WO2018147039A1 - Vehicle air-conditioning device - Google Patents

Abstract

Provided is a vehicle air-conditioning device capable of providing stable air-conditioning control for the passenger compartment even if the ratio of outside air to inside air flowing into an air circulation path is changed. A control device implements a first operation mode in which the refrigerant discharged from a compressor 1 is caused to flow to an external heat exchanger 7 and release heat through the external heat exchanger, the refrigerant from which heat is released is decompressed, and, thereafter, and a heat absorber 9 is made to absorb heat. The control device estimates a heat absorber suction air temperature Tevain, which is the temperature of air flowing into the heat absorber 9, on the basis of the ratio of outside air to inside air adjusted by a suction switching damper 26, and controls the rotational speed of the compressor 2 on the basis of the estimated heat absorber suction air temperature Tevain.

Description

Air conditioner for vehicles

The present invention relates to a vehicle air conditioner that air-conditions the interior of a vehicle, and more particularly to a device that can adjust the ratio of outside air and inside air flowing into an air flow passage.

Hybrid vehicles and electric vehicles have come into widespread use due to the emergence of environmental problems in recent years. As an air conditioner that can be applied to such a vehicle, an electric compressor that compresses and discharges the refrigerant, a heat absorber that is provided in the air flow passage and absorbs the refrigerant, and the heat absorber A heat radiator that dissipates heat from the refrigerant provided in the air flow passage on the downstream side of the air, and an outdoor heat exchanger that dissipates or absorbs heat from the refrigerant provided outside the passenger compartment, and discharges the refrigerant discharged from the compressor In the heating mode in which heat is radiated in the radiator and the refrigerant radiated in the radiator is absorbed in the outdoor heat exchanger, the refrigerant discharged from the compressor is radiated in the radiator, and the radiated refrigerant is absorbed in the heat absorber and the outdoor heat exchanger. A dehumidifying and heating mode, a refrigerant discharged from the compressor to dissipate heat in the radiator and the outdoor heat exchanger, and a dehumidifying and cooling mode in which the dissipated refrigerant absorbs heat in the heat absorber. The discharged refrigerant is radiated in the outdoor heat exchanger, which executes switching the various operating modes such as a cooling mode to heat absorption have been developed in the heat sink (e.g., see Patent Document 1).
In Patent Document 1, a suction switching damper is provided on the air upstream side of the heat absorber, and outside air is introduced into the air flow passage by the suction switching damper (outside air introduction mode) or inside air (air in the vehicle interior) is introduced. Whether or not (inside air circulation mode) is switched, an apparatus capable of adjusting the ratio of outside air and inside air introduced into the air flow passage (air mix chamber) has been developed (for example, see Patent Document 2). .

JP 2014-94673 A Japanese Patent Laid-Open No. 10-166845

Here, since the temperature of the outside air and the temperature of the inside air differ depending on the environmental conditions and the running conditions, if the ratio (ratio) of the outside air to the inside air flowing through the air flow passage changes, the load of the vehicle air conditioner Changes drastically, and overcapacity occurs. In particular, when the outside air introduction and the inside air circulation are switched after the air temperature in the passenger compartment is stabilized, the controllability is also deteriorated because the rotational speed of the compressor is greatly different.
The present invention has been made to solve the conventional technical problem, and performs stable air-conditioning control of the passenger compartment even when the ratio of outside air and inside air flowing into the air flow passage changes. An object of the present invention is to provide a vehicle air conditioner that can perform the above-described operation.

An air conditioner for a vehicle according to a first aspect of the present invention includes a compressor that compresses a refrigerant, an air flow passage through which air supplied to the vehicle interior flows, and air that absorbs heat from the refrigerant and supplies the refrigerant to the vehicle interior. A heat absorber for cooling the vehicle, an outdoor heat exchanger provided outside the vehicle interior, a suction switching damper capable of adjusting the ratio of the outside air flowing into the air flow passage and the inside air which is the air inside the vehicle interior, and a control device. And the control device causes the refrigerant discharged from the compressor to flow through the outdoor heat exchanger, dissipates heat in the outdoor heat exchanger, decompresses the dissipated refrigerant, and then absorbs heat in the heat absorber. The control device executes the operation mode, and the control device estimates the heat sink suction air temperature Tevain, which is the temperature of the air flowing into the heat sink, based on the ratio of the outside air and the inside air adjusted by the suction switching damper. The heat sink suction empty And controlling the rotational speed of the compressor based on the temperature Tevain.
In the vehicle air conditioner according to a second aspect of the present invention, in the above-described invention, the control device performs an F of the target rotational speed of the compressor by feedforward calculation based on at least a target heat absorber temperature TEO that is a target value of the temperature Te of the heat absorber. / F manipulated variable TGNCcff is calculated, F / B manipulated variable TGNCcfb of the target rotational speed of the compressor is calculated by feedback calculation based on the temperature Te of the heat absorber and the target heat absorber temperature TEO, and these F / F manipulated variable TGNCcff and By adding the F / B operation amount TGNCcfb, the target rotation speed TGNCc of the compressor is calculated, and the F / F operation amount TGNCcf is corrected based on the heat sink intake air temperature Tevain.
The air conditioner for a vehicle according to a third aspect of the present invention is provided on the leeward side of the heat absorber with respect to the air flow in the air flow passage in each of the above-described inventions, and dissipates the refrigerant to be supplied from the air flow passage to the vehicle interior. The first operation mode includes a radiator for heating air, and the first operation mode is such that the refrigerant discharged from the compressor flows from the radiator to the outdoor heat exchanger and is radiated by the outdoor heat exchanger, and the radiated refrigerant. After the pressure is reduced, the cooling mode in which the heat is absorbed by the heat absorber and / or the refrigerant discharged from the compressor flows from the radiator to the outdoor heat exchanger to dissipate the heat by the radiator and the outdoor heat exchanger. In the dehumidifying and cooling mode, the refrigerant is decompressed and then absorbed by a heat absorber.
