WO2018088130A1 - 車両用空気調和装置 - Google Patents

車両用空気調和装置 Download PDF

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Publication number
WO2018088130A1
WO2018088130A1 PCT/JP2017/037299 JP2017037299W WO2018088130A1 WO 2018088130 A1 WO2018088130 A1 WO 2018088130A1 JP 2017037299 W JP2017037299 W JP 2017037299W WO 2018088130 A1 WO2018088130 A1 WO 2018088130A1
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WO
WIPO (PCT)
Prior art keywords
heat exchanger
outdoor heat
refrigerant
air
temperature
Prior art date
Application number
PCT/JP2017/037299
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English (en)
French (fr)
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
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
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
Priority to CN201780069099.2A priority Critical patent/CN109922977B/zh
Priority to DE112017005716.7T priority patent/DE112017005716T5/de
Publication of WO2018088130A1 publication Critical patent/WO2018088130A1/ja

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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
    • B60H1/0073—Control systems or circuits characterised by particular algorithms or computational models, e.g. fuzzy logic or dynamic models
    • 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
    • F25B47/00—Arrangements for preventing or removing deposits or corrosion, not provided for in another subclass
    • F25B47/02—Defrosting cycles
    • 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
    • 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
    • B60H1/32—Cooling devices
    • B60H2001/3236—Cooling devices information from a variable is obtained
    • B60H2001/3255—Cooling devices information from a variable is obtained related to temperature
    • B60H2001/3263—Cooling devices information from a variable is obtained related to temperature of the refrigerant at an evaporating unit

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.
  • a compressor that compresses and discharges the refrigerant
  • a radiator that is provided on the vehicle interior side and dissipates the refrigerant, and is provided on the vehicle exterior side.
  • An outdoor heat exchanger that absorbs refrigerant is provided, and a heating mode is developed in which the refrigerant discharged from the compressor dissipates heat in the radiator, and the refrigerant dissipated in the radiator absorbs heat in the outdoor heat exchanger.
  • the outdoor heat exchanger absorbs heat from the outside air, so that the outdoor heat exchanger is frosted. If frost grows on the outdoor heat exchanger, the ability to absorb heat from the outside air significantly decreases, so it is necessary to stop the compressor or defrost the outdoor heat exchanger. As the air temperature drops and comfort is impaired, we want to minimize defrosting and shutdown.
  • the refrigerant evaporation temperature TXObase and the refrigerant evaporation pressure PXObase of the outdoor heat exchanger at the time of no frost formation are estimated based on the outside air temperature and the vehicle speed, and actually When the refrigerant evaporating temperature TXO and the refrigerant evaporating pressure PXO are lower than those and the difference ⁇ TXO or ⁇ PXO exceeds a predetermined value, it is determined that frost formation has progressed in the outdoor heat exchanger. It was.
  • the present invention has been made to solve the related art technical problem, and is capable of accurately detecting frost formation in an outdoor heat exchanger even if the components vary.
  • the purpose is to provide.
  • An air conditioner for a vehicle includes a compressor that compresses a refrigerant, an air flow passage through which air supplied to the vehicle interior flows, and air that radiates the refrigerant and supplies the refrigerant to the vehicle interior from the air flow passage.
  • a heat radiator that heats the vehicle, an outdoor heat exchanger that is provided outside the vehicle cabin and absorbs the refrigerant, and a control device. With this control device, at least the refrigerant discharged from the compressor is radiated by the heat radiator.
  • the control device After the pressure of the radiated refrigerant is reduced, the heat is absorbed by the outdoor heat exchanger to heat the vehicle interior, and the refrigerant evaporation temperature TXO of the outdoor heat exchanger and the refrigerant evaporation of the outdoor heat exchanger when there is no frost formation Based on the temperature TXObase, frost formation on this outdoor heat exchanger is determined, and the control device performs outdoor heat exchange during no frost formation based on an indicator indicating environmental conditions and / or operating conditions.
