the check valve 315 → the outdoor heat exchanger 316. →
Solenoid valve 323 → second indoor heat exchanger 321 → gas-liquid separator 3
Refrigerant flows like 18 → refrigerant compressor 311.

[0005]

However, in the air conditioner 300 for an electric vehicle of the first conventional example, dehumidification of the vehicle interior can be performed during dehumidification heating operation, but the outside air temperature is about 2 ° C. Then, if the rotational speed of the refrigerant compressor 311 is increased too much, the problem arises that the outdoor heat exchanger 316 and the second indoor heat exchanger 321 are frosted.

Therefore, as shown in FIG. 39, the circulation amount of the refrigerant in the refrigerating cycle 303 is controlled by the electric first expansion valve 32.
4, a technology for controlling the blowout temperature of the air blown into the vehicle compartment during the dehumidifying and heating operation by performing control by changing the rotational speeds of the second expansion valve 325 and the refrigerant compressor 311 (second
Conventional example) is also proposed. However, in the vehicle air conditioner 300 of the second conventional example, since the electrically driven first expansion valve 324 and the second expansion valve 325 are used, the product cost increases and the first expansion valve 324, Second expansion valve 32
There is a problem that the opening degree control of No. 5 becomes very complicated.

Further, in Japanese Unexamined Patent Publication No. 6-147690, the first indoor heat exchanger is operated as a condenser and the outdoor heat exchanger is operated as an evaporator during the dehumidifying and heating operation, so that the vehicle interior is always operated. While heating, the solenoid valve is opened as necessary to flow the refrigerant of the second indoor heat exchanger that operates as an evaporator, and the air that has been dehumidified by cooling in the second indoor heat exchanger is used as the first indoor heat exchanger. There is also proposed a vehicle air conditioner (third conventional example) in which the vehicle interior is dehumidified by being reheated.

However, in the vehicle air conditioner of the third conventional example, the heating capacity during the dehumidification heating operation is controlled by the rotation speed control of the refrigerant compressor, and the dehumidification capacity is the rotation speed of the refrigerant compressor at that time. However, if heating capacity is not required during dehumidifying and heating operation, slowing down or stopping the rotation speed of the refrigerant compressor to reduce the heating capacity will ensure sufficient dehumidification. There is a problem that you can not do it.

If sufficient heating capacity is required during the dehumidifying and heating operation, the outdoor heat exchanger and the second indoor heat exchanger may be frosted as in the first conventional example. The rotation speed of the refrigerant compressor cannot be increased so much. As a result, there is a problem in that it is not possible to delicately change the rotation speed of the refrigerant compressor 311 to control the blowout temperature of the air blown into the vehicle interior.

[Object of Claim 1] The object of the invention according to claim 1 is to obtain a sufficient dehumidifying capacity even when the heating capacity is not so necessary when dehumidifying and heating the vehicle interior. An object of the present invention is to provide a vehicle air conditioner capable of preventing a decrease in heating capacity due to frost formation in an indoor heat exchanger when sufficient capacity is required.

[Purposes of Claims 2 and 3] The object of the inventions of Claims 2 and 3 is to use a vehicle air that can reduce the product cost because it does not use an electrically driven expansion valve. To provide a harmony device.

[Object of Claim 4] The object of the invention according to claim 4 is to reduce the second decompression when the first opening / closing means is closed and the second opening / closing means is opened when dehumidifying and heating the passenger compartment. An object of the present invention is to provide a vehicle air conditioner capable of preventing refrigerant from accumulating toward the outdoor heat exchanger due to pressure resistance of the device.

[Object of Claim 5] The object of the invention of claim 5 is to obtain a sufficient dehumidifying capacity even when the heating capacity is not so required when dehumidifying and heating the passenger compartment. An object of the present invention is to provide a vehicle air conditioner capable of preventing a decrease in heating capacity due to frost formation in an indoor heat exchanger when sufficient capacity is required.

[Purpose of Claim 6] The object of the invention of Claim 6 is to control the rotation speed of the refrigerant compressor based on the temperature of the heat medium, so that a fine blowout temperature control can be performed. To provide an air conditioner for use.

[Object of Claim 7] The object of the invention of claim 7 is to obtain a minimum dehumidifying capacity even when the heating capacity is not so required when dehumidifying and heating the passenger compartment. To provide an air conditioner for use.

[Purposes of Claims 8 and 9] The object of the inventions of Claims 8 and 9 is to provide a vehicle air conditioner capable of removing the fog on the window glass while preventing hot flashes on the passenger's face. To provide a device.

[Object of Claim 10] An object of the invention of claim 10 is to provide an air conditioner for a vehicle capable of preventing a large blasting temperature of the air blown from a duct. It is in.

[Purposes of Claims 11 and 12] The object of the inventions of claims 11 and 12 is to use no vehicle-type expansion valve, so that the product cost can be reduced. To provide a harmony device.

[Purpose of claim 13] The object of the invention of claim 13 is to reduce the second decompression when the first opening / closing means is closed and the second opening / closing means is opened when dehumidifying and heating the passenger compartment. An object of the present invention is to provide a vehicle air conditioner capable of preventing refrigerant from accumulating toward the outdoor heat exchanger due to pressure resistance of the device.

[Purposes of Claims 14 and 15] The object of the inventions of Claims 14 and 15 is to provide a vehicle air conditioner capable of removing the fog on the window glass while preventing hot flashes on the passenger's face. To provide a device.

[Object of Claim 16] An object of the invention of claim 16 is to provide an air conditioner for a vehicle capable of preventing hunting of the air blown from a duct to a large extent. It is in.

[Object of Claim 17] The object of the invention of claim 17 is to provide a gas capable of introducing a gas-phase refrigerant having an intermediate pressure of a refrigeration cycle to the suction side of a refrigerant compressor from a gas-liquid separating means. In an injection heat pump, when dehumidifying and heating the passenger compartment, by controlling the amount of heat absorbed from the outdoor heat exchanger, it is possible to control the temperature of the air blown into the passenger compartment while keeping the dehumidification amount constant. To provide an air conditioner.

[0023]

[Means for Solving the Problems]

[Operation and effect of claim 1] According to the invention of claim 1, sufficient dehumidifying capacity can be obtained by flowing the refrigerant through the indoor heat exchanging means during dehumidifying operation even when heating capacity is not so required. You can Even when the heating capacity is sufficiently required, the refrigerant is intermittently caused to flow through the indoor heat exchanging means, so that it is possible to prevent the heating capacity from being lowered due to the frost formation of the indoor heat exchanging means. Further, since the first opening / closing means and the second opening / closing means simply open / close the first refrigerant passage and the second refrigerant passage, the control of the first opening / closing means and the second opening / closing means can be simplified. You can

[Operation of Claim 2] According to the invention of Claim 2, during the dehumidifying operation, the first opening / closing means and the second opening / closing means are independently opened / closed by the dehumidifying operation control means. That is, when both the first opening / closing means and the second opening / closing means open the first refrigerant flow path and the second refrigerant flow path, the refrigerant discharged from the refrigerant compressor flows into the refrigerant heat medium heat exchanger. Then, heat is applied to the heat medium and then flows into both the outdoor heat exchanger and the indoor heat exchanger through the pressure reducing means. On the other hand, the heat medium heated by the refrigerant heat medium heat exchanger is
The heat medium circulating means flows into the indoor heater. As a result, the air blown into the vehicle interior by the blower is cooled and dehumidified by the indoor heat exchanger, and then reheated by the indoor heater and blown into the vehicle interior to dehumidify and heat the vehicle interior.

When the heating capacity is not required so much during the dehumidifying operation and the dehumidifying capacity is required, the first opening / closing means closes the first refrigerant passage and the second opening / closing means opens the second refrigerant passage. open. Then, the refrigerant flowing out of the refrigerant heat medium heat exchanger passes through the pressure reducing means and flows only into the indoor heat exchanger. As a result, the air blown into the vehicle compartment by the blower is cooled and dehumidified by the indoor heat exchanger and then reheated by the indoor heater and blown out into the vehicle compartment to dehumidify the vehicle compartment.

Furthermore, heating capacity is required during dehumidifying operation,
In addition, when the dehumidifying ability is required, the first opening / closing means opens the first refrigerant passage and the second opening / closing means opens / closes the second refrigerant passage. Then, the refrigerant flowing out from the refrigerant heat medium heat exchanger passes through the pressure reducing means and flows into only the outdoor heat exchanger or into both the outdoor heat exchanger and the indoor heat exchanger. As a result, the air blown into the vehicle compartment by the blower is cooled and dehumidified by the indoor heat exchanger and then reheated by the indoor heater and blown into the vehicle compartment to dehumidify and heat the vehicle compartment. At this time, since the refrigerant may or may not flow into the indoor heat exchanger, even if the rotation speed of the refrigerant compressor is increased to increase the refrigerant circulation amount circulating in the refrigeration cycle, the indoor heat exchanger is also increased. It is possible to avoid frost formation.

[Effect of Claim 2] The invention according to Claim 2 can obtain a sufficient dehumidifying capacity by flowing the refrigerant through the indoor heat exchanger during the dehumidifying operation even when the heating capacity is not so required. it can. Even when the heating capacity is sufficiently required, the refrigerant is intermittently caused to flow through the indoor heat exchanger, so that it is possible to prevent the heating capacity from being lowered due to the frost formation of the indoor heat exchanger. Further, since the inexpensive first opening / closing means and the second opening / closing means can be used to perform fine blowout temperature control without using the expensive two electric expansion valves, the product cost can be reduced. Further, since the first opening / closing means and the second opening / closing means simply open / close the first refrigerant passage and the second refrigerant passage, the control of the first opening / closing means and the second opening / closing means can be simplified. You can

[Operation and effect of claim 3] According to the invention of claim 3, both the first opening / closing means and the second opening / closing means open the first refrigerant passage and the second refrigerant passage. The refrigerant flowing out from the refrigerant heat medium heat exchanger is branched at the branching portion, one of which flows into the outdoor heat exchanger through the first pressure reducer and the other of which flows through the second pressure reducer to the indoor heat exchanger. Inflow. As a result, the vehicle compartment is dehumidified and heated. The first
It is desirable to use a cheap and inexpensive capillary tube as the pressure reducer or the second pressure reducer.

[Operation and Effect of Claim 4] According to the invention of claim 4, both the first opening / closing means and the second opening / closing means open the first refrigerant passage and the second refrigerant passage. The refrigerant flowing out from the refrigerant heat medium heat exchanger is branched at the branch portion after passing through the first pressure reducer, one of which flows into the outdoor heat exchanger and the other of which bypasses the second pressure reducer and enters the room. It flows into the heat exchanger. As a result, the vehicle compartment is dehumidified and heated.

Further, when the first opening / closing means closes the first refrigerant flow path and the second opening / closing means opens the second refrigerant flow path, the refrigerant flowing out from the refrigerant heat medium heat exchanger is subjected to the first pressure reduction. After passing through the vessel and the branch portion, it bypasses the second pressure reducer and flows into the indoor heat exchanger. As a result, the interior of the vehicle is dehumidified and heated with a slight cooling effect. At this time, the second refrigerant flow path forms a path in which the refrigerant bypasses the second pressure reducer, so that the second refrigerant
Even if the pressure resistance of the pressure reducer is large, it is possible to prevent the refrigerant from flowing from the branch portion toward the outdoor heat exchanger and staying there. It is desirable to use a cheap and inexpensive capillary tube as the first pressure reducer or the second pressure reducer.

[Operation and Effect of Claim 5] According to the invention of claim 5, the downstream side temperature detecting means is used in the dehumidifying operation in which the second opening / closing means is opened to operate the indoor heat exchanger as an evaporator. When the detected temperature detected is higher than the predetermined temperature, it is judged that the dehumidifying capacity is lowered, and the first refrigerant passage is closed by the first opening / closing means to flow out from the refrigerant heat medium heat exchanger. The refrigerant is allowed to flow only into the indoor heat exchanger through the pressure reducing means such as the first pressure reducer or the second pressure reducer. As a result, the amount of refrigerant flowing into the indoor heat exchanger is increased, so that the dehumidifying ability of the air in the duct is increased.

Further, during the dehumidifying operation, when the temperature detected by the downstream temperature detecting means is lower than the predetermined temperature, it is judged that the indoor heat exchanger is in the state of being easily frosted, and the first opening / closing operation is performed. By opening the first refrigerant flow path by the means, the refrigerant flowing out of the refrigerant heat medium heat exchanger is caused to flow into both the outdoor heat exchanger and the indoor heat exchanger through the pressure reducing means such as the first pressure reducer. Thereby, since the refrigerant absorbs heat from the air outside the duct in the outdoor heat exchanger, the heat exchange amount between the refrigerant and the heat medium in the refrigerant heat medium heat exchanger increases,
The amount of heat dissipated by the indoor heater is increased, and the heating capacity of the passenger compartment is improved. Then, since the refrigerant flowing into the indoor heat exchanger is reduced, the temperature of the indoor heat exchanger itself rises and the indoor heat exchanger does not frost.

[Operation and Effect of Claim 6] According to the invention of claim 6, the blowing temperature of the air blown into the vehicle compartment is set by the occupant operating the blowing temperature setting means. Next, the target outlet temperature determining means determines the target outlet temperature based on the set outlet temperature set by the outlet temperature setting means. Next, the target heat medium temperature determination means determines the target heat medium temperature based on the target blowout temperature. Next, the target rotation speed determination means determines the target rotation speed of the refrigerant compressor based on the temperature deviation between the target heat medium temperature and the heat medium temperature detected by the heat medium temperature detection means.

By controlling the rotation speed of the refrigerant compressor based on the target rotation speed, the heat exchange performance between the refrigerant and the heat medium in the refrigerant heat medium heat exchanger and the heat exchange performance in the indoor heat exchanger are controlled. The heat exchange performance between the refrigerant and the air in the duct is controlled. As a result, the heating amount of the heat medium flowing into the indoor heater is adjusted, and the air cooled and dehumidified by the indoor heat exchanger is reheated by the indoor heater, so that the amount of air blown into the vehicle interior during dehumidification operation is reduced. The blowout temperature comes to be close to the temperature set by the blowout temperature setting means, which is suitable for the occupant, and re-mist can be prevented.

[Operation and Effect of Claim 7] According to the invention of claim 7, during the dehumidifying operation, the target rotation speed determined by the target rotation speed determination means and the minimum rotation speed determined by the minimum rotation speed determination means. By controlling the rotation speed of the refrigerant compressor based on the higher rotation speed of the above, the minimum dehumidification capacity can be obtained even when the heating capacity is not required so much, and re-mist is prevented. be able to.

[Operation and Effect of Claim 8] According to the invention of claim 8, the indoor heater is provided with an air amount adjusting means, and the refrigerant heat medium heat exchanger and the outdoor heat exchanger are connected in series. When the temperature of the air blown from the duct is too high, the amount of heat radiated by the indoor heater and refrigerant heat medium heat exchanger is reduced by reducing the opening of the air amount adjusting means. The condensation heat naturally increases the amount of heat radiated by the outdoor heat exchanger by the amount of the decrease, and lowers the blowing temperature of the air blown from the duct to prevent hot flashes on the passenger's face and remove the fog on the window glass. it can.

[Operation and Effect of Claim 9] According to the invention of claim 9, the variable opening control of the air amount adjusting means is performed when the manual operation switch is operated.
The consumption of energy required to drive the air amount adjusting means can be reduced.

[Operation and Effect of Claim 10] Claim 1
According to the invention described in 0, by performing the variable opening degree control of the air amount adjusting means based on the blowing temperature detected by the blowing temperature sensor, the blowing temperature of the air blown from the duct is adjusted to the optimum temperature. However, with this control method, there is a possibility that the blowout temperature will be hunted largely due to the poor response of the blowout temperature sensor itself. Therefore, the blowing temperature of the air blown from the duct is increased by controlling the opening degree of the air amount adjusting means based on the characteristic diagram stored in the storage means without using the blowing temperature sensor having poor responsiveness. There is no hunting.

[Operation of Claim 11] According to the invention of Claim 11, during the dehumidifying operation, the first opening / closing means and the second opening / closing means are independently opened / closed by the dehumidifying operation control means. That is, when both the first opening / closing means and the second opening / closing means open the first refrigerant flow path and the second refrigerant flow path, the refrigerant discharged from the refrigerant compressor is the first indoor heat exchanger, and the reduced pressure. Through the means into both the outdoor heat exchanger and the second indoor heat exchanger. As a result, the air blown into the vehicle interior by the blower is cooled and dehumidified by the second indoor heat exchanger, and then reheated by the first indoor heat exchanger and blown out into the vehicle interior, thereby dehumidifying and heating the vehicle interior. To be done.

Further, when the heating capacity is not required so much during the dehumidifying operation and the dehumidifying capacity is required, the first opening / closing means closes the first refrigerant passage and the second opening / closing means opens the second refrigerant passage. open. Then, the refrigerant flowing out of the first indoor heat exchanger flows into the second indoor heat exchanger only through the pressure reducing means. As a result, the air blown into the vehicle interior by the blower is dehumidified by being cooled and dehumidified by the second indoor heat exchanger and then reheated by the first indoor heat exchanger and blown out into the vehicle interior. To be done.