A vehicle air conditioner according to a fourth aspect of the present invention is provided on the leeward side of the heat absorber with respect to the air flow in the air flow passage in each of the above-described inventions, and dissipates the refrigerant to be supplied from the air flow passage to the vehicle interior. A radiator for heating the air, a bypass device for allowing the refrigerant discharged from the compressor to flow directly into the outdoor heat exchanger without flowing to the radiator, and air supplied to the vehicle interior from the air flow passage An auxiliary heating device for heating is provided, and in the first operation mode, the refrigerant discharged from the compressor is radiated by flowing it through the outdoor heat exchanger by the bypass device, and after the decompressed refrigerant is depressurized, The maximum cooling mode to absorb heat and / or the refrigerant discharged from the compressor flows to the outdoor heat exchanger by the bypass device to dissipate the heat, and after the decompressed refrigerant is depressurized, the heat absorber absorbs heat and assists. Addition Wherein the device is a dehumidifying heating mode, thereby heating the.
A vehicle air conditioner according to a fifth aspect of the invention includes a compressor that compresses a refrigerant, an air flow passage through which air to be supplied to the vehicle interior flows, and air that absorbs heat from the refrigerant and supplies the refrigerant to the vehicle interior. And a radiator for heating the air supplied to the vehicle interior from the air flow path by dissipating the refrigerant, provided on the leeward side of the heat sink with respect to the air flow in the air flow path And an outdoor heat exchanger provided outside the vehicle compartment, a suction switching damper capable of adjusting the ratio of the outside air flowing into the air flow passage and the inside air which is the air inside the vehicle compartment, and a control device, A refrigerant discharged from a compressor is caused to flow through a radiator to dissipate heat, and after the decompressed refrigerant is decompressed, a heating mode is performed in which heat is absorbed by an outdoor heat exchanger. Ratio of outside air and inside air adjusted by Based on the estimated heat sink suction air temperature Tevain, which is the temperature of the air flowing into the heat sink, and based on the estimated heat sink suction air temperature Tevain, the required heating capacity TGQ, which is the required heating capacity of the radiator, is calculated. It calculates and controls the rotation speed of a compressor based on this required heating capacity TGQ.
According to a sixth aspect of the present invention, there is provided an air conditioning apparatus for a vehicle according to the present invention, wherein the control device calculates an F / F manipulated variable TGNChff at a target rotational speed of the compressor by a feedforward calculation based on at least the required heating capacity TGQ. The F / B manipulated variable TGNChfb of the target rotational speed of the compressor is calculated by feedback calculation based on the target value and the F / F manipulated variable TGNChff and the F / B manipulated variable TGNChfb are added. The rotational speed TGNCh is calculated.
An air conditioner for a vehicle according to a seventh aspect of the invention includes a compressor for compressing a refrigerant, an air flow passage through which air supplied to the vehicle interior flows, and air supplied to the vehicle interior from the air flow passage by absorbing the heat of the refrigerant. And a radiator for heating the air supplied to the vehicle interior from the air flow path by dissipating the refrigerant, provided on the leeward side of the heat sink with respect to the air flow in the air flow path And an outdoor heat exchanger provided outside the vehicle interior, an outdoor expansion valve for reducing the pressure of the refrigerant flowing into the outdoor heat exchanger, and a series circuit of the outdoor heat exchanger and the outdoor expansion valve. A bypass circuit, an indoor expansion valve that depressurizes the refrigerant flowing into the heat absorber, a suction switching damper that can adjust the ratio of the outside air flowing into the air flow passage and the inside air that is the air in the passenger compartment, and a control device. Refrigerant discharged from the compressor by the control device Dissipate heat with a radiator, divide the radiated refrigerant, partly flow from the bypass circuit to the indoor expansion valve, depressurize with the indoor expansion valve, flow into the heat absorber, and absorb the heat with the heat absorber The remainder is decompressed by the outdoor expansion valve, and then flows into the outdoor heat exchanger, and a dehumidifying heating mode is performed in which heat is absorbed by the outdoor heat exchanger. The control device is adjusted by a suction switching damper. Based on the ratio between the outside air and the inside air, the heat sink suction air temperature Tevain, which is the temperature of the air flowing into the heat sink, is estimated, the valve opening degree of the outdoor expansion valve based on the estimated heat sink suction air temperature Tevain, and / or Alternatively, the number of revolutions of the compressor is controlled.
The vehicle air conditioner according to an eighth aspect of the present invention is the air conditioning apparatus for a vehicle according to the present invention, wherein the control device performs a target valve opening degree of the outdoor expansion valve by feedforward calculation based on at least a target heat absorber temperature TEO that is a target value of the temperature Te of the heat absorber. F / F manipulated variable TGECCVteff is calculated, and F / B manipulated variable TGECCVtefb of the target valve opening degree of the outdoor expansion valve is calculated by feedback calculation based on the temperature Te of the heat absorber and the target heat absorber temperature TEO, and these F / F By adding the operation amount TGECCVteff and the F / B operation amount TGECCVteb, the target valve opening TGECCVte of the outdoor expansion valve is calculated, and at the same time, the target rotational speed F of the compressor is calculated by feedforward calculation based on at least the target heat absorber temperature TEO. / F manipulated variable TGNCcff is calculated, and the heat absorber temperature Te and the target heat absorber temperature T The F / B manipulated variable TGNCcfb of the target rotational speed of the compressor is calculated by feedback calculation based on O, and the target rotational speed TGNCc of the compressor is obtained by adding the F / F manipulated variable TGNCcff and the F / B manipulated variable TGNCcfb. And the F / F manipulated variable TGECCVteff and / or the F / F manipulated variable TGNCcff is corrected based on the heat sink suction air temperature Tevain.
The vehicle air conditioner according to a ninth aspect of the present invention is characterized in that, in each of the above inventions, the control device calculates the heat sink intake air temperature Tevain by a first-order lag calculation based on a ratio of outside air to inside air.

