WO2018061785A1

WO2018061785A1 - Air-conditioning device for vehicle

Info

Publication number: WO2018061785A1
Application number: PCT/JP2017/033163
Authority: WO
Inventors: 耕平山下; 竜宮腰
Original assignee: サンデン・オートモーティブクライメイトシステム株式会社
Priority date: 2016-09-30
Filing date: 2017-09-07
Publication date: 2018-04-05

Abstract

The present invention achieves comfortable air-conditioning in a passenger compartment by causing an appropriate difference in temperature of air discharged from a blowout port. This air-conditioning device 1 for a vehicle comprises a compressor 2, an air circulation path 3, a radiator 4, an auxiliary heater 23, a heat absorber 9, a heat exchange path 3A for heating and a bypass path 3B, an air mix damper 28, a FOOT blowout port 29A, a VENT blowout port 29B, and a control device. The control device has a B/L mode in which air blows into the passenger compartment through both the FOOT blowout port and the VENT blowout port. In the B/L mode, the air volume ratio SW adjusted by the air mix damper is regulated within a predetermined intermediate range, and target heater temperature TCO is set higher than target blowout temperature TAO.

Description

Air conditioner for vehicles

The present invention relates to a heat pump type air conditioner that air-conditions the interior of a vehicle.

Hybrid vehicles and electric vehicles have come into widespread use due to the emergence of environmental problems in recent years. And as an air conditioner that can be applied to such a vehicle, an electric compressor that compresses and discharges the refrigerant, and a radiator (condenser) that is provided in the air flow passage to dissipate the refrigerant A heat absorber (evaporator) that is provided in the air flow passage and absorbs the refrigerant; and an outdoor heat exchanger that is provided outside the vehicle cabin and dissipates or absorbs the refrigerant, and the refrigerant discharged from the compressor In the heating mode in which heat is radiated in the radiator and the refrigerant radiated in the radiator is absorbed in the outdoor heat exchanger, the refrigerant discharged from the compressor is radiated in the radiator, and the radiated refrigerant is absorbed in the heat absorber and the outdoor heat exchanger. A dehumidifying and heating mode, a refrigerant discharged from the compressor is dissipated in the radiator and the outdoor heat exchanger, and a dehumidifying and cooling mode in which the dissipated refrigerant is absorbed in the heat absorber, and the refrigerant is discharged from the compressor. To dissipate the refrigerant in the outdoor heat exchanger, which executes switching the various operating modes such as a cooling mode to heat absorption it has been developed in the heat sink.
Then, an air mix damper is provided in the air flow passage, and by adjusting the ratio of the air that is ventilated by the air mix damper to the radiator in the whole range from zero, the target blowout temperature into the vehicle interior is adjusted. (For example, refer patent document 1).
In this case, the air flow passage on the leeward side of the heat absorber is partitioned into a heat exchange passage for heating and a bypass passage, and the radiator is arranged in the heat exchange passage for heating. The air mix damper adjusts the amount of air flowing through the heating heat exchange passage. In this case, SW = (TAO−Te) / (TH−Te) is calculated to control the air mix damper. A parameter called an air volume ratio SW passing through the heating heat exchange passage (heat radiator) obtained by the equation is used.
In this case, TAO is the target blowing temperature, TH is the temperature of the leeward air of the radiator, Te is the temperature of the heat absorber, and the air volume ratio SW is calculated in the range of 0 ≦ SW ≦ 1, and heating is performed with “0”. The air mix is fully closed without ventilating the heat exchange passage (heat radiator), and the air mix is fully open when all air in the air flow passage is vented to the heating heat exchange passage (heat radiator) with “1”. It was a thing.

JP 2012-250708 A

Here, FOOT (foot), VENT (vent), and DEF (def) air outlets are usually provided as air outlets into the passenger compartment. The FOOT air outlet is an air outlet for blowing air to the feet in the passenger compartment, and is at the lowest position. The VENT outlet is an outlet for blowing air near the driver's chest and face in the passenger compartment, and is located above the FOOT outlet. And a DEF blower outlet is a blower outlet for blowing air on the inner surface of a windshield, and exists in the highest position above other blower outlets.
In addition to the mode in which air is blown out from any of these air outlets, there are B / L mode in which air is blown out from both FOOT and VENT air outlets, and H / D mode in which air is blown out from both air outlets of FOOT and DEF. . These are selected manually or in the auto mode. For that purpose, the air passing through the heating heat exchange passage (heat radiator) is easily blown out from the FOOT outlet, and the air passing through the bypass passage from the DEF outlet. It is easy to be blown out, and the intermediate air is blown out from the VENT outlet.
Therefore, when the above-described air volume ratio SW by the air mix damper is in the intermediate range, for example, the temperature of the air blown from the FOOT blowout port is higher than the air blown from the VENT blowout port, and the VENT blowout port The temperature of the air blown out from the air becomes higher than that of the air blown out from the DEF outlet.
Therefore, for example, in the B / L mode described above, the air volume ratio SW is regulated to an intermediate range in order to achieve a so-called “head cold foot heat” temperature difference by adding a difference in the temperature of the air blown from the FOOT blowout port and the VENT blowout port. However, in this case, a situation occurs in which more air than the original air volume ratio SW flows to the bypass passage. Therefore, particularly in the mode of dehumidifying the passenger compartment (the above-described dehumidifying heating mode or dehumidifying cooling mode). There was a case where the blowing temperature was lowered.
In addition, since the air heated by the radiator exchanges heat with the wall surface of the air flow passage in the process of reaching each outlet, there is a problem that the temperature is lowered due to heat loss.
The present invention has been made to solve the conventional technical problems, and in a so-called heat pump type vehicle air conditioner, the air blown out from the air outlet is provided with an appropriate temperature difference and is comfortable. The purpose is to achieve air conditioning in the passenger compartment.

The vehicle air conditioner of the present invention includes a compressor for compressing a refrigerant, an air flow passage through which air supplied to the vehicle interior flows, and a heater for heating air supplied from the air flow passage to the vehicle interior. A heat absorber for absorbing the refrigerant to cool the air supplied from the air flow passage to the vehicle interior, a heating heat exchange passage and a bypass passage defined in the air flow passage on the leeward side of the heat absorber, and the heat absorption An air mix damper for adjusting the ratio of the air in the air flow passage that has passed through the heater to the heat exchange passage for heating, a first air outlet for blowing air from the air flow passage into the vehicle interior, and air A second air outlet for blowing air out of the flow passage into the vehicle interior at a position above the first air outlet, and a control device; the heater is disposed in the heat exchange passage for heating; The air passing through the exchange passage is the second outlet And the air that has passed through the bypass passage is more easily blown from the second blower outlet than the first blower outlet, and the control device The heating by the heater is controlled based on the target heater temperature TCO that is the target value of the heating temperature TH that is the temperature of the side air, the target blowing temperature TAO that is the target value of the temperature of the air blown into the passenger compartment, and the heating Based on the temperature TH, the air volume damper SW is controlled by calculating the air volume ratio SW passing through the heating heat exchange passage, and air is blown into the vehicle compartment from both the first air outlet and the second air outlet. In this first blowing mode, the air volume ratio SW is regulated within a predetermined intermediate range, and the target heater temperature TCO is set higher than the target blowing temperature TAO.
In the vehicle air conditioner according to a second aspect of the present invention, in the first aspect of the present invention, the control device raises the target heater temperature TCO from the target blow temperature TAO by a predetermined value α1 and increases the predetermined value α1 to the outside air. It is determined based on the temperature Tam, the volumetric air volume Ga of the air flowing into the air flow passage, and the target blowing temperature TAO.
The vehicle air conditioner according to a third aspect of the invention is characterized in that, in the above invention, the control device increases the predetermined value α1 as the volumetric air volume Ga increases.
A vehicle air conditioner according to a fourth aspect of the invention is characterized in that, in the first aspect of the invention, the control device sets the target heater temperature TCO to a predetermined high value in the first blowing mode.
According to a fifth aspect of the present invention, there is provided the vehicle air conditioner according to the first aspect, wherein the control device controls the compressor based on a target heat absorber temperature TEO, which is a target value of the temperature of the heat absorber. Then, the target heat absorber temperature TEO is set lower than the normal value.
According to a sixth aspect of the present invention, there is provided the vehicle air conditioner according to the first aspect, wherein the control device does not flow the refrigerant through the heat absorber when the temperature Tas of the air flowing into the air flow passage is lower than the normal value of the target heat absorber temperature TEO. The heater is switched to the operation of heating the air supplied from the air flow passage to the vehicle interior.
According to a seventh aspect of the present invention, there is provided an air conditioning apparatus for a vehicle according to each of the first and second aspects of the present invention, wherein the control device has a blowing mode other than the first blowing mode, and the target heater temperature TCO is in a blowing mode other than the first blowing mode. Is increased from the target blowing temperature TAO by a predetermined value α2, and the predetermined value α2 is set to the outside air temperature Tam, the volume air volume Ga of the air flowing into the air flow passage, the target blowing temperature TAO, and the air temperature in the vehicle interior. It is determined based on the temperature Tin.
The vehicle air conditioner according to an eighth aspect of the present invention is characterized in that, in the above invention, the control device increases the predetermined value α2 as the volumetric air volume Ga is smaller.
According to a ninth aspect of the present invention, there is provided an air conditioning apparatus for a vehicle according to the present invention, wherein the heater is a radiator and / or an airflow passage for heating the air supplied from the airflow passage to the passenger compartment by radiating the refrigerant It is an auxiliary heating device for heating the air supplied from the interior to the vehicle interior.

