WO2014115509A1 - Dispositif de climatisation pour véhicule - Google Patents

Dispositif de climatisation pour véhicule Download PDF

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Publication number
WO2014115509A1
WO2014115509A1 PCT/JP2014/000171 JP2014000171W WO2014115509A1 WO 2014115509 A1 WO2014115509 A1 WO 2014115509A1 JP 2014000171 W JP2014000171 W JP 2014000171W WO 2014115509 A1 WO2014115509 A1 WO 2014115509A1
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WO
WIPO (PCT)
Prior art keywords
temperature
air
refrigerant
heat exchanger
compressor
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Application number
PCT/JP2014/000171
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English (en)
Japanese (ja)
Inventor
宏太 阪本
加藤　吉毅
桑原　幹治
谷畑　拓也
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株式会社デンソー
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Publication of WO2014115509A1 publication Critical patent/WO2014115509A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00885—Controlling the flow of heating or cooling liquid, e.g. valves or pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00899—Controlling the flow of liquid in a heat pump system
    • B60H1/00921—Controlling the flow of liquid in a heat pump system where the flow direction of the refrigerant does not change and there is an extra subcondenser, e.g. in an air duct
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B5/00—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity
    • F25B5/04—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity arranged in series
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H2001/00961—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising means for defrosting outside heat exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2400/00—General features or devices for refrigeration machines, plants or systems, combined heating and refrigeration systems or heat-pump systems, i.e. not limited to a particular subgroup of F25B
    • F25B2400/04—Refrigeration circuit bypassing means
    • F25B2400/0409—Refrigeration circuit bypassing means for the evaporator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2400/00—General features or devices for refrigeration machines, plants or systems, combined heating and refrigeration systems or heat-pump systems, i.e. not limited to a particular subgroup of F25B
    • F25B2400/04—Refrigeration circuit bypassing means
    • F25B2400/0411—Refrigeration circuit bypassing means for the expansion valve or capillary tube

Definitions

  • the present disclosure relates to a vehicle air conditioner capable of heating the interior of a vehicle by radiating the amount of heat absorbed from outside air by the outdoor heat exchanger to the vehicle interior using the indoor heat exchanger.
  • Patent Document 1 As a conventional technique, for example, there is a heating device disclosed in Patent Document 1 below.
  • this heating device when the outdoor heat exchanger is in a state where frost formation is likely to occur, the opening of the expansion valve is less than fully open and is opened by a predetermined opening, and the refrigerant temperature in the outdoor heat exchanger is increased. It raises and delays frost formation in an outdoor heat exchanger.
  • This invention is made in view of the said point, and it aims at providing the vehicle air conditioner which can suppress frost formation of an outdoor heat exchanger, preventing a user's discomfort.
  • a vehicle air conditioner includes: a compressor that compresses and discharges a sucked refrigerant; a high-temperature and high-pressure refrigerant that is disposed in an air conditioning duct and is discharged from the compressor; and air that flows in the air conditioning duct.
  • Heat exchanger that heats the air blown into the vehicle interior by heat exchange, a decompressor that decompresses the refrigerant flowing out of the interior heat exchanger, and outdoor heat that exchanges heat between the refrigerant decompressed by the decompressor and the outside air
  • a predetermined amount of frost on the outdoor heat exchanger based on the temperature of the outdoor heat exchanger or its related physical quantity
  • a heat pump cycle having an exchanger
  • a blower that generates an air flow in the air conditioning duct toward the vehicle interior
  • a frost determination unit that determines whether or not the outdoor heat exchanger has reached a predetermined frosting state, and the opening degree control of the decompression device and the rotation speed control of the compressor based on the determination result of the frost determination unit And of the blower And a control device that performs air volume control, the.
  • the frost determination unit When the determination is made, the control device (ii) maintains the air flow rate of the air blower at a predetermined air flow rate that is determined in advance, and (ii) a predetermined speed that is determined in accordance with the target blowing temperature. While being higher than the rotational speed, (iii) the opening of the decompression device is configured to be larger than a predetermined opening determined in accordance with the target blowing temperature.
  • the control device corresponds to the target outlet temperature at the time of determination.
  • the opening degree of the decompression device is made larger than the predetermined opening degree determined in this way.
  • the vehicle air conditioner includes a compressor that compresses and discharges the sucked refrigerant, a high-temperature and high-pressure refrigerant that is disposed in the air conditioning duct and is discharged by the compressor, and flows in the air conditioning duct.
  • An indoor heat exchanger that heats air blown into the vehicle interior by heat exchange with air, a decompression device that decompresses refrigerant flowing out of the indoor heat exchanger, and heat exchange between the refrigerant decompressed by the decompression device and outside air
  • the air blower that generates an air flow toward the vehicle interior in the air conditioning duct, the temperature of the outdoor heat exchanger or the related physical quantity, a predetermined amount is added to the outdoor heat exchanger.
  • a frost determination unit that determines whether or not the outdoor heat exchanger has reached a predetermined frost state with frost formation, and the opening degree control of the decompression device and the rotation of the compressor based on the determination result of the frost determination unit Number control and blower And a control unit, the performing of the air volume control.
  • the frost determination unit When the determination is made, the control device (i) maintains the flow rate of the blower, and (ii) increases the rotation speed of the compressor so as not to lower the temperature of the blowout into the passenger compartment, and (iii) outdoor heat The opening of the decompression device is increased so that the temperature of the exchanger does not decrease.
  • the temperature of the outdoor heat exchanger does not decrease.
  • the opening degree of the decompression device is made higher than the opening degree at the determined time point. Therefore, the progress of frost formation on the outdoor heat exchanger can be suppressed.
  • the rotation of the compressor is more than the determined number of rotations so as not to lower the temperature of the air blown into the passenger compartment while maintaining the amount of air blown by the blower at the time of the judgment. Increase the number. Therefore, the passenger compartment can be heated without reducing the amount of air blown into the passenger compartment and the outlet temperature. Thereby, frost formation of the outdoor heat exchanger can be suppressed while preventing user discomfort.
  • FIG. 11 is a sectional view taken along line XII-XII in FIG. 10. It is a schematic diagram which shows the growth of the frost on the heat exchanger of one Embodiment. It is a schematic diagram which shows the example whose heat exchange part of the outdoor heat exchanger of one Embodiment is a multiple path
  • the vehicle air conditioner 1 includes a heat pump cycle 10, an air conditioning unit 30, a control device 2, and the like.
  • the heat pump cycle 10 is a vapor compression heat pump cycle that adjusts the temperature of the blown air into the passenger compartment.
  • the air conditioning unit 30 blows out the blown air whose temperature has been adjusted by the heat pump cycle 10 into the vehicle interior.
  • the control device 2 is a so-called air conditioner ECU that controls the operation of various components of the vehicle air conditioner 1.
  • the heat pump cycle 10 switches between a cooling mode (cooling operation) refrigerant circuit that cools the blown air and cools the passenger compartment, and a heating mode (heating operation) refrigerant circuit that heats the blown air and heats the passenger compartment. It is configured to be possible.
  • circulation part in heating mode is shown as the continuous line, and the part where the distribution
  • the refrigerant circulation portion in the cooling mode is indicated by a solid line, and the refrigerant distribution portion is indicated by a broken line.
  • the heat pump cycle 10 includes a compressor 11, an indoor condenser 12, an outdoor heat exchanger 13, an indoor evaporator 14, an accumulator 15, a heating expansion valve 21, a cooling expansion valve 22, an electromagnetic valve 23, a check valve 24, and the like. It has.
  • the indoor condenser 12 may be used as an example of an indoor heat exchanger that heats air blown into the vehicle interior.
  • the heating expansion valve 21 may be used as an example of a decompression device that decompresses the refrigerant flowing out of the indoor heat exchanger.
  • the compressor 11 is a fluid machine that compresses and discharges the sucked refrigerant.
  • the indoor condenser 12 is a heat exchanger for heating that heats blown air.
  • the indoor evaporator 14 is a cooling heat exchanger that cools the blown air.
  • the heating expansion valve 21 and the cooling expansion valve 22 are decompression devices that decompress and expand the refrigerant.
  • the electromagnetic valve 23 is a refrigerant circuit switching device that switches between a cooling mode refrigerant circuit and a heating mode refrigerant circuit.
  • an HFC-type refrigerant (specifically, R134a) is adopted as the refrigerant, and a vapor compression subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the refrigerant critical pressure is configured.
  • the compressor 11 is disposed, for example, in a hood of a vehicle outside the passenger compartment.
  • the compressor 11 sucks, compresses and discharges the refrigerant in the heat pump cycle 10, and uses a fixed capacity type compression mechanism with a fixed discharge capacity by an electric motor. It is configured as an electric compressor to be driven.
  • various compression mechanisms such as a scroll type compression mechanism and a vane type compression mechanism can be adopted as the fixed capacity type compression mechanism.
  • An electric motor is an AC motor whose rotation speed is controlled by, for example, an AC voltage output from an inverter.
  • the inverter outputs an alternating voltage having a frequency corresponding to the control signal output from the control device 2.
  • the refrigerant discharge capacity of the compressor 11 is changed by the rotation speed control output.
  • the refrigerant inlet side of the indoor condenser 12 is connected to the discharge port side of the compressor 11.
  • the indoor condenser 12 is disposed in an air-conditioning case 31 (corresponding to an air-conditioning duct) that forms an air passage for the blown air that is blown into the vehicle interior in the air-conditioning unit 30, and the refrigerant and the blown air that circulates in the interior It is a heat exchanger for heating which heats blowing air by making it heat-exchange.