According to the first aspect of the present invention, the compressor for compressing the refrigerant, the air flow passage through which the air supplied to the vehicle interior flows, and the air supplied to the vehicle interior from the air flow passage by absorbing the refrigerant are cooled. A heat exchanger, an outdoor heat exchanger provided outside the vehicle interior, a suction switching damper capable of adjusting the ratio of the outside air flowing into the air flow passage and the inside air which is the air inside the vehicle interior, and a control device. The first operation mode in which the refrigerant discharged from the compressor is caused to flow through the outdoor heat exchanger and radiated by the outdoor heat exchanger, and the radiated refrigerant is decompressed and then absorbed by the heat absorber. In the vehicle air conditioner, the control device estimates the heat sink suction air temperature Tevain, which is the temperature of the air flowing into the heat sink, based on the ratio of the outside air and the inside air adjusted by the suction switching damper. Heat sink suction empty Since the rotation speed of the compressor is controlled on the basis of the temperature Tevain, even when the ratio of the outside air and the inside air flowing into the air flow passage is changed by the suction switching damper, the heat sink suction air temperature based on the ratio Tevain can be estimated and the rotation speed of the compressor can be controlled.
Thus, in the first operation mode in which the heat is absorbed by the heat absorber as in the cooling mode and the dehumidifying cooling mode of the invention of claim 3, and the maximum cooling mode and the dehumidifying heating mode of the invention of claim 4, the outside air and the inside air are Responds quickly to load fluctuations due to changes in the ratio, realizes air-conditioning capacity without excess and deficiency, and successfully converges the cabin temperature to the target value, improving both comfort and energy saving To be able to.
In this case, as in the second aspect of the invention, the control device calculates the F / F manipulated variable TGNCcff of the target rotational speed of the compressor by feedforward calculation based on at least the target heat absorber temperature TEO which is the target value of the heat absorber temperature Te. The F / B manipulated variable TGNCcfb of the target rotational speed of the compressor is calculated by feedback calculation based on the heat absorber temperature Te and the target heat absorber temperature TEO, and these F / F manipulated variable TGNCcff and F / B manipulated variable TGNCcfb When the target rotational speed TGNCc of the compressor is calculated by adding the F / F manipulated variable TGNCcff based on the heat sink suction air temperature Tevain, the ratio of the outside air to the inside air has changed. The cooling / dehumidifying capability of the heat absorber can be accurately controlled in response to the load fluctuation accompanying the change.
According to invention of Claim 5, in order to cool the compressor which compresses a refrigerant | coolant, the air flow path through which the air supplied to a vehicle interior distribute | circulates, and the refrigerant | coolant which absorbs heat and is supplied to a vehicle interior from an air flow path A heat sink, a heat dissipator provided on the lee side of the heat sink with respect to the air flow in the air flow path, for radiating the refrigerant and heating the air supplied from the air flow path to the vehicle interior, and the exterior of the vehicle interior Provided with an outdoor heat exchanger, a suction switching damper capable of adjusting the ratio of the outside air flowing into the air flow passage and the inside air, which is the air in the passenger compartment, and a control device. The control device allows discharge from the compressor. In a vehicle air conditioner that executes a heating mode in which the discharged refrigerant is caused to flow through a radiator to radiate heat, and the radiated refrigerant is decompressed and then absorbed by an outdoor heat exchanger, the control device is adjusted by a suction switching damper Ratio of outside air to inside air Based on the estimated heat sink suction air temperature Tevain, which is the temperature of the air flowing into the heat sink, and based on the estimated heat sink suction air temperature Tevain, the required heating capacity TGQ, which is the required heating capacity of the radiator, is calculated. Since the calculation and the rotation speed of the compressor is controlled based on the required heating capacity TGQ, even when the ratio of the outside air and the inside air flowing into the air flow passage is changed by the suction switching damper, Thus, the heat sink intake air temperature Tevain is estimated, the required heating capacity TGQ is calculated based on the estimated temperature, and the rotational speed of the compressor can be controlled.
As a result, in heating mode, it responds quickly to load fluctuations due to changes in the ratio of outside air to inside air, realizes heating capacity without excess and deficiency, and successfully converges the temperature in the passenger compartment to the target value. It is possible to improve both comfort and energy saving.
In this case, as in the sixth aspect of the invention, the control device calculates the F / F manipulated variable TGNChff of the target rotational speed of the compressor by feedforward calculation based on at least the required heating capacity TGQ, and based on the high pressure and the target value. The F / B operation amount TGNChfb of the target rotation speed of the compressor is calculated by feedback calculation, and the target rotation number TGNCh of the compressor is calculated by adding the F / F operation amount TGNChff and the F / B operation amount TGNChfb. If it does in this way, it will become possible to respond to the load fluctuation accompanying change of the ratio of outside air and inside air quickly, and to control the heating capability by a radiator precisely.
According to the invention of claim 7, the compressor for compressing the refrigerant, the air flow passage through which the air supplied to the vehicle interior flows, and the air supplied to the vehicle interior from the air flow passage by absorbing the refrigerant are cooled. A heat sink, a heat dissipator provided on the lee side of the heat sink with respect to the air flow in the air flow path, for radiating the refrigerant and heating the air supplied from the air flow path to the vehicle interior, and the exterior of the vehicle interior An outdoor heat exchanger provided in the outdoor heat exchanger, an outdoor expansion valve for decompressing the refrigerant flowing into the outdoor heat exchanger, a bypass circuit connected in parallel to the series circuit of the outdoor heat exchanger and the outdoor expansion valve, An indoor expansion valve that depressurizes the refrigerant flowing into the heat absorber, a suction switching damper that can adjust the ratio of the outside air flowing into the air flow passage and the inside air that is the air in the vehicle interior, and a control device. The refrigerant discharged from the compressor is released by a radiator. The refrigerant that has dissipated the heat is diverted, and part of the refrigerant flows from the bypass circuit to the indoor expansion valve. After the pressure is reduced by the indoor expansion valve, the refrigerant flows into the heat absorber and absorbs heat by the heat absorber, and the rest is expanded outdoors. In a vehicle air conditioner that executes a dehumidifying heating mode in which the pressure is reduced by a valve and then flows into an outdoor heat exchanger and heat is absorbed by the outdoor heat exchanger, the control device is configured to control the outside air and the inside air that are adjusted by the suction switching damper. Based on the ratio, the heat sink suction air temperature Tevain, which is the temperature of the air flowing into the heat sink, is estimated, and the valve opening and / or compression of the outdoor expansion valve based on the estimated heat sink suction air temperature Tevain Since the rotation speed of the machine is controlled, even when the ratio of the outside air and the inside air flowing into the air flow passage is changed by the suction switching damper, the heat sink suction air temperature T is changed based on the ratio. Estimating a vain, the valve opening degree of the outdoor expansion valve, and / or, it is possible to control the rotational speed of the compressor.