  • Refrigerant evaporation temperature TXOb Refrigerant evaporation temperature TXOb
  • the error LRN to the side where no frost is detected is detected between the refrigerant evaporation temperature TXObase of the outdoor heat exchanger and the refrigerant evaporation temperature TXO of the outdoor heat exchanger when no frost is formed.
  • the error LRN is reduced, or the refrigerant evaporation temperature TXObase of the outdoor heat exchanger during non-frosting is corrected in a direction to cancel.
  • a vehicle air conditioner includes a compressor that compresses a refrigerant, an air flow passage through which air supplied to the vehicle interior flows, and air that radiates the refrigerant and supplies the refrigerant from the air flow passage to the vehicle interior.
  • a heat radiator that heats the vehicle, an outdoor heat exchanger that is provided outside the vehicle cabin and absorbs the refrigerant, and a control device. With this control device, at least the refrigerant discharged from the compressor is radiated by the heat radiator.
  • the control device After the pressure of the radiated refrigerant is reduced, the heat is absorbed by the outdoor heat exchanger to heat the vehicle interior, and the refrigerant evaporation pressure PXO of the outdoor heat exchanger and the refrigerant evaporation of the outdoor heat exchanger when there is no frost formation Based on the pressure PXObase, frost formation on the outdoor heat exchanger is determined, and the control device performs outdoor heat exchange during no frost formation based on an index indicating an environmental condition and / or an operating state.
  • Refrigerant evaporation pressure PXOb se is estimated, and an error LRN to the side where no frost is detected is detected between the refrigerant evaporating pressure PXObase of the outdoor heat exchanger and the refrigerant evaporating pressure PXO of the outdoor heat exchanger when no frost is formed.
  • the error LRN is reduced, or the refrigerant evaporation pressure PXObase of the outdoor heat exchanger at the time of non-frosting is corrected in a direction to cancel.
  • the controller is configured such that the refrigerant evaporation temperature TXO of the outdoor heat exchanger is lower than the refrigerant evaporation temperature TXObase of the outdoor heat exchanger when no frost is formed.
  • the control device calculates the difference ⁇ TXO or the difference ⁇ PXO a plurality of times within a predetermined period at the initial start-up, and sets the largest difference ⁇ TXO within the predetermined period as It is determined whether or not the difference ⁇ PT from the smallest difference ⁇ TXO or the difference ⁇ PP between the largest difference ⁇ PXO and the smallest difference ⁇ PXO within a predetermined period is within a predetermined value.
  • the error LRN is determined based on a plurality of differences ⁇ TXO within a period or a plurality of differences ⁇ PXO within a predetermined period.
  • an air conditioning apparatus for a vehicle wherein the control device, when the difference ⁇ PT or the difference ⁇ PP does not fall within a predetermined value within a predetermined time-out period, Correction of the refrigerant evaporating temperature TXObase of the outdoor heat exchanger or the correction of the refrigerant evaporating pressure PXObase of the outdoor heat exchanger at the time of non-frosting due to the error LRN is not performed.
  • the control device determines that the outdoor heat exchanger has formed frost, the compressor is stopped or the outdoor heat exchanger is frosted. A predetermined defrosting operation for removing the water is performed.
  • the control device indicates an environmental condition and / or an operating status Based on the above, the refrigerant evaporation temperature TXObase of the outdoor heat exchanger when there is no frost or the refrigerant evaporation pressure PXObase of the outdoor heat exchanger when
  • the control device determines that the outdoor heat exchanger is frosted as in claim 6, the compressor is stopped or the predetermined defrosting operation for removing the frost formation of the outdoor heat exchanger is performed.
  • the control device is configured such that the refrigerant evaporation temperature TXO of the outdoor heat exchanger is lower than the refrigerant evaporation temperature TXObase of the outdoor heat exchanger when no frost is formed, and the difference ⁇ TXO is equal to or greater than a predetermined value.