  • the refrigerant inlet side of the outdoor heat exchanger 13 is connected to the refrigerant outlet side of the indoor condenser 12 via a heating expansion valve 21 that decompresses the refrigerant in the heating mode.
  • the heating expansion valve 21 is, for example, an electric expansion valve with a fully open function.
  • the heating expansion valve 21 is not limited to an electric expansion valve with a fully open function.
  • As the expansion valve 21 for heating for example, an electric expansion valve without a fully open function and an opening / closing valve provided in parallel with the electric expansion valve may be used.
  • the outdoor heat exchanger 13 is disposed in the hood, and exchanges heat between the refrigerant circulating inside and the air outside the vehicle (outside air) blown from the outdoor fan 13a.
  • the outdoor heat exchanger 13 functions as an evaporator that evaporates low-pressure refrigerant and exerts an endothermic effect during heating operation.
  • the outdoor heat exchanger 13 functions as a heat radiator that radiates high-pressure refrigerant during cooling operation.
  • the outdoor fan 13a is an electric blower in which the rotation speed (air blowing capacity) is controlled by a control voltage output from the control device 2.
  • the refrigerant outlet side of the outdoor heat exchanger 13 is connected to the refrigerant inlet side of the indoor evaporator 14 via a cooling expansion valve 22 that decompresses the refrigerant in the cooling mode.
  • cooling expansion valve 22 for example, a variable throttle mechanism such as an electric expansion valve with a fully-closed function can be used. Further, the cooling expansion valve 22 is not limited to this as long as it can exhibit the function of reducing the pressure of the refrigerant in the cooling mode.
  • the cooling expansion valve 22 may be an electric expansion valve without a fully closed function.
  • the cooling expansion valve 22 is not limited to a variable throttle, and a fixed throttle such as an orifice or a capillary tube can also be adopted.
  • a check valve 24 is provided in the refrigerant passage connecting the refrigerant outlet side of the outdoor heat exchanger 13 and the refrigerant inlet side of the indoor evaporator 14.
  • the check valve 24 allows the refrigerant to flow from the refrigerant outlet of the outdoor heat exchanger 13 to the refrigerant inlet of the indoor evaporator 14 and prohibits the refrigerant from flowing in the reverse direction.
  • an electromagnetic valve 23 is provided in a passage that bypasses the check valve 24, the cooling expansion valve 22, and the indoor evaporator 14.
  • the solenoid valve 23 is an on-off valve that constitutes a refrigerant circuit switching device that switches between a refrigerant circuit in the cooling mode and a refrigerant circuit in the heating mode, and whose operation is controlled by a control signal output from the control device 2. Specifically, the electromagnetic valve 23 is closed during the cooling mode and opened during the heating mode.
  • the indoor evaporator 14 is disposed in the air conditioning case 31 on the upstream side of the blown air flow of the indoor condenser 12, and cools the blown air by exchanging heat between the refrigerant circulating in the interior and the blown air. Heat exchanger.
  • the inlet side of the accumulator 15 is connected to the refrigerant outlet side of the indoor evaporator 14.
  • the accumulator 15 is a gas-liquid separator that separates the gas-liquid of the refrigerant that has flowed into the accumulator 15 and stores excess refrigerant in the cycle. Further, the suction port side of the compressor 11 is connected to the gas-phase refrigerant outlet of the accumulator 15.
  • the air conditioning unit 30 is disposed, for example, inside the instrument panel at the forefront of the vehicle interior.
  • the air conditioning unit 30 houses the blower 32, the indoor evaporator 14, the indoor condenser 12, the air mix door 34, and the like in an air conditioning case 31 that forms an outer shell thereof.
  • the air conditioning case 31 is formed of a resin (for example, polypropylene) that has a certain degree of elasticity and is excellent in strength, and forms an air passage for the blown air that is blown into the vehicle interior. .
  • an inside / outside air switching device 33 that switches and introduces air (inside air) and outside air into the case is arranged in the case.
  • the inside / outside air switching device 33 continuously adjusts the opening area of the inside air introduction port for introducing the inside air into the air conditioning case 31 and the outside air introduction port for introducing the outside air by the inside / outside air switching door, and the amount of the inside air and the outside air are adjusted.
  • the air volume ratio with the air volume is continuously changed.
  • the inside / outside air switching door is driven by an electric actuator for the inside / outside air switching door. The operation of the electric actuator is controlled by a control signal output from the control device 2.
  • a blower 32 that blows the air sucked through the inside / outside air switching device 33 toward the vehicle interior is arranged on the downstream side of the air flow of the inside / outside air switching device 33.
  • the blower 32 is an example of a blower that generates an air flow toward the passenger compartment in the air conditioning duct.
  • the blower 32 is, for example, an electric blower that drives a centrifugal multiblade fan with an electric motor, and the number of rotations (the amount of blown air) is controlled by a control voltage output from the control device 2.
  • the indoor evaporator 14 and the indoor condenser 12 are arranged in the order of the indoor evaporator 14 and the indoor condenser 12 with respect to the flow of the blown air.
  • an air mix door 34 that adjusts the air volume ratio between the air volume that passes through the indoor condenser 12 and the air volume that does not pass through the indoor condenser 12 among the blown air that has passed through the indoor evaporator 14 is disposed.
  • the air mix door 34 is driven by an electric actuator for driving the air mix door. The operation of the electric actuator is controlled by a control signal output from the control device 2.
  • the air mix door 34 in the heating mode, as shown in FIG. 2, the air mix door 34 is displaced to a heating position where the entire volume of the blown air after passing through the indoor evaporator 14 flows into the indoor condenser 12. Therefore, the blown air after passing through the indoor evaporator 14 passes through the indoor condenser 12 and flows through the warm air passage, and reaches the air mix part 35 formed on the upstream side of the plurality of openings for blowing.
  • the air mix door 34 in the cooling mode, as shown in FIG. 3, the air mix door 34 is displaced to a cooling position in which the total air volume of the blown air after passing through the indoor evaporator 14 bypasses the indoor condenser 12. Therefore, the blown air after passing through the indoor evaporator 14 flows through the cool air passage and reaches the air mix unit 35 formed on the upstream side of the plurality of blowing openings.
  • This opening includes a defroster opening that blows air-conditioned air toward the inner side of the vehicle front window glass, a face opening that blows air-conditioned air toward the upper body of the passenger in the passenger compartment, and a foot that blows air-conditioned air toward the feet of the passenger An opening is provided.
  • the air flow downstream side of these openings is provided with a face outlet, a foot outlet, and a defroster outlet, each of which includes a center face outlet, a side face outlet, and the like provided in the vehicle interior via ducts that form air passages. It is connected to an outlet (not shown).
  • the opening degree of the air mix door 34 is adjusted, and a part of the blown air cooled by the indoor evaporator 14 is reheated by the indoor condenser 12, so that the air from the outlet to the vehicle interior. You may make it adjust the temperature of the blowing air blown off.
  • a defroster door for adjusting the opening area of the defroster opening, a face door for adjusting the opening area of the face opening, and a foot opening
  • the foot door which adjusts the opening area of is arranged.
  • the face door, the defroster door, and the foot door constitute a blower outlet mode switching device that switches the blower outlet mode.
  • the face door, the defroster door, and the foot door are linked to and connected to an electric actuator for driving the blower outlet mode door via a link mechanism or the like. It is rotated.
  • the operation of the electric actuator for driving the air outlet mode door is also controlled by a control signal output from the control device 2.
  • the outlet mode switched by the outlet mode switching device includes a face mode, a bi-level mode, a foot mode, and a foot defroster mode.
  • face mode air is blown out toward the upper body of the passenger in the passenger compartment from the center face outlet or the like.
  • bi-level mode both the center face air outlet and the foot air outlet are opened, and air is blown out toward the upper body and feet of the passengers in the passenger compartment.
  • foot mode the foot air outlet is fully opened and the defroster air outlet is opened by a small opening, and air is mainly blown out from the foot air outlet.
  • the foot outlet and the defroster outlet are opened to the same extent, and air is blown out from both the foot outlet and the defroster outlet. Furthermore, the defroster mode in which the occupant manually operates the blow mode switching switch provided on the operation panel (not shown) to fully open the defroster blowout port and blow out air from the defroster blowout port to the inner surface of the front window glass. it can.
  • the control device 2 includes a known microcomputer including a CPU, a ROM, a RAM, and the like and peripheral circuits thereof. Then, various calculations and processes are performed based on the air conditioning control program stored in the ROM, and the compressor 11, the heating expansion valve 21, the cooling expansion valve 22, the electromagnetic valve 23, and the blower connected to the output side thereof. 32. Control the operation of the various electric actuators described above.
  • the controller 2 opens the electromagnetic valve 23 and closes the cooling expansion valve 22 during the heating operation, and circulates the refrigerant to the heat pump cycle 10 as shown in FIG. Further, during the cooling operation, the control device 2 closes the electromagnetic valve 23, fully opens the heating expansion valve 21, and circulates the refrigerant to the heat pump cycle 10 as shown in FIG.
  • the detection signal of the sensor group for air conditioning control such as the refrigerant temperature pressure sensor 61, the refrigerant temperature sensor 62, the blowing temperature sensor 63, and the indoor temperature sensor 64, is input to the input side of the control device 2. Furthermore, operation signals from various air conditioning operation switches provided on an operation panel (not shown) near the instrument panel in the front part of the vehicle interior are input to the input side of the control device 2.
  • the refrigerant temperature / pressure sensor 61 detects the temperature and pressure of the refrigerant before flowing out of the indoor condenser 12 and flowing into the heating expansion valve 21.
  • the refrigerant temperature sensor 62 detects the refrigerant temperature at the outlet of the outdoor heat exchanger that flows out of the outdoor heat exchanger 13.