Furthermore, heating capacity is required during dehumidification operation,
In addition, when the dehumidifying ability is required, the first opening / closing means opens the first refrigerant passage and the second opening / closing means opens / closes the second refrigerant passage. Then, the refrigerant flowing out of the first indoor heat exchanger passes through the pressure reducing means and flows into only the outdoor heat exchanger or into both the outdoor heat exchanger and the second indoor heat exchanger. As a result, the air blown into the vehicle interior by the blower is dehumidified by being cooled and dehumidified by the second indoor heat exchanger and then reheated by the first indoor heat exchanger and blown out into the vehicle interior. Be heated. At this time, since the refrigerant flows or does not flow in the second indoor heat exchanger, even if the rotation speed of the refrigerant compressor is increased to increase the refrigerant circulation amount circulating in the refrigeration cycle, Frosting of the indoor heat exchanger is avoided.

[Effect of Claim 11] According to the invention of Claim 11, sufficient dehumidifying capacity is obtained by flowing the refrigerant through the second indoor heat exchanger during dehumidifying operation even when heating capacity is not so required. be able to. Then, even when the heating capacity is sufficiently required, the refrigerant is intermittently caused to flow through the second indoor heat exchanger, so that it is possible to prevent the deterioration of the heating capacity due to the frost formation of the second indoor heat exchanger. Further, since the inexpensive first opening / closing means and the second opening / closing means can be used to perform fine blowout temperature control without using the expensive two electric expansion valves, the product cost can be reduced. And
Since the first opening / closing means and the second opening / closing means merely open / close the first and second refrigerant passages, the control of the first opening / closing means and the second opening / closing means can be simplified.

[Operation and Effect of Claim 12] Claim 1
According to the invention described in 2, when both the first opening / closing means and the second opening / closing means open the first refrigerant flow path and the second refrigerant flow path, the refrigerant flowing out from the first indoor heat exchanger is It is branched at the branching portion, one of which flows into the outdoor heat exchanger via the first pressure reducer and the other of which flows into the first indoor heat exchanger via the second pressure reducer. As a result, the vehicle compartment is dehumidified and heated. It is desirable to use a cheap and inexpensive capillary tube as the first pressure reducer or the second pressure reducer.

[Operation and Effect of Claim 13] Claim 1
According to the invention described in 3, when the first opening / closing means and the second opening / closing means both open the first refrigerant flow path and the second refrigerant flow path, the refrigerant flowing out from the first indoor heat exchanger is First
After passing through the pressure reducer, it is branched at the branching portion, one of which flows into the outdoor heat exchanger and the other of which bypasses the second pressure reducer and flows into the second indoor heat exchanger. As a result, the vehicle compartment is dehumidified and heated.

Further, when the first opening / closing means closes the first refrigerant flow path and the second opening / closing means opens the second refrigerant flow path, the refrigerant flowing out from the first indoor heat exchanger is subjected to the first decompression. vessel,
After passing through the branch portion, it bypasses the second pressure reducer and flows into the second indoor heat exchanger. As a result, the interior of the vehicle is dehumidified and heated with a slight cooling effect. At this time, the second refrigerant flow path forms a path in which the refrigerant bypasses the second pressure reducer, so that the second refrigerant
Even if the pressure resistance of the pressure reducer is large, it is possible to prevent the refrigerant from flowing from the branch portion toward the outdoor heat exchanger and staying there. It is desirable to use a cheap and inexpensive capillary tube as the first pressure reducer or the second pressure reducer.

[Operation and Effect of Claim 14] Claim 1
According to the invention described in claim 4, the first indoor heat exchanger is provided with an air amount adjusting means, and the first indoor heat exchanger and the outdoor heat exchanger are blown out from the duct so as to be a refrigerant condenser in series. When the temperature of air blown out is too high, the amount of heat radiated by the first indoor heat exchanger is reduced by reducing the opening of the air amount adjusting means, and the condensation heat is radiated by the outdoor heat exchanger by the reduced amount. By naturally increasing the amount, it is possible to reduce the temperature of the air blown from the duct to prevent hot flashes on the passenger's face and remove the fogging on the window glass.

[Operation and Effect of Claim 15] Claim 1
According to the fifth aspect of the invention, by performing the opening degree variable control of the air amount adjusting means when the manual operation switch is actuated, it is possible to reduce energy consumption required to drive the air amount adjusting means.

[Operation and Effect of Claim 16] Claim 1
According to the invention described in 6, the opening degree of the air amount adjusting means is controlled on the basis of the blowing temperature detected by the blowing temperature sensor to adjust the blowing temperature of the air blown from the duct to an optimum temperature. However, with this control method, there is a possibility that the blowout temperature will be hunted largely due to the poor response of the blowout temperature sensor itself. Therefore, the blowing temperature of the air blown from the duct is increased by controlling the opening degree of the air amount adjusting means based on the characteristic diagram stored in the storage means without using the blowing temperature sensor having poor responsiveness. There is no hunting.

[Operation of Claim 17] According to the invention of Claim 17, during the dehumidifying operation, the first opening / closing means and the second opening / closing means are independently opened and closed by the dehumidifying operation control means. That is, when both the first opening / closing means and the second opening / closing means open the first refrigerant passage and the second refrigerant passage, the refrigerant discharged from the refrigerant compressor passes through the first indoor heat exchanger. After passing through the first depressurizing means, the pressure is reduced to the intermediate pressure of the refrigeration cycle, and then gas-liquid separation is performed by the gas-liquid separating means. The gas-phase refrigerant separated by the gas-liquid separating means is sucked into the suction side of the refrigerant compressor through the gas injection refrigerant passage.

On the other hand, the liquid-phase refrigerant separated by the gas-liquid separating means is depressurized to the low pressure of the refrigeration cycle by the second depressurizing means, and then flows into both the outdoor heat exchanger and the second indoor heat exchanger. . As a result, the air blown into the vehicle interior by the blower is cooled and dehumidified by the second indoor heat exchanger, and then reheated by the first indoor heat exchanger and blown out into the vehicle interior, thereby dehumidifying and heating the vehicle interior. To be done.

Further, when the heating capacity is not so much required during the dehumidifying operation and the dehumidifying capacity is required, the first opening / closing means closes the first refrigerant passage and the second opening / closing means opens the second refrigerant passage. open. Then, the refrigerant flowing out of the first indoor heat exchanger flows into only the second indoor heat exchanger through the first pressure reducing means, the gas-liquid separating means, and the second pressure reducing means. As a result, the air blown into the vehicle interior by the blower is dehumidified by being cooled and dehumidified by the second indoor heat exchanger and then reheated by the first indoor heat exchanger and blown out into the vehicle interior. To be done.

Furthermore, heating capacity is required during dehumidifying operation,
In addition, when the dehumidifying ability is required, the first opening / closing means opens the first refrigerant passage and the second opening / closing means opens / closes the second refrigerant passage. Then, the refrigerant flowing out from the first indoor heat exchanger passes through the first pressure reducing means, the gas-liquid separating means, and the second pressure reducing means, and only the outdoor heat exchanger, or both the outdoor heat exchanger and the second indoor heat exchanger. Flow into. As a result, the air blown into the vehicle interior by the blower is dehumidified by being cooled and dehumidified by the second indoor heat exchanger and then reheated by the first indoor heat exchanger and blown out into the vehicle interior. Be heated. At this time, since the refrigerant flows or does not flow in the second indoor heat exchanger, even if the rotation speed of the refrigerant compressor is increased to increase the refrigerant circulation amount circulating in the refrigeration cycle, Frosting of the indoor heat exchanger is avoided.

[Effect of Claim 17] According to the invention of Claim 17, a sufficient dehumidifying capacity is obtained by flowing a refrigerant through the second indoor heat exchanger during dehumidifying operation even when heating capacity is not so required. be able to. Then, even when the heating capacity is sufficiently required, the refrigerant is intermittently caused to flow through the second indoor heat exchanger, so that it is possible to prevent the deterioration of the heating capacity due to the frost formation of the second indoor heat exchanger. Further, since the first opening / closing means and the second opening / closing means merely open / close the first and second refrigerant flow paths, control of the first opening / closing means and the second opening / closing means can be simplified.

Then, in the gas injection heat pump capable of introducing the gas-phase refrigerant having the intermediate pressure of the refrigeration cycle to the suction side of the refrigerant compressor by the gas-liquid separating means, the refrigerant is supplied to the outdoor heat exchanger during the dehumidifying operation. By doing or not, the amount of heat absorbed from the outdoor heat exchanger can be controlled. Accordingly, the dehumidification amount of the air in the duct by the second indoor heat exchanger can be kept constant, and the blowing temperature of the air blown into the vehicle interior can be controlled.

[0055]

BEST MODE FOR CARRYING OUT THE INVENTION

[Configuration of First Embodiment] FIGS. 1 to 15 show a first embodiment in which the vehicle air conditioner of the present invention is applied to an electric vehicle air conditioner. FIG. 1 shows the electric vehicle air conditioner. It is the figure which showed the harmony device.

The air conditioner 1 for an electric vehicle is used as a so-called manual air conditioner or automatic air conditioner. An air conditioner 1 for an electric vehicle includes a duct 2 for sending air into a passenger compartment, a centrifugal blower 3 for generating an air flow in the duct 2, a refrigeration cycle 4 in which a refrigerant circulates, and a brine cycle 5 in which brine circulates. ,
And an electronic control unit (hereinafter referred to as ECU) 100 that operates by receiving the electric power of the vehicle-mounted power source (battery) 6 and controls the operation of each air conditioner.

The duct 2 is arranged on the front side in the passenger compartment of the electric vehicle. The most upstream side (windward side) of the duct 2 is a portion forming an inside / outside air switching box, and an inside air intake port 7 for taking in air inside the vehicle interior (hereinafter referred to as inside air) and air outside the vehicle interior (hereinafter referred to as outside air). ) Has an outside air inlet 8. Further, inside and outside air switching dampers (doors) 9 are rotatably supported inside the inside air suction port 7 and the outside air suction port 8. The inside / outside air switching damper 9 is driven by an actuator (not shown) such as a servo motor to switch the suction port mode to the inside air circulation mode, the outside air introduction mode, and the inside / outside air introduction mode.

The inside air circulation mode is a suction port mode in which the inside air suction port 8 is fully opened and the outside air suction port 9 is completely closed. In the outside air introduction mode, the inside air suction port 8 is fully closed and the outside air suction port 9 is fully opened. In the mode, the inside / outside air introduction mode is a suction port mode in which the inside air suction port 8 is half opened and the outside air suction port 9 is half opened. Further, the inside / outside air switching damper 9 constitutes an inside / outside air switching unit together with the inside / outside air switching box.

The downstream side (leeward side) of the duct 2 constitutes a blower outlet switching box and is a defroster blower outlet 11 that blows out warm air mainly toward the inner surface of the windshield of the electric vehicle. It has a face outlet 12 that mainly blows cold air toward the upper half of the body, and a foot outlet 13 that mainly blows warm air toward the feet of the occupant. Further, a mode switching damper (door) 14 is provided inside each outlet.
16 are rotatably supported. The mode switching dampers 14 to 16 are driven by an actuator (not shown) such as a servo motor to switch the outlet mode to the face mode, bilevel mode, foot mode, foot differential mode or defroster mode.

The face mode is an air outlet mode in which only the face air outlet 12 is opened, the bi-level mode is an air outlet mode in which the face air outlet 12 and the foot air outlet 13 are opened, and the foot mode is in which only the foot air outlet 13 is opened. This is the outlet mode. In addition, the foot differential mode is an outlet mode in which the defroster outlet 11 and the foot outlet 13 are opened, and the defroster mode is an outlet mode in which only the defroster outlet 11 is opened.

The centrifugal blower 3 has a centrifugal fan 17 rotatably accommodated in a scroll case integrally formed with the duct 2, and a blower motor 18 for driving the centrifugal fan 17, and a blower drive circuit. (Not shown)
The air volume (the rotation speed of the blower motor 18) is controlled based on the blower motor terminal voltage (blower voltage) applied via the.

The refrigeration cycle 4 is also a heat pump cycle, and includes the refrigerant compressor 20 and the brine refrigerant heat exchanger 2.
1, first decompressor 22, outdoor heat exchanger 23, second decompressor 2
4, the indoor heat exchanger 25, the accumulator 26, a refrigerant path switching unit described later, and a refrigerant pipe connecting these in an annular shape, and the flow direction of the refrigerant changes based on the air conditioning mode. The air-conditioning mode of this embodiment includes a cooling mode for performing a cooling operation (cooling cycle), a heating mode for performing a heating operation (heating cycle), a dehumidifying mode for performing a dehumidifying operation (dehumidifying cycle), and an outdoor heat during a heating operation. A defrost mode (defrost cycle) or the like is set in which the defrosting operation is performed when frost formation on the exchanger 23 is detected by a defrost sensor described later.

The refrigerant compressor 20 is an electrically driven refrigerant compressor, and has a compression section (compressor) for compressing the gas refrigerant sucked inside from the suction port and discharging the high-temperature, high-pressure gas refrigerant from the discharge port. , And an electric motor (not shown) as a drive unit for driving the compression unit. This refrigerant compressor 2
0 indicates the refrigerant compressor 2 based on the output signal of the ECU 100.
An air conditioner inverter 30 is provided as a rotation speed control means for controlling the rotation speed of zero.

In the electric motor, the electric power applied from the vehicle-mounted power source 6 is continuously or stepwise variably controlled by the air conditioner inverter 30. Therefore, the refrigerant compressor 20 adjusts the flow rate of the refrigerant circulating in the refrigeration cycle 4 by changing the refrigerant discharge capacity according to the change in the rotation speed of the electric motor due to the change in the applied power, and thereby the brine refrigerant heat exchanger 21. Heating capacity and indoor heat exchanger 2
5 is controlled.

The brine refrigerant heat exchanger 21 is the refrigerant heat medium heat exchanger of the present invention, and has a double pipe structure made of a metal pipe such as aluminum alloy having excellent thermal conductivity, and has hot water on the inner peripheral side. A refrigerant passage 28 is formed in the passage 27 and on the outer peripheral side. The brine refrigerant heat exchanger 21 is installed outside the vehicle compartment, and exchanges heat between low-temperature hot water (brine: heat medium) flowing in the hot water passage 27 and high-temperature high-pressure gas refrigerant flowing in the refrigerant passage 28, thereby heating the hot water. While working as a hot water heater (brine heater, heat medium heater) that heats
It functions as a refrigerant condenser that condenses and liquefies the refrigerant.

The first pressure reducer 22 is a pressure reducing means of the present invention, and is a capillary tube for reducing the pressure of the refrigerant flowing from the brine refrigerant heat exchanger 21 in the heating mode and the defrost heating mode. As the first pressure reducer 22, a pressure reducing means such as a temperature automatic expansion valve, an electric expansion valve, or an orifice may be used, but an inexpensive fixed capillary such as a capillary tube or orifice is used. desirable.

The outdoor heat exchanger 23 is an outdoor heat exchange means of the present invention, and is outside the vehicle compartment (for example, a place where the running wind is easily received).
Is installed in the air conditioner to exchange heat between the refrigerant flowing inside and the outside air blown by the electric fan 29. In the heating mode and the dehumidifying mode, the outdoor heat exchanger 23 functions as a refrigerant evaporator that evaporates the low-temperature low-pressure refrigerant decompressed by the first decompressor 22 by heat exchange with the outside air, and in the cooling mode, It functions as a refrigerant condenser for condensing and liquefying the refrigerant flowing from the brine refrigerant heat exchanger 21 by heat exchange with the outside air.

The second pressure reducer 24 is the pressure reducing means of the present invention, and is a capillary tube for reducing the pressure of the refrigerant flowing from the outdoor heat exchanger 23 in the cooling mode. As the second pressure reducer 24, a pressure reducing means such as a temperature automatic expansion valve, an electric expansion valve, or an orifice may be used, but an inexpensive fixed capillary such as a capillary tube or an orifice is used. desirable.

The indoor heat exchanger 25, which is the indoor heat exchange means and indoor evaporator of the present invention, is installed in the duct 2 and in the cooling mode and the dehumidifying mode, the second decompressor 24 and the first decompressor 22. The low-temperature low-pressure refrigerant decompressed by the duct 2
It functions as a refrigerant evaporator that evaporates and vaporizes by exchanging heat with the air inside. As a result, the refrigerant flowing inside the indoor heat exchanger 25 deprives (absorbs) the latent heat of vaporization from the air passing through the indoor heat exchanger 25 and evaporates, whereby the indoor heat exchanger 2
The air passing through 5 is cooled and dehumidified.