  • the difference ⁇ TXO or the difference ⁇ PXO is calculated a plurality of times within a predetermined period at the initial start-up as in the invention of claim 4, and the largest difference ⁇ TXO and the smallest difference ⁇ TXO within the predetermined period are calculated.
  • the refrigerant of the outdoor heat exchanger at the time of no frost due to the error LRN If the correction of the evaporation temperature TXObase or the correction of the refrigerant evaporation pressure PXObase of the outdoor heat exchanger at the time of no frost formation due to the error LRN is not performed, the error LRN cannot be determined for an unnecessarily long time, and the outdoor heat is not determined. The inconvenience that the frosting determination of the exchanger is not performed can be avoided.
  • 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 the accumulator 12 and the like 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.
  • a suction pressure sensor 44 that detects the refrigerant
  • a suction temperature sensor 55 that detects the suction refrigerant temperature Ts of the compressor 2
  • a radiator temperature sensor 46 that detects the refrigerant temperature (radiator temperature TCI) of the radiator 4
  • a radiator pressure sensor 47 for detecting the refrigerant pressure (radiator pressure PCI)
  • a heat absorber temperature sensor 48 for detecting the refrigerant temperature (heat absorber temperature Te) of the heat absorber 9, and a refrigerant pressure of the heat absorber 9 are detected.
  • a heat absorber pressure sensor 49 that detects the temperature of the auxiliary heater 23 (auxiliary heater temperature Tptc), and a refrigerant temperature at the outlet of the outdoor heat exchanger 7.
  • the output is connected.
  • the output of the heat pump controller 32 includes an outdoor expansion valve 6, an indoor expansion valve 8, an electromagnetic valve 30 (for reheating), an electromagnetic valve 17 (for cooling), an electromagnetic valve 21 (for heating), and an electromagnetic valve 40 (bypass). 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 outside air temperature sensor 33, the discharge pressure sensor 42, the vehicle speed sensor 52, the volumetric air volume Ga of air flowing into the air flow passage 3 (calculated by the air conditioning controller 20), and the air volume ratio SW The output from the air conditioning controller 53 is transmitted from the air conditioning controller 20 to the heat pump controller 32 via the vehicle communication bus 65, and is used for control by the heat pump controller 32.
  • the control device 11 the air conditioning controller 20 and the heat pump controller 32
  • heating mode When the heating mode is selected by the heat pump controller 32 (auto mode) or by manual operation (manual mode) to the air conditioning operation unit 53, the heat pump controller 32 opens the electromagnetic valve 21 (for heating), The electromagnetic valve 17 (for cooling) is closed. Further, the electromagnetic valve 30 (for reheating) is opened, and the electromagnetic valve 40 (for bypass) 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.
  • 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.
  • 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 radiator temperature TCI) calculated by the air conditioning controller 20 from the target outlet temperature TAO, and this target.
  • the number of revolutions NC of the compressor 2 is controlled based on the 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). Control the heating by.
  • the heat pump controller 32 opens the outdoor expansion valve 6 based on the refrigerant temperature (radiator temperature TCI) of the radiator 4 detected by the radiator temperature sensor 46 and the radiator pressure PCI detected by the radiator pressure sensor 47. The degree of supercooling 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 auxiliary heater temperature Tptc detected by the auxiliary heater temperature sensor 50 and the above-described target heater temperature TCO (in this case, the target value of the auxiliary heater temperature Tptc) is used.
  • the air temperature of the air blown out from the outlets 29A to 29C by the heating by the auxiliary heater 23 while appropriately cooling and dehumidifying the air in the heat absorber 9 is controlled. Prevent the decline accurately. 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.
  • 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.
  • 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.
  • 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 valve 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 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 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 passing through the heat absorber 9 is used as an auxiliary heater for the heating heat exchange passage 3 ⁇ / b> A. 23 and the rate of ventilation through the radiator 4 are 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. 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.