According to the present invention, the compressor that compresses the refrigerant, the air flow passage through which the air supplied to the vehicle interior flows, the heater for heating the air supplied from the air flow passage to the vehicle interior, and the heat absorption of the refrigerant. A heat absorber for cooling the air supplied to the vehicle interior from the air flow passage, a heating heat exchange passage and a bypass passage formed in the air flow passage on the leeward side of the heat absorber, and the heat absorber An air mix damper for adjusting the rate at which the air in the air flow passage is passed through the heating heat exchange passage, a first air outlet for blowing air from the air flow passage into the vehicle interior, and a first air outlet from the air flow passage. A second air outlet for blowing air into the passenger compartment located above the air outlet of 1 and a control device, and the heater is disposed in the heat exchange passage for heating and passes through the heat exchange passage for heating. Air is at the first outlet rather than at the second outlet. In a vehicle air conditioner configured such that air that is easily blown from the mouth and that has passed through the bypass passage is more likely to be blown from the second air outlet than the first air outlet, the control device is configured to control the air on the leeward side of the heater. Heating by the heater is controlled based on the target heater temperature TCO that is the target value of the heating temperature TH that is the temperature, and the target blowing temperature TAO that is the target value of the temperature of the air blown into the vehicle interior and the heating temperature TH Based on this, the first air blowing mode for controlling the air mix damper by calculating the air volume ratio SW passing through the heat exchange passage for heating and blowing air into the vehicle compartment from both the first air outlet and the second air outlet. In this first blowing mode, the air volume ratio SW is regulated within a predetermined intermediate range, so that the air blown from the first outlet and the second blowing in the first blowing mode. Exit It is possible to give a sufficient temperature difference between the air blown out.
Further, in this first blowing mode, the target heater temperature TCO is set higher than the target blowing temperature TAO, so that it is possible to prevent the temperature of the air blown into the passenger compartment from being lowered. This makes it possible to realize comfortable air conditioning in the vehicle.
In the second aspect of the invention, in the first blowing mode, the control device raises the target heater temperature TCO by a predetermined value α1 from the target blowing temperature TAO, and flows the predetermined value α1 into the outside air temperature Tam and the air flow passage. Since the determination is made based on the volume air volume Ga of the air and the target blowing temperature TAO, the temperature drop can be appropriately prevented based on the outside air temperature Tam, the volume air volume Ga, and the target blowing temperature TAO. Become.
In particular, if the control device increases the predetermined value α1 as the volumetric air volume Ga increases as in the invention of claim 3, even if the volumetric airflow Ga increases and the heat exchange efficiency between the heater and air decreases. The air blown into the passenger compartment by the heater can be appropriately heated.
Further, in the first blowing mode, the control device as in the fourth aspect of the invention effectively prevents the temperature of the air blown into the vehicle compartment from being lowered by setting the target heater temperature TCO to a predetermined high value. Will be able to.
Further, as in the fifth aspect of the invention, the control device controls the compressor based on the target heat absorber temperature TEO which is a target value of the temperature of the heat absorber, and in the first blowing mode, the target heat absorber temperature TEO is set. If it is set lower than the normal value, the temperature of the air passing through the bypass passage decreases, so the temperature between the air blown from the first blower outlet and the air blown from the second blower outlet It becomes easy to make a difference, and it becomes possible to realize more comfortable vehicle interior air conditioning.
In this case, if the temperature Tas of the air flowing into the air flow passage becomes lower than the normal value of the target heat absorber temperature TEO, the air blown out from each outlet becomes easy to have a temperature difference and heats the passenger compartment. Since the necessity also arises, the control device switches to the operation of heating the air supplied from the air flow passage to the vehicle interior by the heater without flowing the refrigerant through the heat absorber.
Further, as in the seventh aspect of the invention, the control device raises the target heater temperature TCO by a predetermined value α2 from the target blowout temperature TAO in the blowout mode other than the first blowout mode, and sets the predetermined value α2 to the outside air temperature Tam, If it is determined based on the volume air volume Ga of the air flowing into the air flow passage, the target blowing temperature TAO, and the indoor temperature Tin, which is the temperature of the air in the passenger compartment, the heat in the process from the heater to the outlet A temperature drop due to loss can be compensated appropriately.
In this case, if the control device increases the predetermined value α2 as the volumetric air volume Ga is smaller as in the invention of claim 8, the volumetric air volume Ga is small, and heat loss is caused by heat exchange with the wall surface of the air flow passage. Thus, temperature compensation can be performed more effectively in a situation where the value of the value becomes larger.
The heater of each of the above inventions, as in the ninth aspect of the invention, dissipates the refrigerant and heats the air supplied from the air flow passage to the vehicle interior, or is supplied from the air flow passage to the vehicle interior. The above-described inventions are extremely effective for an air conditioning apparatus for a vehicle that can be constituted by an auxiliary heating apparatus for heating air to be heated, or both a radiator and an auxiliary heating apparatus.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram of the air conditioning apparatus for vehicles of one Embodiment to which this invention is applied (Example 1). It is a block diagram of the control apparatus of the air conditioning apparatus for vehicles of FIG. It is a schematic diagram of the airflow path of the vehicle air conditioner of FIG. It is a control block diagram regarding the compressor control in the heating mode of the heat pump controller of FIG. It is a control block diagram regarding the compressor control in the dehumidification heating mode of the heat pump controller of FIG. It is a control block diagram regarding auxiliary heater (auxiliary heating apparatus) control in the dehumidification heating mode of the heat pump controller of FIG. It is a figure explaining the relationship between air volume ratio SW, the blowing temperature from a FOOT blower outlet, and the blowout temperature from a VENT blower outlet. It is a figure explaining raising control of target heater temperature TCO by the heat pump controller of FIG. It is a block diagram of the air conditioning apparatus for vehicles of the other Example of this invention (Example 2).

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1 shows a configuration diagram of a vehicle air conditioner 1 according to an embodiment of the present invention. A vehicle according to an embodiment to which the present invention is applied is an electric vehicle (EV) in which an engine (internal combustion engine) is not mounted, and travels by driving an electric motor for traveling with electric power charged in a battery. Yes (both not shown), the vehicle air conditioner 1 of the present invention is also driven by the power of the battery. That is, the vehicle air conditioner 1 of the embodiment performs a heating mode by a heat pump operation using a refrigerant circuit in an electric vehicle that cannot be heated by engine waste heat, and further includes a dehumidifying heating mode, a dehumidifying cooling mode, a cooling mode, Each operation mode of the MAX cooling mode (maximum cooling mode) and the auxiliary heater single mode is selectively executed.
The present invention is effective not only for electric vehicles but also for so-called hybrid vehicles that use an engine and an electric motor for traveling, and is also applicable to ordinary vehicles that run on an engine. Needless to say.
The vehicle air conditioner 1 according to the embodiment performs air conditioning (heating, cooling, dehumidification, and ventilation) in a vehicle interior of an electric vehicle, and includes an electric compressor 2 that compresses refrigerant and vehicle interior air. Is provided in the air flow passage 3 of the HVAC unit 10 through which air is circulated, and the high-temperature and high-pressure refrigerant discharged from the compressor 2 flows in through the refrigerant pipe 13G, dissipates the refrigerant, and supplies it to the vehicle interior. A radiator 4 as a heater for heating air, an outdoor expansion valve 6 (pressure reducing device) composed of an electric valve that decompresses and expands the refrigerant during heating, and a heat radiator that is provided outside the passenger compartment and is cooled during cooling. Sometimes an outdoor heat exchanger 7 that exchanges heat between the refrigerant and the outside air so as to function as an evaporator, an indoor expansion valve 8 (decompression device) that includes an electric valve that decompresses and expands the refrigerant, and an air flow passage 3 For cooling and removal A heat sink 9 for cooling the air supplied to the vehicle interior is sucked from the vehicle interior outside of at refrigerant is endothermic and accumulator Lake 12, etc. are sequentially connected by a refrigerant pipe 13, the refrigerant circuit R is formed.
The refrigerant circuit R is filled with a predetermined amount of refrigerant and lubricating oil. The outdoor heat exchanger 7 is provided with an outdoor blower 15. The outdoor blower 15 exchanges heat between the outside air and the refrigerant by forcibly passing outside air through the outdoor heat exchanger 7, so that the outdoor air blower 15 can also be used outdoors even when the vehicle is stopped (that is, the vehicle speed is 0 km / h). It is comprised so that external air may be ventilated by the heat exchanger 7. FIG.
The outdoor heat exchanger 7 has a receiver dryer section 14 and a supercooling section 16 sequentially on the downstream side of the refrigerant, and the refrigerant pipe 13A exiting from the outdoor heat exchanger 7 is received via an electromagnetic valve 17 opened during cooling. The refrigerant pipe 13 B connected to the dryer unit 14 and on the outlet side of the supercooling unit 16 is connected to the inlet side of the heat absorber 9 via the indoor expansion valve 8. In addition, the receiver dryer part 14 and the supercooling part 16 structurally constitute a part of the outdoor heat exchanger 7.
The refrigerant pipe 13B between the subcooling section 16 and the indoor expansion valve 8 is provided in a heat exchange relationship with the refrigerant pipe 13C on the outlet side of the heat absorber 9, and constitutes an internal heat exchanger 19 together. Thus, the refrigerant flowing into the indoor expansion valve 8 through the refrigerant pipe 13B is cooled (supercooled) by the low-temperature refrigerant that has exited the heat absorber 9.
Further, the refrigerant pipe 13A exiting from the outdoor heat exchanger 7 is branched into a refrigerant pipe 13D, and this branched refrigerant pipe 13D is downstream of the internal heat exchanger 19 via an electromagnetic valve 21 opened during heating. The refrigerant pipe 13C is connected in communication. The refrigerant pipe 13 C is connected to the accumulator 12, and the accumulator 12 is connected to the refrigerant suction side of the compressor 2. Further, the refrigerant pipe 13E on the outlet side of the radiator 4 is connected to the inlet side of the outdoor heat exchanger 7 via the outdoor expansion valve 6.
A refrigerant pipe 13G between the discharge side of the compressor 2 and the inlet side of the radiator 4 is provided with a solenoid valve 30 (which constitutes a flow path switching device) that is closed during dehumidification heating and MAX cooling described later. Yes. In this case, the refrigerant pipe 13G is branched into a bypass pipe 35 on the upstream side of the electromagnetic valve 30, and the bypass pipe 35 is opened by the electromagnetic valve 40 (which also constitutes a flow path switching device) during dehumidifying heating and MAX cooling. ) Through the refrigerant pipe 13E on the downstream side of the outdoor expansion valve 6. Bypass pipe 45, solenoid valve 30 and solenoid valve 40 constitute bypass device 45.
Since the bypass device 45 is configured by the bypass pipe 35, the electromagnetic valve 30, and the electromagnetic valve 40, the dehumidifying heating mode or the MAX for allowing the refrigerant discharged from the compressor 2 to directly flow into the outdoor heat exchanger 7 as will be described later. Switching between the cooling mode and the heating mode in which the refrigerant discharged from the compressor 2 flows into the radiator 4, the dehumidifying cooling mode, and the cooling mode can be performed smoothly.
The air flow passage 3 on the air upstream side of the heat absorber 9 is formed with each of an outside air inlet and an inside air inlet (represented by the inlet 25 in FIG. 1). 25 is provided with a suction switching damper 26 for switching the air introduced into the air flow passage 3 between the inside air (inside air circulation mode) which is air inside the passenger compartment and the outside air (outside air introduction mode) which is outside the passenger compartment. Yes. Furthermore, an indoor blower (blower fan) 27 for supplying the introduced inside air or outside air to the air flow passage 3 is provided on the air downstream side of the suction switching damper 26.
Moreover, in FIG. 1, 23 is an auxiliary heater as an auxiliary heating device (another heater) provided in the vehicle air conditioner 1 of the embodiment. The auxiliary heater 23 of the embodiment is composed of a PTC heater which is an electric heater, and is in the air flow passage 3 which is on the windward side (air upstream side) of the radiator 4 with respect to the air flow in the air flow passage 3. Is provided. When the auxiliary heater 23 is energized and generates heat, the air in the air flow passage 3 flowing into the radiator 4 through the heat absorber 9 is heated. In other words, the auxiliary heater 23 serves as a so-called heater core, which heats or complements the passenger compartment. In this embodiment, the radiator 4 and the auxiliary heater 23 described above serve as a heater.
Here, the air flow passage 3 on the leeward side (air downstream side) from the heat absorber 9 of the HVAC unit 10 is partitioned by a partition wall 10A, and a heating heat exchange passage 3A and a bypass passage 3B that bypasses it are formed. The radiator 4 and the auxiliary heater 23 described above are disposed in the heating heat exchange passage 3A.
Further, the air (inside air or outside air) in the air flow passage 3 after flowing into the air flow passage 3 and passing through the heat absorber 9 is supplemented into the air flow passage 3 on the windward side of the auxiliary heater 23. An air mix damper 28 is provided for adjusting the rate of ventilation through the heating heat exchange passage 3A in which the heater 23 and the radiator 4 are disposed.
Further, the HVAC unit 10 on the leeward side of the radiator 4 includes a FOOT (foot) outlet 29A (first outlet) and a VENT (vent) outlet 29B (FOOT outlet 29A). For the outlet and the DEF outlet 29C, first outlets) and DEF (def) outlets 29C (second outlets) are formed. The FOOT air outlet 29A is an air outlet for blowing air under the feet in the passenger compartment, and is at the lowest position. Further, the VENT outlet 29B is an outlet for blowing out air near the driver's chest and face in the passenger compartment, and is located above the FOOT outlet 29A. The DEF air outlet 29C is an air outlet for blowing air to the inner surface of the windshield of the vehicle, and is located at the highest position above the