As a result, in the dehumidifying heating mode, it is possible to quickly cope with a load fluctuation caused by a change in the ratio between the outside air and the inside air, and to realize a dehumidifying capability without excess or deficiency by the heat absorber.
In this case, as in the eighth aspect of the invention, the control device performs the F / F manipulated variable of the target valve opening degree of the outdoor expansion valve by the feedforward calculation based on at least the target heat absorber temperature TEO that is the target value of the heat absorber temperature Te. TGECCVteff is calculated, and F / B manipulated variable TGECCVtefb of the target valve opening of the outdoor expansion valve is calculated by feedback calculation based on the temperature Te of the heat absorber and the target heat absorber temperature TEO. By adding the B operation amount TGECCVtefb, the target valve opening degree TGECCVte of the outdoor expansion valve is calculated, and the F / F operation amount TGNCcff of the target rotation speed of the compressor is calculated by feedforward calculation based on at least the target heat absorber temperature TEO And for feedback calculation based on the endothermic temperature Te and the target endothermic temperature TEO When calculating the target rotational speed TGNCc of the compressor by calculating the F / B manipulated variable TGNCcfb of the target rotational speed of the compressor and adding the F / F manipulated variable TGNCcff and the F / B manipulated variable TGNCcfb. If the F / F manipulated variable TGECCVteff and / or the F / F manipulated variable TGNCcff is corrected based on the heat sink suction air temperature Tevain, the load fluctuation accompanying the change in the ratio between the outside air and the inside air can be quickly achieved. In response to this, it is possible to accurately control the dehumidifying capacity of the heat absorber and to realize comfortable dehumidifying heating.
Here, when the ratio between the outside air and the inside air changes, it takes some time until it is reflected in the heat sink intake air temperature Tevain. That is, even if the ratio between the outside air and the inside air changes, the heat sink intake air temperature Tevain does not change immediately. Therefore, if the control device calculates the heat sink intake air temperature Tevain by the first-order lag calculation based on the ratio of the outside air and the inside air as in the invention of claim 9, it matches the change in the actual heat sink intake air temperature Tevain. Thus, the rotational speed of the compressor and the valve opening degree of the outdoor expansion valve can be controlled.

It is a block diagram of the air conditioning apparatus for vehicles of one Embodiment to which this invention is applied. It is a block diagram of the control apparatus of the air conditioning apparatus for vehicles of FIG. It is a vertical side view of the HVAC unit of the vehicle air conditioner of FIG. FIG. 3 is a control block diagram related to compressor control in a cooling mode or the like by the heat pump controller of FIG. 2. It is a figure explaining the relationship between the inside / outside air ratio and the cooling load in the cooling mode. It is another vertical side view of the HVAC unit of the vehicle air conditioner of FIG. It is a control block diagram regarding the compressor control in the heating mode by the heat pump controller of FIG. It is a figure explaining the relationship between an inside / outside air ratio and the heating load of heating mode. It is a block diagram of the air conditioning apparatus for vehicles of the other Example of this invention. FIG. 10 is a control block diagram related to outdoor expansion valve control in a dehumidifying and heating mode by a heat pump controller in the case of FIG. 9.

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

FIG. 1 shows a configuration diagram of a vehicle air conditioner 1 according to an embodiment of the present invention. A vehicle according to an embodiment to which the present invention is applied is an electric vehicle (EV) in which an engine (internal combustion engine) is not mounted, and travels by driving an electric motor for traveling with electric power charged in a battery. Yes (both not shown), the vehicle air conditioner 1 of the present invention is also driven by the power of the battery. That is, the vehicle air conditioner 1 of the embodiment performs a heating mode by a heat pump operation using a refrigerant circuit in an electric vehicle that cannot be heated by engine waste heat, and further includes a dehumidifying heating mode, a dehumidifying cooling mode, a cooling mode, Each operation mode of the MAX cooling mode (maximum cooling mode) and the auxiliary heater single mode is selectively executed. In this embodiment, the dehumidifying and heating mode, the dehumidifying and cooling mode, the cooling mode, and the MAX cooling mode are the first operation modes in the present application.
The present invention is effective not only for electric vehicles but also for so-called hybrid vehicles that use an engine and an electric motor for traveling, and is also applicable to ordinary vehicles that run on an engine. Needless to say.
The vehicle air conditioner 1 according to the embodiment performs air conditioning (heating, cooling, dehumidification, and ventilation) in a vehicle interior of an electric vehicle, and includes an electric compressor 2 that compresses refrigerant, outside air, and a vehicle. A high-temperature and high-pressure refrigerant discharged from the compressor 2 flows in through the refrigerant pipe 13G and is radiated to dissipate the refrigerant in the air flow passage 3 of the HVAC unit 10 through which indoor air is vented / circulated. A radiator 4 (heater) for heating the air supplied to the room, an outdoor expansion valve 6 (pressure reducing device) composed of an electric valve that decompresses and expands the refrigerant during heating, and a heat radiator provided outside the vehicle compartment and for cooling. An outdoor heat exchanger 7 that performs heat exchange between the refrigerant and the outside air to function as an evaporator during heating, an indoor expansion valve 8 (decompression device) that includes an electric valve that decompresses and expands the refrigerant, and air It is provided in the flow passage 3 and during cooling A heat sink 9 for cooling the air supplying coolant to the vehicle interior by heat absorption when fine dehumidification, the accumulator 12 and the like are sequentially connected by a refrigerant pipe 13, the refrigerant circuit R is formed. In this case, the radiator 4 is arranged on the leeward side (air downstream side) of the heat absorber 9 with respect to the air flow in the air flow passage 3.