The accumulator 26 functions as a gas-liquid separator which stores the liquid refrigerant by gas-liquid separating the refrigerant flowing therein into a liquid refrigerant and a gas refrigerant and supplies only the gas refrigerant to the refrigerant compressor 20. A receiver (liquid receiver) may be used as the gas-liquid separator. The connection point of this receiver is
It is connected between the brine refrigerant heat exchanger 21 and the first pressure reducer 22, or the outdoor heat exchanger 23 and the second pressure reducer 24.
Connect between

The refrigerant path switching means changes the flow direction of the refrigerant circulating through the refrigeration cycle 4 into the cooling operation path (path indicated by arrow C in FIG. 1), the heating operation path (path indicated by arrow H in FIG. 1), and the dehumidification operation path ( The route is switched to any one of the route indicated by arrow D in FIG. 1, the dehumidification heating operation route (route indicated by arrows H and D in FIG. 1) and the defrosting operation route. Is composed of three first to third electromagnetic on-off valves (hereinafter referred to as electromagnetic valves) 31 to 33 that are closed when is stopped (off).

The first electromagnetic valve 31 is the first opening / closing means of the present invention, and the refrigerant flowing out from the brine refrigerant heat exchanger 21 in the heating mode and the dehumidifying mode is supplied to the first decompressor 22 →
It is an opening / closing valve (valve) that opens and closes the first refrigerant flow path A that flows in order from the outdoor heat exchanger 23 to the accumulator 26. Specifically, the first solenoid valve 31 is installed in the heating refrigerant flow path 41 that connects the downstream branch portion of the outdoor heat exchanger 23 and the upstream merge portion of the accumulator 26.

The second solenoid valve 32 is the second opening / closing means of the present invention, and transfers the refrigerant flowing out of the brine refrigerant heat exchanger 21 in the dehumidifying mode to the first pressure reducer 22 → indoor heat exchanger 25 → accumulator 26. This is a valve (valve) for opening and closing the second refrigerant flow path B that is sequentially flown. Specifically, the second solenoid valve 32
Is the upstream branch of the second pressure reducer 24 and the second pressure reducer 24.
Is installed in the dehumidifying refrigerant flow path (bypass path) 42 that connects the downstream side of the confluence part to the second decompressor 24. The third electromagnetic valve 33 connects the downstream side of the brine refrigerant heat exchanger 21 and the upstream side of the outdoor heat exchanger 23 by bypassing the first pressure reducer 22 in the cooling mode, thereby forming a cooling refrigerant flow path (bypass path) 4.
This is a valve for opening and closing 3.

In the dehumidifying mode, the first refrigerant flow path A connects the downstream branch portion 45 of the first pressure reducer 22 and the upstream merge portion 46 of the accumulator 26 to the outdoor heat exchanger 23. This is a flow path for the refrigerant. In addition, the second refrigerant flow path B
In the embodiment, the first decompressor 2 is used in the dehumidifying mode.
2 is a flow path that connects the downstream side branch portion 45 of 2 and the upstream side joining portion 46 of the accumulator 26, bypasses the second pressure reducer 24, and flows the refrigerant to the indoor heat exchanger 25.

The brine cycle 5 is the indoor heating means and heat medium cycle of the present invention, and comprises the above-mentioned brine refrigerant heat exchanger 21, hot water heater 51, combustion heater 52, brine pump 53, and these in an annular shape. It is composed of hot water pipes (brine pipes) to be connected. In this embodiment, as the hot water (heat medium, brine) circulating in the brine cycle 5, an antifreeze liquid (eg, ethylene glycol aqueous solution) or LLC (long life coolant) is used.
Are using.

The hot water heater 51 is the indoor heater of the present invention, and is installed in the duct 2 upstream of the indoor heat exchanger 25 (on the windward side) to exchange heat with the hot water flowing inside. It is an indoor air heater that heats passing air. At the air inlet and outlet of the hot water heater 51, the amount of air passing through the hot water heater 51 (amount of warm air) and the amount of air bypassing the hot water heater 51 (amount of cold air) are adjusted into the vehicle interior. Two air mix dampers (doors) 5 as air amount adjusting means for adjusting the blowout temperature of the blown air.
4, 55 are rotatably supported. These air mix dampers 54 and 55 are driven by an actuator (not shown) such as a stepping motor or a servo motor.

The combustion heater 52 mixes the fuel pumped from a fuel pump (not shown) with combustion air and burns it.
The hot water is heated by heat exchange with the combustion gas generated during the combustion. The combustion gas that has finished the heat exchange with the hot water is discharged to the atmosphere. However, the combustion heater 52 is used as an auxiliary heating device when the outside air temperature is low (for example, 0 ° C.) and the brine refrigerant heat exchanger 21 cannot sufficiently heat the hot water. The combustion heater 52 adjusts the fuel supply amount and the combustion air amount that are pumped from the fuel pump so that the combustion amount (heat generation amount) is high.
It can be used by switching between two stages, i "and" Lo "with a low combustion amount.

The brine pump 53 is the heat medium circulating means of the present invention, and is a water pump that generates a circulating flow of hot water in the brine cycle 5 when activated by being energized. It should be noted that the brine cycle 5 may be provided with a radiator such as a radiator, an exhaust collector for collecting exhaust heat of an electric appliance, an auxiliary heater such as an electric heater, and an accessory such as a flow path switching valve.

FIG. 2 is an ECU of an air conditioner for an electric vehicle.
It is the figure which showed the control system such as. The ECU 100 is a dehumidifying operation control unit and an outlet temperature control unit of the present invention, and includes a central processing unit (hereinafter referred to as CPU) 101 and a ROM 10.
2, RAM 103, A / D converter 104, interfaces 105 and 106, and the like, which are known per se. Further, the ECU 100 operates by being supplied with electric power from the vehicle-mounted power source 6 through the junction box J which is also connected to the traveling inverter I that controls the rotation speed of the traveling motor M.

The ECU 100 includes an inside air temperature sensor 111, an outside air temperature sensor 112, a solar radiation sensor 113, a refrigerant pressure sensor 114, a post-evaporation temperature sensor 115, a water temperature sensor 116,
Each air conditioner is controlled based on an input signal input from the defrost sensor 117, the water temperature sensor 118, and the operation panel 200 and a control program input in advance. That is, the ECU 100 determines the inside / outside air switching damper 9 and the mode switching damper 14 based on the input signals such as the detection value (detection signal) of each sensor and the operation value (operation signal) of the operation panel 200 and the control program input in advance. ~
16, the blower motor 18 of the centrifugal blower 3, the air conditioner inverter 30 of the refrigerant compressor 20, the electric fan 29, the first to third solenoid valves 31 to 33, the combustion heater 52, the brine pump 53, and the air mix dampers 54 and 55. Etc. to control the operating state.

The inside air temperature sensor 111 is, for example, a temperature sensitive element such as a thermistor, detects the temperature inside the vehicle (inside air temperature), and outputs the detected value to the ECU 100 as an inside air temperature signal. The outside temperature sensor 112
For example, it is composed of a temperature sensitive element such as a thermistor, detects the temperature outside the vehicle cabin (outside air temperature), and uses this detected value as an outside air temperature signal.
It is an outside air temperature detecting means for outputting to the CU 100.

The solar radiation sensor 113 is a solar radiation amount detecting means for detecting the amount of solar radiation into the passenger compartment and outputting the detected value to the ECU 100 as a solar radiation amount signal. Refrigerant pressure sensor 114
Is a discharge pressure of the refrigerant compressor 20 and detects a high pressure (condensation pressure) of the refrigeration cycle 4, and outputs the detected value to the ECU 100 as a refrigerant pressure signal (high pressure signal). Is. The post-evaporation temperature sensor 115 includes a temperature sensitive element such as a thermistor,
The post-evaporation temperature detecting means for detecting the air outlet temperature of the indoor heat exchanger 25 and outputting the detected value to the ECU 100 as a post-evaporation temperature signal, and the suction temperature detecting means for the hot water heater 51.

The water temperature sensor 116 is composed of, for example, a temperature sensitive element such as a thermistor, is installed at the inlet of the hot water heater 51, detects the inlet water temperature of the hot water heater 51 (hereinafter referred to as the hot water temperature TW), and detects the detected value. EC as the hot water temperature signal
They are hot water temperature detecting means and heat medium temperature detecting means for outputting to U100. The defrost sensor 117 is composed of a temperature sensitive element such as a thermistor, detects the refrigerant temperature at the inlet of the outdoor heat exchanger 23 in the heating mode and the dehumidifying mode, and outputs the detected value to the ECU 100 as a refrigerant temperature signal. It is a coolant temperature detecting means. The water temperature sensor 118 is composed of a temperature sensitive element such as a thermistor, is installed at the outlet of the combustion heater 52, and detects the outlet water temperature of the combustion heater 52.
The hot water temperature detecting means and the heat medium temperature detecting means output the detected value to the ECU 100 as a hot water temperature signal.

FIG. 3 is a view showing an example of the operation panel. On the operation panel 200, a group of outlet mode changeover switches 201 for switching the outlet direction, and a temperature adjusting lever 20 for adjusting the outlet temperature of the air blown into the passenger compartment of the electric vehicle.
2. A suction port mode switching switch 203 for switching the suction port mode, an air volume switch 204 for manually switching the blowing air amount, an air volume auto switch 205 for automatically switching the blowing air amount, and an air conditioning mode switching switch group 206 for switching the air conditioning mode are arranged. There is.

The outlet mode changeover switch group 201 is an outlet mode changeover command means for instructing to set the blowout mode to each of the following modes by controlling the opening / closing of the mode change dampers 14-16. The outlet mode changeover switch group 201 is a face switch 211 that sets a face mode for blowing air to the occupant's head and chest.
By-level switch 212 for setting a bi-level mode for blowing air to both the occupant's head and chest, a foot switch 213 for setting a foot mode for blowing air to the occupant's feet, both on the occupant's feet and window glass Foot differential switch 2 to set the foot differential mode for blowing air
14 and a defroster switch 215 for setting the defroster mode for blowing air to the window glass.

The temperature adjusting lever 202 is an outlet temperature setting means for setting the rotation speed of the refrigerant compressor 20 or the opening degree of the air mix dampers 54, 55 in each air conditioning mode according to the set position. Temperature adjustment lever 202
Is divided into a plurality of setting zones according to the stroke amount, and the rotation speed control is performed by setting the frequency of the inverter 30 for the air conditioner that drives the refrigerant compressor 20 according to the selected air conditioning mode and the setting zone.

The intake port mode selector switch 203 switches between an internal air circulation mode for introducing internal air from the internal air intake port 7 and an external air introduction mode for introducing external air from the external air intake port 8 by controlling opening / closing of the internal / external air switching damper 9. Is. The air conditioning mode changeover switch group 206 is for switching the operation of the air conditioner for an electric vehicle (in the case of a manual air conditioner) 1, a cooling mode, a heating mode of only a heat pump, a heating mode of also using the combustion heater 52 and a dehumidifying mode. Yes, it includes a stop switch 261, a cooling switch 262, a heat pump heating switch 263, a combustion heater heating switch 264, and a dehumidifying heating switch 265.

FIG. 4 is a diagram showing another example of the operation panel. The operation panel 200 is an operation panel for an automatic air conditioner, and automatically switches between a cooling mode, a heating mode and a dehumidifying mode based on input signals from the temperature adjusting lever 207 and each sensor. Reference numeral 208 denotes an operation stop switch of the air conditioner (for an automatic air conditioner) 1 for an electric vehicle.

[Blowout Temperature Control of First Embodiment] Next, the blowout temperature control of the ECU 100 of this embodiment will be described with reference to FIGS.
A brief description will be given based on 0. Here, FIG. 5 shows the ECU 1.
It is the flowchart which showed an example of the blowing temperature control of 00.

First, the set blow temperature Tset is read from the operating positions of the temperature adjusting levers 202 and 207 provided on the operation panel 200 (blowing temperature setting means). Further, the detected values are read from various sensors (step S11). Here, the post-evaporation temperature TE detected by the post-evaporation temperature sensor 115, the hot water temperature TW detected by the water temperature sensor 116, and the like,
The detection value (physical quantity) required for the calculation later is read.

Next, the target outlet temperature TAO is determined by a known method (target outlet temperature determining means: step S12).
The target outlet temperature TAO can be obtained by the operation position of the temperature adjusting lever 202 in the manual air conditioner,
In the automatic air conditioner, the operation position of the temperature adjustment lever 207,
It can be calculated by using the inside temperature detected by the inside temperature sensor 111 and the outside temperature detected by the outside temperature sensor 112.

Next, the temperature efficiency φ is determined from the air volume V (m ³ / h) of the air passing through the hot water heater 51 (temperature efficiency determining means: step S13). Here, the air volume V of the centrifugal blower 3 obtained from the operating state of the centrifugal blower 3
The temperature efficiency φ is calculated based on the characteristic diagram of the temperature efficiency φ (see FIG. 8).

Next, the target hot water temperature TWO is determined by the method described later (target heat medium temperature determining means, target hot water temperature determining means: step S14). That is, the post-evaporation temperature TE detected by the post-evaporation temperature sensor 115, the target outlet temperature TAO determined in S12, and the temperature efficiency φ determined in S13.
From this, the target hot water temperature TWO is calculated based on the following formula (1).

[Formula 1] TWO = (TAO-TE) / φ + TE

Next, in order to prevent troubles of each air conditioner of the air conditioner 1 for an electric vehicle, especially each refrigeration equipment of the refrigeration cycle 4, the following subroutine (FIG.
The air-conditioning equipment protection control is performed based on the flowchart of step S15). This protection control of the air conditioner protects the air conditioner, in particular, each refrigerating machine of the refrigerating cycle 4, and the protective refrigerant pressure is predetermined in order to prevent troubles of the refrigerating machine due to an abnormal increase in the high pressure of the refrigerating cycle 4, for example. (Protection pressure determining means), and the operation is performed based on this predetermined protection refrigerant pressure.

As shown in the flowchart of FIG. 6, the protection control of the air conditioner detects the high pressure SP of the refrigeration cycle 4 detected by the refrigerant pressure sensor 114 (step S).
21). Next, the high pressure SP of the refrigeration cycle 4 is a predetermined protective refrigerant pressure (for example, 20 kg / cm ² G) S
It is determined whether or not the temperature is higher than PH (step S).
22). If the determination result of step S22 is No, the control of step S15 is exited.

Further, the determination result of step S22 is Yes.
In the case of, the operation of the refrigerant compressor 20 is stopped (step S23). After that, the control in step S15 is exited. As a result, the high pressure of the refrigeration cycle 4 can be prevented from rising abnormally, so that troubles of each air conditioner of the electric vehicle air conditioner 1, particularly, each refrigeration apparatus of the refrigeration cycle 4 can be prevented.

Next, the rotational speed of the refrigerant compressor 20 is controlled based on the following subroutine (flowchart in FIG. 7) (step S16). In this rotation speed control, first, it is determined whether or not a predetermined control cycle (control timing: 4 seconds, for example) τ has elapsed (step S31). If the determination result of step S31 is No, control of step S37 is performed. If the result of the determination in step S31 is Yes, the temperature deviation En between the target warm water temperature TWO determined in step S14 of FIG. 5 and the warm water temperature TW detected by the water temperature sensor 116 is calculated based on the following formula (2). (Temperature deviation determination means: step S32).

[Equation 2] En = TWO-TW

Next, the deviation change rate Edot is calculated based on the following equation (3) (temperature change rate determining means: step S).
33).

[Equation 3] Edot = En-En-1

Here, since En is updated, for example, every 4 seconds, En-1 becomes a value 4 seconds before En. next,
CF1 and CF2 are obtained from the membership function shown in FIG. 9 stored in the ROM (step S34).

Next, using En and Edot, the ROM
Membership function shown in FIG. 9 and stored in the ROM
Based on the fuzzy inference using the rule table shown in Table 1 and the rotation speed fn- of the refrigerant compressor 20 four seconds before
Rotational speed Δf (rpm /
4 sec).

[Table 1]

Specifically, from CF1 obtained in FIG. 9 (a) and CF2 obtained in FIG. 9 (b), the input conformance CF is obtained based on the following equation 4, and the input conformance CF is further obtained.
And the rule value in Table 1, Δf
Is calculated (step S35).

(4) CF = CF1 × CF2

[Formula 5] Δf = Σ (CF × rule value) / ΣCF

For example, in the case of En = 5, FIG.
Therefore, CF1 has NB = 0, NS = 0, ZO≈0.29,
PS≈0.71 and PB = 0. Also, Edot =-
In the case of 0.2, CF2 is NB = from FIG. 9 (b).
0, NS≈0.33, ZO≈0.67, PS = 0, PB
= 0.

Therefore, Σ, which is the denominator of the above equation 5,
CF is 0.29 × 0.33 + 0.29 × 0.67 +
0.71 × 0.33 + 0.71 × 0.67 = 1.
Further, Σ (CF × rule value), which is the numerator of the above equation 5, is
0.29 x 0.33 x (-75) + 0.29 x 0.67
X0 + 0.71 x 0.33 x (-45) + 0.71 x
The result is 0.67 × 112≈35.56. Therefore, Δf is Δf = 35.56 / 1 = 35.56.

In this way, when Δf is determined based on En and Edot, the target rotation speed fn is calculated based on the following equation 6 (target hot water temperature determination means, target rotation speed determination means: step S36).