  • the blowing temperature sensor 63 detects the temperature of the air blown into the vehicle compartment immediately after passing through the indoor condenser 12.
  • the indoor temperature sensor 64 detects the air temperature in the vehicle interior.
  • the control device 2 is a control device in which a control unit that controls various components for air conditioning connected to the output side is integrally configured.
  • the control device 2 can control a cooling operation in which the blower air is cooled by the indoor evaporator 14 and a heating operation in which the blower air is heated by the indoor condenser 12.
  • the control device 2 when the heating operation is started, the control device 2 first performs a room temperature increasing operation by setting a temperature increasing operation mode in which the temperature in the vehicle interior is increased toward the target heating temperature (target room temperature). (Step 100).
  • the control device 2 increases the air heating capacity in the indoor condenser 12 with the rotation speed of the compressor 11 as the allowable maximum rotation speed, for example.
  • the heating capacity of the vehicle air conditioner 1 is increased with the amount of air blown by the blower 32 as, for example, the maximum set air volume.
  • the control device 2 adjusts the opening degree of the heating expansion valve 21 so that the COP (coefficient of performance) of the heat pump cycle 10 is optimized.
  • control device 2 performs heating so that the supercooling degree of the refrigerant flowing out from the indoor condenser 12 becomes the target supercooling degree based on the temperature and pressure of the refrigerant detected by the refrigerant temperature / pressure sensor 61.
  • the opening degree of the expansion valve 21 is adjusted.
  • the control device 2 monitors whether or not the temperature in the passenger compartment has reached the target heating temperature based on the detected value of the indoor temperature sensor 64. (Step 150). If it is determined in step 150 that the temperature in the passenger compartment has not reached the target heating temperature, the process returns to step 100. If it is determined in step 150 that the temperature in the vehicle interior has reached the target heating temperature, the setting is switched to a temperature maintenance operation mode in which the temperature in the vehicle interior is maintained at the target heating temperature (step 200).
  • the control device 2 switches the control state of the compressor 11, the heating expansion valve 21, and the blower 32 as follows when switching the mode setting from the temperature increase operation mode in step 100 to the temperature maintenance operation mode in step 200.
  • the control device 2 reduces the amount of air blown by the blower 32 from the amount of air blown at the time when the passenger compartment temperature reaches the target heating temperature to the predetermined air volume.
  • the control device 2 reduces the amount of air blown by the blower 32 to a predetermined predetermined amount of air as compared with the amount of air blown in the temperature rise operation mode.
  • the predetermined air flow rate determined in advance is, for example, a predetermined air flow rate set corresponding to a target air flow level selected by a user such as a driver. For example, when the user has selected a predetermined air volume level by operating the operation panel of the air conditioner, the air volume corresponding to the air volume level is a predetermined air volume.
  • the air volume corresponding to the air volume level calculated and set by the control device 2 based on the environmental conditions inside and outside the vehicle is set. This is a predetermined air blowing amount.
  • the control device 2 reduces the amount of air blown by the blower 32 to a predetermined amount of air, and the blowout temperature sensor 63 detects the number of revolutions of the compressor 11 from the number of revolutions when the vehicle interior temperature reaches the target heating temperature. Is reduced to a predetermined temperature A ° C.
  • the control device 2 reduces the rotational speed of the compressor 11 to a predetermined rotational speed that is determined in accordance with the target blowing temperature, as compared with the rotational speed in the temperature rising operation mode.
  • control device 2 determines that the opening temperature of the heating expansion valve 21 has reached the target heating temperature so that the supercooling degree of the refrigerant flowing out of the indoor condenser 12 becomes a predetermined target supercooling degree. Decrease from the current opening.
  • the control device 2 opens the opening of the heating expansion valve 21 as compared with the opening in the temperature rising operation mode so that the degree of supercooling of the refrigerant flowing out of the indoor condenser 12 becomes a predetermined target degree of supercooling. Is made small to a predetermined opening determined in accordance with the target blowing temperature.
  • the predetermined target supercooling degree used for the opening degree control of the heating expansion valve 21 is the same as the target subcooling degree used for the opening degree control of the heating expansion valve 21 in step 100. That is, when switching the mode setting from the temperature increase operation mode to the temperature maintenance operation mode, the expansion for heating is performed so that the degree of supercooling of the refrigerant flowing out from the indoor condenser 12 is kept in a state that matches the predetermined target degree of subcooling. The opening degree of the valve 21 is lowered.
  • step 250 When executing the step 200 and performing the room temperature maintaining operation, the control device 2 monitors whether or not the rotational speed of the compressor 11 has reached the allowable maximum rotational speed (step 250). If it is determined in step 250 that the rotation speed of the compressor 11 has not reached the maximum allowable rotation speed, the process returns to step 200. In step 250, when it is determined that the rotation speed of the compressor 11 has reached the allowable maximum rotation speed, the setting is set to the warm feeling maintenance operation mode (blowing temperature maintenance operation mode) for maintaining the temperature of the air blown into the passenger compartment. Switching (step 300).
  • the warm feeling maintenance operation mode Blowing temperature maintenance operation mode
  • Step 200 operation mode switching from step 200 to step 300, and control of the compressor 11, the heating expansion valve 21, and the blower 32 in step 300 will be described below.
  • the control device 2 first sets the rotation speed of the compressor 11 so that the blowing temperature detected by the blowing temperature sensor 63 becomes a predetermined temperature A ° C. (step 221). ). Then, based on the detection value detected by the blowing temperature sensor 63, it is monitored whether or not the blowing temperature has become lower than the predetermined temperature A ° C. (step 222). If it is determined in step 222 that the blowing temperature is not lower than the predetermined temperature A ° C., the process returns to step 221.
  • step 222 If it is determined in step 222 that the blowing temperature has fallen below the predetermined temperature A ° C, the rotation speed of the compressor 11 is increased so as to maintain the blowing temperature at A ° C (step 223).
  • the control from step 221 to step 223 corresponds to the compressor rotation speed control at step 220 in FIG.
  • step 223 it is determined whether or not the rotational speed of the compressor 11 has reached the allowable maximum rotational speed (step 250). If it is determined in step 250 that the rotation speed of the compressor 11 has not reached the maximum allowable rotation speed, the process returns to step 222. If it is determined in step 250 that the rotation speed of the compressor 11 has reached the maximum allowable rotation speed, the rotation speed of the compressor 11 is fixed to the maximum allowable rotation speed until the heating operation is stopped, for example (step 320). .
  • the control device 2 when starting the temperature maintenance operation mode, the control device 2 first adjusts the valve opening degree of the heating expansion valve 21 so that the COP of the heat pump cycle 10 is optimized (step 231). . Specifically, based on the temperature and pressure of the refrigerant detected by the refrigerant temperature / pressure sensor 61, the heating expansion valve 21 is set so that the degree of supercooling of the refrigerant flowing out of the indoor condenser 12 becomes the target degree of subcooling. Adjust the opening. This target subcooling degree is the same as the target supercooling degree in the temperature rise operation mode. That is, even if the mode is switched from the temperature increase operation mode to the temperature maintenance operation mode, first, step 231 is executed continuously from the temperature increase operation mode.
  • step 231 it is determined whether or not the outlet refrigerant temperature of the outdoor heat exchanger 13 has become lower than the predetermined temperature B ° C. based on the detection value of the refrigerant temperature sensor 62 (step 232).
  • the predetermined temperature B ° C. can be set as a temperature related to the outside air temperature, for example.
  • a part of the control device 2 that performs the control operation of Step 232 determines whether or not the outdoor heat exchanger 13 is in a predetermined frosting state with a predetermined amount of frosting based on the related physical quantity of the temperature of the outdoor heat exchanger 13. It may be used as an example of a frost determination unit.
  • step 232 If it is determined in step 232 that the outlet refrigerant temperature is equal to or higher than B ° C., the process returns to step 231. If it is determined in step 232 that the outlet refrigerant temperature has become lower than B ° C. (below B ° C.), the outlet refrigerant temperature of the heating expansion valve 21 is maintained so as to maintain the outlet refrigerant temperature of the outdoor heat exchanger 13 at B ° C. The valve opening is increased (step 233).
  • step 232 and step 233 are continuously executed.
  • the control from step 231 to step 233 corresponds to the expansion valve opening degree control of step 230 and step 330 in FIG.
  • the control device 2 first sets the air volume of the blower 32 to a predetermined air volume (step 210).
  • This predetermined air volume is an air volume lower than the maximum air volume that can be set. Then, it is monitored whether or not the rotation speed of the compressor 11 has reached the allowable maximum rotation speed (step 250).
  • step 250 If it is determined in step 250 that the rotation speed of the compressor 11 has not reached the maximum allowable rotation speed, the process returns to step 210. If it is determined in step 250 that the rotational speed of the compressor 11 has reached the allowable maximum rotational speed, the process proceeds to step 311.
  • step 311 based on the detected value detected by the blowing temperature sensor 63, it is monitored whether or not the blowing temperature has become lower than the predetermined temperature A ° C.
  • the predetermined temperature A ° C. is the predetermined temperature A ° C. employed in step 220 of the compressor rotation speed control described above. If it is determined in step 311 that the blowing temperature has become lower than the predetermined temperature A ° C. (below A ° C.), the blowing amount of the blower 32 is reduced so as to maintain the blowing temperature at A ° C. (step 312). ).