other air outlets

29A and 29B.
The FOOT air outlet 29A, the VENT air outlet 29B, and the DEF air outlet 29C are respectively provided with a FOOT air outlet damper 31A, a VENT air outlet damper 31B, and a DEF air outlet damper 31C that control the amount of air blown out. It has been.
Next, FIG. 2 shows a block diagram of the control device 11 of the vehicle air conditioner 1 of the embodiment. The control device 11 includes an air-conditioning controller 20 and a heat pump controller 32 each of which is a microcomputer that is an example of a computer including a processor, and these include a CAN (Controller Area Network) and a LIN (Local Interconnect Network). Is connected to a vehicle communication bus 65. The compressor 2 and the auxiliary heater 23 are also connected to the vehicle communication bus 65, and the air conditioning controller 20, the heat pump controller 32, the compressor 2 and the auxiliary heater 23 are configured to transmit and receive data via the vehicle communication bus 65. Has been.
The air conditioning controller 20 is an upper controller that controls the air conditioning of the vehicle interior of the vehicle. The input of the air conditioning controller 20 detects an outside air temperature sensor 33 that detects the outside air temperature (Tam) of the vehicle and an outside air humidity. An outside air humidity sensor 34, an HVAC suction temperature sensor 36 that detects the temperature of the air (suction air temperature Tas) that is sucked into the air flow passage 3 from the suction port 25 and flows into the heat sink 9, and the air in the vehicle interior (inside air) An indoor air temperature sensor 37 for detecting the temperature of the vehicle (indoor temperature Tin), an indoor air humidity sensor 38 for detecting the humidity of the air in the vehicle interior, an indoor CO2 concentration sensor 39 for detecting the carbon dioxide concentration in the vehicle interior, A blowing temperature sensor 41 that detects the temperature of the blown air, a discharge pressure sensor 42 that detects the discharge refrigerant pressure (discharge pressure Pd) of the compressor 2, and the vehicle interior. For example, a photosensor-type solar radiation sensor 51 for detecting the amount of solar radiation, each output of the vehicle speed sensor 52 for detecting the moving speed (vehicle speed) of the vehicle, and air conditioning for setting the set temperature and operation mode. An (air conditioner) operation unit 53 is connected.
The output of the air conditioning controller 20 is connected to an outdoor blower 15, an indoor blower (blower fan) 27, a suction switching damper 26, an air mix damper 28, and air outlet dampers 31A to 31C. It is controlled by the controller 20.
The heat pump controller 32 is a controller that mainly controls the refrigerant circuit R. The input of the heat pump controller 32 includes a discharge temperature sensor 43 that detects a refrigerant temperature discharged from the compressor 2 and a suction refrigerant pressure of the compressor 2. A suction pressure sensor 44 for detecting the refrigerant, a suction temperature sensor 55 for detecting the refrigerant temperature of the compressor 2, a radiator temperature sensor 46 for detecting the refrigerant temperature (radiator temperature TCI) of the radiator 4, and the radiator 4. Radiator pressure sensor 47 for detecting the refrigerant pressure (heat radiator pressure PCI), a heat absorber temperature sensor 48 for detecting the refrigerant temperature (heat absorber temperature Te) of the heat absorber 9, and the refrigerant pressure of the heat absorber 9 are detected. The heat absorber pressure sensor 49, the auxiliary heater temperature sensor 50 for detecting the temperature of the auxiliary heater 23 (auxiliary heater temperature Tptc), and the refrigerant temperature (outdoor heat) of the outdoor heat exchanger 7 The outputs of the outdoor heat exchanger temperature sensor 54 for detecting the exchanger temperature TXO) and the outdoor heat exchanger pressure sensor 56 for detecting the refrigerant pressure (outdoor heat exchanger pressure PXO) of the outdoor heat exchanger 7 are connected. Yes.
The output of the heat pump controller 32 includes an outdoor expansion valve 6, an indoor expansion valve 8, an electromagnetic valve 30 (for dehumidification), an electromagnetic valve 17 (for cooling), an electromagnetic valve 21 (for heating), an electromagnetic valve 40 (this) (Also for dehumidification) are connected to each other and are controlled by the heat pump controller 32. The compressor 2 and the auxiliary heater 23 each have a built-in controller, and the controllers of the compressor 2 and the auxiliary heater 23 send and receive data to and from the heat pump controller 32 via the vehicle communication bus 65. Be controlled.
The heat pump controller 32 and the air conditioning controller 20 transmit / receive data to / from each other via the vehicle communication bus 65, and control each device based on the output of each sensor and the setting input by the air conditioning operation unit 53. In this embodiment, the outputs of the outside air temperature sensor 33, the discharge pressure sensor 42, the vehicle speed sensor 52, and the air conditioning operation unit 53 are transmitted from the air conditioning controller 20 to the heat pump controller 32 via the vehicle communication bus 65. It is configured to be used for control.
Next, the operation of the vehicle air conditioner 1 having the above-described configuration will be described. In this embodiment, the control device 11 (the air conditioning controller 20 and the heat pump controller 32) has each operation mode of heating mode, dehumidifying heating mode, dehumidifying cooling mode, cooling mode, MAX cooling mode (maximum cooling mode), and auxiliary heater single mode. Switch and execute. First, an outline of refrigerant flow and control in each operation mode will be described.
(1) Heating mode
When the heating mode is selected by the heat pump controller 32 (auto mode) or the manual operation (manual mode) to the air conditioning operation unit 53, the heat pump controller 32 opens the electromagnetic valve 21 (for heating) and the electromagnetic valve 17 (cooling). Close). Further, the electromagnetic valve 30 (for dehumidification) is opened, and the electromagnetic valve 40 (for dehumidification) is closed. Then, the compressor 2 is operated. The air conditioning controller 20 operates each of the