  • the control apparatus 11 of an Example stops the compressor 2 and the outdoor air blower 15 of the refrigerant circuit R, when the overheating frost arises in the outdoor heat exchanger 7, etc., and the auxiliary heater 23 And an auxiliary heater single mode in which the vehicle interior is heated only by the auxiliary heater 23.
  • 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 of operation mode
  • the air-conditioning controller 20 calculates the target blowing temperature TAO mentioned above from 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 passenger compartment
  • the target blowing temperature TAO the heating temperature TH (the temperature of the air on the leeward side of the radiator 4, estimated value)
  • the target heater temperature TCO the heat sink temperature Te
  • the heating mode, dehumidification heating mode, and dehumidification are accurately performed according to the environmental conditions and necessity of dehumidification.
  • 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 the heat pump controller 32 calculates 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 primary delay
  • TH0 the steady value of the heating temperature TH in the steady state before the primary delay calculation
  • THz is the previous value of the heating temperature TH.
  • the heat pump controller 32 changes the time constant Tau and the steady value TH0 according to the operation mode described above, thereby making the above-described estimation formula (II) different depending on the operation mode, and estimates 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.
  • 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 Compressor 2 and Auxiliary Heater 23 in Dehumidifying Heating Mode by Heat Pump Controller 32 On the other hand, FIG.
  • FIG. 5 determines a target rotational speed (compressor target rotational speed) TGNCc of the compressor 2 for the dehumidifying and heating mode.
  • 4 is a control block diagram of a heat pump controller 32.
  • FIG. 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).
  • the F / F manipulated variable TGNCcff of the compressor target rotational speed is calculated.
  • 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.
  • 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. .
  • 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.
  • the heat pump controller 32 first determines frost formation of the outdoor heat exchanger 7 when (i) of the following frost determination determination permission conditions is satisfied and any one of (ii) to (iv) is satisfied. Allow. [Conditions for frosting determination] (I) The operation mode is the heating mode. (Ii) The high pressure has converged to the target value.
  • the state where the absolute value of the difference between the target radiator pressure PCO and the radiator pressure PCI (PCO-PCI) is not more than a predetermined value A continues for a predetermined time t1 (sec). It is done.
  • the predetermined time t2 (sec) has elapsed after the transition to the heating mode.
  • the vehicle speed fluctuation is not more than a predetermined value (the vehicle acceleration / deceleration is not more than a predetermined value).
  • the acceleration / deceleration of the vehicle is, for example, a difference (VSP ⁇ VSPz) between the current vehicle speed VSP and the vehicle speed VSPz one second before.
  • the conditions (ii) and (iii) are conditions for eliminating erroneous determinations that occur during the transition period of the operating state. Further, since the erroneous determination occurs even when the vehicle speed fluctuation is large, the above condition (iv) is added.
  • the heat pump controller 32 obtains the current refrigerant evaporation temperature TXO of the outdoor heat exchanger 7 obtained from the outdoor heat exchanger temperature sensor 54 and the outside air. Based on the refrigerant evaporation temperature TXObase of the outdoor heat exchanger 7 at the time of no frost not frosted on the outdoor heat exchanger 7 in a low humidity environment, it is determined whether or not the outdoor heat exchanger 7 is frosted. Do.
  • the heat pump controller 32 estimates the refrigerant evaporation temperature TXObase of the outdoor heat exchanger 7 during non-frosting by calculating using the following equation (IV).
  • Tam which is a parameter of the formula (IV)
  • Tam is the outside air temperature obtained from the outside air temperature sensor 33
  • NC is the rotation speed of the compressor 2
  • Ga * SW is the air volume to the radiator 4
  • VSP is obtained from the vehicle speed sensor 52.
  • the vehicle speed and PCI to be used are the radiator pressure, and k1 to k5 are coefficients, which are obtained beforehand by experiments.