  • step 312 it will be determined whether the ventilation volume of the air blower 32 became below the minimum setting air volume Cm ⁇ 3 > / h (step 313). That is, it is determined whether or not the air flow rate of the blower 32 has reached the minimum set air flow rate. If it is determined in step 313 that the air flow rate of the blower 32 has not reached Cm 3 / h, the process returns to step 311. If it is determined in step 313 that the air flow rate of the blower 32 has reached Cm 3 / h, the air flow rate of the blower 32 is fixed to the minimum set air flow rate Cm 3 / h, for example, until the heating operation is stopped (step 314). ). The control from step 311 to step 314 corresponds to the air flow control at step 310 in FIG.
  • the vehicle air conditioner 1 operates as described below.
  • a temperature increasing operation mode for increasing the temperature in the passenger compartment toward the target heating temperature is selected and the room temperature increasing operation is performed.
  • the operation mode is switched to the temperature maintenance operation mode.
  • the temperature maintenance operation mode is set and the room temperature maintenance operation is performed, when the rotation speed of the compressor 11 reaches the allowable maximum rotation speed and it becomes difficult to maintain the room temperature, the operation mode is warm. Switch to maintenance operation mode.
  • the warmth maintenance operation mode is set and the warmth maintenance operation is performed, the temperature in the passenger compartment gradually decreases, but the temperature of the air blown into the passenger compartment is maintained and does not decrease.
  • the compressor 11, the fan 32, and the heating expansion valve 21 are described below. To be controlled.
  • Compressor 11 has a lower rotational speed than when switching is determined.
  • the rotation speed of the compressor 11 is controlled so that it may become predetermined
  • the number of revolutions of the compressor 11 is reduced to a predetermined number of revolutions determined in accordance with the target blowing temperature as compared with the number of revolutions in the temperature rising operation mode.
  • the blower 32 has a lower air flow rate than when switching is determined.
  • the air volume of the blower 32 is controlled to be a predetermined air volume.
  • the amount of air blown by the blower 32 is smaller than a predetermined amount of air blown in advance, compared to the amount of air blown in the temperature rise operation mode. At this time, the opening degree of the heating expansion valve 21 is reduced more than when switching is determined.
  • the opening degree of the heating expansion valve 21 is controlled so that the degree of supercooling of the refrigerant flowing out of the indoor condenser 12 becomes a predetermined degree of supercooling.
  • the opening degree of the heating expansion valve 21 is smaller than the opening degree in the temperature increasing operation mode to a predetermined opening degree determined in accordance with the target blowing temperature.
  • the temperature rise operation mode a large heating capacity is required to prioritize the room temperature rise speed.
  • the heating capacity necessary for heating is reduced to maintain the room temperature.
  • power consumption can be suppressed by suppressing the heating capacity.
  • frost formation on the outdoor heat exchanger 13 continues from the temperature increase operation mode.
  • frost formation on the outdoor heat exchanger 13 is promoted, and the outlet refrigerant temperature of the outdoor heat exchanger 13 is set to a predetermined temperature (for example, (B ° C.) described above is reached.
  • the operation is switched to the operation for suppressing frost formation while maintaining the room temperature. That is, during the temperature maintenance operation mode, the room temperature maintenance COP priority operation is switched to the first frost suppression operation (room temperature maintenance frost suppression operation).
  • the compressor 11, the fan 32, and the heating expansion valve 21 are described below. To be controlled.
  • Compressor 11 has a higher rotational speed than when switching is determined.
  • the rotation speed of the compressor 11 is controlled so that it may become predetermined
  • the rotational speed of the compressor 11 is made higher than a predetermined rotational speed determined in accordance with the target blowing temperature when the outdoor heat exchanger 13 outlet refrigerant temperature reaches a predetermined temperature.
  • the air volume of the blower 32 is not changed.
  • the air flow rate of the blower 32 maintains a predetermined air flow rate determined in advance. For example, the air flow rate of the blower 32 maintains a predetermined air flow rate set corresponding to a target air flow level selected by the driver.
  • the air flow rate of the blower 32 is maintained, and the heat exchange amount in the indoor condenser 12 is maintained.
  • the rotational speed control of the compressor 11 may be performed so as not to lower the blowing temperature into the passenger compartment, for example, to slightly increase the blowing temperature.
  • the opening degree of the heating expansion valve 21 is gradually opened from the switching determination time.
  • the opening degree of the heating expansion valve 21 is controlled so that the refrigerant temperature at the outlet of the outdoor heat exchanger becomes a predetermined temperature (for example, maintains B ° C.).
  • the valve opening degree of the heating expansion valve 21 is made larger than a predetermined valve opening degree determined in accordance with the target blowing temperature when the refrigerant temperature at the outlet of the outdoor heat exchanger 13 reaches the predetermined temperature.
  • the valve opening degree control of the heating expansion valve 21 does not have to lower the temperature of the outdoor heat exchanger 13, and for example, may slightly increase the temperature of the outdoor heat exchanger 13.
  • the rotation speed of the compressor 11 and the throttle amount of the heating expansion valve 21 are adjusted so that the refrigerant heat at the outlet of the outdoor heat exchanger does not fall below a predetermined temperature.
  • the frost formation to the outdoor heat exchanger 13 can be suppressed (development of frost formation is delayed), exhibiting the heating capability which maintains the temperature in a vehicle interior.
  • the opening degree of the heating expansion valve 21 is gradually increased, and the rotation speed of the compressor 11 is also gradually increased.
  • the operation mode is switched from the temperature maintenance operation mode to the warmth maintenance operation mode.
  • the compressor 11 When the compressor rotation speed reaches the maximum allowable rotation speed and the temperature maintenance operation mode is switched to the warmth maintenance operation mode, the compressor 11, the blower 32, and the heating expansion valve 21 are controlled as described below.
  • the rotation speed of the compressor 11 is not changed.
  • the allowable maximum number of rotations of the compressor 11 is maintained.
  • the air volume of the blower 32 is gradually reduced from the time of switching determination.
  • the amount of air blown from the blower 32 is controlled so that the temperature at which the air is blown into the passenger compartment becomes a predetermined air temperature (for example, to maintain A ° C).
  • the air flow rate of the blower 32 is set to be smaller than the air flow rate set in the first frosting suppression operation.
  • the blower amount control of the blower 32 is not required to reduce the temperature at which the air is blown into the passenger compartment. For example, the air temperature may be slightly increased.
  • the opening degree of the heating expansion valve 21 is gradually opened from the switching determination time.
  • the opening degree of the heating expansion valve 21 is controlled so that the refrigerant temperature at the outlet of the outdoor heat exchanger becomes a predetermined temperature (for example, maintains B ° C.).
  • the valve opening degree of the heating expansion valve 21 is made larger than the valve opening degree set in the first frosting suppression operation.
  • the valve opening degree control of the heating expansion valve 21 does not have to lower the temperature of the outdoor heat exchanger 13, and for example, may slightly increase the temperature of the outdoor heat exchanger 13.
  • the throttle amount of the heating expansion valve 21 and the blower 32 of the blower 32 are set so that the refrigerant heat at the outlet of the outdoor heat exchanger does not become a predetermined temperature or less. Air flow is adjusted. Thereby, the frost formation to the outdoor heat exchanger 13 can be suppressed (the progress of frost formation is delayed), maintaining the blowing temperature to a vehicle interior. That is, it is possible to switch from the first frost suppression operation to the warmth maintenance frost suppression operation.
  • the control device 2 causes the outdoor heat exchanger 13 to form a predetermined frost in the temperature maintenance operation mode in which the refrigerant is circulated through the heat pump cycle 10 so as to maintain the temperature in the vehicle interior at the target heating temperature.
  • the first frost suppression operation is performed.
  • the rotation speed of the compressor 11 is increased so as not to lower the temperature of the air blown into the passenger compartment while maintaining the amount of air blown by the blower 32 when the predetermined frosting state is determined.
  • the opening degree of the expansion valve 21 for heating is increased so that the temperature of the outdoor heat exchanger 13 does not decrease.
  • the outdoor heat exchanger 13 when it is determined that the control device 2 has performed a room temperature maintenance operation during the heating operation, the outdoor heat exchanger 13 has reached a state where a predetermined amount of frost is formed, outdoor heat exchange is performed.
  • the opening degree of the heating expansion valve 21 is increased so that the temperature of the heater 13 does not decrease. Therefore, the progress of frost formation on the outdoor heat exchanger 13 can be suppressed.
  • the rotation speed of the compressor 11 is increased so as not to lower the temperature of the air blown into the passenger compartment while maintaining the amount of air blown by the blower 32. Therefore, it is possible to perform a heating operation that maintains the temperature in the vehicle interior without reducing the amount of air blown into the vehicle interior and the temperature of the air blown out. Thereby, frost formation of the outdoor heat exchanger 13 can be suppressed while preventing user discomfort.
  • the control device 2 determines that the outdoor heat exchanger 13 has reached a predetermined frosting state in the temperature maintenance operation mode in which the refrigerant is circulated through the heat pump cycle 10 so as to maintain the temperature in the vehicle interior at the target heating temperature.
  • the first frost suppression operation is performed.
  • the compressor 11 is compared with a predetermined number of rotations determined in accordance with the target blowing temperature while maintaining a predetermined amount of air blown by the blower 32 at the time of determining the predetermined frosting state. Increase the number of revolutions.
  • the opening degree of the heating expansion valve 21 is made larger than the predetermined opening degree determined in accordance with the target blowing temperature.
  • the opening degree of the heating expansion valve 21 is made larger than the predetermined opening degree determined in accordance with the target blowing temperature.
  • the temperature of the refrigerant flowing into the outdoor heat exchanger 13 can be raised to suppress the temperature drop of the outdoor heat exchanger 13. Therefore, it is possible to suppress the progress of frost formation on the outdoor heat exchanger 13.