## EQU6 ## fn = (fn-1) +. DELTA.f

Next, the inverter 3 for the air conditioner is adjusted so that the actual rotation speed of the refrigerant compressor 20 becomes the target rotation speed fn.
0 is energized (warm water heating amount control means, rotation speed control means: step S37).

By performing the rotational speed control of the refrigerant compressor 20 described above (step S16 in FIG. 5), the behavior of the refrigerant compressor 20 becomes as shown in FIG. 10 (b), and as a result, the water temperature The behavior of the hot water temperature (inlet temperature of the hot water heater 51) TW detected by the sensor 116 is shown in FIG.
The result is as shown in FIG. Note that FIG. 10 shows a case where the target hot water temperature TWO is determined to be 70 ° C., for example, and t = 0 when the electric vehicle air conditioner 1 (refrigeration cycle 4) is started.

That is, as shown in FIG.
When t = 0, since the temperature deviation En between the target warm water temperature TWO determined in step S14 of FIG. 5 and the warm water temperature TW detected by the water temperature sensor 116 is large, Δf is calculated as a large value, and as a result, FIG. As shown in (b), the rotation speed of the refrigerant compressor 20 rapidly increases. As a result, as shown in FIG. 10A, the warm water temperature TW tries to rapidly approach the target warm water temperature TWO.

Then, the hot water temperature TW is equal to the target hot water temperature TW.
As it approaches O, the temperature deviation En becomes smaller,
Δf is calculated as a small value, the rate of increase in the rotation speed of the refrigerant compressor 20 gradually decreases, and the rotation speed gradually decreases. As a result, the warm water temperature TW is saturated with the target warm water temperature TWO immediately after starting the air conditioner 1 for electric vehicle (refrigeration cycle 4) without overshooting the target warm water temperature TWO. The hot water temperature TW detected by the water temperature sensor 116 is set to the target hot water temperature TWO.
The reason for controlling so as to be as follows is as follows.
That is, the hot water temperature TW has a correlation with the temperature of the air passing through the hot water heater 51.

Therefore, if the target hot water temperature TWO determined in step S14 of FIG. 5 is related to the temperature of the air blown from the foot outlet 13 of the duct 2 into the passenger compartment, for example, the temperature adjusting levers 202 and 207. Just by setting the blowout temperature desired by the occupant, etc., the blowout temperature of the air blown into the vehicle compartment immediately after the electric vehicle air conditioner 1 (refrigeration cycle 4) is started reaches a temperature that meets the occupant's wishes. become. In addition, the temperature adjustment lever 2 provided on the operation panel 200 is used to set the blowout temperature by the occupant.
02, 207 set blow temperature Tset (= set temperature,
It corresponds to the operation position).

[Blowout Temperature Control in Dehumidifying Mode of First Embodiment] Next, the blowout temperature control in the dehumidifying mode of the ECU 100 of this embodiment will be briefly described with reference to FIGS. 1 to 14. Here, FIG. 11 is a flow chart showing an example of the blowout temperature control in the dehumidification mode of the ECU 100.

In the manual air conditioner, when the dehumidifying and heating switch 265 is turned on, in the automatic air conditioner, the outside air temperature Tam detected by the outside air temperature sensor 112 is 0 ° C to
When the temperature is 20 ° C., the refrigeration cycle 4 is switched to the dehumidifying mode to dehumidify and heat the passenger compartment. Note that in the automatic air conditioner, the outside air temperature Ta detected by the outside air temperature sensor 112.
When m is lowered to 0 ° C or lower, the heating mode by the outside air introduction mode is set, and when 20 ° C or higher, the cooling mode is set.

When the dehumidifying mode is started, the second solenoid valve 32 is first set to the open state (step S41). Next, it is determined whether or not the dehumidification mode is in the initial stage. For example, it is determined whether the post-evaporation temperature (sensor value) TE detected by the post-evaporation temperature sensor 115 has not reached the post-evaporation temperature TE (see the characteristic diagram of FIG. 12) corresponding to the preset outside air temperature Tam. Yes (step S42).

If the result of the determination in step S42 is Yes, the first electromagnetic valve 31 is set to the closed state in order to lower the temperature of the indoor heat exchanger 25 and enhance the dehumidifying performance in the vehicle interior (step). S43). Next, the outside temperature sensor 112
The air conditioner inverter 30 is energized and controlled so that the rotation speed of the refrigerant compressor 20 (see the characteristic diagram of FIG. 13) is determined according to the outside air temperature detected at (hot water heating amount control means, rotation speed control means: Step S44).

If the determination result in step S42 is No, it is determined whether the post-evaporation temperature (sensor value) TE detected by the post-evaporation temperature sensor 115 is higher than the frosting temperature (eg, 2 ° C.). (Step S45). This step S
If the determination result of 45 is Yes, the first solenoid valve 31 is set to the closed state to dehumidify the vehicle interior (step S4).
6) If the determination result of step S45 is No, the first electromagnetic valve 31 is set to the open state, and the vehicle interior is dehumidified and heated (step S47).

Next, heating fuzzy control is performed based on the flowchart of FIG. 7 to determine the target rotation speed fn of the refrigerant compressor 20 (see step S36 in FIG. 7) (target rotation speed determination means: step S48). It should be noted that the inside air temperature TR detected by the inside air temperature sensor 111 is the set outlet temperature Tset.
When the temperature rises above the above, the refrigerant compressor 2 is operated by the heating fuzzy control.
When the target rotation speed of 0 is determined, the refrigerant compressor 20 is rotated at low speed or stopped, and the temperature of the indoor heat exchanger 25 cannot be lowered. Therefore, the outside air temperature sensor 112 detects the outside air temperature (outside air temperature detecting means), and the outside air temperature sensor 11
Refrigerant compressor 20 determined according to the outside air temperature detected in 2.
The minimum rotation speed (see the characteristic diagram of FIG. 14) is determined (minimum rotation speed determination means) so that the target rotation speed does not fall below the minimum rotation speed (rotation speed comparison means: step S49). Then, as shown in step S37 of the flowchart in FIG. 7, the energization of the air conditioner inverter 30 is controlled so that the rotation speed of the refrigerant compressor 20 becomes the target rotation speed fn or the minimum rotation speed.

By performing the above control, it is possible to perform dehumidification heating even for an arbitrary set outlet temperature Tset, and the post-evaporation temperature (sensor value) TE detected by the post-evaporation temperature sensor 115 is the frosting temperature. A dehumidifying effect can also be obtained by controlling so as to approximate (for example, 2 ° C.).

[Operation of First Embodiment] Next, the operation of the air conditioner 1 for an electric vehicle of this embodiment will be briefly described with reference to FIGS. 1 and 2.

(Cooling Mode) In the cooling mode, in the refrigeration cycle 4, the third solenoid valve 33 is opened and the first and second solenoid valves 31, 32 are closed. Therefore, the refrigerant compressor 2
The refrigerant discharged from the discharge port of 0 flows through the cooling operation path (direction of arrow C). That is, the refrigerant compressor 20 → the refrigerant passage 28 of the brine refrigerant heat exchanger 21 → the cooling refrigerant passage 4
3 (third solenoid valve 33) → outdoor heat exchanger 23 → second pressure reducer 24 → indoor heat exchanger 25 → accumulator 26 and is sucked into the suction port of the refrigerant compressor 20. Then, the air cooled by the heat of vaporization of the refrigerant in the indoor heat exchanger 25 is mainly blown into the vehicle interior from the face outlet 12 to cool the vehicle interior.

(Heating Mode) In the heating mode using only the heat pump, in the refrigeration cycle 4, the first solenoid valve 31
Is opened, and the second and third electromagnetic valves 32, 33 are opened. Therefore, the refrigerant discharged from the discharge port of the refrigerant compressor 20 flows through the heating operation path (arrow H direction). That is,
Refrigerant compressor 20 → Brine refrigerant heat exchanger 21 refrigerant passage 28 → First decompressor 22 → Outdoor heat exchanger 23 → Heating refrigerant flow passage 41 (first electromagnetic valve 31) → Accumulator 26 and refrigerant compressor It is inhaled at 20 inlets.

On the other hand, in the hot water cycle 5, the brine refrigerant heat exchanger 2 is operated by operating the brine pump 53.
The hot water flowing into the first hot water passage 27 is heated by the heat of condensation of the refrigerant flowing in the refrigerant passage 28. The heated hot water flows into the hot water heater 51 in the duct 2 and exchanges heat with the air blown by the action of the centrifugal blower 3, so that the air becomes warm air. The warm air is blown into the vehicle interior mainly from the foot outlet 13 to heat the vehicle interior.

Depending on the destination, the outside air temperature is extremely low (for example, a cold region of -10 ° C to -30 ° C or less), and the brine refrigerant heat exchanger 21 may not be able to obtain a sufficient amount of heat. In such a case, the refrigerant compressor 20 is not driven and the amount of heat required for heating is given to the hot water by the combustion heater 52.

(Dehumidification Mode) In the dehumidification mode, the dehumidification operation route (direction of arrow D) or the dehumidification heating route (arrow H).
The refrigerant flows in either direction (D direction).

1) Dehumidification Operation Path When the refrigerant flows through the dehumidification operation path in this dehumidification mode, the second solenoid valve 32 is opened and the first and third solenoid valves 3 are opened.
1, 33 are closed. Therefore, the refrigerant discharged from the discharge port of the refrigerant compressor 20 is the same as the brine refrigerant heat exchanger 2
No. 1 refrigerant passage 28 → first decompressor 22 → branch portion 45 → dehumidifying refrigerant passage 42 (second electromagnetic valve 32) → indoor heat exchanger 25
→ Merging unit 46 → Suctioned through the accumulator 26 to the suction port of the refrigerant compressor 20. Thereby, the air blown to the indoor heat exchanger 25 by the action of the centrifugal blower 3 is cooled. Then, the moisture in the air is condensed and adheres to the fins of the indoor heat exchanger 25, etc., whereby the air is dehumidified.

On the other hand, in the hot water cycle 5, the brine refrigerant heat exchanger 2 is operated by operating the brine pump 53.
The hot water flowing into the first hot water passage 27 is heated by the heat of condensation of the refrigerant flowing in the refrigerant passage 28. The heated hot water flows into the hot water heater 51 in the duct 2. Here, the low-humidity air that has been cooled and dehumidified by the indoor heat exchanger 25 is dehumidified in the vehicle compartment mainly by being blown out from the defroster outlet 11 into the vehicle compartment. If you want to reheat the dehumidified air, use the air mix damper 5
It suffices to operate 4, 55 to guide a part or all of the air to the hot water heater 51 and exchange heat with the hot water.

2) Dehumidifying and heating path When the refrigerant flows through the dehumidifying and heating path in this dehumidifying mode, the first and second solenoid valves 31 and 32 are opened and the third solenoid valve 33 is closed. Therefore, the refrigerant discharged from the discharge port of the refrigerant compressor 20 is the same as the brine refrigerant heat exchanger 21.
Refrigerant passage 28 → first decompressor 22 → branch portion 45 → {outdoor heat exchanger 23 → heating refrigerant passage 41 (first solenoid valve 3
1)} and {dehumidifying refrigerant channel 42 (second solenoid valve 32)
→ Indoor heat exchanger 25} → Merging section 46 → Accumulator 26 and is sucked into the suction port of the refrigerant compressor 20.

On the other hand, in the hot water cycle 5, the brine refrigerant heat exchanger 2 is operated by operating the brine pump 53.
The hot water flowing into the first hot water passage 27 is heated by the heat of condensation of the refrigerant flowing in the refrigerant passage 28. The amount of heat exchange between the hot water and the refrigerant at this time is such that the refrigerant in the outdoor heat exchanger 23 is outside air as compared with the case of the dehumidifying weak heating mode (the first electromagnetic valve 31 is closed and the second electromagnetic valve 32 is opened). The more it absorbs heat, the higher it becomes. That is, the hot water heated further than the dehumidifying weak heating mode flows into the hot water heater 51 in the duct 2. The low-humidity air that has been cooled and dehumidified by the indoor heat exchanger 25 is reheated when passing through the hot water heater 51 and is mainly blown into the vehicle interior from the defroster outlet 11 to dehumidify and heat the vehicle interior. To be done.

[Effect of First Embodiment] FIG. 15 is a time chart showing experimental data of this embodiment. In this experiment, the outside temperature Tam is 10 ° C. and the set outlet temperature Tset is 2
This is an example of operation at 5 ° C. For operation, the second solenoid valve 3
2 is always open, and the first solenoid valve 31
Is closed and the refrigerant is allowed to flow through the indoor heat exchanger 25 to dehumidify the air. The rotation speed of the refrigerant compressor 20 at this time is a value (for example, 5600 rpm) set according to the outside air temperature. Further, when the post-evaporation temperature (sensor value) TE detected by the post-evaporation temperature sensor 115 reaches a value (for example, −5 ° C.) set according to the outside air temperature Tam, the dehumidification mode shifts to the steady state.

In the normal dehumidifying mode, the post-evaporation temperature (sensor value) TE detected by the post-evaporation temperature sensor 115 is used to form the frost temperature (for example, 2 ° C .: to prevent frost formation on the indoor heat exchanger 25).
The first solenoid valve 31 is controlled to open and close so that The rotation speed of the refrigerant compressor 20 at this time is determined by the heating fuzzy control.

In the stable state 60 minutes after the start of operation, the temperature of the air blown from the defroster outlet 11 to the inner surface of the windshield is 37 ° C. to 39 ° C., and the temperature after evaporation TE is 1 ° C. or more. It is 3 ° C. and the inside air temperature is 25 ° C. to 26 ° C. It can be seen that the outlet temperature is controlled so that the inside air temperature TR becomes the set outlet temperature Tset while dehumidifying the air in the vehicle interior. It should be noted that the windshield windshield is almost 100% clear in the initial dehumidification mode, and the post-evaporation temperature TE
Is maintained at 1 ° C to 3 ° C, no re-mist occurs.

Therefore, in the dehumidifying mode, if the heating capacity is not so required, the first and third solenoid valves 31, 3
By closing the valve 3 and opening the second electromagnetic valve 32, the refrigerant is allowed to flow only through the indoor heat exchanger 25, so that a sufficient dehumidifying capacity can be obtained while suppressing the heat radiation amount of the hot water heater 51. When sufficient heating capacity is required, the first solenoid valve 31 is controlled to open and close, the second solenoid valve 32 is opened, and the third solenoid valve 33 is closed to flow into the indoor heat exchanger 25. By increasing / decreasing the amount of the refrigerant to be used and controlling the rotation speed of the refrigerant compressor 20, the temperature of the indoor heat exchanger 25 is approximated to the frosting temperature and a dehumidifying effect is obtained while the indoor heat exchanger 25 is being obtained.
It is possible to prevent the heating capacity from deteriorating due to the formation of frost.

Further, it is possible to perform delicate heating capacity control and dehumidification capacity control by using inexpensive first and second solenoid valves 31 and 32 without using two expensive electric expansion valves. Therefore, the product cost can be reduced. Since the first and second electromagnetic valves 31 and 32 simply open and close the first and second refrigerant flow paths A and B, the first and second electromagnetic valves 3
Opening / closing control of 1 and 32 is simple.

Here, in the case of the dehumidifying operation path in the dehumidifying mode, a small amount of the refrigerant flows to the indoor heat exchanger 25 even though the second electromagnetic valve 32 is closed and the refrigerant circuit for passing the second decompressor 24 is used. Since the pressure resistance of the second pressure reducer 24 is large, the refrigerant easily flows toward the outdoor heat exchanger 23 and the refrigerant easily accumulates. Therefore, in the case of the dehumidifying operation route as in this embodiment, the second solenoid valve 3
The second refrigerant flow path B that opens the valve 2 and bypasses the second pressure reducer 24.
It is better to let the refrigerant flow through.

In the air conditioner 1 for an electric vehicle, the refrigerant flows in the order of the third electromagnetic valve 33 → the outdoor heat exchanger 23 → the branch portion 45 in the cooling mode, and the branch portion 45 in the heating mode and the dehumidifying mode. → outdoor heat exchanger 23 → first solenoid valve 31
The refrigerant pipes are connected so that the refrigerant flows as described above.
As a result, the gas side of the outdoor heat exchanger 23 is always on the first and third electromagnetic valves 31, 33 side, and the liquid side of the outdoor heat exchanger 23 is always on the branch portion 45 side. That is, the outdoor heat exchanger 2
The flow direction of the refrigerant can be reversed between the cooling mode in which 3 is operated as the refrigerant condenser and the heating mode and the dehumidification mode in which it is operated as the refrigerant evaporator. Therefore, as going from the gas side to the liquid side, the outdoor heat exchanger 2
Since the passage cross-sectional area of the refrigerant passage 3 can be made large to small, the pressure loss of the refrigerant flow and the heat exchange performance of the outdoor heat exchanger 23 can be designed consistently.