  • the outside air temperature Tam is an index indicating the intake air temperature (environmental condition) of the outdoor heat exchanger 7. The lower the outside air temperature Tam (the intake air temperature of the outdoor heat exchanger 7), the lower the TXObase. Therefore, the coefficient k1 is a positive value.
  • the index indicating the intake air temperature of the outdoor heat exchanger 7 is not limited to the outdoor air temperature Tam.
  • the rotational speed NC of the compressor 2 is an index indicating the refrigerant flow rate (operating condition) in the refrigerant circuit R, and TXObase tends to decrease as the rotational speed NC increases (the refrigerant flow rate increases).
  • the coefficient k2 is a negative value.
  • Ga * SW is an index indicating the amount of air passing through the radiator 4 (operating condition). The larger the Ga * SW (the larger the amount of air passing through the radiator 4), the lower the TXObase. Therefore, the coefficient k3 is a negative value.
  • the index indicating the amount of air passing through the radiator 4 is not limited to this, and the blower voltage BLV of the indoor blower 27 may be used.
  • the vehicle speed VSP is an index indicating the passing air speed (operation state) of the outdoor heat exchanger 7, and the TXObase tends to be lower as the vehicle speed VSP is lower (lower the passing air speed of the outdoor heat exchanger 7). Therefore, the coefficient k4 is a positive value.
  • the index indicating the passing air speed of the outdoor heat exchanger 7 is not limited to this, and the voltage of the outdoor blower 15 may be used.
  • the radiator pressure PCI is an index indicating the refrigerant pressure (operating condition) of the radiator 4. The higher the radiator pressure PCI, the lower the TXObase. Accordingly, the coefficient k5 is a negative value.
  • the outside temperature Tam, the rotation speed NC of the compressor 2, the passing air amount Ga * SW of the radiator 4, the vehicle speed VSP, and the radiator pressure PCI are used as parameters of the expression (IV) of this embodiment.
  • the parameters of IV) are not limited to all of the above, and any one of them or a combination thereof may be used.
  • dTXOFST deg
  • the solid line shows the change in the refrigerant evaporation temperature TXO of the outdoor heat exchanger 7 and the broken line shows the change in the refrigerant evaporation temperature TXObase when there is no frost formation.
  • the refrigerant evaporation temperature TXO of the outdoor heat exchanger 7 and the refrigerant evaporation temperature TXObase at the time of no frost formation are substantially the same in the initial stage of startup (non-frosting). It becomes. As the heating mode progresses, the temperature in the passenger compartment is warmed and the load on the vehicle air conditioner 1 is reduced.
  • the heat pump controller 32 causes the current refrigerant evaporation of the outdoor heat exchanger 7 obtained from the outdoor heat exchanger pressure sensor 56.
  • the outdoor heat exchanger 7 is frosted based on the pressure PXO and the refrigerant evaporation pressure PXObase of the outdoor heat exchanger 7 at the time of non-frosting when the outside air is not frosted in the low humidity environment. It is determined whether or not there is.
  • the heat pump controller 32 estimates the refrigerant evaporation pressure PXObase of the outdoor heat exchanger 7 during non-frosting by calculating using the following equation (V).
  • each parameter of Formula (V) is the same as that of Formula (IV)
  • description is abbreviate
  • the coefficients k6 to k10 have the same tendency (positive / negative) as the coefficients k1 to k5 described above.
  • dPXOFST deg
  • the outdoor heat exchanger 7 is frosted.
  • the solid line shows the change in the refrigerant evaporation pressure PXO of the outdoor heat exchanger 7
  • the broken line shows the change in the refrigerant evaporation pressure PXObase when there is no frost formation.
  • the refrigerant evaporation temperature TXObase of the outdoor heat exchanger 7 when there is no frost will be described, but the same applies to the refrigerant evaporation pressure PXObase of the outdoor heat exchanger 7 when there is no frost.