  • the heating capacity of the heat pump cycle 10 is reduced only by suppressing the temperature decrease of the outdoor heat exchanger 13 by increasing the opening degree of the heating expansion valve 21. Therefore, when it is determined that the outdoor heat exchanger 13 has reached a state where a predetermined amount of frost is formed, the target at the time of determination is maintained while maintaining the air flow rate by the blower 32 at a predetermined air flow rate.
  • the number of rotations of the compressor 11 is increased as compared with a predetermined number of rotations determined according to the blowing temperature.
  • the control device 2 proceeds to the second frost suppression operation (blowing temperature maintenance frost suppression operation).
  • the opening degree of the heating expansion valve 21 is increased so that the temperature of the outdoor heat exchanger 13 does not decrease while maintaining the rotation speed of the compressor 11 when reaching the allowable maximum rotation speed. Let Together with these, the amount of air blown by the blower 32 is reduced so as not to lower the temperature of the air blown into the passenger compartment.
  • the control apparatus 2 sets the compressor 11 rotation speed as the allowable maximum rotation speed.
  • the opening degree of the heating expansion valve 21 is increased so that the temperature of the outdoor heat exchanger 13 does not decrease. Therefore, the progress of frost formation on the outdoor heat exchanger 13 can be suppressed.
  • the amount of air blown by the blower 32 is reduced so as not to lower the temperature at which the air is blown into the passenger compartment. Therefore, although it becomes difficult to maintain the temperature in the passenger compartment, it is possible to prevent the temperature of the air blown into the passenger compartment from decreasing. By these, even if it becomes difficult to maintain room temperature, frost formation of the outdoor heat exchanger 13 can be suppressed while preventing user discomfort by not reducing the temperature of the air blown toward the user.
  • the control device 2 switches to the second frost suppression operation.
  • the second frost suppression operation heating is performed in comparison with the opening degree set in the first frost suppression operation while maintaining the rotation speed of the compressor 11 at the time of reaching the allowable maximum rotation speed at the maximum allowable rotation speed.
  • the opening degree of the expansion valve 21 is increased. Together with these, the amount of air blown by the blower 32 is made smaller than the amount of air blown set in the first frosting suppression operation.
  • the control apparatus 2 sets the compressor 11 rotation speed to the allowable maximum speed. While maintaining the rotation speed, the opening of the heating expansion valve 21 is made larger than the opening set in the first frosting suppression operation. Thereby, the temperature fall of the outdoor heat exchanger 13 can be suppressed, and the progress of frost formation on the outdoor heat exchanger 13 can be suppressed.
  • the opening of the heating expansion valve 21 is increased while maintaining the number of revolutions of the compressor 11 and the temperature drop of the outdoor heat exchanger 13 is suppressed, the heating capacity of the heat pump cycle 10 is reduced and the blowout temperature is increased. Will fall. Therefore, the amount of air blown by the blower 32 is set smaller than the amount of air blown set in the first frosting suppression operation. Thereby, although it becomes difficult to maintain the temperature in the passenger compartment, it is possible to prevent the temperature of the air blown into the passenger compartment from decreasing. By these, even if it becomes difficult to maintain room temperature, frost formation of the outdoor heat exchanger 13 can be suppressed while preventing user discomfort by not reducing the temperature of the air blown toward the user.
  • control device 2 sets a temperature increasing operation mode in which the temperature in the vehicle interior is increased toward the target heating temperature, and when the temperature in the vehicle interior reaches the target heating temperature, Change the setting to the temperature maintenance operation mode.
  • the amount of air blown by the blower 32 is reduced from the amount of air blown at the time when the target heating temperature is reached to a predetermined air flow, and the compressor is set so that the temperature of the air blown into the vehicle interior becomes the predetermined temperature. 11 is reduced. Together with these, the opening degree of the heating expansion valve 21 is lowered so that the degree of supercooling of the refrigerant flowing out of the indoor condenser 12 becomes a predetermined target degree of supercooling.
  • the control device 2 immediately after the start of the heating operation, the control device 2 first increases the room temperature by the room temperature increasing operation, and when the temperature in the passenger compartment reaches the target heating temperature, the control device 2 switches from the room temperature increasing operation to the room temperature maintaining operation mode. Switch.
  • this mode switching is performed, the amount of air blown by the blower 32 is reduced to a predetermined air amount, and the rotational speed of the compressor 11 is reduced so that the blowing temperature becomes a predetermined temperature. Further, the opening degree of the heating expansion valve 21 is lowered so that the degree of supercooling of the refrigerant flowing out of the indoor condenser 12 becomes a predetermined target degree of supercooling.
  • the energy saving operation can be performed with good efficiency.
  • control device 2 sets a temperature increasing operation mode in which the temperature in the vehicle interior is increased toward the target heating temperature, and when the temperature in the vehicle interior reaches the target heating temperature, The setting is switched from the temperature rise operation mode to the temperature maintenance operation mode.
  • the air flow rate by the blower 32 is reduced from the air flow rate at the time of the temperature rise operation mode at the time of reaching the target heating temperature to a predetermined air flow rate determined in advance, and the temperature rise The rotational speed of the compressor 11 in the operation mode is lowered to a predetermined rotational speed determined in accordance with the target blowing temperature.
  • the opening degree of the heating expansion valve 21 in the temperature rising operation mode is set corresponding to the target outlet temperature so that the degree of supercooling of the refrigerant flowing out of the indoor condenser 12 becomes a predetermined target subcooling degree. Small enough to a predetermined opening.
  • the control device 2 immediately after the start of the heating operation, the control device 2 first increases the room temperature by the room temperature increasing operation, and when the temperature in the passenger compartment reaches the target heating temperature, the control device 2 switches from the room temperature increasing operation to the room temperature maintaining operation mode. Switch.
  • the amount of air blown by the blower 32 is set to a predetermined predetermined amount of air as compared to the amount of air blow in the temperature rise operation mode.
  • the rotational speed of the compressor 11 is lowered to a predetermined rotational speed determined according to the target blowing temperature as compared with the rotational speed in the temperature rising operation mode. Therefore, the blowing temperature into the vehicle compartment can be set as the target blowing temperature.
  • the temperature increase operation mode is set so that the degree of supercooling of the refrigerant flowing out of the indoor condenser 12 becomes a predetermined target subcooling degree.
  • the opening degree of the expansion valve 21 for heating is made small to a predetermined opening degree determined in accordance with the target blowing temperature.
  • control device 2 performs the COP priority operation immediately after the start of the heating operation, and when detecting the predetermined frost state in which the frost formation on the outdoor heat exchanger 13 becomes a predetermined amount, the frost suppression is started from the COP priority operation. Switch to driving. However, even after the frosting suppression operation is started, the compressor 11 rotation speed and the heating expansion valve 21 opening degree are controlled so as to gradually decrease the COP (see FIG. 9). Therefore, the cumulative COP can be improved as compared with the case where the COP is reduced considering only the frosting suppression (see the comparative example shown by the broken line in FIG. 9).
  • the conventional frosting control which is a general method in which the rotation speed of the compressor is relatively large (for example, the allowable maximum rotation speed) and the opening degree of the expansion valve is relatively large from the start of the heating operation.
  • the cumulative COP can be greatly improved.
  • the heat exchanger 70 shown in FIGS. 10 to 13 can be used as the outdoor heat exchanger 13.
  • the heat exchanger 70 provides heat exchange between the refrigerant RF, the cooling water WT (corresponding to a medium for supplying heat to the refrigerant), and the air AR.
  • the heat exchanger 70 provides heat exchange between the refrigerant RF and the cooling water WT, between the refrigerant RF and the air AR, and between the cooling water WT and the air AR.
  • the heat exchanger 70 has components such as a plurality of tubes through which refrigerant or cooling water flows, a collection tank and a distribution tank disposed at both ends of the plurality of tubes.
  • Cooling water WT is cooling water that cools external heat sources such as an engine, a motor generator, an inverter circuit, a battery, and a control circuit of a hybrid vehicle, for example.
  • the cooling water WT is, for example, a heat carrying medium that circulates in a cooling circuit for cooling an external heat source and keeping it at an appropriate temperature.
  • the heat exchanger 70 has a plurality of refrigerant tubes 16a through which refrigerant flows.
  • the refrigerant tube 16a is a heat exchange tube through which the refrigerant RF that absorbs heat from the air flows.
  • the refrigerant tube 16a is a flat tube having a flat cross-sectional shape perpendicular to the longitudinal direction.
  • the heat exchanger 70 also has a plurality of cooling water tubes 43a (corresponding to medium tubes) through which cooling water flows.
  • the cooling water tube 43a is, for example, a heat exchange tube through which a medium for supplying heat for suppressing frost formation and defrosting is flowed.
  • the cooling water tube 43a is also called a defrosting medium tube for flowing a medium for defrosting.
  • the cooling water tube 43a is a flat tube having a flat cross-sectional shape perpendicular to the longitudinal direction.
  • the refrigerant tube 16a and the cooling water tube 43a may be referred to as tubes 16a and 43a
  • the plurality of tubes 16a and 43a are arranged such that a wide flat surface of their outer surfaces is substantially parallel to the flow of the air AR.
  • the plurality of tubes 16a and 43a are arranged at a predetermined interval from each other.
  • Air passages 16b and 43b through which the air AR flows are formed around the plurality of tubes 16a and 43a.
  • the air passages 16b and 43b are used as at least one of a heat dissipation air passage and a heat absorption air passage.
  • the plurality of tubes 16a and 43a are arranged in a row in a direction orthogonal to the flow of the air AR. Further, the plurality of tubes 16a and 43a are arranged in multiple rows along the flow direction of the air AR. As is apparent with reference to FIG. 11, the plurality of tubes 16a and 43a can be arranged in two rows. The plurality of tubes 16a and 43a are arranged so as to form an upstream row located upstream in the flow direction of the air AR and a downstream row located downstream from the upstream row.