[Structure of the Second Embodiment] FIGS. 16 and 17
Shows a second embodiment in which the vehicle air conditioner of the present invention is applied to an electric vehicle air conditioner, and FIG. 16 is a view showing the electric vehicle air conditioner.

The refrigeration cycle 4 of this embodiment includes a refrigerant compressor 20, a first indoor heat exchanger (indoor condenser) 61, a first pressure reducer 22, an outdoor heat exchanger 23, a second pressure reducer 24, and a second pressure reducer 24. Indoor heat exchanger (indoor evaporator) 62, accumulator 2
6, a refrigerant path switching means to be described later, and a refrigerant pipe connecting these in a ring shape.

The first indoor heat exchanger 61 is the indoor heating means of the present invention and is always operated as a refrigerant condenser. The second indoor heat exchanger 62 is the indoor heat exchange means of the present invention, and is always operated as a refrigerant evaporator. Outdoor heat exchanger 2
3 is an outdoor heat exchange means of the present invention, which is operated as a refrigerant condenser in the cooling mode and is operated as a refrigerant evaporator in the heating mode and the dehumidifying mode. A centrifugal blower 3 is installed on the upstream side of the duct 2, and a second indoor heat exchanger 62 and a first indoor heat exchanger 61 are installed in the duct 2 from the upstream side to the downstream side. .

The refrigerant path switching means switches the flow direction of the refrigerant circulating in the refrigeration cycle 4 between the cooling mode, the heating mode, and the dehumidification mode (dehumidification operation path, dehumidification heating operation path) according to each air conditioning mode. 1, second solenoid valve 3
1, 32, a four-way valve 35, check valves 36, 37 and the like.

The first solenoid valve 31 is installed in the heating refrigerant flow path 41 having the first pressure reducer 22 and checks the refrigerant flowing out of the first indoor heat exchanger 61 in the heating mode and the dehumidifying mode with the check valve 36. -> 1st decompressor 22-> outdoor heat exchanger 23 The 1st refrigerant flow path A which flows in order is opened and closed. Here, in the embodiment, the first refrigerant flow path A has the branch portion 45 on the upstream side of the first pressure reducer 22 and the accumulator 26 in the dehumidifying mode.
Is a flow path that connects the upstream side of the confluence section 46.

The second electromagnetic valve 32 is installed in the cooling / dehumidifying refrigerant passage 44 having the second decompressor 24, and the refrigerant flowing out of the first indoor heat exchanger 61 in the dehumidifying mode is operated by the check valve 36 → second The second refrigerant flow path B that flows in order from the pressure reducer 24 to the second indoor heat exchanger 62 to the accumulator 26 is opened and closed. Here, in the embodiment, the second refrigerant flow path B is a flow path that connects the upstream branch portion 45 of the second pressure reducer 24 and the upstream merge portion 46 of the accumulator 26 in the dehumidifying mode.

The four-way valve 35 is set to the solid line position shown in the drawing in the cooling mode, and to the broken line position shown in the drawing to the heating mode and the dehumidifying mode. The check valve 36 is provided in the heating / dehumidifying refrigerant flow path 47 that connects the downstream side of the first indoor heat exchanger 61 and the merging section on the upstream side of the branch section 46, and blocks the reverse flow of the refrigerant. The check valve 37 connects the outdoor heat exchanger 23 and the branch part 45, is provided in the cooling refrigerant flow path 43 that bypasses the first pressure reducer 22 and the first electromagnetic valve 31, and blocks the reverse flow of the refrigerant.

[Operation of Second Embodiment] Next, the operation of the 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 7.

(Cooling Mode) In the cooling mode, the first solenoid valve 31 is closed, the second solenoid valve 32 is opened, and the four-way valve 3
5 is set to the solid line position in the figure. Therefore, the refrigerant discharged from the discharge port of the refrigerant compressor 20 includes the four-way valve 35, the outdoor heat exchanger 23, the cooling refrigerant flow passage 43 (the check valve 37),
Cooling / dehumidifying refrigerant channel 44 (second electromagnetic valve 32 → second pressure reducer 24) → second indoor heat exchanger 62 → accumulator 26
Through the suction port of the refrigerant compressor 20. The air cooled by the heat of vaporization of the refrigerant in the second indoor heat exchanger 62 is mainly blown into the vehicle interior from the face outlet 12 to cool the vehicle interior. At this time,
By controlling the rotation speed of the refrigerant compressor 20 and varying the flow rate of the refrigerant flowing into the second indoor heat exchanger 62, the temperature inside the vehicle compartment is adjusted to the set outlet temperature.

(Heating Mode) In the heating mode, the first solenoid valve 31 is opened, the second solenoid valve 32 is closed, and the four-way valve 3
5 is set at the position indicated by the broken line in the figure. Therefore, the refrigerant discharged from the discharge port of the refrigerant compressor 20 is the four-way valve 35 → the first indoor heat exchanger 61 → the heating / dehumidifying refrigerant passage 47 (the check valve 36) → the heating refrigerant passage 41 (the 1 Solenoid valve 31 → first pressure reducer 22) → outdoor heat exchanger 23 → four-way valve 35 → accumulator 26 and is sucked into the suction port of the refrigerant compressor 20. The air heated by the heat of condensation of the refrigerant in the first indoor heat exchanger 61 is mainly blown into the vehicle interior from the foot outlet 13 to heat the vehicle interior. At this time, similarly to the cooling mode, the rotation speed of the refrigerant compressor 20 is controlled to change the flow rate of the refrigerant flowing into the first indoor heat exchanger 61, so that the temperature in the vehicle interior becomes equal to the set outlet temperature. Is adjusted to

(Dehumidification Mode) In the dehumidification mode, the first,
The second solenoid valves 31 and 32 are independently controlled to open and close, and the four-way valve 35 is set to the position shown by the broken line in the figure. Therefore, the refrigerant discharged from the discharge port of the refrigerant compressor 20 is the four-way valve 35 → the first indoor heat exchanger 61 → the heating / dehumidifying refrigerant flow path 47 (the check valve 36) → the branch portion 45 → the heating refrigerant flow. Road 41
(First solenoid valve 31 → first pressure reducer 22) → outdoor heat exchanger 2
3-> 4-way valve 35-> confluence part 46 and cooling / dehumidifying refrigerant channel 44 (second electromagnetic valve 32-> second pressure reducer 24)-> second indoor heat exchanger 62-> confluence part 46 It is drawn into the suction port of the refrigerant compressor 20.

In short, the refrigerant flowing out of the first indoor heat exchanger 61 operated as the refrigerant condenser is the outdoor heat exchanger 2
It flows into both the third and second indoor heat exchangers 62. Then, the air that has been cooled and dehumidified by the heat of evaporation of the refrigerant in the second indoor heat exchanger 62 is reheated by the heat of condensation of the refrigerant in the first indoor heat exchanger 61, mainly from the defroster outlet 11. By being blown into the vehicle interior, the vehicle interior is dehumidified and heated. At this time, similarly to the cooling mode, the rotation speed of the refrigerant compressor 20 is controlled to control the second indoor heat exchanger 6
By changing the flow rate of the refrigerant flowing into 2, the temperature inside the vehicle compartment is adjusted to the set outlet temperature.

The first and second solenoid valves 3 in the dehumidifying mode
The opening / closing control of Nos. 1 and 32 will be described with reference to FIG. Considering that the outside air temperature is 10 ° C. to 20 ° C., when the first solenoid valve 31 is closed and the second solenoid valve 32 is opened, the first indoor heat exchanger 6
All the refrigerant flowing out from No. 1 flows into the second indoor heat exchanger 62. At this time, the evaporation temperature of the second indoor heat exchanger 62, which functions as a refrigerant evaporator, becomes −5 ° C. to −10 ° C., and if this state is continuously continued, the second indoor heat exchanger 62 will frost. It is necessary to control the temperature of the second indoor heat exchanger 62 to be 0 ° C to 4 ° C.

When the first electromagnetic valve 31 is closed and the second electromagnetic valve 32 is opened, the outdoor heat exchanger 23, which functions as a refrigerant evaporator, has a larger heat absorption capacity than the second indoor heat exchanger 62. Therefore, the evaporation temperature of the outdoor heat exchanger 23 is about 4 times higher than the outside air temperature.
The value is lower by 7 ° C to 7 ° C. Furthermore, by controlling the opening and closing of the second solenoid valve 32 with the first solenoid valve 31 open,
Dehumidification heating in which the outdoor heat exchanger 23 absorbs heat from the outside air and radiates the heat from the first indoor heat exchanger 61 can be performed.

Here, when the heating capacity is further required and it is desired to raise the temperature of the air blown into the passenger compartment, the rotation speed of the refrigerant compressor 20 is increased and the temperature of the second indoor heat exchanger 62 is increased. The first and second solenoid valves 3 so that the temperature is maintained at 0 ° C to 4 ° C.
A high blowout temperature can be obtained by controlling the opening and closing of Nos. 1 and 32.

[Effect of Second Embodiment] In this embodiment, when the vehicle interior is dehumidified and heated, the outdoor heat exchanger 23, which operates as a refrigerant evaporator, and the second indoor heat exchanger 62 are connected in parallel, and the refrigerant Is branched into both the outdoor heat exchanger 23 and the second indoor heat exchanger 62, and the flow rate of the refrigerant flowing through each is independently controlled using the first and second solenoid valves 31 and 32. It is possible to realize dehumidification heating in which the temperature of air blown into the vehicle interior can be changed.

Further, it is possible to perform delicate heating capacity control and dehumidification capacity control by using inexpensive first and second solenoid valves 31 and 32 without using two expensive electric expansion valves. Therefore, an inexpensive control system can be provided. The first and second solenoid valves 31 and 32 have the first and second solenoid valves.
Since it simply opens and closes the refrigerant channels A and B,
Opening / closing control of the first and second solenoid valves 31 and 32 is very simple.

[Third Embodiment] FIG. 18 shows a third embodiment in which the vehicle air conditioner of the present invention is applied to an electric vehicle air conditioner, and is a diagram showing an electric vehicle air conditioner. Is.

The first solenoid valve 31 of this embodiment is installed in the heating refrigerant passage 41, and the refrigerant flowing out of the first indoor heat exchanger 61 in the heating mode and the dehumidifying mode is used for the heating dehumidifying refrigerant passage 47. (Check valve 36 → first decompressor 22) → branch section 45 → heating refrigerant flow path 41 → outdoor heat exchanger 23 → four-way valve 35 → merging section 46 → first refrigerant flow path A flowing to accumulator 26 in order. Open and close.

Further, the second solenoid valve 32 is installed in the dehumidifying refrigerant flow path 42, and in the dehumidifying mode, the first indoor heat exchanger 61.
The refrigerant flowing out of the refrigerant passage 47 for heating and dehumidifying (the check valve 36
→ 1st decompressor 22) → branching portion 45 → dehumidifying refrigerant flow channel 42
→ The second indoor heat exchanger 62 → the confluent portion 46 → the accumulator 26 is flowed in order, and the second refrigerant flow path B bypassing the second pressure reducer 24 is opened and closed. The first decompressor 22 and the check valve 36 are installed in the refrigerant channel 47 for heating and dehumidifying, and the check valve 3
7 is installed in the cooling medium flow path 43.

[Fourth Embodiment] FIG. 19 shows a fourth embodiment in which the vehicle air conditioner of the present invention is applied to an electric vehicle air conditioner, and is a diagram showing an electric vehicle air conditioner. Is.

The refrigerant path switching means of this embodiment is composed of
The fourth electromagnetic valves 31 to 34 and the check valve 36 are included. That is, in this embodiment, instead of the four-way valve 35 of the second and third embodiments, the third and fourth electromagnetic valves 33, 3 for switching between the cooling mode, the heating mode and the dehumidifying mode.
4 is installed in the refrigeration cycle 4.

The first solenoid valve 31 is installed in the heating refrigerant passage 41, and the refrigerant flowing out of the first indoor heat exchanger 61 in the heating mode and the dehumidifying mode is used for the heating dehumidifying refrigerant passage 4.
7 (check valve 36 → first pressure reducer 22) → branch part 45 → outdoor heat exchanger 23 → heating refrigerant flow path 41 → combining part 46 → open and close the first refrigerant flow path A flowing in order to the accumulator 26 .

Further, the second electromagnetic valve 32 is installed in the dehumidifying refrigerant flow path 42, and in the dehumidifying mode, the first indoor heat exchanger 61.
The refrigerant flowing out of the refrigerant passage 47 for heating and dehumidifying (the check valve 36
→ 1st decompressor 22) → branching portion 45 → dehumidifying refrigerant flow channel 42
→ The second indoor heat exchanger 62 → the confluent portion 46 → the accumulator 26 is flowed in order, and the second refrigerant flow path B bypassing the second pressure reducer 24 is opened and closed. Then, the third solenoid valve 33 is installed in the cooling medium flow passage 43 and opens the cooling medium flow passage 43 in the cooling mode. Further, the fourth solenoid valve 34 is installed in the heating / dehumidifying refrigerant channel 48 and opens the heating / dehumidifying refrigerant channel 48 in the heating mode and the dehumidifying mode.

[Fifth Embodiment] FIG. 20 shows a fifth embodiment in which the vehicle air conditioner of the present invention is applied to an electric vehicle air conditioner, and is a diagram showing an electric vehicle air conditioner. Is.

In this embodiment, the four-way valve 35 is not used, and in order to prevent heat radiation from the first indoor heat exchanger 61, the air mix damper 63 is provided at the air inlet of the first indoor heat exchanger 61.
Is rotatably mounted. These air mix dampers 63 close the first indoor heat exchanger 61 in the cooling mode and open the first indoor heat exchanger 61 in the heating mode and the dehumidifying mode to serve as a refrigerant condenser.
Work.

The first solenoid valve 31 is used for the heating refrigerant flow path 4.
1, the second electromagnetic valve 32 is installed in the dehumidifying refrigerant channel 42, the third electromagnetic valve 33 is installed in the cooling refrigerant channel 43, and opens and closes the respective refrigerant channels. Further, only the first pressure reducer 22 is installed in the heating / dehumidifying refrigerant flow path 47.

The first refrigerant passage A is connected to the first pressure reducer 2
The branch portion 45 on the downstream side of 2 and the merging portion 46 on the upstream side of the accumulator 26 are connected to allow the refrigerant to flow through the outdoor heat exchanger 23 and the heating refrigerant flow passage 41. In addition, the second refrigerant flow path B
Connects the downstream branch portion 45 of the first pressure reducer 22 and the upstream merge portion 46 of the accumulator 26, and causes the refrigerant to flow through the dehumidifying refrigerant flow path 42 and the second indoor heat exchanger 62.

[Sixth Embodiment] FIG. 21 shows a sixth embodiment in which the vehicle air conditioner of the present invention is applied to an electric vehicle air conditioner, and is a diagram showing an electric vehicle air conditioner. Is.

In this embodiment, the cooling refrigerant passage 43 is directly connected to the discharge side of the refrigerant compressor 20 and the upstream side of the outdoor heat exchanger 23 so as to bypass the first indoor heat exchanger 61. The refrigerant is prevented from flowing into the first indoor heat exchanger 61 in the cooling mode.

[Structure of Seventh Embodiment] FIGS. 22 to 27
Shows a seventh embodiment in which the vehicle air conditioner of the present invention is applied to an electric vehicle air conditioner, FIG. 22 shows an electric vehicle air conditioner, and FIG. 23 shows an electric vehicle. It is a figure showing a control system, such as ECU of an air harmony device.

The refrigeration cycle 4 of this embodiment includes a refrigerant compressor 20, a first indoor heat exchanger (indoor condenser) 61, a first pressure reducer 22, an outdoor heat exchanger 23, a second pressure reducer 24, and a second pressure reducer 24. Indoor heat exchanger (indoor evaporator) 62, accumulator 2
6, a refrigerant path switching means to be described later, and a refrigerant pipe connecting these in a ring shape.

The first indoor heat exchanger 61 always operates as a refrigerant condenser, and the second indoor heat exchanger 62 always operates as a refrigerant evaporator. The outdoor heat exchanger 23 is operated as a refrigerant condenser in the cooling mode and the cooling dehumidifying mode, and is operated as a refrigerant evaporator in the heating mode and the heating dehumidifying mode (dehumidifying operation route, dehumidifying heating operating route).

In this embodiment, the four-way valve is not used,
In order to prevent heat radiation from the first indoor heat exchanger 61, air mix dampers 63 and 64 are rotatably attached to the air inlet portion and the air outlet portion of the first indoor heat exchanger 61. These air mix dampers 63 and 64 are the air amount adjusting means of the present invention, and are the first indoor heat exchanger 6 in the cooling mode.
1 is closed and the first indoor heat exchanger 61 is opened in the heating mode and the dehumidifying mode to operate the first indoor heat exchanger 61 as a refrigerant condenser.