blowers

15 and 27, and the air mix damper 28 basically heats all the air in the air flow passage 3 that is blown out from the indoor blower 27 and passes through the heat absorber 9 to the heat exchange passage 3A for heating. The auxiliary heater 23 and the radiator 4 are ventilated, but the air volume may be adjusted.
As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 from the refrigerant pipe 13G via the electromagnetic valve 30. Since the air in the airflow passage 3 is passed through the radiator 4, the air in the airflow passage 3 is converted into the high-temperature refrigerant in the radiator 4 (when the auxiliary heater 23 operates, the auxiliary heater 23 and the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by being deprived of heat by the air, and is condensed and liquefied.
The refrigerant liquefied in the radiator 4 exits the radiator 4 and then reaches the outdoor expansion valve 6 through the refrigerant pipe 13E. The refrigerant flowing into the outdoor expansion valve 6 is decompressed there and then flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates, and pumps up heat from the outside air that is ventilated by traveling or by the outdoor blower 15. That is, the refrigerant circuit R becomes a heat pump. Then, the low-temperature refrigerant exiting the outdoor heat exchanger 7 enters the accumulator 12 from the refrigerant pipe 13C through the refrigerant pipe 13A, the electromagnetic valve 21 and the refrigerant pipe 13D, and is separated into gas and liquid there. Repeated circulation inhaled. The air heated by the radiator 4 (when the auxiliary heater 23 is operated, the auxiliary heater 23 and the radiator 4) is blown out from the outlets 29A to 29C, so that the vehicle interior is heated. become.
The heat pump controller 32 calculates the target radiator pressure PCO (target value of the radiator pressure PCI) from the target heater temperature TCO (target value of the heating temperature TH described later) calculated by the air conditioning controller 20 from the target outlet temperature TAO. Based on the target radiator pressure PCO and the refrigerant pressure of the radiator 4 detected by the radiator pressure sensor 47 (radiator pressure PCI, high pressure of the refrigerant circuit R), the rotational speed NC of the compressor 2 is controlled, and the radiator 4 controls the heating. The heat pump controller 32 also opens the valve opening of the outdoor expansion valve 6 based on the temperature of the radiator 4 (the radiator temperature TCI) detected by the radiator temperature sensor 46 and the radiator pressure PCI detected by the radiator pressure sensor 47. And the supercooling degree SC of the refrigerant at the outlet of the radiator 4 is controlled.
Further, in this heating mode, when the heating capability by the radiator 4 is insufficient with respect to the heating capability required for the cabin air conditioning, the heat pump controller 32 supplements the shortage with the heat generated by the auxiliary heater 23. The energization of the auxiliary heater 23 is controlled. Thereby, comfortable vehicle interior heating is realized and frost formation of the outdoor heat exchanger 7 is also suppressed. At this time, since the auxiliary heater 23 is disposed on the air upstream side of the radiator 4, the air flowing through the air flow passage 3 is vented to the auxiliary heater 23 before the radiator 4.
Here, when the auxiliary heater 23 is disposed on the air downstream side of the radiator 4, when the auxiliary heater 23 is configured by a PTC heater as in the embodiment, the temperature of the air flowing into the auxiliary heater 23 is determined by the radiator. 4, the resistance value of the PTC heater increases, the current value also decreases, and the heat generation amount decreases. However, by arranging the auxiliary heater 23 on the air upstream side of the radiator 4, Thus, the capacity of the auxiliary heater 23 composed of the PTC heater can be sufficiently exhibited.
(2) Dehumidification heating mode
Next, in the dehumidifying heating mode, the heat pump controller 32 opens the electromagnetic valve 17 and closes the electromagnetic valve 21. Further, the electromagnetic valve 30 is closed, the electromagnetic valve 40 is opened, and the valve opening degree of the outdoor expansion valve 6 is fully closed. Then, the compressor 2 is operated. The air conditioning controller 20 operates each of the

blowers

15 and 27, and the air mix damper 28 basically heats all the air in the air flow passage 3 that is blown out from the indoor blower 27 and passes through the heat absorber 9 to the heat exchange passage 3A for heating. The auxiliary heater 23 and the radiator 4 are ventilated, but the air volume is also adjusted.
Accordingly, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 to the refrigerant pipe 13G flows into the bypass pipe 35 without going to the radiator 4, passes through the electromagnetic valve 40, and is connected to the refrigerant pipe on the downstream side of the outdoor expansion valve 6. 13E. At this time, since the outdoor expansion valve 6 is fully closed, the refrigerant flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 is cooled and condensed by running there or by the outside air ventilated by the outdoor blower 15. The refrigerant that has exited the outdoor heat exchanger 7 sequentially flows from the refrigerant pipe 13 A through the electromagnetic valve 17 into the receiver dryer unit 14 and the supercooling unit 16. Here, the refrigerant is supercooled.
The refrigerant that has exited the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13 B, reaches the indoor expansion valve 8 through the internal heat exchanger 19. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. The air blown out from the indoor blower 27 by the heat absorption action at this time is cooled, and moisture in the air condenses and adheres to the heat absorber 9, so that the air in the air flow passage 3 is cooled, and Dehumidified. The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 through the refrigerant pipe 13C through the internal heat exchanger 19, and repeats circulation that is sucked into the compressor 2 there through.
At this time, since the valve opening degree of the outdoor expansion valve 6 is fully closed, it is possible to suppress or prevent inconvenience that the refrigerant discharged from the compressor 2 flows backward from the outdoor expansion valve 6 into the radiator 4. It becomes. Thereby, the fall of a refrigerant | coolant circulation amount can be suppressed or eliminated and air-conditioning capability can be ensured now. Further, in this dehumidifying and heating mode, the heat pump controller 32 energizes the auxiliary heater 23 to generate heat. As a result, the air cooled and dehumidified by the heat absorber 9 is further heated in the process of passing through the auxiliary heater 23 and the temperature rises, so that the dehumidifying heating in the passenger compartment is performed.
The heat pump controller 32 is a compressor based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and a target heat absorber temperature TEO that is a target value of the heat absorber temperature Te calculated by the air conditioning controller 20. 2, and the energization of the auxiliary heater 23 (heating by heat generation) is controlled based on the auxiliary heater temperature Tptc detected by the auxiliary heater temperature sensor 50 and the above-described target heater temperature TCO. 9, while appropriately cooling and dehumidifying the air, the temperature of the air blown out from the respective outlets 29A to 29C into the vehicle interior is accurately prevented by the heating by the auxiliary heater 23. As a result, it is possible to control the temperature to an appropriate heating temperature while dehumidifying the air blown into the vehicle interior, and it is possible to realize comfortable and efficient dehumidification heating in the vehicle interior.
In addition, since the auxiliary heater 23 is disposed on the air upstream side of the radiator 4, the air heated by the auxiliary heater 23 passes through the radiator 4. In this dehumidifying heating mode, the refrigerant is supplied to the radiator 4. Therefore, the disadvantage that the radiator 4 absorbs heat from the air heated by the auxiliary heater 23 is also eliminated. That is, the temperature of the air blown out into the vehicle compartment by the radiator 4 is suppressed, and the COP is improved.
(3) Dehumidifying and cooling mode
Next, in the dehumidifying and cooling mode, the heat pump controller 32 opens the electromagnetic valve 17 and closes the electromagnetic valve 21. Further, the electromagnetic valve 30 is opened and the electromagnetic valve 40 is closed. Then, the compressor 2 is operated. The air conditioning controller 20 operates each of the

blowers

15 and 27, and the air mix damper 28 basically heats all the air in the air flow passage 3 that is blown out from the indoor blower 27 and passes through the heat absorber 9 to the heat exchange passage 3A for heating. The auxiliary heater 23 and the radiator 4 are ventilated, but the air volume is also adjusted.
As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 from the refrigerant pipe 13G via the electromagnetic valve 30. Since the air in the air flow passage 3 is passed through the radiator 4, the air in the air flow passage 3 is heated by the high-temperature refrigerant in the radiator 4, while the refrigerant in the radiator 4 heats the air. It is deprived and cooled, and condensates.
The refrigerant that has exited the radiator 4 reaches the outdoor expansion valve 6 through the refrigerant pipe 13E, and flows into the outdoor heat exchanger 7 through the outdoor expansion valve 6 that is controlled to open. The refrigerant flowing into the outdoor heat exchanger 7 is cooled and condensed by running there or by the outside air ventilated by the outdoor blower 15. The refrigerant that has exited the outdoor heat exchanger 7 sequentially flows from the refrigerant pipe 13 A through the electromagnetic valve 17 into the receiver dryer unit 14 and the supercooling unit 16. Here, the refrigerant is supercooled.
The refrigerant that has exited the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13 B, reaches the indoor expansion valve 8 through the internal heat exchanger 19. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. Since the moisture in the air blown out from the indoor blower 27 by the heat absorption action at this time condenses and adheres to the heat absorber 9, the air is cooled and dehumidified.
The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 through the refrigerant pipe 13C through the internal heat exchanger 19, and repeats circulation that is sucked into the compressor 2 there through. In this dehumidifying and cooling mode, the heat pump controller 32 does not energize the auxiliary heater 23, so that the air that has been cooled and dehumidified by the heat absorber 9 is reheated in the process of passing through the radiator 4 (the heat dissipation capability is lower than that during heating). Is done. As a result, dehumidifying and cooling in the passenger compartment is performed.
The heat pump controller 32 determines the temperature of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO (transmitted from the air conditioning controller 20) that is the target value. The rotational speed NC is controlled. The heat pump controller 32 calculates the target radiator pressure PCO from the target heater temperature TCO described above, and the target radiator pressure PCO and the refrigerant pressure (radiator pressure PCI) of the radiator 4 detected by the radiator pressure sensor 47. Based on the high pressure of the refrigerant circuit R), the valve opening degree of the outdoor expansion valve 6 is controlled, and heating by the radiator 4 is controlled.
(4) Cooling mode
Next, in the cooling mode, the heat pump controller 32 fully opens the opening degree of the outdoor expansion valve 6 in the dehumidifying and cooling mode. Then, the compressor 2 is operated and the auxiliary heater 23 is not energized. The air-conditioning controller 20 operates each of the