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. In addition, the receiver dryer part 14 and the supercooling part 16 structurally constitute a part of the outdoor heat exchanger 7.
The refrigerant pipe 13B between the subcooling section 16 and the indoor expansion valve 8 is provided in a heat exchange relationship with the refrigerant pipe 13C on the outlet side of the heat absorber 9, and constitutes an internal heat exchanger 19 together. Thus, the refrigerant flowing into the indoor expansion valve 8 through the refrigerant pipe 13B is cooled (supercooled) by the low-temperature refrigerant that has exited the heat absorber 9.
Further, the refrigerant pipe 13A exiting from the outdoor heat exchanger 7 is branched into a refrigerant pipe 13D, and this branched refrigerant pipe 13D is downstream of the internal heat exchanger 19 via an electromagnetic valve 21 opened during heating. The refrigerant pipe 13C is connected in communication. The refrigerant pipe 13 </ b> C is connected to the accumulator 12, and the accumulator 12 is connected to the refrigerant suction side of the compressor 2. Further, the refrigerant pipe 13E on the outlet side of the radiator 4 is connected to the inlet side of the outdoor heat exchanger 7 via the outdoor expansion valve 6.
A refrigerant pipe 13G between the discharge side of the compressor 2 and the inlet side of the radiator 4 is provided with a solenoid valve 30 (which constitutes a flow path switching device) that is closed during dehumidification heating and MAX cooling described later. Yes. In this case, the refrigerant pipe 13G is branched into a bypass pipe 35 on the upstream side of the electromagnetic valve 30, and the bypass pipe 35 is opened by the electromagnetic valve 40 (which also constitutes a flow path switching device) during dehumidifying heating and MAX cooling. ) Through the refrigerant pipe 13E on the downstream side of the outdoor expansion valve 6. Bypass pipe 45, solenoid valve 30 and solenoid valve 40 constitute bypass device 45.
Since the bypass device 45 is configured by the bypass pipe 35, the electromagnetic valve 30, and the electromagnetic valve 40, the dehumidifying heating mode or the MAX for allowing the refrigerant discharged from the compressor 2 to directly flow into the outdoor heat exchanger 7 as will be described later. Switching between the cooling mode and the heating mode in which the refrigerant discharged from the compressor 2 flows into the radiator 4, the dehumidifying cooling mode, and the cooling mode can be performed smoothly.
The air flow passage 3 on the air upstream side of the heat absorber 9 is formed with each of the outside air suction port 25A and the inside air suction port 25B, and the outside air, which is air outside the passenger compartment, is formed from the outside air suction port 25A. The inside air that is sucked in and the inside air that is the air in the passenger compartment is sucked from the inside air inlet 25B. Further, a suction switching damper 26 is provided in the air flow passage 3, and outside air and inside air sucked from the suction ports 25 </ b> A and 25 </ b> B are supplied to the air flow passage 3 on the air downstream side of the suction switching damper 26. An indoor blower (blower fan) 27 is provided.
The suction switching damper 26 opens and closes the outside air suction port 25A and the inside air suction port 25B at an arbitrary ratio so that the ratio between the outside air and the inside air flowing into the heat absorber 9 of the air flow passage 3 is between 0 and 100%. It is configured so that it can be adjusted. In the present application, the ratio of the outside air to the inside air adjusted by the suction switching damper 26 is referred to as an inside / outside air ratio RECrate. When this inside / outside air ratio RECrate = 1, the inside air circulation mode is set to 100% inside air and 0% outside air. When the inside / outside air ratio RECrate = 0, the outside air introduction mode is set in which the outside air is 100% and the inside air is 0%. When 0 <inside / outside air ratio RECrate <1, the inside / outside air intermediate position is 0% <inside air <100% and 100%> outside air> 0%. That is, in the present application, the inside / outside air ratio RECrate means the ratio of the inside air in the air flowing into the heat absorber 9 of the air flow passage 3.
The suction switching damper 26 is controlled by an air conditioning controller 20 described later, and the inside air circulation mode, the outside air introduction mode, and the inside / outside air intermediate position are selected by an auto mode described later or a manual operation (manual mode) to the air conditioning operation unit 53. . In this case, the internal air circulation mode is selected when the cooling load during cooling down is large, or when an outside air odor such as a city area is anxious, and the defroster switch ( The outside air introduction mode is selected in conjunction with the air conditioning operation unit 53 (to be described later). In addition, the inside / outside air intermediate position is selected when both reducing the heating load during heating and preventing window fogging.
Moreover, in FIG. 1, 23 is an auxiliary heater as an auxiliary heating device provided in the vehicle air conditioner 1 of the embodiment. The auxiliary heater 23 of the embodiment is composed of a PTC heater (electric heater), and is located on the windward side (upstream side of the air) of the radiator 4 with respect to the air flow of the airflow passage 3 and the heat absorber 9. It is provided in the air flow passage 3 on the leeward side (air downstream side). When the auxiliary heater 23 is energized and generates heat, the air in the air flow passage 3 before flowing into the radiator 4 through the heat absorber 9 is heated. In other words, the auxiliary heater 23 serves as a so-called heater core, which heats or complements the passenger compartment.
Here, the air flow passage 3 on the leeward side (air downstream side) from the heat absorber 9 of the HVAC unit 10 is partitioned by a partition wall 10A, and a heating heat exchange passage 3A and a bypass passage 3B that bypasses it are formed. The radiator 4 and the auxiliary heater 23 described above are disposed in the heating heat exchange passage 3A.
Further, the air (inside air or outside air) in the air flow passage 3 after flowing into the air flow passage 3 and passing through the heat absorber 9 is supplemented into the air flow passage 3 on the windward side of the auxiliary heater 23. Air mix dampers 28Dr and 28As are provided for adjusting the rate of ventilation through the heating heat exchange passage 3A in which the heater 23 and the radiator 4 are disposed.