The refrigerant path switching means changes the flow direction of the refrigerant circulating in the refrigerating cycle 4 to the cooling operation path (path indicated by arrow C in FIG. 22) and the heating operation path (arrow H in FIG. 22).
22), dehumidifying operation route (route indicated by arrow D in FIG. 22), dehumidification heating operation route (route indicated by arrows H and D in FIG. 22), dehumidification cooling operation route (route indicated by arrow C in FIG. 22), and defrosting operation It switches to one of the paths, etc., it opens when energized (on), and energizes (off)
It is composed of three first to third electromagnetic on-off valves (hereinafter referred to as electromagnetic valves) 31 to 33 which are closed when closed.

The first electromagnetic valve 31 is the first opening / closing means of the present invention, and the refrigerant flowing out from the first indoor heat exchanger 61 in the heating mode and the heating dehumidifying mode is used as the first decompressor 2.
2 is an open / close valve (valve) that opens and closes the first refrigerant flow path X that is sequentially flown from the outdoor heat exchanger 23 to the accumulator 26. Specifically, the first solenoid valve 31 is used for the outdoor heat exchanger 23.
It is installed in the heating refrigerant flow path 41 that connects the downstream branch portion and the upstream merging portion of the accumulator 26.

The second electromagnetic valve 32 is the second opening / closing means of the present invention, and is the first indoor heat exchanger 6 in the heating dehumidifying mode.
The second refrigerant flow path Y in which the refrigerant flowing out of 1 is sequentially flown to the first pressure reducer 22 → the second indoor heat exchanger 62 → the accumulator 26.
Is a valve that opens and closes. Specifically, the second solenoid valve 32 is for dehumidification heating for connecting the upstream branch portion of the second pressure reducer 24 and the downstream merging portion of the second pressure reducer 24 by bypassing the second pressure reducer 24. It is installed in the refrigerant flow path (bypass path) 42.

The third electromagnetic valve 33 is a third opening / closing means, which operates the refrigerant flowing out of the first indoor heat exchanger 61 in the cooling mode and the cooling / dehumidifying mode from the outdoor heat exchanger 23 to the second.
Opening and closing of the third refrigerant flow path Z that flows in order from the pressure reducer 24 to the second indoor heat exchanger 62 to the accumulator 26 (valve).
It is. Specifically, the third electromagnetic valve 33 connects the downstream side of the first indoor heat exchanger 61 and the upstream side of the outdoor heat exchanger 23 to the first side.
The cooling medium flow path (bypass path) 43 for bypassing and connecting the pressure reducer 22 is installed.

Here, the first refrigerant flow path X connects the downstream side branch portion 45 of the first pressure reducer 22 and the upstream side confluence portion 46 of the accumulator 26 in the heating / dehumidifying mode to serve as a refrigerant evaporator. This is a flow path through which the refrigerant flows in the outdoor heat exchanger 23 that works. Further, the second refrigerant flow path Y connects the downstream side branch portion 45 of the first pressure reducer 22 and the upstream side merge portion 46 of the accumulator 26 to bypass the second pressure reducer 24 in the heating dehumidifying mode. This is a flow path through which the refrigerant flows to the second indoor heat exchanger 62 that functions as a refrigerant evaporator. Further, the third refrigerant flow path Z is set to the first refrigerant channel Z in the cooling mode and the cooling dehumidifying mode.
This is a flow path that bypasses the decompressor 22 and causes the refrigerant to flow to the outdoor heat exchanger 23 that functions as a refrigerant condenser, and to flow the refrigerant through the second decompressor 24 to the outdoor heat exchanger 23 that functions as a refrigerant evaporator.

Further, in this embodiment, the blowout temperature sensor 119 is installed on the most leeward side of the duct 2. The blow-out temperature sensor 119 is composed of, for example, a temperature-sensitive element such as a thermistor, and the blow-out temperature of the air blown out from the first indoor heat exchanger (heating heat exchanger) 61 (the blow-out temperature of the air blown into the vehicle interior from the duct 2). Is a blow-out temperature detecting means for detecting the detected value and outputting the detected value as a blow-out temperature signal to the ECU 100. The ROM 102 of this embodiment is a storage means for storing the characteristic diagrams shown in FIGS. 26 and 27. Further, the defroster switch 215 (see FIGS. 3 and 4) for setting the blowout port mode to the defroster mode is a manually operated switch for instructing to execute the cooling / dehumidifying mode.

[Blowout Temperature Control of Seventh Embodiment] Next, the blowout temperature control of the ECU 100 of this embodiment in the heating dehumidifying mode will be briefly described with reference to FIGS. 22 to 27. Here, FIG. 24 is a flowchart showing an example of the blowout temperature control of the ECU 100.

First, an operation signal is read from the operation panel 200. Further, the detection values are read from various sensors (step S51). Here, for example, the outlet mode is read from the outlet mode changeover switch group 201 and the like. Also,
Inside temperature TR detected by the inside temperature sensor 111, outside temperature Tam detected by the outside temperature sensor 112, and post-evaporation temperature sensor 1
Post-evaporation temperature TE detected at 15, refrigerant pressure sensor 114
The detection value (physical quantity) necessary for the arithmetic processing later, such as the high-pressure pressure SP of the refrigeration cycle 4 detected in step 3, is read.

Next, it is judged whether or not the air outlet mode as the manually operated switch is the defroster mode (step S52). If the determination result in step S52 is No, the process returns. When the result of the determination in step S52 is Yes, it is determined whether or not the cooling / dehumidifying mode is selected as the air conditioning mode (step S53). Here, when the outside air temperature Tam detected by the outside air temperature sensor 112 is 0 ° C. or less, the heating mode by the outside air introduction mode is set, and when it is 25 ° C. or more, the cooling mode by the inside air circulation mode is set. Further, when the outside air temperature Tam detected by the outside air temperature sensor 112 is higher than 0 ° C. and lower than 20 ° C., the heating dehumidification mode is set, and when the outside air temperature Tam is 20 ° C. or higher and lower than 25 ° C., the cooling air dehumidification mode is set.

If the result of the determination in step S53 is No, the outlet temperature control is performed in the heating-like dehumidifying mode as shown in the first embodiment (step S54). Then return. In addition, the determination result of step S53 is Y
In the case of es, the outlet temperature control is performed in the cooling / dehumidifying mode (step S55). Then return.

FIG. 25 is a flow chart showing an example of the blowout temperature control of the ECU 100 in the cooling / dehumidifying mode. First, the refrigerant compressor 20 is operated, and the first solenoid valve 31
And the second electromagnetic valve 32 is closed and the third electromagnetic valve 33 is opened to set the cooling / dehumidifying mode (step S61). Thereby, the refrigerant bypasses the first pressure reducer 22 and the refrigerant flows through the second pressure reducer 24, whereby the first indoor heat exchanger 61 and the outdoor heat exchanger 23 are operated as the refrigerant condenser, and the second indoor space The heat exchanger 62 operates as a refrigerant evaporator.

Next, the blowout temperature of the air blown out from the second indoor heat exchanger 62 (= the inlet air temperature of the first indoor heat exchanger 61), that is, the after-evaporation temperature TE detected by the after-evaporation temperature sensor 115 is predetermined. The rotation speed of the refrigerant compressor 20 is increased / decreased so as to reach the temperature TES (for example, 3 ° C.) (rotation speed control means: step S62). Next, the target outlet temperature TA
O is determined by a known method (target outlet temperature determining means: step S63). The target outlet temperature TAO can be obtained from the operating position of the temperature adjusting lever 202 in the manual air conditioner, and the temperature adjusting lever 2 in the automatic air conditioner.
It can be calculated by using the operation position of 07, the inside temperature detected by the inside temperature sensor 111, and the outside temperature detected by the outside temperature sensor 112.

Next, the air volume V (m ³ / h) of the air passing through the first indoor heat exchanger 61 is obtained, and the air volume V (m ³ / h) of the air passing through the first indoor heat exchanger 61. The temperature efficiency φ is determined from (temperature efficiency determining means: step S64).
Here, based on a characteristic diagram (see FIG. 26) of the blower motor terminal voltage V applied to the blower motor 18 of the centrifugal blower 3, the air flow rate V of the centrifugal fan 17, and the temperature efficiency φ (see FIG. 26), the air flow rate V of the centrifugal fan 17 is shown. Then, the temperature efficiency φ is calculated based on the characteristic diagram of the air flow rate V of the centrifugal fan 17 and the temperature efficiency φ (see FIG. 26).

Next, the condensation pressure of the high-pressure refrigerant in the first indoor heat exchanger 61, that is, the high-pressure pressure SP detected by the refrigerant pressure sensor 114 is read and the temperature ratio θ is determined by the method described later (temperature ratio determining means). : Step S65). That is, the target outlet temperature TAO determined in step S63, the post-evaporation temperature TE detected by the post-evaporation temperature sensor 115, the temperature efficiency φ determined in step S64, the refrigerant pressure sensor 11
The high pressure SP detected in 4 is calculated based on the following equation (7).

[Equation 7] θ = (TAO-TE) / φ (SP-TE)

Next, the air mix damper opening α is calculated based on the characteristic diagram of the temperature ratio θ and the air mix damper opening α (see FIG. 27) (step S66). Next, the air mix dampers 63 and 64 are driven so that the air mix damper opening α is obtained to obtain the optimum blowout temperature (step S67). Then return.

[Effects of the Seventh Embodiment] Generally, the air conditioner 1 for an electric vehicle including the refrigeration cycle 4 as shown in FIG. 22 has a suction temperature of the air sucked into the duct 2 (outside air temperature,
When the indoor air temperature or the mixed temperature thereof is 22 ° C. to 28 ° C. and the humidity is high at 70% to 100%, the first indoor heat exchanger 61 and the outdoor heat exchanger 23 are made to be a refrigerant condenser in series. When the dehumidifying operation is performed by the outdoor heat exchanger 23, the second indoor heat exchanger 62 absorbs a large amount of heat, so that the air that has been dehumidified by cooling in the second indoor heat exchanger 62 becomes first.
A large amount of heat is reheated in the indoor heat exchanger 61.

Therefore, the blowing temperature of the air blown into the vehicle compartment from the first indoor heat exchanger 61 is as high as 30 ° C to 50 ° C. As described above, the suction temperature is 22 ° C to 28 ° C.
In the temperature condition of ° C, the blowing temperature is suitably 25 ° C to 30 ° C. Here, if the above dehumidifying operation is used to remove the fogging of the windshield, there arises a problem that the temperature of the air blown from the defroster outlet 11 of the duct 2 is too high and the passenger's face becomes hot and uncomfortable. ing. It should be noted that the above is the problem that the normal water-cooled gasoline vehicle is equipped with a refrigeration cycle and a hot water cycle for heating independently, so adjusting the reheat amount using the air mix damper Could be prevented.

Therefore, in this embodiment, the air mix damper 6 is installed at the air inlet and the air outlet of the first indoor heat exchanger 61.
When the air conditioning mode is the defroster mode and the outside air temperature is 20 ° C to 25 ° C, the first indoor heat exchanger 6 is provided.
The outdoor heat exchanger 1 and the outdoor heat exchanger 23 are connected in series to serve as a refrigerant condenser, and the air-conditioning dehumidifying mode is performed.

That is, when the temperature of the air blown from the defroster outlet 11 is too high, the air mix dampers 63 and 64 are closed (the air mix damper opening α is made small), whereby the first indoor heat exchanger is closed. 61
The amount of condensation heat that is radiated by the outdoor heat exchanger 23 is naturally increased to reduce the amount of condensation heat, and the blowing temperature is reduced to prevent hot flashes on the passenger's face and remove the fog on the windshield. To do.

By adjusting the air mix damper opening α based on the blowout temperature detected by the blowout temperature sensor 119 shown in FIGS. 22 and 23, the blowout temperature of the air blown from the defroster blowout port 11 can be adjusted. It can also be adjusted to the optimum temperature. However, with this control method,
Since the blowout temperature sensor 119 itself has poor responsiveness, there is a possibility that the blowout temperature may be hunted greatly. Therefore, as in the control method of the embodiment shown in the flowcharts of FIGS. It is desirable to adjust the air mix damper opening α without using the detected blowout temperature.

[Eighth Embodiment] FIGS. 28 to 30 show an eighth embodiment in which the vehicle air conditioner of the present invention is applied to an electric vehicle air conditioner. FIG. 28 shows an electric vehicle air conditioner. FIG. 29 is a diagram showing a conditioning device, and FIG. 29 is a diagram showing a control system such as an ECU of an air conditioning device for an electric vehicle.

In this embodiment, when the blowout temperature control (control of the air mix damper opening α) of the seventh embodiment is used, the refrigerant pressure sensor 114 detects the temperature ratio θ in the equation. Instead of the high pressure SP, the hot water temperature TW detected by the water temperature sensor 116 is introduced. That is, the equation of the equation 7 in step S65 of the flowchart of FIG. 25 becomes the equation of the following equation 8 (see the flowchart of FIG. 30).

[Equation 8] θ = (TAO-TE) / φ (TW-TE)

[Structure of Ninth Embodiment] FIGS. 31 to 36
Shows a ninth embodiment in which the vehicle air conditioner of the present invention is applied to an electric vehicle air conditioner, FIG. 31 is a view showing an electric vehicle air conditioner, and FIG. 32 is an electric vehicle. It is a figure showing a control system, such as ECU of an air harmony device.

Inside the duct 2 of this embodiment, first and second ventilation passages 71 and 72 partitioned by a partition wall 70 are formed. Further, on the most upstream side of the duct 2, an inside air suction port 10 communicating with the first ventilation passage 71, and an inside air suction port 7 and an outside air suction port 8 communicating with the second ventilation passage 72 are formed. Further, inside the duct 2, air mix dampers 63 and 64 are attached before and after the first indoor heat exchanger 61. Also, the centrifugal blower 3 of this embodiment
Has two centrifugal fans 17 and a biaxial blower motor 18 for driving these centrifugal fans 17.

The refrigeration cycle 4 of this embodiment includes a refrigerant compressor 20, a first indoor heat exchanger (indoor heating means) 61, an electric expansion valve (pressure reducing means, first pressure reducing means) 73, a gas-liquid separator ( Gas-liquid separation means) 74, temperature-operated expansion valve (decompression means,
Second decompression means) 75, outdoor heat exchanger (outdoor heat exchange means)
23, a second indoor heat exchanger (indoor heat exchanging means) 62, a gas injection refrigerant pipe (refrigerant flow path) 65, a refrigerant path switching means to be described later, and a refrigerant pipe connecting these in an annular shape. .

The refrigerant compressor 20 has a suction port 76 for sucking the refrigerant on the low pressure side of the refrigeration cycle 4, a gas injection port 77 for introducing a gas refrigerant at an intermediate pressure of the refrigeration cycle 4, and a discharge for discharging the compressed refrigerant. It has a port 78. The electric motor that drives the refrigerant compressor 20 is rotationally controlled by continuously or stepwise variably controlling the electric power applied from the vehicle-mounted power source 6 by the air conditioner inverter 30.

The refrigerant path switching means changes the flow direction of the refrigerant circulating in the refrigeration cycle 4 into the cooling operation path (path indicated by arrow C in FIG. 31) and the heating operation path (arrow H in FIG. 31).
No.), a dehumidifying operation route (route indicated by arrow D in FIG. 31), and the like. The first and second solenoid valves 31, 32, the four-way valve 35, and the check valves 39a to 39e.
And so on. Table 2 below shows the operating states (opening and closing states) of the first and second solenoid valves 31, 32 and the four-way valve 35 in each air conditioning mode.

[Table 2]

The first solenoid valve 31 controls the refrigerant flowing out of the first indoor heat exchanger 61 during the heating mode and the dehumidifying mode from the check valve 39c → the electric expansion valve 73 → the gas-liquid separator 74 → the temperature operated expansion. The first refrigerant flow path A flowing in the order of the valve 75, the check valve 39a, and the outdoor heat exchanger (outdoor heat exchange means) 23 is opened and closed. The second solenoid valve 32 checks the refrigerant flowing out from the first indoor heat exchanger 61 during the cooling mode and the dehumidifying mode by using the check valve 39c → the electric expansion valve 73 → the gas-liquid separator 74 → the temperature operated expansion valve 75 → The second refrigerant flow path B flowing in the order of the second indoor heat exchanger 62 is opened and closed. The four-way valve 35 is set in the illustrated solid line position (on the heating side) in the heating mode and the dehumidifying mode,
In the cooling mode, the position is set to the broken line position (cooling side).

The ECU (dehumidifying operation control means) 100 of this embodiment includes an operation panel 200, an outside air temperature sensor 112 for detecting the outside air temperature, an inlet refrigerant pressure of the electric expansion valve 73 (high pressure of the refrigeration cycle 4). ), A refrigerant pressure sensor (physical quantity detecting means, high pressure detecting means) 114,
A post-evaporation temperature sensor (dehumidification amount detecting means) 11 for detecting a blowout temperature of air blown from the second indoor heat exchanger 62 and a suction temperature of air sucked into the first indoor heat exchanger 61.
5 is connected.