  • the LRN in the following description is an error in the estimated value of the refrigerant evaporation pressure PXObase of the outdoor heat exchanger 7 when there is no frost in the initial start-up, and the difference ⁇ PT between the difference ⁇ TXOmax and ⁇ TXOmin is the case of the refrigerant evaporation pressure PXObase. It is assumed that the difference ⁇ PP between the difference ⁇ PXOmax and ⁇ PXOmin is replaced.
  • the refrigerant evaporation temperature TXObase of the outdoor heat exchanger 7 when there is no frost is estimated based on the outside air temperature Tam detected by the outside air temperature sensor 33 and the like, by calculation using the formula (IV). For example, when the outside air temperature sensor 33 itself and the components to which it is attached (both components) vary and the detected value is different from the original one, the refrigerant evaporation temperature TXObase of the outdoor heat exchanger 7 when there is no frost formation An error LRN occurs in the estimated value.
  • the error LRN is an error on the side where the refrigerant evaporation temperature TXObase of the outdoor heat exchanger 7 becomes lower than the actual refrigerant evaporation temperature TXO of the outdoor heat exchanger 7 when frost is not formed (frost formation of the outdoor heat exchanger 7).
  • the refrigerant evaporating temperature TXObase dashed line
  • FIG. 10 is a flowchart for explaining the offset correction control of the error LRN by the heat pump controller
  • FIG. 11 is a transition diagram of frost formation determination.
  • the heat pump controller 32 waits for a predetermined time from the start (start of operation) in Step S1 of FIG. 10, and then proceeds to Step S2 to calculate and estimate the refrigerant evaporation temperature TXObase of the outdoor heat exchanger 7 when there is no frost formation.
  • the actual refrigerant evaporation temperature TXO of the outdoor heat exchanger 7 detected by the heat exchanger temperature sensor 54 is taken in and the difference ⁇ TXO (TXObase ⁇ TXO) is calculated.
  • the heat pump controller 32 executes the calculation of the difference ⁇ TXO within a predetermined period t5 (for example, 1 minute) at a predetermined interval (for example, an interval sufficiently shorter than t5, for example, 6s) a plurality of times (for example, 5 times) and records it as a history in the database DB. To go. Then, a difference ⁇ PT (absolute value) between the largest difference ⁇ TXOmax and the smallest difference ⁇ TXOmin within the predetermined period t5 is calculated from the history recorded in the database DB in step S3. In step S4, it is determined whether or not the difference ⁇ PT is within a predetermined value (for example, 0.6 deg).
  • a predetermined value for example, 0.6 deg
  • step S5 a predetermined time-out period t6 from the preset activation. (A time sufficiently longer than t5, for example, 6 minutes) is determined. If not, the process returns to step S2 and is repeated.
  • the heat pump controller 32 determines the difference ⁇ TXO based on a plurality of differences ⁇ TXO that is a calculation source when the difference ⁇ PT is within the predetermined value.
  • the average value is determined as an error LRN between the actual refrigerant evaporation temperature TXO of the outdoor heat exchanger 7 and the refrigerant evaporation temperature TXObase (estimated value) of the outdoor heat exchanger 7 when there is no frost formation, and the process proceeds to step S7.
  • this step S7 it is determined whether or not the error LRN is smaller than 0 (zero). Since the error LRN is originally a value based on ⁇ TXO (TXObase ⁇ TXO), the fact that the error LRN is smaller than 0 means that the outdoor heat exchange during the non-frosting period than the actual refrigerant evaporation temperature TXO of the outdoor heat exchanger 7.
  • step S7 the heat pump controller 32 has an error in the estimated value of the refrigerant evaporation temperature TXObase of the outdoor heat exchanger 7 at the time of no frost formation to the side where frost formation is not detected.
  • the value of the error LRN becomes a positive value in step S9
  • the refrigerant of the outdoor heat exchanger 7 at the time of no frost formation corresponds to the error LRN.
  • the evaporation temperature TXObase is raised, and the error LRN is canceled or reduced so as to be extremely small, and becomes equal to or substantially equal to the actual refrigerant evaporation temperature TXO. This is shown in FIG.