Further, the HVAC unit 10 on the leeward side of the radiator 4 is formed with FOOT (foot) outlets 29A, VENT (vent) outlets 29B, and DEF (def) outlets 29C. The FOOT air outlet 29A is an air outlet for blowing air under the feet in the passenger compartment, and is at the lowest position. Further, the VENT outlet 29B is an outlet for blowing out air near the driver's chest and face in the passenger compartment, and is located above the FOOT outlet 29A. The DEF air outlet 29C is an air outlet for blowing air to the inner surface of the windshield of the vehicle, and is located at the highest position above the other air outlets 29A and 29B.
The FOOT air outlet 29A, the VENT air outlet 29B, and the DEF air outlet 29C are respectively provided with a FOOT air outlet damper 31A, a VENT air outlet damper 31B, and a DEF air outlet damper 31C that control the amount of air blown out. It has been.
In the vehicle air conditioner 1 of the embodiment, independent left and right air-conditioning control can be performed at the driver's seat and the passenger seat of the vehicle, and the inside of the air flow passage 3 provided with the radiator 4 and the auxiliary heater 23 is provided. It is divided into left and right by a partition plate (not shown). The air mix damper 28Dr described above is an air mix damper for the driver's seat (right) and is provided in the right air flow passage 3, and the air mix damper 28As is an air mix damper for the passenger seat (left). The left air flow passage 3 is provided. The FOOT air outlet damper 31A, the VENT air outlet damper 31B, and the air outlet of the DEF air outlet damper 31C are also divided by the partition plates for the driver seat (for right) and the passenger seat (for left). It is assumed that the air flow passages 3 are provided respectively. Thus, the driver seat and passenger seat identical air conditioning control (right and left air conditioning control) and driver seat and passenger seat independent air conditioning control (right and left independent air conditioning control) can be executed.
In other words, when the air conditioning control unit 53 (to be described later) sets the same air conditioning control for the driver's seat and front passenger seat (right and left air conditioning control), the air mix damper 28Dr and the air mix damper 28As perform the same operation, The air outlet dampers 31A to 31C for the passenger and passenger seats perform the same operation. On the other hand, when the driver / passenger seat independent air-conditioning control (left and right independent air-conditioning control) is selected, the air mix damper 28Dr and the air mix damper 28As operate independently, and the air outlet dampers 31A for the driver seat and the passenger seat are used. ~ 31C will also operate independently.
Next, FIG. 2 shows a block diagram of the control device 11 of the vehicle air conditioner 1 of the embodiment. The control device 11 includes an air-conditioning controller 20 and a heat pump controller 32 each of which is a microcomputer that is an example of a computer including a processor, and these include a CAN (Controller Area Network) and a LIN (Local Interconnect Network). Is connected to a vehicle communication bus 65. The compressor 2 and the auxiliary heater 23 are also connected to the vehicle communication bus 65, and the air conditioning controller 20, the heat pump controller 32, the compressor 2 and the auxiliary heater 23 are configured to transmit and receive data via the vehicle communication bus 65. Has been.
The air conditioning controller 20 is a host controller that controls the vehicle interior air conditioning of the vehicle, and an input of the air conditioning controller 20 includes an outside air temperature sensor 33 that detects an outside air temperature Tam (temperature of air outside the vehicle interior) and the vehicle. An outside air humidity sensor 34 for detecting outside air humidity, an inside air temperature sensor 37 for detecting the temperature (inside air temperature Tin) of the air inside the vehicle (inside air), an inside air humidity sensor 38 for detecting the humidity of the air inside the vehicle interior, Indoor CO that detects the carbon dioxide concentration in the passenger compartment ₂ Concentration sensor 39, blowing temperature sensor 41 for detecting the temperature of the air blown into the vehicle interior, discharge pressure sensor 42 for detecting the refrigerant discharge pressure (discharge pressure Pd) of the compressor 2, and the amount of solar radiation into the vehicle interior For example, a photosensor-type solar radiation sensor 51, a vehicle speed sensor 52 for detecting the moving speed (vehicle speed) of the vehicle, and an air conditioner (air conditioner) for setting the set temperature and operation mode. ) The operation unit 53 is connected.
The output of the air conditioning controller 20 is connected to an outdoor fan 15, an indoor fan (blower fan) 27, a suction switching damper 26, air mix dampers 28Dr and 28As, and air outlet dampers 31A to 31C. Is controlled by the air conditioning 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, and a 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. An endothermic pressure sensor 49 for detecting the temperature of the refrigerant at the outlet of the outdoor heat exchanger 7 (outdoor heat exchanger temperature TXO), and an outdoor heat exchanger temperature sensor 54 for detecting the refrigerant temperature at the outlet of the outdoor heat exchanger 7. Each output of the outdoor heat exchanger pressure sensor 56 for detecting the refrigerant pressure in the mouth (the outdoor heat exchanger pressure PXO) is connected.
Further, the outputs of the auxiliary heater temperature sensors 50Dr and 50As as a plurality of temperature sensors for detecting the temperature of the auxiliary heater 23 (auxiliary heater temperature Tptc) are also connected to the input of the heat pump controller 32. In this case, the auxiliary heater temperature sensor 50Dr detects the temperature of the auxiliary heater 23 on the right side (driver's seat side) partitioned by the partition plate, and the auxiliary heater temperature sensor 50As supports the left side (passenger seat side). It is attached so that the temperature of the heater 23 can be detected.
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. In the embodiment in this case, the outside air temperature sensor 33, the discharge pressure sensor 42, the vehicle speed sensor 52, the actual volume air volume Ga of the air flowing into the air flow passage 3 (actual system air volume, calculated by the air conditioning controller 20), the air mix damper Air volume ratios SWDr and SWAs by 28Dr and 28As (calculated by the air conditioning controller 20), the inside / outside air ratio RECrate (adjusted by the air conditioning controller 20), and the output of the air conditioning operation unit 53 from the air conditioning controller 20 via the vehicle communication bus 65 32, and by the heat pump controller 32 It is configured to be subjected your on.