Further, the ECU 100 has a suction temperature sensor 121 for detecting the suction temperature of the air sucked into the second indoor heat exchanger 62, and an outlet refrigerant for detecting the refrigerant temperature flowing out from the outlet of the first indoor heat exchanger 61. The temperature sensor 122 and the outlet refrigerant temperature sensor 123 that detects the temperature of the refrigerant flowing out from the outlet of the outdoor heat exchanger 23 are connected. further,
The ECU 100 includes a discharge temperature sensor 124 for detecting the discharge temperature of the refrigerant discharged from the refrigerant compressor 20, and a line current sensor 12 for detecting the line current of the air conditioner inverter 30.
5 is connected. In addition to this, sensor components such as an inside air temperature sensor, a solar radiation sensor, and a defrost sensor may be connected.

Further, on the operation panel 200, as shown in FIG. 33, the temperature setting lever 221 as the outlet temperature setting means for setting the temperature inside the vehicle compartment to a desired temperature, and the start of the air conditioner 1 for the electric vehicle. And an air conditioner switch 222 for controlling the stop, a blower switch 223 as an air volume setting means for setting the air volume of the centrifugal blower 3, an air outlet switching lever 224 for switching the air outlet mode, and a switching lever 225 for switching the air inlet mode. There is.

[Blowout Temperature Control in Dehumidifying Mode of Ninth Embodiment] Next, the blowout temperature control in the dehumidifying mode of the ECU 100 of this embodiment will be briefly described with reference to FIGS. 31 to 36. Here, FIG. 34 is a flowchart showing an example of the blowout temperature control in the dehumidifying mode of the ECU 100.

The position of the temperature setting lever 221 is read (step S70). Next, the temperature setting lever 221
Based on the relationship between the position and the characteristic diagram of FIG. 35, the selection of the air conditioning mode of the cooling mode, the dehumidifying mode, or the heating mode is made. Then, it is determined whether the dehumidification mode is selected as the air conditioning mode (step S71). If the determination result in step S71 is No, the process returns.

Further, the determination result of step S71 is Yes.
In the case of, that is, when the dehumidifying mode is selected from the relationship between the position of the temperature setting lever 221 and the characteristic diagram,
For example, various sensor values such as the outside air temperature TAM detected by the outside air temperature sensor 112, the high pressure PH detected by the refrigerant pressure sensor 114, and the after-evaporation temperature TE detected by the after-evaporation temperature sensor 115 are read (step S72).

Next, the position of the temperature setting lever 221 and FIG.
The target high-pressure pressure PO is calculated from the relationship with the characteristic diagram of 6 (step S73). Next, the target post-evaporation temperature TEO, which is the target value of dehumidification ability, is calculated based on the following formula 9 (step S74).

[Equation 9] TEO = TAM−5 ° C. However, TEO is the target post-evaporator temperature, and TAM is the outside air temperature. Next, the rotation speed of the refrigerant compressor 20 is controlled so that the actual post-evaporator temperature TE becomes the target post-evaporator temperature TEO calculated from the equation (9) (step S75).

Next, it is determined whether the actual high pressure PH is lower or higher than the target high pressure PO calculated from the characteristic diagram of FIG. 36 (step S76). If the determination result of step S76 is low (ON), that is, if the amount of heat absorbed from the outdoor heat exchanger 23 is insufficient, the first electromagnetic valve 31 is turned on (open) (step S77). ). Then return. Further, when the determination result of step S76 is high (OFF), that is, when the amount of heat absorbed from the outdoor heat exchanger 23 is too large, the first solenoid valve 31 is turned off.
The valve is closed (step S78). Then return.

[Operation of Ninth Embodiment] Next, the operation of the 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 6.

(Cooling Mode) In the cooling mode, in the refrigeration cycle 4, as shown in Table 2 above, the first solenoid valve 31 is closed, the second solenoid valve 32 is opened, and the four-way valve 35 is opened. By setting to the cooling side, the operation route of the refrigeration cycle 4 is switched to the cooling operation route (direction of arrow C).
That is, the high-temperature, high-pressure gas refrigerant discharged from the discharge port 78 of the refrigerant compressor 20 flows through the four-way valve 35 and the check valve 39b into the outdoor heat exchanger 23 to exchange heat with the outside air and condense. Liquefy.

The refrigerant flowing out of the outdoor heat exchanger 23 is the first
Since the electromagnetic valve 31 is closed, it flows into the electric expansion valve 73 through the check valve 39d and is decompressed by the electric expansion valve 73 to the intermediate pressure of the refrigeration cycle 4, so that the gas-liquid two-phase state is obtained. It flows into the separator 74. In the gas-liquid separator 74, the two-phase refrigerant is separated into a gas refrigerant and a liquid refrigerant, and the gas refrigerant is discharged from an outlet provided at the upper part of the gas-liquid separator 74 into a gas injection refrigerant pipe 65 (check valve 39e). ) Through the gas injection port 77 to the refrigerant compressor 20.

On the other hand, the liquid refrigerant flows out from the outlet provided in the lower part of the gas-liquid separator 74 and is reduced in pressure to the low pressure of the refrigeration cycle 4 by the temperature operated expansion valve 75, and the second solenoid valve 3
2 and flows into the second indoor heat exchanger (indoor evaporator) 62, and in the second indoor heat exchanger 62, the ventilation path 71 of the duct 2;
Heat exchange with the air flowing through 72. And the refrigerant is
The temperature-actuated expansion valve 75 for controlling superheat (superheat degree) evaporates the superheat to a proper superheat, and the vapor is sucked into the refrigerant compressor 20 through the suction port 76. The air cooled by the heat of vaporization of the refrigerant in the second indoor heat exchanger 62 is mainly blown into the vehicle interior from the face outlet 12 to cool the vehicle interior.

(Heating Mode) In the heating mode, in the refrigeration cycle 4, as shown in Table 2 above, the first electromagnetic valve 31 is opened, the second electromagnetic valve 32 is closed, and the four-way valve 35 is turned on. By setting to the heating side, the operation route of the refrigeration cycle 4 is switched to the heating operation route (direction of arrow H).
That is, the high-temperature, high-pressure gas refrigerant discharged from the discharge port 78 of the refrigerant compressor 20 passes through the four-way valve 35 and is discharged to the first position.
Heat is exchanged with the air flowing into the indoor heat exchanger 61 and flowing in the ventilation paths 71, 72 of the duct 2 in the first indoor heat exchanger 61. Then, the air is heated and blown out mainly through the foot outlets 13 into the vehicle interior, thereby heating the vehicle interior.

On the other hand, the refrigerant is condensed and liquefied, flows into the electric expansion valve 73 through the check valve 39c, is decompressed by the electric expansion valve 73 to the intermediate pressure of the refrigeration cycle 4, and becomes a gas-liquid two-phase state. It flows into the separator 74. The gas refrigerant separated by the gas-liquid separator 74 is sucked into the refrigerant compressor 20 through the gas injection port 77 as in the cooling mode. On the other hand, the liquid refrigerant flows into the temperature-operated expansion valve 75, is depressurized to the low pressure of the refrigeration cycle 4, and the second electromagnetic valve 32 is closed, so the outdoor heat exchanger is passed through the check valve 39a. Two
It flows into the inside of 3 and exchanges heat with the outside air to be evaporated and vaporized. The evaporated gas refrigerant passes through the first electromagnetic valve 31 and is sucked into the refrigerant compressor 20 through the suction port 76.

(Dehumidification Mode) In the dehumidification mode, in the refrigeration cycle 4, as shown in Table 2 above, the first solenoid valve 31 is opened or closed, the second solenoid valve 32 is opened, and the four-way valve is opened. By setting the valve 35 to the heating side, the operation path of the refrigeration cycle 4 is switched to the dehumidification operation path (arrow D direction) or the dehumidification heating path (arrow H direction). That is, the high-temperature, high-pressure gas refrigerant discharged from the discharge port 78 of the refrigerant compressor 20 flows into the first indoor heat exchanger 61 through the four-way valve 35 and the duct inside the first indoor heat exchanger 61. Heat is exchanged with the air flowing through the two ventilation paths 71, 72. At this time, the air is heated.

The refrigerant is condensed and liquefied, flows into the electric expansion valve 73 through the check valve 39c, is decompressed by the electric expansion valve 73 to the intermediate pressure of the refrigeration cycle 4, and is separated into a gas-liquid separator in a gas-liquid two-phase state. Flows into 74. The gas refrigerant separated by the gas-liquid separator 74 is sucked into the refrigerant compressor 20 through the gas injection port 77 as in the cooling mode. On the other hand, the liquid refrigerant flows into the temperature-operated expansion valve 75 and enters the refrigeration cycle 4
Since the second solenoid valve 32 is opened, the second solenoid valve 32 flows through the second indoor heat exchanger (indoor evaporator) 62 into the second indoor heat exchanger. Inside 62, heat is exchanged with the air flowing through the ventilation paths 71, 72 of the duct 2, and the heat is sucked into the refrigerant compressor 20 through the suction port 76.

When the first solenoid valve 31 is open, the depressurized refrigerant also flows into the outdoor heat exchanger 23 in parallel with the second indoor heat exchanger 62 and the outdoor heat exchanger (outdoor evaporator). ) 23, it absorbs heat from the outside air, passes through the first solenoid valve 31, and is sucked into the refrigerant compressor 20 through the suction port 76. Therefore, the air flowing in the ventilation paths 71, 72 of the duct 2 is
After being dehumidified and cooled when passing through the second indoor heat exchanger (indoor evaporator) 62, the first indoor heat exchanger (indoor condenser) 6
It is reheated when passing 1 and mainly defroster outlet 1
The air is blown into the vehicle interior from the air outlet 1 or the foot outlet 13 to dehumidify and heat the vehicle interior.

[Effects of the Ninth Embodiment] As described above, the air conditioner 1 for an electric vehicle of this embodiment has the high pressure (electric expansion) of the refrigeration cycle 4 detected by the refrigerant pressure sensor 114 in the dehumidifying mode. The inlet refrigerant pressure PH of the valve 73 is compared with the target high pressure pressure PO, and if the current high pressure PH is lower than the target high pressure PO, the outdoor heat exchanger 23.
It is judged that the heat absorption amount of the air is insufficient and the temperature of the air blown into the vehicle interior is lower than the set temperature, and the first
The solenoid valve 31 is opened so that the refrigerant flows through the outdoor heat exchanger 23 in parallel with the second indoor heat exchanger 62 so that heat is absorbed from the outside air.

When the current high pressure PH is higher than the target high pressure PO, the amount of heat absorbed by the outdoor heat exchanger 23 is too large and the temperature of the air blown into the passenger compartment rises above the set temperature. Therefore, the first electromagnetic valve 31 is closed to prevent the outdoor heat exchanger 23 from absorbing heat from the outside air. As a result, even when the dehumidifying amount of air in the second indoor heat exchanger 62 is made constant in the dehumidifying mode,
The outdoor heat exchanger 23 by opening and closing the first solenoid valve 31.
Since the high pressure of the refrigeration cycle 4 can be set to the target high pressure by varying the amount of heat absorbed from the, the blowout temperature of the air blown into the vehicle interior can be controlled.

[Tenth Embodiment] FIG. 37 shows a tenth embodiment in which the vehicle air conditioner of the present invention is applied to an electric vehicle air conditioner, and shows an example of the blowout temperature control of the ECU. It is a flowchart.

The construction of the air conditioner for an electric vehicle and the operation of the refrigeration cycle of this embodiment are the same as those of the ninth embodiment described above. In addition, step S70 of the blowout temperature control
From step S74 to step S74, the same calculation, processing or judgment as in the ninth embodiment is performed.

Then, the rotation speed of the refrigerant compressor 20 is controlled so that the actual high pressure PH becomes the target high pressure PO (step S79). Next, it is determined whether the actual post-evaporator temperature TE is lower or higher than the target post-evaporator temperature TEO calculated from the equation (9) (step S80). If the determination result in step S80 is low (ON), the process proceeds to step S77 to turn on (open) the first electromagnetic valve 31. Further, the determination result of step S80 is high (OFF)
In this case, the process proceeds to step S78 and the first electromagnetic valve 31 is turned off (closed).

When the amount of heat absorbed by the second indoor heat exchanger (indoor evaporator) 62 is small by the above-described blowout temperature control, the rotation speed of the refrigerant compressor 20 is increased, and the actual post-evaporator temperature TE Becomes lower than the target post-evaporator temperature TEO. At that time, the first electromagnetic valve 31 is opened to allow the refrigerant to flow through the outdoor heat exchanger 23 to absorb heat. Therefore, it is not necessary to further increase the rotation speed, and the post-evaporation temperature TE is maintained at the target post-evaporation temperature TEO.

Also, the second indoor heat exchanger (indoor evaporator) 6
When the heat absorption amount at 2 is large, the rotation speed of the refrigerant compressor 20 is decelerated, and the actual post-evaporation temperature TE becomes the target post-evaporation temperature T.
It will be higher than EO. At that time, the first electromagnetic valve 31 is closed so that the outdoor heat exchanger 23 does not absorb heat. Thereby, in the dehumidification mode, the second indoor heat exchanger 6
Even when the dehumidification amount of air in 2 is constant, the high pressure of the refrigeration cycle 4 is changed to the target high pressure by opening and closing the first solenoid valve 31 to change the amount of heat absorbed from the outdoor heat exchanger 23. Since the pressure can be used, it is possible to control the blowout temperature of the air blown into the vehicle interior.

[Modification] In the above first to eighth embodiments,
Although the present invention is applied to the air conditioner for an electric vehicle, the present invention may be applied to an air conditioner for a vehicle equipped with an air-cooled engine or a water-cooled engine. As the brine, pure water, an aqueous solution containing an anticorrosive additive for anticorrosion of various metals, a long life coolant or the like may be used.

In the first and eighth embodiments, the inlet water temperature of the hot water heater 51 detected by the water temperature sensor 116 is used as the hot water temperature TW, but the water temperature sensor 118 is used as the hot water temperature TW.
The inlet water temperature of the combustion type heater 52 detected in step 1 may be used. Further, the outlet water temperature of the warm water type heater 51 detected by the water temperature sensor may be used as the warm water temperature TW. Other,
Temperature of air passing through the hot water heater 51, that is, temperature of air blown out from the hot water heater 51 (= hot water temperature TW)
Detection value correlated with (for example, temperature of hot water flowing in hot water pipe, refrigerant temperature of high-pressure refrigerant, refrigerant pressure of high-pressure refrigerant)
Any detection value may be used as long as it is.

In the seventh and eighth embodiments, the outlet temperature sensor 1
Although the air mix control is executed without using the outlet temperature detected by 19, the air mix control may be executed by using the outlet temperature detected by the outlet temperature sensor 119. In addition, any detected value may be used as long as it is a detected value (for example, the inside temperature, the refrigerant temperature of the high-pressure refrigerant, the refrigerant pressure of the high-pressure refrigerant) that is correlated with the temperature of the air blown into the vehicle interior.

[Brief description of drawings]

FIG. 1 is an overall schematic diagram showing an air conditioner for an electric vehicle of the present invention (first embodiment).

FIG. 2 is a block diagram showing a control system such as an ECU of the present invention (first embodiment).

FIG. 3 is a front view showing an example of an operation panel of the present invention (first embodiment).

FIG. 4 is a front view showing another example of the operation panel of the present invention (first embodiment).

FIG. 5 is a flow chart showing an example of blowout temperature control of the ECU of the present invention (first embodiment).

FIG. 6 is a flowchart showing the protection control of the air conditioning equipment of the ECU of the present invention (first embodiment).

FIG. 7 is a flowchart showing a rotational speed control of the refrigerant compressor of the ECU of the present invention (first embodiment).

FIG. 8 is a characteristic diagram showing the relationship between the air flow rate and the temperature efficiency of the centrifugal fan of the present invention (first embodiment).

9A and 9B are diagrams showing a membership function of the present invention (first embodiment).

FIG. 10A is a graph showing the relationship between the hot water temperature and the elapsed time according to the present invention, and FIG. 10B is a graph showing the relationship between the rotation speed and the elapsed time of the refrigerant compressor according to the present invention. (First embodiment).

FIG. 11 is a flowchart showing the blowout temperature control of the ECU of the present invention in the dehumidification mode (first embodiment).

FIG. 12 is a graph showing dehumidification mode initial control cancellation conditions of the present invention (first embodiment).

FIG. 13 is a graph showing the rotation speed of the refrigerant compressor at the initial stage of the dehumidification mode of the present invention (first embodiment).

FIG. 14 is a graph showing the minimum rotation speed of the refrigerant compressor when the dehumidifying mode of the present invention is steady (first embodiment).

FIG. 15 is a time chart showing a target outlet temperature, a defroster outlet temperature, an inside air temperature, a rotation speed of a refrigerant compressor, and a post-evaporator temperature in a dehumidifying mode of the present invention (first embodiment).

FIG. 16 is an overall schematic diagram showing an air conditioner for an electric vehicle of the present invention (second embodiment).

FIG. 17 is a time chart showing the rotation speed of the refrigerant compressor, the condenser post-temperature, the post-evaporator temperature, and the state of the first solenoid valve in the dehumidifying mode of the present invention (second embodiment).

FIG. 18 is an overall schematic diagram showing an air conditioner for an electric vehicle of the present invention (third embodiment).