  • the broken line L1 indicates the refrigerant evaporation temperature TXObase of the outdoor heat exchanger 7 when there is no frost when offset correction is performed
  • the broken line L2 indicates the outdoor heat exchanger 7 when there is no frost when correction is not performed. Is the refrigerant evaporation temperature TXObase (similar to FIG. 9).
  • FIG. 11 is a transition diagram for determining frost formation of the outdoor heat exchanger 7 by the heat pump controller 32.
  • SS1 is a state before calculation of the offset correction amount
  • SS2 is a state during calculation of the offset correction amount
  • SS3 is a state after calculation of the offset correction amount
  • an offset correction amount is calculated, and the transition from SS2 to SS3 is made when the offset correction amount is determined or timed out. And it returns to SS1 from SS2 or SS3 by the stop of heating mode (frosting determination disapproval). That is, the heat pump controller 32 calculates the offset correction amount every time the heating mode is started (started). As described above, the heat pump controller 32 is based on the environmental condition and / or the index indicating the operation status, the refrigerant evaporation temperature TXObase of the outdoor heat exchanger 7 when no frost is formed, or the outdoor heat exchanger 7 when no frost is formed.
  • the refrigerant evaporation pressure PXObase of the outdoor heat exchanger 7 in the heating mode and the refrigerant evaporation temperature TXObase of the outdoor heat exchanger 7 when no frost is formed, or the outdoor heat exchanger 7 is determined based on the refrigerant evaporation pressure PXO of No. 7 and the refrigerant evaporation pressure PXObase of the outdoor heat exchanger 7 when no frost is formed.
  • the heat pump controller 32 determines that the outdoor heat exchanger 7 has been frosted, the compressor 2 is stopped, or the defrosting operation described above for removing the frost on the outdoor heat exchanger 7 is performed. By executing, it is possible to appropriately protect the equipment and defrost the outdoor heat exchanger 7 to ensure comfort in the vehicle interior.
  • the refrigerant evaporation temperature TXO of the outdoor heat exchanger 7 is lower than the refrigerant evaporation temperature TXObase of the outdoor heat exchanger 7 when no frost is formed, and the difference ⁇ TXO becomes a predetermined value or more.
  • the heat pump controller 32 calculates the difference ⁇ TXO or the difference ⁇ PXO a plurality of times within a predetermined period t5 in the initial stage of startup, and the difference ⁇ PT between the largest difference ⁇ TXOmax and the smallest difference ⁇ TXOmin within the predetermined period t5, or It is determined whether or not the difference ⁇ PP between the largest difference ⁇ PXOmax and the smallest difference ⁇ PXOmin within the predetermined period t5 is within a predetermined value, and a plurality of differences ⁇ TXO within the predetermined period t5 when the difference ⁇ PP is within the predetermined value, or The error LRN is determined based on the plurality of differences ⁇ PXO within the predetermined period t5.
  • the heat pump controller 32 corrects the refrigerant evaporation temperature TXObase of the outdoor heat exchanger 7 when there is no frost due to the error LRN.
  • the error LRN cannot be determined unnecessarily for a long time, and the frost determination of the outdoor heat exchanger 7 is performed. Inconveniences that are not performed can be avoided.
  • FIG. 13 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. Note that 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 switches between the heating mode, the dehumidifying heating mode, the internal cycle mode, the dehumidifying cooling mode, the cooling mode, and the auxiliary heater single mode (the MAX cooling mode is present in this embodiment). do not do).
  • the operation when the heating mode, the dehumidifying and cooling mode, and the cooling mode are selected, the refrigerant flow, and the auxiliary heater single mode are the same as those in the above-described embodiment (embodiment 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 radiator outlet temperature TCI) 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 (enlarges the flow path) / closes (flows a small amount of refrigerant) the heat absorber 9 based on the temperature Te of the heat absorber 9 detected by the heat absorber temperature sensor 48. The inconvenience of freezing due to too low temperature is prevented.