blowers

15 and 27, and the air mix damper 28 is blown from the indoor blower 27 and the air in the air flow passage 3 that has passed through the heat absorber 9 is used as the auxiliary heater 23 in the heating heat exchange passage 3A. And it is set as the state which adjusts the ratio ventilated by the heat radiator 4. FIG.
As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 from the refrigerant pipe 13G via the electromagnetic valve 30, and the refrigerant exiting the radiator 4 passes through the refrigerant pipe 13E and the outdoor expansion valve 6. To. At this time, since the outdoor expansion valve 6 is fully opened, the refrigerant passes through it and flows into the outdoor heat exchanger 7 as it is, where it is cooled by air or by outside air that is ventilated by the outdoor blower 15 and condensed. Liquefaction. The refrigerant that has exited the outdoor heat exchanger 7 sequentially flows from the refrigerant pipe 13 A through the electromagnetic valve 17 into the receiver dryer unit 14 and the supercooling unit 16. Here, the refrigerant is supercooled.
The refrigerant that has exited the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13 B, reaches the indoor expansion valve 8 through the internal heat exchanger 19. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. The air blown out from the indoor blower 27 by the heat absorption action at this time is cooled. Further, moisture in the air condenses and adheres to the heat absorber 9.
The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 through the refrigerant pipe 13C through the internal heat exchanger 19, and repeats circulation that is sucked into the compressor 2 there through. Air that has been cooled and dehumidified by the heat absorber 9 is blown into the vehicle interior from each of the air outlets 29A to 29C (partly passes through the radiator 4 to exchange heat), thereby cooling the vehicle interior. Will be done. Further, in this cooling mode, the heat pump controller 32 uses the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the above-described target heat absorber temperature TEO which is the target value of the compressor 2. The number of revolutions NC is controlled.
(5) MAX cooling mode (maximum cooling mode)
Next, in the MAX cooling mode as the maximum cooling mode, the heat pump controller 32 opens the electromagnetic valve 17 and closes the electromagnetic valve 21. Further, the electromagnetic valve 30 is closed, the electromagnetic valve 40 is opened, and the valve opening degree of the outdoor expansion valve 6 is fully closed. Then, the compressor 2 is operated and the auxiliary heater 23 is not energized. The air conditioning controller 20 operates the

blowers

15 and 27, and the air mix damper 28 keeps the air in the air flow passage 3 from passing through the auxiliary heater 23 and the radiator 4 of the heating heat exchange passage 3 A. However, there is no problem even if it is ventilated somewhat.
Accordingly, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 to the refrigerant pipe 13G flows into the bypass pipe 35 without going to the radiator 4, passes through the electromagnetic valve 40, and is connected to the refrigerant pipe on the downstream side of the outdoor expansion valve 6. 13E. At this time, since the outdoor expansion valve 6 is fully closed, the refrigerant flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 is cooled and condensed by running there or by the outside air ventilated by the outdoor blower 15. The refrigerant that has exited the outdoor heat exchanger 7 sequentially flows from the refrigerant pipe 13 A through the electromagnetic valve 17 into the receiver dryer unit 14 and the supercooling unit 16. Here, the refrigerant is supercooled.
The refrigerant that has exited the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13 B, reaches the indoor expansion valve 8 through the internal heat exchanger 19. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. The air blown out from the indoor blower 27 by the heat absorption action at this time is cooled. In addition, since moisture in the air condenses and adheres to the heat absorber 9, the air in the air flow passage 3 is dehumidified. The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 through the refrigerant pipe 13C through the internal heat exchanger 19, and repeats circulation that is sucked into the compressor 2 there through. At this time, since the outdoor expansion valve 6 is fully closed, similarly, it is possible to suppress or prevent the disadvantage that the refrigerant discharged from the compressor 2 flows backward from the outdoor expansion valve 6 into the radiator 4. . Thereby, the fall of a refrigerant | coolant circulation amount can be suppressed or eliminated and air-conditioning capability can be ensured now.
Here, since the high-temperature refrigerant flows through the radiator 4 in the cooling mode described above, direct heat conduction from the radiator 4 to the HVAC unit 10 occurs not a little, but in this MAX cooling mode, the refrigerant flows into the radiator 4. Therefore, the air in the air flow passage 3 from the heat absorber 9 is not heated by the heat transmitted from the radiator 4 to the HVAC unit 10. Therefore, powerful cooling of the passenger compartment is performed, and particularly in an environment where the outside air temperature Tam is high, the passenger compartment can be quickly cooled to realize comfortable air conditioning in the passenger compartment. Also in this MAX cooling mode, the heat pump controller 32 is also connected to the compressor based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO, which is the target value. 2 is controlled.
(6) Auxiliary heater single mode
Note that the control device 11 of the embodiment stops the compressor 2 and the outdoor blower 15 of the refrigerant circuit R and energizes the auxiliary heater 23 when, for example, excessive frost formation occurs in the outdoor heat exchanger 7. The auxiliary heater single mode for heating the passenger compartment with only 23 is provided. Also in this case, the heat pump controller 32 controls energization (heat generation) of the auxiliary heater 23 based on the auxiliary heater temperature Tptc detected by the auxiliary heater temperature sensor 50 and the target heater temperature TCO described above.
The air conditioning controller 20 operates the indoor blower 27, and the air mix damper 28 passes the air in the air flow passage 3 blown out from the indoor blower 27 to the auxiliary heater 23 of the heat exchange passage 3A for heating, and the air volume is reduced. The state to be adjusted. Since the air heated by the auxiliary heater 23 is blown into the vehicle interior from each of the air outlets 29A to 29C, the vehicle interior is thereby heated.
(7) Switching operation mode
The air conditioning controller 20 calculates the target blowing temperature TAO described above from the following formula (I). This target blowing temperature TAO is a target value of the temperature of the air blown into the passenger compartment.
TAO = (Tset−Tin) × K + Tbal (f (Tset, SUN, Tam)) (I)
Here, Tset is a set temperature in the passenger compartment set by the air conditioning operation unit 53, Tin is a room temperature detected by the inside air temperature sensor 37, K is a coefficient, Tbal is a set temperature Tset, and a solar radiation amount detected by the solar radiation sensor 51. SUN is a balance value calculated from the outside air temperature Tam detected by the outside air temperature sensor 33. And generally this target blowing temperature TAO is so high that the outside temperature Tam is low, and it falls as the outside temperature Tam rises.
When the heat pump controller 32 is activated, the heat pump controller 32 determines which one of the above operation modes based on the outside air temperature Tam (detected by the outside air temperature sensor 33) transmitted from the air conditioning controller 20 via the vehicle communication bus 65 and the target outlet temperature TAO. The operation mode is selected and each operation mode is transmitted to the air conditioning controller 20 via the vehicle communication bus 65. In addition, after startup, the outside air temperature Tam, the humidity in the vehicle interior, the target outlet temperature TAO, the heating temperature TH, the target heater temperature TCO, the heat absorber temperature Te, the target heat absorber temperature TEO, whether there is a dehumidification request in the vehicle interior, etc. By switching each operation mode based on the parameters, the heating mode, dehumidifying heating mode, dehumidifying cooling mode, cooling mode, MAX cooling mode, and auxiliary heater single mode can be accurately set according to the environmental conditions and necessity of dehumidification. The temperature of the air that is switched and blown into the passenger compartment is controlled to the target outlet temperature TAO to realize comfortable and efficient air conditioning in the passenger compartment.
(8) Control of the compressor 2 in the heating mode by the heat pump controller 32
Next, the control of the compressor 2 in the heating mode described above will be described in detail with reference to FIG. FIG. 4 is a control block diagram of the heat pump controller 32 that determines the target rotational speed (compressor target rotational speed) TGNCh of the compressor 2 for heating mode. The F / F (feed forward) manipulated variable calculation unit 58 of the heat pump controller 32 has an outside air temperature Tam obtained from the outside air temperature sensor 33, a blower voltage BLV of the indoor blower 27, and SW = (TAO−Te) / (TH−Te). ) Obtained by the air mix damper 28, the target supercooling degree TGSC that is the target value of the supercooling degree SC at the outlet of the radiator 4, and the target heater temperature TCO that is the target value of the heating temperature TH described above. (Transmitted from the air-conditioning controller 20), the F / F manipulated variable TGNChff of the compressor target rotational speed is calculated based on the target radiator pressure PCO that is the target value of the radiator 4 pressure.
The above-mentioned TH for calculating the air volume ratio SW is the temperature of the leeward air of the radiator 4 (hereinafter referred to as the heating temperature), and is estimated by the heat pump controller 32 from the first-order lag calculation formula (II) shown below. To do.
TH = (INTL × TH0 + Tau × THz) / (Tau + INTL) (II)
Here, INTL is the calculation cycle (constant), Tau is the time constant of the first-order lag, TH0 is the steady value that is the value of the heating temperature TH in the steady state before the first-order lag calculation, and THz is the previous value of the heating temperature TH. The heating temperature TH is transmitted to the air conditioning controller 20 via the vehicle communication bus 65.
The target radiator pressure PCO is calculated by the target value calculator 59 based on the target subcooling degree TGSC and the target heater temperature TCO. Further, the F / B (feedback) manipulated variable calculator 60 calculates the F / B manipulated variable TGNChfb of the compressor target rotational speed based on the target radiator pressure PCO and the radiator pressure PCI that is the refrigerant pressure of the radiator 4. To do. The F / F manipulated variable TGNCnff computed by the F / F manipulated variable computing unit 58 and the TGNChfb computed by the F / B manipulated variable computing unit 60 are added by the adder 61, and the control upper limit value and the control are controlled by the limit setting unit 62. After the lower limit is set, it is determined as the compressor target rotational speed TGNCh. In the heating mode, the heat pump controller 32 controls the rotational speed NC of the compressor 2 based on the compressor target rotational speed TGNCh.
(9) Control of the compressor 2 and the auxiliary heater 23 in the dehumidifying heating mode by the heat pump controller 32
On the other hand, FIG. 5 is a control block diagram of the heat pump controller 32 that determines the target rotational speed (compressor target rotational speed) TGNCc of the compressor 2 for the dehumidifying and heating mode. The F / F manipulated variable calculation unit 63 of the heat pump controller 32 is a target heat release that is a target value of the outside air temperature Tam, the volumetric air volume Ga of the air flowing into the air flow passage 3, and the pressure of the radiator 4 (radiator pressure PCI). Based on the compressor pressure PCO and the target heat absorber temperature TEO which is the target value of the temperature of the heat absorber 9 (heat absorber temperature Te), the F / F manipulated variable TGNCcff of the compressor target rotational speed is calculated.
Further, the F / B operation amount calculation unit 64 calculates the F / B operation amount TGNCcfb of the compressor target rotational speed based on the target heat absorber temperature TEO (transmitted from the air conditioning controller 20) and the heat absorber temperature Te. Then, the F / F manipulated variable TGNCcff computed by the F / F manipulated variable computing unit 63 and the F / B manipulated variable TGNCcfb computed by the F / B manipulated variable computing unit 64 are added by the adder 66, and the limit setting unit 67 After the control upper limit value and the control lower limit value are set, the compressor target rotational speed TGNCc is determined. In the dehumidifying and heating mode, the heat pump controller 32 controls the rotational speed NC of the compressor 2 based on the compressor target rotational speed TGNCc.
FIG. 6 is a control block diagram of the heat pump controller 32 that determines the auxiliary heater required capacity TGQPTC of the auxiliary heater 23 in the dehumidifying heating mode. The subtractor 73 of the heat pump controller 32 receives the target heater temperature TCO and the auxiliary heater temperature Tptc, and calculates a deviation (TCO−Tptc) between the target heater temperature TCO and the auxiliary heater temperature Tptc. This deviation (TCO-Tptc) is input to the F / B control unit 74. The F / B control unit 74 eliminates the deviation (TCO-Tptc) so that the auxiliary heater temperature Tptc becomes the target heater temperature TCO. The required capacity F / B manipulated variable is calculated.
The auxiliary heater required capability F / B manipulated variable calculated by the F / B control unit 74 is determined as the auxiliary heater required capability TGQPTC after the limit setting unit 76 limits the control upper limit value and the control lower limit value. . In the dehumidifying heating mode, the controller 32 controls energization of the auxiliary heater 23 based on the auxiliary heater required capacity TGQPTC, thereby generating heat (heating) of the auxiliary heater 23 so that the auxiliary heater temperature Tptc becomes the target heater temperature TCO. To control.
Thus, in the dehumidifying heating mode, the heat pump controller 32 controls the operation of the compressor based on the heat absorber temperature Te and the target heat absorber temperature TEO, and controls the heat generation of the auxiliary heater 23 based on the target heater temperature TCO. Thus, cooling and dehumidification by the heat absorber 9 and heating by the auxiliary heater 23 in the dehumidifying heating mode are accurately controlled. As a result, it is possible to control the temperature to a more accurate heating temperature while more appropriately dehumidifying the air blown into the passenger compartment, thereby realizing more comfortable and efficient dehumidifying heating in the passenger compartment. Will be able to.
(10) Control of the air mix damper 28
Next, the control of the air mix damper 28 by the air conditioning controller 20 will be described with reference to FIG. In FIG. 3, Ga is the volumetric volume of the air flowing into the air flow passage 3 described above, Te is the heat absorber temperature, and TH is the heating temperature described above (the temperature of the air on the leeward side of the radiator 4).
The air conditioning controller 20 is based on the air volume ratio SW that is passed through the radiator 4 and the auxiliary heater 23 in the heating heat exchange passage 3A calculated by the above-described expression (the following expression (III)) so that the air volume of the ratio is obtained. Further, by controlling the air mix damper 28, the amount of ventilation to the radiator 4 (and the auxiliary heater 23) is adjusted.
SW = (TAO-Te) / (TH-Te) (III)
That is, the air flow rate ratio SW passing through the radiator 4 and the auxiliary heater 23 in the heat exchange passage 3A for heating changes in a range of 0 ≦ SW ≦ 1, and when “0”, the air is not passed through the heat exchange passage 3A for heating. The air mix fully closed state in which all the air in the air flow passage 3 is passed through the bypass passage 3B, and the air mix fully open state in which all the air in the air flow passage 3 is passed through the heating heat exchange passage 3A with "1" It becomes. That is, the air volume to the radiator 4 is Ga × SW.
Here, the air conditioning controller 20 controls the blowout outlets 31A to 31C to control the blowout of air from each of the blowout openings 29A to 29C. In this case, the air conditioning controller 20 is used as the FOOT blowout opening. 29A, VENT outlet 29B, and DEF outlet 29C, as well as a FOOT outlet 29A and a VENT outlet, as well as a blowing mode in which air is blown out from any of the DEF outlets 29C (all are second blowing modes other than the first blowing mode) B / L mode (first blowing mode) that blows out from both outlets of 29B, and H / D mode that blows out from both outlets of FOOT outlet 29A and DEF outlet 29C (also first blowing mode) have. Then, which blowing mode is selected is notified from the air conditioning controller 20 to the heat pump controller 32 via the vehicle communication bus 65.
These are selected by manual operation to the air-conditioning operation unit 53 or in the automatic mode. For this purpose, the FOOT outlet 29A is formed on the heating heat exchange passage 3A side as shown in FIGS. The air that has passed through the heat exchange passage 3A (the radiator 4 and the auxiliary heater 23) is configured to be easily blown out from the FOOT outlet 29A. The DEF outlet 29C is formed on the bypass passage 3B side, and the air that has passed through the bypass passage 3B is configured to be easily blown out from the DEF outlet 29C. Furthermore, the VENT air outlet 29B is formed on the extension of the partition wall 10A, and the air passing through the bypass passage 3B is more easily blown from the VENT air outlet 29B than the FOOT air outlet 29A, and heat exchange for heating is performed more than the DEF air outlet 29C. The air passing through the passage 3A is configured to be easily blown out.
Therefore, when the air volume ratio SW described above by the air mix damper 28 is in the intermediate range, the temperature of the air blown out from the FOOT blowout port 29A becomes higher than the air blown out from the VENT blowout port 29B, and VENT The temperature of the air blown out from the air outlet 29B is higher than that of the air blown out from the DEF air outlet 29C.
For example, the air blown out from the VENT outlet 29B is blown out toward the driver's chest and face, so generally, about 25 ° C. (below body temperature) is preferred from the viewpoint of comfort. The temperature of the air blown out from the FOOT outlet 29A is preferably about 40 ° C. (body temperature or higher) for the same reason in order to blow out under the feet. That is, it is preferable that the difference is about 15 deg.
On the other hand, depending on the characteristics of the HVAC unit 10, for example, in the B / L mode, the range of the air volume ratio SW that can make a sufficient difference in the outlet temperature between the VENT outlet 29B and the FOOT outlet 29A is limited. FIG. 7 shows changes in the respective outlet temperatures (VENT outlet temperature, FOOT outlet temperature) of the VENT outlet 29B and the FOOT outlet 29A when the air volume ratio SW is changed between “1” and “0”. Yes. As is apparent from this figure, the temperature difference can be taken in an intermediate range between the air volume ratios SW1 (for example, 0.4) and SW2 (for example, 0.7). This is because the temperature blown out from the

