WO2018061785A1 - Dispositif de climatisation pour un véhicule - Google Patents

Dispositif de climatisation pour un véhicule Download PDF

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Publication number
WO2018061785A1
WO2018061785A1 PCT/JP2017/033163 JP2017033163W WO2018061785A1 WO 2018061785 A1 WO2018061785 A1 WO 2018061785A1 JP 2017033163 W JP2017033163 W JP 2017033163W WO 2018061785 A1 WO2018061785 A1 WO 2018061785A1
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WIPO (PCT)
Prior art keywords
air
temperature
target
heating
mode
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PCT/JP2017/033163
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English (en)
Japanese (ja)
Inventor
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
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Priority claimed from JP2017141096A external-priority patent/JP2018058575A/ja
Application filed by 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 filed Critical 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
Publication of WO2018061785A1 publication Critical patent/WO2018061785A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00899—Controlling the flow of liquid in a heat pump system
    • B60H1/00921—Controlling the flow of liquid in a heat pump system where the flow direction of the refrigerant does not change and there is an extra subcondenser, e.g. in an air duct
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00821—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being ventilating, air admitting or air distributing devices
    • B60H1/00835—Damper doors, e.g. position control
    • B60H1/00842—Damper doors, e.g. position control the system comprising a plurality of damper doors; Air distribution between several outlets
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B13/00—Compression machines, plants or systems, with reversible cycle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H2001/00949—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising additional heating/cooling sources, e.g. second evaporator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H2001/00961—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising means for defrosting outside heat exchangers