Next, the operation of the vehicle air conditioner 1 having the above-described configuration will be described. In this embodiment, the control device 11 (the air conditioning controller 20 and the heat pump controller 32) has each operation mode of heating mode, dehumidifying heating mode, dehumidifying cooling mode, cooling mode, MAX cooling mode (maximum cooling mode), and auxiliary heater single mode. Switch and execute. First, an outline of refrigerant flow and control in each operation mode will be described.
(1) Heating mode
When the heating mode is selected by the heat pump controller 32 (auto mode) or by manual operation to the air conditioning operation unit 53 (manual mode), 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 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 dampers 28Dr and 28As basically exchange all the air in the air flow passage 3 blown from the indoor blower 27 and passed through the heat absorber 9 for heating. Although the state is such that the auxiliary heater 23 and the radiator 4 in the passage 3A are ventilated, the air volume may be adjusted.
As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 from the refrigerant pipe 13G via the electromagnetic valve 30. Since the air in the airflow passage 3 is passed through the radiator 4, the air in the airflow passage 3 is converted into the high-temperature refrigerant in the radiator 4 (when the auxiliary heater 23 operates, the auxiliary heater 23 and the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by being deprived of heat by the air, and is condensed and liquefied.
The refrigerant liquefied in the radiator 4 exits the radiator 4 and then reaches the outdoor expansion valve 6 through the refrigerant pipe 13E. The refrigerant flowing into the outdoor expansion valve 6 is decompressed there and then flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates, and pumps up heat from the outside air that is ventilated by traveling or by the outdoor blower 15. That is, the refrigerant circuit R becomes a heat pump. Then, the low-temperature refrigerant exiting the outdoor heat exchanger 7 enters the accumulator 12 from the refrigerant pipe 13C through the refrigerant pipe 13A, the electromagnetic valve 21 and the refrigerant pipe 13D, and is separated into gas and liquid there. Repeated circulation inhaled. The air heated by the radiator 4 (when the auxiliary heater 23 is operated, the auxiliary heater 23 and the radiator 4) is blown out from the outlets 29A to 29C, so that the vehicle interior is heated. become.
The heat pump controller 32 calculates the target radiator pressure PCO (target value of the radiator pressure PCI) from the target heater temperature TCO (target value of the 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. Further, 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. And the supercooling degree SC of the refrigerant at the outlet of the radiator 4 is controlled to the target supercooling degree TGSC which is the target value.
Further, in this heating mode, when the heating capability by the radiator 4 is insufficient with respect to the heating capability required for vehicle interior air conditioning (required heating capability TGQ), the heat pump controller 32 uses the auxiliary heater 23 for the shortage. The energization of the auxiliary heater 23 is controlled so as to complement the heat generation. Thereby, comfortable vehicle interior heating is realized and frost formation of the outdoor heat exchanger 7 is also suppressed. In the embodiment, since the auxiliary heater 23 is arranged on the upstream side of the air of the radiator 4, the air flowing through the air flow passage 3 is vented to the auxiliary heater 23 before the radiator 4.
In this case, in the embodiment, the heat pump controller 32 controls the energization of the auxiliary heater 23 using the average value of the detection value TptcDr of the auxiliary heater temperature sensor 50Dr and the detection value TptcAs of the auxiliary heater temperature sensor 50As as the auxiliary heater temperature Tptc.
(2) Dehumidification heating mode
Next, in the dehumidifying heating mode, the heat pump controller 32 opens the electromagnetic valve 17 and closes the electromagnetic valve 21. Further, the electromagnetic valve 30 is closed, the electromagnetic valve 40 is opened, and the valve opening degree of the outdoor expansion valve 6 is fully closed. Then, the compressor 2 is operated. The air-conditioning controller 20 operates each of the blowers 15 and 27, and the air mix dampers 28Dr and 28As basically exchange all the air in the air flow passage 3 blown from the indoor blower 27 and passed through the heat absorber 9 for heating. Although the state is such that the auxiliary heater 23 and the radiator 4 in the passage 3A are ventilated, the air volume is also adjusted.
Accordingly, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 to the refrigerant pipe 13G flows into the bypass pipe 35 without going to the radiator 4, passes through the electromagnetic valve 40, and is connected to the refrigerant pipe on the downstream side of the outdoor expansion valve 6. 13E. At this time, since the outdoor expansion valve 6 is fully closed, the refrigerant flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 is cooled and condensed by running there or by the outside air ventilated by the outdoor blower 15. The refrigerant that has exited the outdoor heat exchanger 7 sequentially flows from the refrigerant pipe 13 </ 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 blown out from the indoor blower 27 by the heat absorption action at this time is cooled, and moisture in the air condenses and adheres to the heat absorber 9, so that the air in the air flow passage 3 is cooled, and Dehumidified. The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 through the refrigerant pipe 13C through the internal heat exchanger 19, and repeats circulation that is sucked into the compressor 2 there through.
At this time, since the valve opening degree of the outdoor expansion valve 6 is fully closed, it is possible to suppress or prevent inconvenience that the refrigerant discharged from the compressor 2 flows backward from the outdoor expansion valve 6 into the radiator 4. It becomes. Thereby, the fall of a refrigerant | coolant circulation amount can be suppressed or eliminated and air-conditioning capability can be ensured now. Further, in this dehumidifying and heating mode, the heat pump controller 32 energizes the auxiliary heater 23 to generate heat. As a result, the air cooled and dehumidified by the heat absorber 9 is further heated in the process of passing through the auxiliary heater 23 and the temperature rises, so that the dehumidifying heating in the passenger compartment is performed.
The heat pump controller 32 is a compressor based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and a target heat absorber temperature TEO that is a target value of the heat absorber temperature Te calculated by the air conditioning controller 20. 2, the average value of the detected value TptcDr of the auxiliary heater temperature sensor 50Dr and the detected value TptcAs of the auxiliary heater temperature sensor 50As is set as the auxiliary heater temperature Tptc, and the auxiliary heater temperature Tptc and the target heater temperature TCO By controlling energization (heating by heat generation) of the auxiliary heater 23 based on (in this case, the target value of the auxiliary heater temperature Tptc), the air is appropriately cooled and dehumidified in the heat absorber 9 while assisting. Accurately lowering the temperature of the air blown from the outlets 29A to 29C into the passenger compartment by heating with the heater 23 To prevent. As a result, it is possible to control the temperature to an appropriate heating temperature while dehumidifying the air blown into the vehicle interior, and it is possible to realize comfortable and efficient dehumidification heating in the vehicle interior.