outlets

29B and 29A becomes almost the same even if the air volume ratio SW is too large or too small.
(10-1) Restriction control of air volume ratio SW in B / L mode (H / D mode)
Therefore, in this embodiment, the air conditioning controller 20 forcibly dissipates heat in the heat exchange passage 3A for heating when, for example, in the dehumidifying heating mode and the dehumidifying cooling mode described above, for example, in the B / L mode (first blowing mode). Control is performed to regulate the air volume ratio SW to the heater 4 and the auxiliary heater 23 within an intermediate range between SW1 and SW2. That is, the air-conditioning controller 20 sets the upper limit of SW2 and the lower limit of SW1 to the air volume ratio SW calculated by the above formula (III), and prohibits it from becoming larger than SW2 and smaller than SW1.
As a result, a sufficient difference can be taken between the blowing temperatures of the FOOT blowout port 29A and the VENT blowout port 29B, and so-called “head cold foot heat” can be realized to ensure comfort. This is the same when the above-described H / D mode is selected.
(11) Raising control 1 of the target heater temperature TCO in the B / L mode (H / D mode)
However, when the air volume ratio SW is restricted to the intermediate range (SW1 ≦ SW ≦ SW2) as described above, when the air volume ratio SW calculated from the formula (III) is larger than SW2, the air volume ratio SW is larger than the original air volume ratio SW. Air flows into the bypass passage 3B. In particular, in the operation mode (dehumidifying and heating mode or dehumidifying and cooling mode described above) in which the vehicle interior is dehumidified by the heat absorber 9, the phenomenon becomes remarkable, and the air temperature in the vehicle interior deteriorates due to a decrease in the blowing temperature.
On the other hand, the air-conditioning controller 20 conventionally has the above-described targets for the blowing mode blowing from the VENT blowing outlet 29B, the B / L mode, and the blowing mode blowing from the FOOT blowing outlet 29A, as indicated by the thick oblique solid line in FIG. The heater temperature TCO was TCO = TAO (note that the target heater temperature TCO calculated by the air conditioning controller 20 is transmitted to the heat pump controller 32 via the vehicle communication bus 65).
Therefore, in the present invention, the air conditioning controller 20 sets the target heater temperature TCO higher than the target blowing temperature TAO when the B / L mode is selected. That is, in this embodiment, the air conditioning controller 20 raises the target heater temperature TCO by a predetermined value α1 from the target blowout temperature TAO (TCO = TAO + α1). This state is indicated by a diagonal broken line in FIG. Further, the air conditioning controller 20 calculates a predetermined value α1 by the following formula (IV) and raises the target heater temperature TCO.
α1 = f (Tam, Ga, TAO) (IV)
That is, the air-conditioning controller 20 determines the predetermined value α1 based on the outside air temperature Tam, the volumetric air volume Ga of the air flowing into the air flow passage 3, and the target blowing temperature TAO. In this case, the air conditioning controller 20 increases the predetermined value α1 as the outside air temperature Tam is lower, and increases the predetermined value α1 as the volumetric air volume Ga is larger. Moreover, it calculates in the direction which enlarges predetermined value (alpha) 1, so that the target blowing temperature TAO is high.
Thus, by setting the target heater temperature TCO higher than the target blowout temperature TAO, the heat pump controller 32 that has received it (TCO) increases the heating capability of the auxiliary heater 23 in the dehumidifying heating mode and dissipates heat in the dehumidifying cooling mode. Since the heating capacity by the vessel 4 is increased, a decrease in the blowing temperature is compensated. The same applies to the H / D mode.
As described above, the air-conditioning controller 20 sets the target heater temperature TCO from the target outlet temperature TAO when the air volume ratio SW is regulated within a predetermined intermediate range (SW1 ≦ SW ≦ SW2) in the B / L mode or the H / D mode. Since the temperature is set high, it is possible to prevent the temperature of the air blown into the vehicle interior from being lowered, and it is possible to realize comfortable vehicle interior air conditioning.
In this embodiment, when the air-conditioning controller 20 is in the B / L mode or H / D mode, the target heater temperature TCO is raised from the target blowing temperature TAO by a predetermined value α1, and the predetermined value α1 is set to the outside air temperature Tam and the air flow path. Since it is determined based on the volume air volume Ga of the air flowing into the air and the target blowing temperature TAO, the temperature drop can be appropriately prevented based on the outside air temperature Tam, the volume air volume Ga, and the target blowing temperature TAO. It becomes like this.
In particular, the air conditioning controller 20 increases the predetermined value α1 as the volumetric air volume Ga is larger. Therefore, even if the volumetric airflow Ga increases and the heat exchange efficiency between the radiator 4 and the auxiliary heater 23 and air decreases, The air blown into the passenger compartment by the auxiliary heater 23 can be appropriately heated.
(12) Control for raising target heater temperature TCO in B / L mode (H / D mode) 2
Here, the raising control of the target heater temperature TCO in the B / L mode (H / D mode) is not limited to the above, and a method of raising the target heater temperature TCO to a predetermined high value t1 (for example, + 70 ° C.) and fixing it may be used (FIG. 8). (Shown with a thin solid line). In this way, in the B / L “mode or H / D mode, the air conditioning controller 20 can effectively reduce the temperature of the air blown into the passenger compartment by setting the target heater temperature TCO to the predetermined high value t1. Will be able to prevent.
(13) Lowering control of the target heat absorber temperature TEO in the B / L mode (H / D mode)
Further, when the air-conditioning controller 20 is in the B / L mode (H / D mode) and the current operation mode is the dehumidifying heating mode or the dehumidifying cooling mode, the target heat absorber temperature TEO is set lower than the normal value TEO0. To do. When the target heat absorber temperature TEO is lowered, the heat pump controller 32 that has received it (TEO) via the vehicle communication bus 65 exchanges heat with the heat absorber 9 in order to increase the rotational speed NC of the compressor 2. The temperature of the air passing through the bypass passage 3B decreases. Thus, for example, in the B / L mode, it becomes easier to create a temperature difference between the air blown from the FOOT blowout port 29A and the air blown from the VENT blower port 29B, so that more comfortable vehicle interior air conditioning can be realized. become able to.
However, in this case, when the temperature of the air flowing into the air flow passage 3 (suction air temperature Tas) becomes lower than the normal value TEO0 of the target heat absorber temperature TEO, a temperature difference is added to the air blown out from the