Definitions

  • 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.
  • an electric compressor that compresses and discharges the refrigerant
  • a radiator that is provided in the air flow passage to dissipate the refrigerant
  • a heat absorber evaporator
  • an outdoor heat exchanger that is provided outside the vehicle cabin and dissipates or absorbs the refrigerant, and the refrigerant discharged from the compressor
  • 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.
  • a dehumidifying and cooling mode in which the dissipated refrigerant is absorbed in the heat absorber, and the refrigerant is discharged from the compressor.
  • 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.
  • 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.
  • 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
  • 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.
  • FOOT foot
  • VENT vent
  • DEF def
  • 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.
  • 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.
  • B / L mode in which air is blown out from both FOOT and VENT air outlets
  • H / D mode in which air is blown out from both air outlets of FOOT and DEF.
  • the 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.
  • 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.
  • 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 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.
  • the control device raises the target heater temperature TCO from the target blow temperature TAO by a predetermined value ⁇ 1 and increases the predetermined value ⁇ 1 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 ⁇ 1 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.
  • 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.
  • 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.
  • 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.
  • 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 ⁇ 2 as the volumetric air volume Ga is smaller.
  • an air conditioning apparatus for a vehicle 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.
  • 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.
  • 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
  • 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.
  • 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.
  • 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.
  • the control device raises the target heater temperature TCO by a predetermined value ⁇ 1 from the target blowing temperature TAO, and flows the predetermined value ⁇ 1 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.
  • the control device increases the predetermined value ⁇ 1 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.
  • 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.
  • 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.
  • 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.
  • the control device raises the target heater temperature TCO by a predetermined value ⁇ 2 from the target blowout temperature TAO in the blowout mode other than the first blowout mode, and sets the predetermined value ⁇ 2 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.
  • the control device increases the predetermined value ⁇ 2 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.
  • the heater of each of the above inventions 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.
  • FIG. 1 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.
  • 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.
  • EV electric vehicle
  • an engine internal combustion engine
  • 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 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
  • a heat radiator that is provided outside the passenger compartment and is cooled during cooling.
  • 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 compression device
  • an electric valve that decompresses and expands the refrigerant
  • 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> 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.
  • 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.
  • 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.
  • 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 ⁇ / b> C is connected to the accumulator 12, and the accumulator 12 is connected to the refrigerant suction side of the compressor 2.
  • 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.
  • 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.
  • Bypass pipe 45, solenoid valve 30 and solenoid valve 40 constitute bypass device 45.
  • 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).
  • 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.
  • 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.
  • 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.
  • the auxiliary heater 23 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.
  • the auxiliary heater 23 serves as a so-called heater core, which heats or complements the passenger compartment.
  • the radiator 4 and the auxiliary heater 23 described above serve as a heater.
  • 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.
  • 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.
  • 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).
  • FOOT outlet 29A first outlets
  • DEF (def) outlets 29C second outlets
  • 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.
  • 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.
  • 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.
  • 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.
  • 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
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • target radiator pressure PCO target value of the radiator pressure PCI
  • TCO target value of the heating temperature TH described later
  • 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.
  • 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.
  • the auxiliary heater 23 is disposed on the air downstream side of the radiator 4
  • 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.
  • the auxiliary heater 23 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.
  • 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.
  • 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.
  • the outdoor expansion valve 6 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 ⁇ / b> A through the electromagnetic valve 17 into the receiver dryer unit 14 and the supercooling unit 16.
  • 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> 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.
  • 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
  • the heat pump controller 32 energizes the auxiliary heater 23 to generate heat.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 ⁇ / b> 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> 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the outdoor expansion valve 6 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 ⁇ / b> A through the electromagnetic valve 17 into the receiver dryer unit 14 and the supercooling unit 16.
  • 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> B, reaches the indoor expansion valve 8 through the internal heat exchanger 19.
  • 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.
  • 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 ⁇ / b> A. However, there is no problem even if it is ventilated somewhat.
  • 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.
  • the outdoor expansion valve 6 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 ⁇ / b> A through the electromagnetic valve 17 into the receiver dryer unit 14 and the supercooling unit 16.
  • 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> 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.
  • the outdoor expansion valve 6 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
  • 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.
  • 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.
  • 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)
  • 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
  • SUN is a balance value calculated from the outside air temperature Tam detected by the outside air temperature sensor 33.
  • this target blowing temperature TAO is so high that the outside temperature Tam is low, and it falls as the outside temperature Tam rises.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • TH (INTL ⁇ TH0 + Tau ⁇ THz) / (Tau + INTL) (II)
  • 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
  • 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.
  • 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.
  • 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. .
  • 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.
  • 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.
  • cooling and dehumidification by the heat absorber 9 and heating by the auxiliary heater 23 in the dehumidifying heating mode are accurately controlled.
  • Ga is the volumetric volume of the air flowing into the air flow passage 3 described above
  • Te is the heat absorber temperature
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 air-conditioning controller 20 determines the predetermined value ⁇ 1 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 ⁇ 1 as the outside air temperature Tam is lower, and increases the predetermined value ⁇ 1 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.
  • 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.
  • 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.
  • the target heater temperature TCO is raised from the target blowing temperature TAO by a predetermined value ⁇ 1, and the predetermined value ⁇ 1 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.
  • the air conditioning controller 20 increases the predetermined value ⁇ 1 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.
  • 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).
  • 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.
  • 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.
  • the air conditioning controller 20 calculates the predetermined value ⁇ 2 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.
  • ⁇ 2 f (Tam, Ga, TAO, Tin) (V) That is, the air conditioning controller 20 determines the predetermined value ⁇ 2 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 ⁇ 2 as the outside air temperature Tam decreases, and increases the predetermined value ⁇ 2 as the volumetric air volume Ga decreases. Further, the predetermined value ⁇ 2 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 ⁇ 1> ⁇ 2 is maintained.
  • 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.
  • the air conditioning controller 20 determines the predetermined value ⁇ 2 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.
  • the air conditioning controller 20 increases the predetermined value ⁇ 2 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.
  • FIG. 9 shows a configuration diagram of a vehicle air conditioner 1 of another embodiment to which the present invention is applied.
  • the same reference numerals as those in FIG. 1 indicate the same or similar functions.
  • 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).
  • 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.
  • 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.
  • 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.
  • the solenoid valve 22 is closed in the heating mode, the dehumidifying cooling mode, and the cooling mode.
  • heat pump controller 32 opens electromagnetic valve 21 (for heating).
  • the electromagnetic valve 17 (for cooling) is closed.
  • the electromagnetic valve 22 (for dehumidification) is opened.
  • 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.
  • 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.
  • 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.
  • the refrigerant 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.
  • 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.
  • 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 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.
  • 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.
  • 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)
  • 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.
  • TAO target blowing temperature
  • control of the present invention is executed in the dehumidifying and heating mode, the dehumidifying and cooling mode, or the internal cycle mode.
  • the present invention is not limited thereto, and the same effect can be expected in the heating mode.
  • 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.
  • 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.
  • 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.