  • the heat exchanger 70 is a so-called tank-and-tube heat exchanger.
  • the refrigerant tube 16a and the cooling water tube 43a are arranged in two rows along the flow direction of the air AR.
  • the refrigerant tubes 16a and the cooling water tubes 43a are alternately arranged in both the upstream row and the downstream row. Therefore, the air passage 16b for heat absorption and the air passage 43b for heat dissipation are shared.
  • Fins 50 are disposed in the common passages 16b and 43b.
  • the fin 50 is joined to the tubes 16a and 43a adjacent thereto.
  • a plurality of tubes 16a, tubes 43a, and a plurality of fins 50 are laminated and joined together to form a heat exchanging portion 71.
  • the heat exchange unit 71 provides heat exchange between a plurality of, for example, three fluids including the refrigerant RF, the cooling water WT, and the air AR.
  • a first tank 16c for collecting or distributing refrigerant and cooling water is disposed at one end side in the longitudinal direction of the plurality of tubes 16a and tubes 43a, and below in the drawing.
  • the first tank 16c is also called a refrigerant tank because it accepts the refrigerant and discharges the refrigerant.
  • the 1st tank 16c also provides the connection part which guides cooling water from one cooling water tube 43a to other cooling water tubes 43a.
  • a second tank 43c for collecting or distributing refrigerant and cooling water is disposed on the other end side in the longitudinal direction of the plurality of tubes 16a and tubes 43a, and in the upper part of the drawing.
  • the second tank is also called a water tank because it is responsible for receiving cooling water and discharging cooling water.
  • the second tank also provides a connecting portion that guides the refrigerant from one refrigerant tube 16a to another refrigerant tube 16a.
  • the refrigerant RF and the cooling water WT flow as counterflows in most parts (mainly the heat exchange part 71) in the heat exchanger 70.
  • Solid line arrows indicate the flow of the refrigerant RF.
  • Dashed arrows indicate the flow of the cooling water WT.
  • the refrigerant RF flows into the distribution space of the first tank 16c through the inlet pipe 164, and flows into the refrigerant tube 16a in the downstream row.
  • the refrigerant flows from the bottom to the top in the drawing in the refrigerant tubes 16a in the downstream row.
  • the refrigerant that has flowed out of the refrigerant tube 16a in the downstream row flows into the refrigerant tube 16a in the upstream row through the space of the second tank 43c.
  • the refrigerant flows from the upper side to the lower side of the refrigerant tube 16a in the upstream row.
  • the refrigerant that has flowed out of the refrigerant tube 16a in the upstream row flows out from the outlet pipe 165 after gathering in the collecting space of the first tank 16c. Therefore, in the heat exchanger 70, the refrigerant flows in a U-turn shape from the downstream row to the upstream row.
  • the cooling water WT flows into the distribution space of the second tank 43c via the inlet pipe 434 and flows into the cooling water tube 43a in the upstream row.
  • the cooling water flows from the top to the bottom in the drawing in the cooling water tube 43a in the upstream row.
  • the refrigerant that has flowed out of the cooling water tube 43a in the upstream row flows into the cooling water tube 43a in the downstream row through the space of the first tank 16c.
  • the cooling water flows through the cooling water tube 43a in the downstream row from the bottom to the top in the drawing.
  • the cooling water that has flowed out of the cooling water tube 43a in the downstream row flows out from the outlet pipe 435 after gathering in the collecting space of the second tank 43c. Therefore, in the heat exchanger 70, the cooling water flows in a U-turn shape from the upstream row to the downstream row.
  • the refrigerant tube 16a and the cooling water tube 43a are arranged next to the single refrigerant tube 16a so that one cooling water tube 43a is located via the fin 50. This arrangement is effective for efficiently transferring heat from the cooling water tube 43a to the frost growing near the refrigerant tube 16a.
  • one refrigerant tube 16a is disposed between the two cooling water tubes 43a.
  • one cooling water tube 43a is disposed between the two refrigerant tubes 16a.
  • the refrigerant tubes 16a and the cooling water tubes 43a are alternately arranged at least in the upstream row.
  • the refrigerant tubes 16a and the cooling water tubes 43a can be alternately arranged in the downstream row.
  • the air passage 16b for the refrigerant tube 16a to absorb heat and the air passage 43b for the heat radiation of the cooling water tube 43a are provided by a common air passage. For this reason, the frost formation to the refrigerant
  • the fin 50 has a louver 50a for promoting heat exchange with the air AR.
  • the louver 50a can be formed in a corresponding range between the tubes 16a and 43a.
  • the fin 50 has the protrusion part 50b which protrudes toward the upstream of the flow of the air AR from the upstream end FD of the some tubes 16a and 43a which comprise an upstream line.
  • the protrusion 50b can be provided by a plate-like portion that does not include the louver 50a.
  • the fin 50 has an upstream end 50c on the upstream side of the flow of the air AR.
  • the fin 50 can be arrange
  • the fin 50 has a protruding portion 50b that protrudes toward the upstream side of the flow of the air AR from the cooling water tube 43a at least on the cooling water tube 43a side.
  • the two fins 50 arranged on both sides of the refrigerant tube 16a protrude from the refrigerant tube 16a toward the upstream side of the flow of the air AR so as to form a gap 50d.
  • a gap 50d is formed between the two fins 50 and upstream of the tubes 16a and 43a disposed between them.
  • the two fins 50 each have a protruding portion 50b that forms a gap 50d between which the molten water generated by defrosting can flow, on the upstream side of the refrigerant tube 16a.
  • the fin 50 protrudes to such an extent that the gap 50d can provide a discharge passage for the molten water generated by melting the frost adhering to the protrusion 50b.
  • the gap 50d is formed on the upstream side of all the refrigerant tubes 16a arranged in the upstream row.
  • the gap 50d is also formed on the upstream side of all the cooling water tubes 43a arranged in the upstream row.
  • the plurality of tubes 16a and 43a are arranged so as to extend in the vertical direction of the gravity direction.
  • the gap 50d extends along the refrigerant tube 16a. Therefore, the gap 50d extends vertically in the direction of gravity when the heat exchanger 70 is installed in the vehicle. Therefore, the molten water tends to flow by gravity.
  • the gap 50d extends in a groove shape over substantially the entire length of the tubes 16a and 43a.
  • the gap 50d has a width corresponding to the heights Thr and Thw of the tubes 16a and 43a.
  • the refrigerant tube 16a has a height Thr.
  • the cooling water tube 43a has a height Thw.
  • the height Thr and the height Thw are the same.
  • the heights Thr and Thw of the tubes 16 a and 43 a are smaller than half of the average pitch Fp of the fins 50.
  • the height Thr of the refrigerant tube 16a is smaller than half of the pitch Fp of the fin 50 (Th ⁇ Fp / 2).
  • Thr ⁇ Fp / 2 and Thw ⁇ Fp / 2 are set.
  • Fp / 2 corresponds to the width of one ridge of the fin 50.
  • This configuration contributes to promoting the discharge of the melted water DW from the fins 50 to the gap 50d.
  • the height of the gap 50d formed between the protrusions 50b corresponds to the height Thr of the refrigerant tube 16a
  • the height of the gap 50d can be made smaller than half of the fin pitch Fp. .
  • the molten water easily flows into the gap 50d.
  • accumulation of molten water between the corrugated fins 50 is suppressed.
  • a plurality of crests and troughs of the fin 50 are positioned to face each other on both sides of the gap 50d.
  • the molten water flows down along these multiple mountains.
  • the molten water may form water droplets on the surface of the fin 50 due to its surface tension.
  • the plurality of peaks located on both sides of the gap 50d are positioned at a distance close to the extent that water droplets of the molten water move from the peaks to the peaks one after another.
  • the two fins 50 located on both sides of the refrigerant tube 16a are arranged so that the crests of the fins 50 are located almost alternately in many ranges on both sides of the refrigerant tube 16a.
  • the plurality of peaks are alternately positioned on both sides of the refrigerant tube 16a along the vertical direction. Since the fins 50 are easily deformed, it is difficult to realize the above alternate arrangement in the entire region of the refrigerant tube 16a.
  • the above-described alternate arrangement can be realized in many ranges in the length direction of the refrigerant tube 16a, for example, in a range exceeding half.
  • This configuration contributes to promoting the flow of the molten water DW from the top to the bottom in the gap 50d.
  • the molten water flowing from the top to the bottom flows down while contacting left and right alternately with the peaks located on both sides. As a result, it is suppressed that molten water accumulates as water droplets in the gap 50d.
  • FIG. 13 shows the process of growth of the frost block FR on the fin 50 from step S0 to step S4.
  • frost does not adhere.
  • the air AR flows straight from the opening between the upstream ends 50c of the fins 50.
  • the entire fin 50 contributes to heat exchange without being inhibited by frost.
  • the frost block FR When the refrigerant tube 16a is cooled by the heating operation, the frost block FR gradually grows (frosting progresses). As illustrated in steps S ⁇ b> 1 to S ⁇ b> 4, the frost block FR gradually grows from the surface of the fin 50. The frost block FR starts growing from the vicinity of the refrigerant tube 16a. The frost block FR gradually grows from the refrigerant tube 16a toward the adjacent cooling water tube 43a. As a result, in the growth process of the frost block FR, a thick frost block FR is formed in the vicinity of the refrigerant tube 16a and thin in the vicinity of the cooling water tube 43a. As a result, the frost block FR gradually closes the air passage on the fin 50 from the vicinity of the refrigerant tube 16a toward the cooling water tube 43a.