respective outlets

29A, 29B. The air conditioning controller 32 is supplied to the vehicle interior from the air flow passage 3 by the radiator 4 and the auxiliary heater 23 without flowing the refrigerant through the heat absorber 9 because it becomes necessary to heat the vehicle interior. To the operation mode in which the air to be heated is heated. Information on switching of the operation mode is also transmitted to the heat pump controller 32.
(14) Raising control of target heater temperature TCO in other blowing modes
Here, since the air heated by the auxiliary heater 23 and the radiator 4 exchanges heat with the wall surface of the air flow passage 3 of the HVAC unit 10 in the process of reaching the outlets 29A to 29C, the temperature is lowered due to heat loss. . Therefore, the air conditioning controller 20 calculates the predetermined value α2 by the following equation (V) when the blowing mode is a blowing mode (second blowing mode) other than the B / L mode and the H / D mode described above. Increase the target heater temperature TCO.
α2 = f (Tam, Ga, TAO, Tin) (V)
That is, the air conditioning controller 20 determines the predetermined value α2 based on the outside air temperature Tam, the volume air volume Ga of the air flowing into the air flow passage 3, the target blowing temperature TAO, and the room temperature Tin. In this case, the air conditioning controller 20 increases the predetermined value α2 as the outside air temperature Tam decreases, and increases the predetermined value α2 as the volumetric air volume Ga decreases. Further, the predetermined value α2 is increased as the target blowout temperature TAO is higher, and is calculated in a direction of increasing as the indoor temperature Tin is lower. However, the relationship of α1> α2 is maintained.
Thus, by setting the target heater temperature TCO higher than the target blowout temperature TAO, the heat pump controller 32 that has received it (TCO) increases the heating capability of the auxiliary heater 23 in the dehumidifying heating mode, and the radiator in the dehumidifying cooling mode. Since the heating ability by 4 will be increased, the fall of the blowing temperature by heat loss will be compensated. The same applies to the H / D mode.
In particular, the air conditioning controller 20 determines the predetermined value α2 based on the outside air temperature Tam, the volumetric air volume Ga of the air flowing into the air flow passage, the target blowing temperature TAO, and the indoor temperature Tin that is the temperature of the air in the vehicle interior. Therefore, it is possible to appropriately compensate for the temperature decrease due to heat loss in the process from the radiator 4 and the auxiliary heater 23 to the outlets 29A to 29C.
In this case, the air conditioning controller 20 increases the predetermined value α2 as the volumetric air volume Ga is smaller. Therefore, in the situation where the volumetric airflow Ga is small and the heat loss is increased due to heat exchange with the wall surface of the air flow passage 3. Temperature compensation can be performed effectively.

Next, FIG. 9 shows a configuration diagram of a vehicle air conditioner 1 of another embodiment to which the present invention is applied. In this figure, the same reference numerals as those in FIG. 1 indicate the same or similar functions. In the case of this embodiment, the outlet of the supercooling section 16 is connected to the check valve 18, and the outlet of the check valve 18 is connected to the refrigerant pipe 13B. The check valve 18 has a forward direction on the refrigerant pipe 13B (indoor expansion valve 8) side.
The refrigerant pipe 13E on the outlet side of the radiator 4 is branched before the outdoor expansion valve 6, and the branched refrigerant pipe (hereinafter referred to as second bypass pipe) 13F is an electromagnetic valve 22 (for dehumidification). Is connected to the refrigerant pipe 13B downstream of the check valve 18. Further, an evaporating pressure adjusting valve 70 is connected to the refrigerant pipe 13C on the outlet side of the heat absorber 9 on the refrigerant downstream side of the internal heat exchanger 19 and upstream of the refrigerant with respect to the refrigerant pipe 13D. . The electromagnetic valve 22 and the evaporation pressure adjusting valve 70 are also connected to the output of the heat pump controller 32. Further, the bypass device 45 including the bypass pipe 35, the electromagnetic valve 30 and the electromagnetic valve 40 in FIG. 1 of the above-described embodiment is not provided. Others are the same as in FIG.
With the above configuration, the operation of the vehicle air conditioner 1 of this embodiment will be described. In this embodiment, the heat pump controller 32 performs switching between the heating mode, the dehumidifying heating mode, the internal cycle mode, the dehumidifying cooling mode, and the cooling mode (the MAX cooling mode does not exist in this embodiment). The operation and the refrigerant flow when the heating mode, the dehumidifying and cooling mode, and the cooling mode are selected are the same as those in the above-described embodiment (Example 1), and thus the description thereof is omitted. However, in this embodiment (Example 2), the solenoid valve 22 is closed in the heating mode, the dehumidifying cooling mode, and the cooling mode.
(15) Dehumidifying and heating mode of vehicle air conditioner 1 in FIG. 9 On the other hand, when the dehumidifying and heating mode is selected, in this embodiment (Example 2), heat pump controller 32 opens electromagnetic valve 21 (for heating). The electromagnetic valve 17 (for cooling) is closed. Further, the electromagnetic valve 22 (for dehumidification) is opened. Then, the compressor 2 is operated. The air conditioning controller 20 operates each of the