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

Abstract

La présente invention obtient une climatisation confortable dans un compartiment passager en provoquant une différence appropriée de température d'air évacué par un orifice de soufflage. Ce dispositif de climatisation (1) pour un véhicule comprend un compresseur (2), un trajet de circulation d'air (3), un radiateur (4), un dispositif de chauffage auxiliaire (23), un absorbeur de chaleur (9), un trajet d'échange de chaleur (3A) pour chauffer et un trajet de dérivation (3B), un amortisseur de mélange d'air (28), un orifice de soufflage aux pieds (29A), un orifice de soufflage de ventilation (29B) et un dispositif de commande. Le dispositif de commande comporte un mode B/L dans lequel de l'air est soufflé dans l'habitacle à travers à la fois l'orifice de soufflage aux pieds et l'orifice de soufflage de ventilation. Dans le mode B/L, le rapport de volume d'air (SW) ajusté par l'amortisseur de mélange d'air est régulé à l'intérieur d'une plage intermédiaire prédéterminée et la température de dispositif de chauffage cible (TCO) est réglée à une température supérieure à la température de soufflage cible (TAO).
PCT/JP2017/033163 2016-09-30 2017-09-07 Dispositif de climatisation pour un véhicule WO2018061785A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2016-193303 2016-09-30
JP2016193303 2016-09-30
JP2017-141096 2017-07-20
JP2017141096A JP2018058575A (ja) 2016-09-30 2017-07-20 車両用空気調和装置

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108382161A (zh) * 2018-04-16 2018-08-10 上海理工大学 二次回路空调热泵系统及其方法
CN112440665A (zh) * 2019-08-29 2021-03-05 法雷奥日本株式会社 车辆用空调装置

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5587610A (en) * 1978-12-25 1980-07-02 Nissan Shatai Co Ltd Air conditioning system for automobile
JPH1111138A (ja) * 1997-06-23 1999-01-19 Denso Corp 車両用空調装置
JP2001150918A (ja) * 1999-11-29 2001-06-05 Denso Corp 車両用空調装置
JP2002283826A (ja) * 2001-03-23 2002-10-03 Denso Corp 車両用空調装置
JP2012176659A (ja) * 2011-02-25 2012-09-13 Sanden Corp 車両用空気調和装置
JP2016060418A (ja) * 2014-09-19 2016-04-25 サンデンホールディングス株式会社 車両用空気調和装置

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5587610A (en) * 1978-12-25 1980-07-02 Nissan Shatai Co Ltd Air conditioning system for automobile
JPH1111138A (ja) * 1997-06-23 1999-01-19 Denso Corp 車両用空調装置
JP2001150918A (ja) * 1999-11-29 2001-06-05 Denso Corp 車両用空調装置
JP2002283826A (ja) * 2001-03-23 2002-10-03 Denso Corp 車両用空調装置
JP2012176659A (ja) * 2011-02-25 2012-09-13 Sanden Corp 車両用空気調和装置
JP2016060418A (ja) * 2014-09-19 2016-04-25 サンデンホールディングス株式会社 車両用空気調和装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108382161A (zh) * 2018-04-16 2018-08-10 上海理工大学 二次回路空调热泵系统及其方法
CN112440665A (zh) * 2019-08-29 2021-03-05 法雷奥日本株式会社 车辆用空调装置

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