  • the frost mass FR is larger and thicker on the upstream side of the air AR. This is because air AR with high humidity is supplied from upstream. As a result, the frost block FR gradually closes the air passage on the fin 50 from the upstream end toward the downstream side. Moreover, the frost mass FR extends toward the upstream side from the upstream end 50 c of the fin 50. As a result, the frost block FR grows thick around the upstream end 50 c of the fin 50.
  • a thick frost block FR is formed at the upstream end 50c.
  • the air AR can still flow from between the upstream ends 50c.
  • a trough between the crests of the fin 50 is also open to the side of the fin 50.
  • the fins 50 are also opened on the upstream side of the tubes 16a and 43a and in the direction orthogonal to the flow direction of the air AR, that is, in the row direction of the tubes 16a and 43a.
  • part of the air AR flows into the air passages 16 b and 43 b also from the side portions of the fins 50.
  • the inlet of the air AR to the air passages 16b and 43b is largely maintained even after the frost mass FR is formed. Therefore, even if the frost mass FR grows, a decrease in the flow rate of the air AR is suppressed, so that a decrease in the heat exchange performance of the heat exchanger 70 due to the adhesion of frost is suppressed.
  • the frost mass FR If the frost mass FR further grows, the space between the upstream ends 50c is completely blocked. However, even if the frost block FR closes between the upstream ends 50c, the air AR can still flow into the air passages 16b and 43b through the side portions of the fins 50 on the upstream side of the cooling water tube 43a. Therefore, even if the frost mass FR grows, a decrease in the flow rate of the air AR is suppressed, so that a decrease in the heat exchange performance of the heat exchanger 70 due to the adhesion of frost is suppressed.
  • Step S4 shows a completely closed state.
  • the protruding amount of the fin 50 is set so as to create a state in which the air AR flows from the side of the fin 50 as illustrated in step S3. That is, the fin 50 can introduce the air AR into the air passages 16b and 43b from the side portion of the protruding portion 50b even if the end portion facing the upstream side of the air flow is blocked by the frost block FR. Protruding. In other words, the fin 50 is such that the frost block FR closes the gap between the upstream ends 50c before the frost block FR reaches the adjacent cooling water tube 43a in the growth process of the frost block FR. It protrudes. As a result, even if frost grows so that the upstream end of the fin is blocked, air can be introduced from the side.
  • the outdoor heat exchanger 13 is arranged in a space between each other, and is provided in an air passage formed between a plurality of refrigerant tubes 16a through which the refrigerant flows and adjacent refrigerant tubes 16a. And a thermally bonded fin 50.
  • the fin 50 has a protruding portion 50b that protrudes toward the upstream side of the air flow from the refrigerant tube 16a on the air inflow side of the air passage.
  • the frosting suppression state to the outdoor heat exchanger 13 can be maintained for a relatively long time.
  • the time until the rotation speed of the compressor 11 reaches the allowable maximum rotation speed can be delayed, and the first frost suppression operation can be performed for a relatively long time.
  • the outdoor heat exchanger 13 includes a plurality of tubes 16a including a refrigerant tube 16a through which the refrigerant flows and a cooling water tube 43a that is a medium tube through which a medium for supplying heat to the refrigerant flows. 43a. Between the adjacent tubes 16a and 43a, an air passage is formed through which air for supplying heat to the refrigerant flowing through the refrigerant tube 16a flows.
  • frost formation on the outdoor heat exchanger 13 can be suppressed also by heat from the medium circulating in the cooling water tube 43a. Therefore, frost formation of the outdoor heat exchanger 13 can be reliably suppressed.
  • the heat exchanging portion 71 shown in FIG. 10 has a vertical dimension in the horizontal direction (width direction) when viewed from the air flow direction. It is slightly smaller than the dimensions. That is, the outdoor heat exchanger 13 has a heat exchanging portion 71 in which a plurality of refrigerant tubes 16a through which refrigerant flows are arranged at intervals. And as for the heat exchange part, the dimension of the arrangement direction of the refrigerant
  • the heat exchanging portion 71 of the outdoor heat exchanger 13 has a plurality of passes (two passes in the illustrated example), it is preferable that the heat exchanging portion for one pass has the above characteristics. That is, when the refrigerant flows through the heat exchange unit 71 as indicated by the arrows, two heat exchange units 71a and 71b are formed through which the refrigerant flows in the same direction. In each of these heat exchange portions 71a and 71b, it is preferable that the dimension HEW in the arrangement direction of the refrigerant tubes is larger than the dimension HEL in the extending direction of the refrigerant tubes.
  • the heat exchange units 71 a and 71 b for one pass are clear. It is possible to ensure a relatively large width dimension HEW. Thereby, the refrigerant
  • the heat exchanger 70 is a heat exchanger that has three characteristic anti-frosting configurations and improved anti-frosting performance.
  • the heat exchanger 70 is easy to make the first frost suppression operation time relatively long.
  • the horizontal axis indicates the enthalpy of the refrigerant at the outlet of the indoor condenser 12.
  • the degree of dryness of the refrigerant increases (or the degree of supercooling decreases) toward the right of the horizontal axis, and the degree of supercooling of the refrigerant increases toward the left.
  • the vertical axis indicates the rotation speed of the compressor 11.
  • FIG. 16 shows a graph in the case where the rotation speed of the compressor 11 is controlled so that the heating capacity is constant (for example, the cycle high-pressure side refrigerant pressure and the blower air flow rate are constant).
  • the non-frosting state indicates a case where the outdoor heat exchanger has no frosting.
  • This example frosting state has shown the case where the outdoor heat exchanger 13 of this embodiment has predetermined frosting.
  • the comparative example frosting state indicates a case where a heat exchanger that does not have the above-described frosting prevention configuration is adopted as an outdoor heat exchanger, and there is the same amount of frosting as in this example frosting state. Yes.
  • the cycle refrigerant circulation is controlled so as to keep the supercooling degree of the refrigerant relatively high (relatively on the left side in the figure).
  • the amount of heat absorption in the outdoor heat exchanger 13 is increased, and COP is improved.
  • the amount of heat absorbed by the outdoor heat exchanger 13 is large, the progress of frosting also increases. Therefore, the heat absorption performance of the outdoor heat exchanger 13 is deteriorated relatively early.
  • the cycle refrigerant circulation is performed so that the degree of supercooling of the refrigerant is relatively low or the refrigerant has a dryness (relative to the right side in the figure). Be controlled.
  • the heat absorption amount in the outdoor heat exchanger 13 is relatively small. Accordingly, the progress of frost formation on the outdoor heat exchanger 13 is suppressed. Therefore, the heat absorption performance of the outdoor heat exchanger 13 is maintained for a relatively long time.
  • the compressor rotation speed shown in FIG. 16 is the rotation speed for demonstrating the heating capacity necessary for maintaining the room temperature.
  • the heating capacity is the sum of the work of the compressor and the heat absorption of the outdoor heat exchanger. Therefore, when the heat absorption amount of the outdoor heat exchanger decreases due to frost formation, it is necessary to increase the rotation speed of the compressor to compensate for the decrease in the heat absorption amount of the outdoor heat exchanger.
  • the refrigerant enthalpy at the outlet of the indoor condenser 12 decreases, and the heat absorption amount of the outdoor heat exchanger 13 decreases (moves to the right region in the figure). ).
  • the rotational speed of the compressor 11 increases (COP deteriorates), but the progress of frost formation on the outdoor heat exchanger 13 is delayed. Accordingly, it is possible to suppress an increase in the compressor rotational speed due to frost formation and extend the time until the rotational speed of the compressor 11 reaches the allowable maximum rotational speed.
  • the heat exchanger of this example has a refrigerant dryness region (right region in the figure) compared to the heat exchanger of the comparative example. , A region indicated by a hollow arrow shown in FIG. Accordingly, the effect of increasing the first frost suppression operation time is great.
  • the outdoor heat exchanger 13 based on the outlet refrigerant temperature of the outdoor heat exchanger 13, it has been determined whether or not the outdoor heat exchanger 13 has reached a predetermined frosting state with a predetermined amount of frost formation. It is not limited. The determination as to whether or not the predetermined frost state has been reached may be made based on the temperature of the outdoor heat exchanger 13 or its related physical quantity. For example, the heat pump cycle low pressure side pressure represented by the refrigerant pressure at the outlet of the outdoor heat exchanger 13 may be used.
  • valve opening degree of the heating expansion valve 21 is adjusted based on the outlet refrigerant temperature of the outdoor heat exchanger 13, but the present invention is not limited to this. Adjustment of the valve opening degree in the frosting suppression operation may be performed based on the temperature of the outdoor heat exchanger 13 or its related physical quantity. For example, the heat pump cycle low pressure side pressure represented by the refrigerant pressure at the outlet of the outdoor heat exchanger 13 may be used.
  • step 732 it may be determined whether or not the rotational speed of the compressor 11 has increased to reach a predetermined rotational speed (step 732). If it is determined in step 732 that the compressor 11 rotation speed has reached the predetermined rotation speed, the control is switched from the COP priority operation to the frosting suppression operation. In the frost suppression operation, the valve opening degree of the heating expansion valve 21 can be controlled as a function of the compressor rotational speed to increase the valve opening degree (step 733).
  • step 832 it may be determined whether or not a predetermined time has elapsed after the elapse of time after the start of heating (step 832).
  • the control is switched from the COP priority operation to the frost suppression operation.
  • the valve opening degree of the heating expansion valve 21 can be controlled as a function of the elapsed time after the start of heating to increase the valve opening degree (step 833).