blowers

15 and 27, and the air mix damper 28 basically heats all the air in the air flow passage 3 that is blown out from the indoor blower 27 and passes through the heat absorber 9 to the heat exchange passage 3A for heating. The auxiliary heater 23 and the radiator 4 are ventilated, but the air volume is also adjusted.
Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 from the refrigerant pipe 13G. Since the air in the air flow path 3 that has flowed into the heat exchange path 3A for heating is passed through the heat radiator 4, the air in the air flow path 3 is heated by the high-temperature refrigerant in the heat radiator 4, while the heat radiator The refrigerant in 4 is deprived of heat by the air and cooled to condense.
The refrigerant liquefied in the radiator 4 exits the radiator 4 and then reaches the outdoor expansion valve 6 through the refrigerant pipe 13E. The refrigerant flowing into the outdoor expansion valve 6 is decompressed there and then flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates, and pumps up heat from the outside air that is ventilated by traveling or by the outdoor blower 15. That is, the refrigerant circuit R becomes a heat pump. Then, the low-temperature refrigerant exiting the outdoor heat exchanger 7 enters the accumulator 12 through the refrigerant pipe 13C through the refrigerant pipe 13A, the solenoid valve 21 and the refrigerant pipe 13D, and is gas-liquid separated there. Repeated circulation inhaled.
Further, a part of the condensed refrigerant flowing through the refrigerant pipe 13E through the radiator 4 is diverted, passes through the electromagnetic valve 22, and reaches the indoor expansion valve 8 through the internal heat exchanger 19 from the second bypass pipe 13F and the refrigerant pipe 13B. It becomes like this. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. Since the moisture in the air blown out from the indoor blower 27 by the heat absorption action at this time condenses and adheres to the heat absorber 9, the air is cooled and dehumidified.
The refrigerant evaporated in the heat absorber 9 sequentially passes through the internal heat exchanger 19 and the evaporation pressure adjusting valve 70 and then merges with the refrigerant from the refrigerant pipe 13D in the refrigerant pipe 13C. Then, the refrigerant is sucked into the compressor 2 through the accumulator 12. repeat. Since the air dehumidified by the heat absorber 9 is reheated in the process of passing through the radiator 4, dehumidifying heating in the passenger compartment is thereby performed.
The air conditioning controller 20 transmits the target heater temperature TCO (target value of the heating temperature TH) calculated from the target blowing temperature TAO to the heat pump controller 32. The heat pump controller 32 calculates a target radiator pressure PCO (target value of the radiator pressure PCI) from the target heater temperature TCO, and the refrigerant of the radiator 4 detected by the target radiator pressure PCO and the radiator pressure sensor 47. The number of revolutions NC of the compressor 2 is controlled based on the pressure (radiator pressure PCI, high pressure of the refrigerant circuit R), and heating by the radiator 4 is controlled. The heat pump controller 32 controls the valve opening degree of the outdoor expansion valve 6 based on the temperature Te of the heat absorber 9 detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO transmitted from the air conditioning controller 20. Further, the heat pump controller 32 opens (expands the flow path) / closes (low permitting refrigerant flows) based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48. Thus, the inconvenience that the temperature of the heat absorber 9 is too low and freezes is prevented.
(16) Internal cycle mode of the vehicle air conditioner 1 of FIG. 9 In the internal cycle mode, the heat pump controller 32 fully closes the outdoor expansion valve 6 in the dehumidifying heating mode (fully closed position), The solenoid valve 21 is closed. Since the outdoor expansion valve 6 and the electromagnetic valve 21 are closed, the inflow of refrigerant to the outdoor heat exchanger 7 and the outflow of refrigerant from the outdoor heat exchanger 7 are blocked. The condensed refrigerant flowing through the refrigerant pipe 13E through the refrigerant flows through the electromagnetic valve 22 to the second bypass pipe 13F. The refrigerant flowing through the second bypass pipe 13F reaches the indoor expansion valve 8 via the internal heat exchanger 19 from the refrigerant pipe 13B. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. Since the moisture in the air blown out from the indoor blower 27 by the heat absorption action at this time condenses and adheres to the heat absorber 9, the air is cooled and dehumidified.
The refrigerant evaporated in the heat absorber 9 sequentially flows through the refrigerant pipe 13C through the internal heat exchanger 19 and the evaporation pressure adjustment valve 70, and repeats circulation that is sucked into the compressor 2 through the accumulator 12. Since the air dehumidified by the heat absorber 9 is reheated in the process of passing through the radiator 4, dehumidifying heating in the passenger compartment is thereby performed. Since the refrigerant is circulated between the radiator 4 (radiation) and the heat absorber 9 (heat absorption) in the passage 3, heat from the outside air is not pumped up, and heating for the consumed power of the compressor 2 is performed. Ability is demonstrated. Since the entire amount of the refrigerant flows through the heat absorber 9 that exhibits the dehumidifying action, the dehumidifying capacity is higher than that in the dehumidifying and heating mode, but the heating capacity is lowered.
The air conditioning controller 20 transmits a target heater temperature TCO (target value of the heating temperature TH) calculated from the target blowing temperature TAO to the heat pump controller 32. The heat pump controller 32 calculates the target radiator pressure PCO (target value of the radiator pressure PCI) from the transmitted target heater temperature TCO, and the target radiator pressure PCO and the radiator 4 detected by the radiator pressure sensor 47. The rotational speed NC of the compressor 2 is controlled based on the refrigerant pressure (radiator pressure PCI, high pressure of the refrigerant circuit R), and heating by the radiator 4 is controlled.
Also in the vehicle air conditioner 1 as in this embodiment, the above-described (10) control of the air mix damper 28 in the dehumidifying heating mode, the internal cycle mode, and the dehumidifying cooling mode, (10-1) B / L mode ( (11) B / L mode (H / D mode) (11) B / L mode (H / D mode) (11) B / L mode (H / D mode) Target heater temperature TCO raising control 2 at (13), target heat absorber temperature TEO lowering control at B / L mode (H / D mode), and (14) target heater temperature TCO at other blowing modes. In the same manner, a sufficient temperature is maintained between the air blown from the FOOT blowout port 29A and the air blown from the VENT blowout port 29B in the B / L mode or the like. In this B / L mode or the like, the target heater temperature TCO can be set higher than the target blowing temperature TAO to prevent a temperature drop of the air blown into the passenger compartment. Thus, it is possible to realize a so-called “head cold foot fever” comfortable vehicle interior air conditioning. Further, a temperature drop due to heat loss in the process from the auxiliary heater 23 and the radiator 4 to each of the outlets 29A to 29C can be appropriately compensated as well.
In each embodiment, the control of the present invention is executed in the dehumidifying and heating mode, the dehumidifying and cooling mode, or the internal cycle mode. However, the present invention is not limited thereto, and the same effect can be expected in the heating mode. Moreover, as a 1st blowing mode, the case where it blows out from both VENT blower outlet 29B and DEF blower outlet 29C other than B / L mode and H / D mode is also considered.
Further, the switching control of each operation mode shown in the embodiment is not limited thereto, and the outside air temperature Tam, the humidity in the vehicle interior, the target blowing temperature TAO, depending on the capability and usage environment of the vehicle air conditioner, It is appropriate to adopt any one of the parameters such as heating temperature TH, target heater temperature TCO, heat absorber temperature Te, target heat absorber temperature TEO, presence / absence of dehumidification request in the vehicle interior, or a combination thereof, or all of them. It is good to set conditions.
Further, the auxiliary heating device is not limited to the auxiliary heater 23 shown in the embodiment, and a heat medium circulation circuit that heats the air in the air flow passage 3 by circulating the heat medium heated by the heater or an engine. You may utilize the heater core etc. which circulate through the heated radiator water.

DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 2 Compressor 3 Air flow path 3A Heat exchange path for heating 3B Bypass path 4 Radiator (heater)
6 Outdoor Expansion Valve 7 Outdoor Heat Exchanger 8 Indoor Expansion Valve 9 Heat Absorber 10 HVAC Unit 10A Partition Wall 11 Controller 20 Air Conditioning Controller 23 Auxiliary Heater (Auxiliary Heating Device, Heater)
27 Indoor blower
28 air mix damper 29A FOOT outlet (first outlet)
29B VENT outlet (second outlet, first outlet)
29C DEF outlet (second outlet)
31A to 31C Air outlet damper 32 Heat pump controller 65 Vehicle communication bus R Refrigerant circuit

Claims

A compressor for compressing the refrigerant;
An air flow passage through which air to be supplied into the passenger compartment flows;
A heater for heating air supplied from the air flow passage to the vehicle interior;
A heat absorber for absorbing the refrigerant and cooling the air supplied from the air flow passage to the vehicle interior;
A heat exchange passage for heating and a bypass passage formed in the air flow passage on the leeward side of the heat absorber;
An air mix damper for adjusting the rate at which the air in the air flow passage that has passed through the heat absorber passes through the heating heat exchange passage;
A first outlet for blowing air from the air flow passage into the vehicle interior;
A second air outlet for blowing air from the air flow passage into the vehicle compartment at a position above the first air outlet;
A control device,
The heater is disposed in the heating heat exchange passage, and the air that has passed through the heating heat exchange passage is more easily blown out of the first air outlet than the second air outlet, and the air that has passed through the bypass passage is In the vehicle air conditioner configured to be easier to blow out from the second outlet than the first outlet,
The control device controls heating by the heater based on a target heater temperature TCO that is a target value of a heating temperature TH that is a temperature of air on the leeward side of the heater,
Based on the target air temperature TAO, which is a target value of the temperature of the air blown into the passenger compartment, and the heating temperature TH, the air volume damper SW is calculated by calculating the air volume ratio SW passing through the heating heat exchange passage. Control and
A first blowing mode for blowing air into the vehicle interior from both the first blowing port and the second blowing port;
In the first blowing mode, the vehicle air conditioner is characterized in that the air volume ratio SW is regulated within a predetermined intermediate range, and the target heater temperature TCO is set higher than the target blowing temperature TAO.
In the first blowing mode, the control device raises the target heater temperature TCO by a predetermined value α1 from the target blowing temperature TAO, and increases the predetermined value α1 to the outside air temperature Tam and the air flowing into the air flow path. 2. The vehicle air conditioner according to claim 1, wherein the air conditioner is determined based on a volume air volume Ga and the target blowing temperature TAO.
3. The vehicle air conditioner according to claim 2, wherein the control device increases the predetermined value α1 as the volume air volume Ga increases.
The vehicle air conditioner according to claim 1, wherein the control device sets the target heater temperature TCO to a predetermined high value in the first blowing mode.
The control device controls the compressor based on a target heat absorber temperature TEO which is a target value of the temperature of the heat absorber, and lowers the target heat absorber temperature TEO below a normal value in the first blowing mode. The vehicle air conditioner according to any one of claims 1 to 4, wherein the air conditioner is set.
When the temperature Tas of the air flowing into the air flow passage is lower than a normal value of the target heat absorber temperature TEO, the control device causes the heater to pass through the air flow passage from the air flow passage without flowing the refrigerant through the heat absorber. The vehicle air conditioner according to claim 5, wherein the vehicle is switched to an operation for heating the air supplied to the vehicle.
The control device has a blow mode other than the first blow mode, and in the blow mode other than the first blow mode, the target heater temperature TCO is raised from the target blow temperature TAO by a predetermined value α2, The predetermined value α2 is determined based on the outside air temperature Tam, the volume air volume Ga of the air flowing into the air flow passage, the target blowing temperature TAO, and the indoor temperature Tin which is the temperature of the air in the vehicle interior. The vehicle air conditioner according to any one of claims 1 to 6, wherein the vehicle air conditioner is provided.
The vehicle air conditioner according to claim 7, wherein the control device increases the predetermined value α2 as the volume air volume Ga is smaller.
The heater dissipates the refrigerant and heats the air supplied from the air flow passage to the vehicle interior and / or heats the air supplied from the air flow passage to the vehicle interior. The vehicle air conditioner according to any one of claims 1 to 8, wherein the vehicle air conditioner is an auxiliary heating device.