FIG. 19 is an overall schematic diagram showing an air conditioner for an electric vehicle of the present invention (fourth embodiment).

FIG. 20 is an overall schematic diagram showing an air conditioner for an electric vehicle of the present invention (fifth embodiment).

FIG. 21 is an overall schematic diagram showing an air conditioner for an electric vehicle of the present invention (sixth embodiment).

FIG. 22 is an overall schematic diagram showing an air conditioner for an electric vehicle of the present invention (seventh embodiment).

FIG. 23 is a block diagram showing a control system such as an ECU of the present invention (seventh embodiment).

FIG. 24 is a flowchart showing an example of the blowout temperature control of the ECU of the present invention (seventh embodiment).

FIG. 25 is a flow chart showing an example of blowout temperature control in a cooling / dehumidifying mode of the ECU of the present invention (seventh embodiment).

FIG. 26 is a graph showing changes in air flow rate with respect to temperature efficiency and blower motor terminal voltage.

FIG. 27 is a graph showing the opening degree of the air mix damper with respect to the temperature ratio.

FIG. 28 is an overall schematic diagram showing an air conditioner for an electric vehicle of the present invention (eighth embodiment).

FIG. 29 is a block diagram showing a control system such as an ECU of the present invention (eighth embodiment).

FIG. 30 is a flow chart showing an example of blowout temperature control in a cooling / dehumidifying mode of the ECU of the present invention (eighth embodiment).

FIG. 31 is an overall schematic diagram showing an air conditioner for an electric vehicle of the present invention (ninth embodiment).

FIG. 32 is an electric circuit diagram showing a control system such as an ECU of the present invention (ninth embodiment).

FIG. 33 is a front view showing an example of the operation panel of the present invention (the ninth embodiment).

FIG. 34 is a characteristic diagram showing the relationship between the position of the temperature setting lever and the air conditioning mode of the present invention (the ninth embodiment).

FIG. 35 is a graph showing the relationship between the position of the temperature setting lever and the target high pressure of the present invention (the ninth embodiment).

FIG. 36 is a flowchart showing an example of the blowout temperature control of the ECU of the present invention (ninth embodiment).

FIG. 37 is a flowchart showing an example of blowout temperature control of the ECU of the present invention (tenth embodiment).

FIG. 38 is an overall schematic diagram showing a conventional air conditioner for an electric vehicle (first conventional example).

FIG. 39 is an overall schematic view showing a conventional air conditioner for an electric vehicle (second conventional example).

[Explanation of symbols]

A First Refrigerant Flow Path B Second Refrigerant Flow Path I Travel Inverter M Travel Motor 1 Air Conditioner for Electric Vehicle 2 Duct 3 Centrifugal Blower 4 Refrigeration Cycle 5 Brine Cycle (Indoor Heating Means, Heat Medium Cycle) 6 Vehicle-mounted Power source 11 Defroster outlet 12 Face outlet 13 Foot outlet 20 Refrigerant compressor 21 Brine refrigerant heat exchanger (refrigerant heat medium heat exchanger) 22 First pressure reducer (pressure reducing means) 23 Outdoor heat exchanger (outdoor heat exchange means) ) 24 second pressure reducer (pressure reducing means) 25 indoor heat exchanger (indoor heat exchange means) 30 air conditioner inverter (rotation speed control means) 31 first solenoid valve (first opening / closing means) 32 second solenoid valve (second) Opening / closing means) 35 Four-way valve 45 Branching portion 51 Hot water type heater (indoor heater) 52 Combustion type heater 53 Brine pump (heat medium circulating means) 61 First Indoor heat exchanger (indoor heating means) 62 Second indoor heat exchanger (indoor heat exchange means) 63 Air mix damper (air amount adjusting means) 64 Air mix damper (air amount adjusting means) 65 Refrigerant piping for gas injection (gas Injection refrigerant passage) 73 Electric expansion valve (pressure reducing means, first pressure reducing means) 74 Gas-liquid separator (gas-liquid separating means) 75 Temperature operated expansion valve (pressure reducing means, second pressure reducing means) 100 ECU (dehumidifying operation) Control means, outlet temperature control means) 102 ROM (storage means) 112 Outside air temperature sensor (outside air temperature detection means) 114 Refrigerant pressure sensor (physical quantity detection means, high pressure detection means) 115 After-evaporation temperature sensor (downstream temperature detection means, Dehumidifying amount detecting means) 116 Water temperature sensor (heat medium temperature detecting means) 202 Temperature adjusting lever (blowout temperature setting means) 207 Temperature Adjustment lever (air temperature setting means)

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Kodama, 1-1, Showa-cho, Kariya city, Aichi prefecture, Nihon Denso Co., Ltd. (72) Inventor, Esaka, 1-1, Showa-cho, Kariya city, Aichi prefecture, Nippon Denso Incorporated (72) Inventor Mitsuyo Omura 1-1, Showa-cho, Kariya, Aichi Prefecture, Nihon Denso Co., Ltd. (72) Inventor, Hiroshi Ishikawa 1-1-1, Showa-cho, Kariya, Aichi Prefecture, Nihon Denso Co., Ltd. (72) Inventor, Yuji Takeo, 1-1, Showa-cho, Kariya city, Aichi prefecture, Nihon Denso Co., Ltd. (72) Inventor, Takahisa Suzuki, 1-1, Showa-cho, Kariya city, Aichi prefecture, Nihon Denso Co., Ltd.

Claims (19)

[Claims] 1. A duct for sending air into a vehicle compartment; (b) a blower for blowing air into the vehicle compartment in the duct; and (c) a refrigerant compressor for compressing and discharging a refrigerant. Indoor heating means for heating the air in the duct by the heat of condensation of the refrigerant discharged from the refrigerant compressor; decompression means for decompressing the refrigerant flowing in from the refrigerant condenser; refrigerant flowing in from the decompression means and outside the duct. Outdoor heat exchanging means for exchanging heat with the air, indoor heat exchanging means for exchanging heat between the refrigerant inflowing from the pressure reducing means and air in the duct, and refrigerant flowing out of the depressurizing means flowing to the outdoor heat exchanging means. A first refrigerant flow path, a second refrigerant flow path for flowing the refrigerant flowing out of the pressure reducing means to the indoor heat exchange means, a first opening / closing means for opening / closing the first refrigerant flow path, and opening / closing the second refrigerant flow path Do A refrigeration cycle having a second opening / closing means, and (d) independent opening / closing control of the first opening / closing means and opening / closing control of the second opening / closing means during a dehumidifying operation in which at least the indoor heat exchange means is operated as an evaporator. A vehicle air conditioner including a dehumidifying operation control means. 2. The vehicle air conditioner according to claim 1, wherein the outdoor heat exchange means is disposed outside the duct and is operated as an evaporator that evaporates the refrigerant flowing from the pressure reducing means. A heat exchanger, wherein the indoor heat exchange means is an indoor heat exchanger that is disposed in the duct and operates as an evaporator that evaporates the refrigerant that has flowed in from the decompression means. Is a refrigerant heat medium heat exchanger that is disposed outside the duct and operates as a condenser that condenses the refrigerant by exchanging heat between the refrigerant discharged from the refrigerant compressor and the heat medium, and in the duct, An indoor heater disposed downstream of the indoor heat exchanger to heat the air in the duct by the heat medium flowing from the refrigerant heat medium heat exchanger, and the refrigerant heat medium heat exchanger and the indoor heating vessel Vehicle air conditioning system which is a heat medium cycle with a heating medium circulation means for circulating a heat medium between. 3. The vehicle air conditioner according to claim 2, wherein the pressure reducing means is a first pressure reducer connected between the refrigerant heat medium heat exchanger and the outdoor heat exchanger, and A second pressure reducer connected between the refrigerant heat medium heat exchanger and the indoor heat exchanger, wherein the refrigeration cycle includes the refrigerant flowing out of the refrigerant heat medium heat exchanger and the first pressure reducer. A second decompressor, and a branch part for branching to the second decompressor, wherein the first refrigerant flow path causes the refrigerant flowing from the branch part to flow through the first decompressor to the outdoor heat exchanger, and the second refrigerant flow The air conditioner for a vehicle, wherein the passage allows the refrigerant flowing out of the branch portion to flow into the indoor heat exchanger via the second pressure reducer. 4. The vehicle air conditioner according to claim 2, wherein the pressure reducing means is a first pressure reducer connected in series downstream of the refrigerant heat medium heat exchanger, and the first pressure reducer. A second pressure reducer connected to the indoor heat exchanger, wherein the refrigeration cycle causes the refrigerant flowing out of the refrigerant heat medium heat exchanger and passing through the first pressure reducer to be the outdoor heat exchanger. And a branch part for branching into the indoor heat exchanger, the first refrigerant flow path causes the refrigerant flowing out of the first pressure reducer to flow through the branch part to the outdoor heat exchanger, and The vehicle air conditioner, wherein the refrigerant flow path allows the refrigerant flowing out of the first pressure reducer to bypass the second pressure reducer via the branch portion and flow to the indoor heat exchanger. 5. The vehicle air conditioner according to any one of claims 2 to 4, wherein the dehumidifying operation control means includes a downstream temperature detecting means for detecting a downstream temperature of the indoor heat exchanger. In the dehumidifying operation of opening the second opening / closing means and operating the indoor heat exchanger as an evaporator, the first opening / closing means is provided when the temperature detected by the downstream temperature detecting means is higher than a predetermined temperature. Is closed and the first opening / closing means is opened when the temperature detected by the downstream temperature detecting means is lower than a predetermined temperature. 6. The vehicle air conditioner according to any one of claims 2 to 5, wherein the vehicle air conditioner is at least during dehumidifying operation.
An outlet temperature control means for controlling the outlet temperature of the air blown into the vehicle compartment is provided, wherein the outlet temperature control means sets the outlet temperature of the air blown into the vehicle compartment to a desired temperature, and the outlet temperature setting means. Based on the set outlet temperature set in, the target outlet temperature determining means for determining the target outlet temperature, based on the target outlet temperature determined by the target outlet temperature determining means, the target heat medium temperature to determine the target heat medium temperature Determining means, heat medium temperature detecting means for detecting the heat medium temperature circulating in the heat medium cycle, and target heat medium temperature determined by the target heat medium temperature determining means and heat medium detected by the heat medium temperature detecting means Based on a temperature deviation from the temperature, a target rotation speed determining means for determining a target rotation speed of the refrigerant compressor is provided, and the target rotation speed determining means determines the target rotation speed. Based on the rotational speed, the vehicle air conditioning apparatus characterized by controlling the rotation speed of the refrigerant compressor. 7. The vehicle air conditioner according to claim 6, wherein the blowout temperature control means is based on an outside air temperature detecting means for detecting an outside air temperature, and an outside air temperature detected by the outside air temperature detecting means. It has a minimum rotation speed determination means for determining the minimum rotation speed of the refrigerant compressor, and the higher one of the target rotation speed determined by the target rotation speed determination means and the minimum rotation speed determined by the minimum rotation speed determination means. A vehicle air conditioner characterized by controlling the rotational speed of the refrigerant compressor based on the rotational speed of the vehicle. 8. The vehicle air conditioner according to claim 2, wherein the vehicle air conditioner adjusts an amount of air passing through the indoor heater and an amount of air bypassing the indoor heater. An amount adjusting means is provided, and the dehumidifying operation control means controls the first opening / closing means and the second opening / closing means so that the refrigerant heat medium heat exchanger and the outdoor heat exchanger become a refrigerant condenser in series. With
An air conditioner for a vehicle, wherein the blowing temperature of air blown into the vehicle compartment from the duct is adjusted by variably controlling the opening of the air amount adjusting means. 9. The vehicle air conditioner according to claim 8, wherein the dehumidification operation control means performs the opening degree variable control of the air amount adjusting means when a manual operation switch is actuated. A vehicle air conditioner. 10. The vehicle air conditioner according to claim 8 or 9, wherein the dehumidifying operation control means stores a characteristic diagram showing a relationship between an opening and a blowout temperature which is obtained in advance. An air conditioner for a vehicle, comprising storage means, and performing opening degree variable control of the air amount adjusting means based on a characteristic diagram stored in the storage means. 11. The vehicle air conditioner according to claim 1, wherein the indoor heating means is arranged in the duct, and a condenser for condensing the refrigerant by exchanging heat with the air in the duct. In the first indoor heat exchanger, the outdoor heat exchanger is arranged outside the duct, and is operated as an evaporator that evaporates the refrigerant flowing from the pressure reducing means. In the duct, the indoor heat exchange means includes the first heat exchanger.
A second indoor heat exchanger, which is arranged upstream of the indoor heat exchanger and is operated as an evaporator that evaporates the refrigerant by exchanging heat with the air in the duct. Air conditioner. 12. The vehicle air conditioner according to claim 11, wherein the decompression means is a first decompressor connected between the first indoor heat exchanger and the outdoor heat exchanger, and A second pressure reducer connected between the refrigerant heat medium heat exchanger and the second indoor heat exchanger, wherein the refrigeration cycle uses the refrigerant flowing out of the first indoor heat exchanger as the first pressure reducer. And a branch portion for branching into the second pressure reducer, wherein the first refrigerant flow path causes the refrigerant flowing out of the branch portion to flow through the first pressure reducer to the outdoor heat exchanger, The vehicle air conditioner, wherein the refrigerant flow path causes the refrigerant flowing out of the branch portion to flow into the first indoor heat exchanger via the second pressure reducer. 13. The vehicle air conditioner according to claim 11, wherein the pressure reducing means is a first pressure reducer connected in series to a downstream side of the first indoor heat exchanger, and the first pressure reducer. The second refrigeration cycle is connected to the second indoor heat exchanger, and the refrigeration cycle causes the refrigerant flowing out of the first indoor heat exchanger and passing through the first decompressor to be used as the outdoor heat. A branch part for branching into the exchanger and the second indoor heat exchanger, wherein the first refrigerant flow path causes the refrigerant flowing out of the first pressure reducer to flow through the branch part to the outdoor heat exchanger. The second refrigerant flow path bypasses the refrigerant flowing out of the first pressure reducer to the second pressure reducer via the branching portion,
An air conditioner for a vehicle, wherein the air conditioner is supplied to an indoor heat exchanger. 14. The vehicle air conditioner according to claim 11, wherein the vehicle air conditioner has an amount of air passing through the first indoor heat exchanger and an air bypassing the second indoor heat exchanger. The dehumidification operation control means includes the first indoor heat exchanger and the outdoor heat exchanger as a series refrigerant condenser.
An air conditioner for a vehicle, which controls the opening / closing means and the second opening / closing means, and variably controls the opening degree of the air amount adjusting means to adjust the temperature of the air blown from the duct into the passenger compartment. apparatus. 15. The vehicle air conditioner according to claim 14, wherein the dehumidification operation control means performs the opening degree variable control of the air amount adjusting means when a manual operation switch is actuated. A vehicle air conditioner. 16. The vehicle air conditioner according to claim 14 or 15, wherein the dehumidifying operation control means stores a characteristic diagram showing a relationship between an opening and a blowout temperature which is obtained in advance. An air conditioner for a vehicle, comprising storage means, and performing opening degree variable control of the air amount adjusting means based on a characteristic diagram stored in the storage means. 17. The vehicle air conditioner according to claim 1, wherein the indoor heating means is arranged in the duct, and causes the refrigerant to exchange heat with the air in the duct to condense the refrigerant. In the first indoor heat exchanger, the outdoor heat exchanger is arranged outside the duct, and is operated as an evaporator that evaporates the refrigerant flowing from the pressure reducing means. In the duct, the indoor heat exchange means includes the first heat exchanger.
A second indoor heat exchanger, which is arranged upstream of the indoor heat exchanger, and which is operated as an evaporator that heat-exchanges a refrigerant with the air in the duct to evaporate the refrigerant, wherein the refrigeration cycle comprises: First decompression means for decompressing the high pressure side refrigerant of this refrigeration cycle to an intermediate pressure, gas-liquid separation means for separating the intermediate pressure refrigerant decompressed by the first decompression means into gas and liquid, and gas separated by this gas-liquid separation means. A refrigerant passage for gas injection for guiding the phase refrigerant to the suction side of the refrigerant compressor, and a second pressure reducing means for depressurizing the liquid phase refrigerant separated by the gas-liquid separator to the low pressure of the refrigeration cycle. Vehicle air conditioner. 18. The vehicle air conditioner according to claim 17, wherein the dehumidification operation control means has a physical quantity detection means for detecting a physical quantity corresponding to the high pressure of the refrigeration cycle. According to the detected physical quantity, the first
An air conditioner for a vehicle, which controls an opening / closing state of the opening / closing means and the second opening / closing means. 19. The vehicle air conditioner according to claim 17, wherein the dehumidification operation control means has dehumidification amount detection means for detecting a dehumidification amount corresponding to a cooling temperature of the second indoor heat exchanger. An air conditioner for a vehicle, wherein the opening / closing state of the first opening / closing means and the second opening / closing means is controlled according to the dehumidification amount detected by the dehumidification amount detecting means.