  • (13) Internal cycle mode of the vehicle air conditioner 1 of FIG. 13 In the internal cycle mode, the heat pump controller 32 fully closes the outdoor expansion valve 6 in the dehumidifying and 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 the target heater temperature TCO (target value of the radiator outlet temperature TCI) calculated from the target outlet 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.
  • Radiator pressure PCI high pressure of the refrigerant circuit R
  • the radiator 4 is controlled.
  • Frost determination control of outdoor heat exchanger in the embodiment of FIG. 13 And also in this embodiment, the frost determination of the outdoor heat exchanger 7 is performed in the same manner as (11) described above, and no frost is formed.
  • the dehumidifying heating mode is used to perform offset correction by the error LRN of the refrigerant evaporation temperature TXObase of the outdoor heat exchanger 7 and the refrigerant evaporation pressure PXObase of the outdoor heat exchanger 7 when no frost is formed.
  • the refrigerant evaporates in the outdoor heat exchanger 7 and frost formation occurs. Therefore, in these operation modes, the frost determination and the error LRN offset correction are performed as in the heating mode. Thereby, similarly, the progress of frost formation of the outdoor heat exchanger 7 can be accurately detected.
  • the numerical values shown in the embodiments are not limited thereto, and should be appropriately set according to the apparatus to be applied.
  • 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)
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  • Fuzzy Systems (AREA)
  • Mathematical Physics (AREA)
  • Software Systems (AREA)
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  • General Engineering & Computer Science (AREA)
  • Air-Conditioning For Vehicles (AREA)
PCT/JP2017/037299 2016-11-14 2017-10-10 車両用空気調和装置 WO2018088130A1 (ja)

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JPH10103818A (ja) * 1996-08-08 1998-04-24 Hitachi Ltd 空気調和装置
JP2007198711A (ja) * 2006-01-30 2007-08-09 Daikin Ind Ltd 空気調和装置
JP2011133215A (ja) * 2009-11-25 2011-07-07 Daikin Industries Ltd コンテナ用冷凍装置
JP2014094676A (ja) * 2012-11-09 2014-05-22 Sanden Corp 車両用空気調和装置

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JP3463303B2 (ja) * 1991-12-27 2003-11-05 日産自動車株式会社 車両用ヒートポンプ式冷暖房装置
JP3036519B2 (ja) * 1998-07-27 2000-04-24 ダイキン工業株式会社 冷凍装置
JP2000343934A (ja) * 1999-06-08 2000-12-12 Mitsubishi Heavy Ind Ltd ヒートポンプ式車両用空調装置
JP4075933B2 (ja) * 2006-01-30 2008-04-16 ダイキン工業株式会社 空気調和装置
CN102022872B (zh) * 2010-12-03 2011-12-07 劳特斯空调(江苏)有限公司 智能风冷热泵化霜控制方法
JP6040099B2 (ja) * 2013-05-28 2016-12-07 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
JP6225548B2 (ja) * 2013-08-08 2017-11-08 株式会社富士通ゼネラル 空気調和装置
CN103411290B (zh) * 2013-08-30 2016-04-06 海信（山东）空调有限公司 空调器及其除霜控制方法
JP6223753B2 (ja) * 2013-09-04 2017-11-01 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

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10103818A (ja) * 1996-08-08 1998-04-24 Hitachi Ltd 空気調和装置
JP2007198711A (ja) * 2006-01-30 2007-08-09 Daikin Ind Ltd 空気調和装置
JP2011133215A (ja) * 2009-11-25 2011-07-07 Daikin Industries Ltd コンテナ用冷凍装置
JP2014094676A (ja) * 2012-11-09 2014-05-22 Sanden Corp 車両用空気調和装置

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CN109922977B (zh) 2022-04-15
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JP2018079721A (ja) 2018-05-24
CN109922977A (zh) 2019-06-21

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