  • Step 232 it is determined whether or not the predetermined frost state has been reached based on whether or not the outlet refrigerant temperature of the outdoor heat exchanger 13 has reached a predetermined temperature. If it is determined in step 232 that the outlet refrigerant temperature of the outdoor heat exchanger 13 has reached a predetermined temperature, the control is switched from the COP priority operation to the frosting suppression operation. In the frosting suppression operation, the opening degree of the heating expansion valve 21 is set so that the degree of supercooling (SC) of the refrigerant flowing out of the indoor condenser 12 is a function of the outlet refrigerant temperature of the outdoor heat exchanger 13. It can be adjusted (step 933).
  • SC supercooling
  • the step of detecting the predetermined frost state of the outdoor heat exchanger 13 and the step of adjusting the valve opening of the heating expansion valve 21 when performing the frost suppression operation can be appropriately combined. .
  • the determination characteristic value is compared with a fixed threshold value, but is not limited thereto.
  • the threshold value may be a function of the outside air temperature.
  • the outside air temperature may be added as a variable to the relational expression for adjusting the valve opening degree of the heating expansion valve 21 in the frosting suppression operation.
  • the rotation speed of the compressor 11, the ventilation volume of the air blower 32, etc. were controlled based on the blowing temperature to the vehicle interior which the blowing temperature sensor 63 detects, it is limited to this. It is not a thing. You may control the compressor 11, the air blower 32, etc. based on the related physical quantity of blowing temperature. Examples of the physical quantities related to the blowing temperature include the following. An example is a combination of the discharge refrigerant temperature of the compressor 11 and the amount of air blown by the blower 32. Another example is a combination of the discharge refrigerant pressure of the compressor 11 and the amount of air blown by the blower 32.
  • Another example is a combination of the temperature difference between the refrigerant discharge temperature of the compressor 11 and the refrigerant temperature flowing out of the indoor condenser 12 and the air flow rate of the blower 32.
  • Another example is a combination of the enthalpy difference between the enthalpy of the refrigerant discharged from the compressor 11 and the enthalpy of the refrigerant flowing out of the indoor condenser 12 and the amount of air blown by the blower 32.
  • Another example is the outer surface temperature (for example, fin temperature) of the indoor condenser 12.
  • the valve opening degree of the heating expansion valve 21 may be controlled based on the refrigerant subcooling degree calculated from the refrigerant temperature and the refrigerant pressure detected by the refrigerant temperature and pressure sensor 61.
  • the opening degree of the expansion valve 21 for heating may be controlled based on the related physical quantity of the degree of supercooling of the refrigerant before flowing out from the indoor condenser 12 and into the expansion valve 21 for heating.
  • the related physical quantity of the degree of supercooling for example, there is a combination of the discharge refrigerant temperature of the compressor 11 and the air volume of the blower 32.
  • the vehicle interior temperature detected by the interior temperature sensor 64 is used, but a related physical quantity of the vehicle interior temperature may be used.
  • the physical quantity related to the passenger compartment temperature for example, there is a combination of the outlet temperature into the passenger compartment and the outlet time.
  • the rotation speed of the compressor 11 used at the time of control was the rotation speed command value output from the control device 2 to the compressor 11, it is not limited to this. Any physical quantity related to the rotational speed command value may be used. For example, the power consumption of the compressor 11 may be fed back and used.
  • the air flow rate of the air blower 32 used at the time of control was the air flow rate command value output from the control device 2 to the air blower 32, it is not limited to this. Any physical quantity may be used as long as it is a related physical quantity of the air blow command value.
  • the rotational speed of the blower 32 may be fed back and used.
  • the temperature difference between the temperature of the inflow air to the indoor condenser 12 and the temperature of the outflow air from the indoor condenser 12 may be used. Further, for example, it may be a temperature difference between the refrigerant temperature flowing into the indoor condenser 12 and the refrigerant temperature flowing out from the indoor condenser 12.
  • examples of the physical quantity related to the heat absorption amount of the outdoor heat exchanger 13 include the following.
  • An example is a combination of the outside air temperature, the vehicle speed, and the outlet refrigerant temperature of the outdoor heat exchanger 13.
  • Another example is a combination of the heat dissipation performance of the indoor condenser 12 and the power consumption value of the compressor 11.
  • the heat exchanger 70 which has three characteristic frost formation countermeasure structures and improved frost-proof performance was employ
  • an outdoor heat exchanger as shown in FIG. 20 may be used.
  • This heat exchanger is provided in an air passage formed between a plurality of refrigerant tubes 16a in which refrigerant is circulated and the refrigerant tubes 16a adjacent to each other, and the refrigerant tubes 16a are thermally connected to the refrigerant tubes 16a.
  • the fin 50 is joined.
  • the fin 50 has a protruding portion 50b that protrudes toward the upstream side of the air flow from the refrigerant tube 16a on the air inflow side of the air passage.
  • an outdoor heat exchanger as shown in FIG. 21 may be used.
  • This heat exchanger includes a plurality of tubes 16a and 43a including a refrigerant tube 16a in which the refrigerant flows and a cooling water tube 43a that is a medium tube in which a medium for supplying heat to the refrigerant flows. I have. Between the adjacent tubes 16a and 43a, an air passage is formed through which air for supplying heat to the refrigerant flowing through the refrigerant tube 16a flows.
  • an outdoor heat exchanger that does not have a medium tube and has fins that do not have a protruding portion and that takes measures against frost formation due to the dimensional relationship of the heat exchange portion may be used.
  • This heat exchanger has a heat exchanging section in which a plurality of refrigerant tubes in which refrigerant flows are arranged at intervals. And as for the heat exchange part, the dimension of the arrangement direction of a refrigerant
  • frost suppression operation when it detected that the outdoor heat exchanger reached
  • the heating operation it may be in the temperature rising operation mode.
  • the present disclosure can be applied even when the compressor is driven at less than the maximum allowable number of rotations even in the temperature rising operation mode.
  • the heat pump cycle of the vehicle air conditioner can be switched between the heating operation and the cooling operation, but is not limited to this.
  • the vehicle air conditioner using a heat pump cycle that performs only the heating operation is effective by applying the present disclosure.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

L'invention concerne un dispositif de climatisation pour véhicule dans lequel, quand on a établi qu'un échangeur thermique extérieur (13) a atteint un état prédéterminé de givrage pendant un mode de fonctionnement de maintien de la température dans lequel on fait circuler du fluide frigorigène vers un cycle (10) de pompe à chaleur afin que la température à l'intérieur du véhicule soit maintenue à une température cible de chauffage, un régulateur (2) effectue une opération de dégivrage/maintien de la température de l'habitacle (une première opération de dégivrage). À ce moment, le débit d'air d'une souffleuse d'air (32) est maintenu et la vitesse de rotation d'un compresseur (11) est augmentée afin que la température de débouché à l'intérieur du véhicule ne baisse pas. Le degré d'ouverture d'une vanne de détente (21) de chauffage est aussi augmenté afin que la température de l'échangeur thermique extérieur (13) ne baisse pas. On peut de ce fait empêcher un inconfort de l'utilisateur et supprimer le givre sur l'échangeur thermique extérieur.
PCT/JP2014/000171 2013-01-23 2014-01-16 Dispositif de climatisation pour véhicule WO2014115509A1 (fr)

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JP2013254390A JP6003874B2 (ja) 2013-01-23 2013-12-09 車両用空調装置

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Cited By (3)

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Publication number Priority date Publication date Assignee Title
WO2019029092A1 (fr) * 2017-08-07 2019-02-14 格力电器（武汉）有限公司 Automobile, système de climatisation à pompe à chaleur, et ensemble de climatisation à pompe à chaleur pour automobile et son procédé de commande
WO2020037953A1 (fr) * 2018-08-20 2020-02-27 珠海格力电器股份有限公司 Procédé et système de commande pour climatiseur, support de stockage et processeur
US20220324295A1 (en) * 2021-04-08 2022-10-13 Hyundai Motor Company Method for controlling heating of vehicle thermal management system

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Publication number Priority date Publication date Assignee Title
JP6332193B2 (ja) 2015-08-06 2018-05-30 株式会社デンソー 車両用空調装置
WO2017169501A1 (fr) * 2016-03-31 2017-10-05 株式会社デンソー Unité d'échange de chaleur
JP2019023034A (ja) * 2017-07-24 2019-02-14 カルソニックカンセイ株式会社 空調装置

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JPH02192536A (ja) * 1989-01-17 1990-07-30 Sharp Corp 暖房装置
JPH0719675A (ja) * 1993-07-07 1995-01-20 Nippondenso Co Ltd 電気自動車用空調装置
JP2012017092A (ja) * 2010-06-10 2012-01-26 Denso Corp ヒートポンプサイクル

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JPH02192536A (ja) * 1989-01-17 1990-07-30 Sharp Corp 暖房装置
JPH0719675A (ja) * 1993-07-07 1995-01-20 Nippondenso Co Ltd 電気自動車用空調装置
JP2012017092A (ja) * 2010-06-10 2012-01-26 Denso Corp ヒートポンプサイクル

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019029092A1 (fr) * 2017-08-07 2019-02-14 格力电器（武汉）有限公司 Automobile, système de climatisation à pompe à chaleur, et ensemble de climatisation à pompe à chaleur pour automobile et son procédé de commande
WO2020037953A1 (fr) * 2018-08-20 2020-02-27 珠海格力电器股份有限公司 Procédé et système de commande pour climatiseur, support de stockage et processeur
US11518214B2 (en) 2018-08-20 2022-12-06 Gree Electric Appliances, Inc. Of Zhuhai Air conditioner control method and system, storage medium and processor
US20220324295A1 (en) * 2021-04-08 2022-10-13 Hyundai Motor Company Method for controlling heating of vehicle thermal management system

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