In addition, since the auxiliary heater 23 is disposed on the air upstream side of the radiator 4, the air heated by the auxiliary heater 23 passes through the radiator 4. In this dehumidifying heating mode, the refrigerant is supplied to the radiator 4. Therefore, the disadvantage that the radiator 4 absorbs heat from the air heated by the auxiliary heater 23 is also eliminated. That is, the temperature of the air blown out into the vehicle compartment by the radiator 4 is suppressed, and the COP is improved.
(3) Dehumidifying and cooling mode
Next, in the dehumidifying and cooling mode, the heat pump controller 32 opens the electromagnetic valve 17 and closes the electromagnetic valve 21. Further, the electromagnetic valve 30 is opened and the electromagnetic valve 40 is closed. Then, the compressor 2 is operated. The air-conditioning controller 20 operates each of the blowers 15 and 27, and the air mix dampers 28Dr and 28As basically exchange all the air in the air flow passage 3 blown from the indoor blower 27 and passed through the heat absorber 9 for heating. Although the state is such that the auxiliary heater 23 and the radiator 4 in the passage 3A are ventilated, the air volume is also adjusted.
As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 from the refrigerant pipe 13G via the electromagnetic valve 30. Since the air in the air flow passage 3 is passed through the radiator 4, the air in the air flow passage 3 is heated by the high-temperature refrigerant in the radiator 4, while the refrigerant in the radiator 4 heats the air. It is deprived and cooled, and condensates.
The refrigerant that has exited the radiator 4 reaches the outdoor expansion valve 6 through the refrigerant pipe 13E, and flows into the outdoor heat exchanger 7 through the outdoor expansion valve 6 that is controlled to open. The refrigerant flowing into the outdoor heat exchanger 7 is cooled and condensed by running there or by the outside air ventilated by the outdoor blower 15. The refrigerant that has exited the outdoor heat exchanger 7 sequentially flows from the refrigerant pipe 13 </ 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. Since the moisture in the air blown out from the indoor blower 27 by the heat absorption action at this time condenses and adheres to the heat absorber 9, the air is cooled and dehumidified.
The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 through the refrigerant pipe 13C through the internal heat exchanger 19, and repeats circulation that is sucked into the compressor 2 there through. In this dehumidifying and cooling mode, the heat pump controller 32 does not energize the auxiliary heater 23, so that the air that has been cooled and dehumidified by the heat absorber 9 is reheated in the process of passing through the radiator 4 (the heat dissipation capability is lower than that during heating). Is done. As a result, dehumidifying and cooling in the passenger compartment is performed.
The heat pump controller 32 determines the temperature of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO (transmitted from the air conditioning controller 20) that is the target value. The rotational speed NC is controlled. The heat pump controller 32 calculates the target radiator pressure PCO from the target heater temperature TCO described above, and the target radiator pressure PCO and the refrigerant pressure (radiator pressure PCI) of the radiator 4 detected by the radiator pressure sensor 47. Based on the high pressure of the refrigerant circuit R), the valve opening degree of the outdoor expansion valve 6 is controlled, and heating by the radiator 4 is controlled.
(4) Cooling mode
Next, in the cooling mode, the heat pump controller 32 fully opens the opening degree of the outdoor expansion valve 6 in the dehumidifying and cooling mode. Then, the compressor 2 is operated and the auxiliary heater 23 is not energized. The air conditioning controller 20 operates each of the blowers 15 and 27, and the air mix dampers 28Dr and 28As of the air flow passage 3 blown out from the indoor blower 27 and passed through the heat absorber 9 are used to assist the heating heat exchange passage 3A. The ratio of the ventilation through the heater 23 and the radiator 4 is adjusted.
As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 from the refrigerant pipe 13G via the electromagnetic valve 30, and the refrigerant exiting the radiator 4 passes through the refrigerant pipe 13E and the outdoor expansion valve 6. To. At this time, since the outdoor expansion valve 6 is fully opened, the refrigerant passes through it and flows into the outdoor heat exchanger 7 as it is, where it is cooled by air or by outside air that is ventilated by the outdoor blower 15 and condensed. Liquefaction. The refrigerant that has exited the outdoor heat exchanger 7 sequentially flows from the refrigerant pipe 13 </ 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 blown out from the indoor blower 27 by the heat absorption action at this time is cooled. Further, moisture in the air condenses and adheres to the heat absorber 9.
The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 through the refrigerant pipe 13C through the internal heat exchanger 19, and repeats circulation that is sucked into the compressor 2 there through. Air that has been cooled and dehumidified by the heat absorber 9 is blown into the vehicle interior from each of the air outlets 29A to 29C (partly passes through the radiator 4 to exchange heat), thereby cooling the vehicle interior. Will be done. Further, in this cooling mode, the heat pump controller 32 uses the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the above-described target heat absorber temperature TEO which is the target value of the compressor 2. The number of revolutions NC is controlled.
(5) MAX cooling mode (maximum cooling mode)
Next, in the MAX cooling mode as the maximum cooling mode, the heat pump controller 32 opens the electromagnetic valve 17 and closes the electromagnetic valve 21. Further, the electromagnetic valve 30 is closed, the electromagnetic valve 40 is opened, and the valve opening degree of the outdoor expansion valve 6 is fully closed. Then, the compressor 2 is operated and the auxiliary heater 23 is not energized. The air conditioning controller 20 operates each of the blowers 15 and 27, and the air mix dampers 28Dr and 28As of the air flow passage 3 blown out of the indoor blower 27 and passed through the heat absorber 9 are supplied to the heating heat exchange passage 3A. It is set as the state which adjusts the ratio ventilated by the auxiliary heater 23 and the heat radiator 4. FIG.
Accordingly, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 to the refrigerant pipe 13G flows into the bypass pipe 35 without going to the radiator 4, passes through the electromagnetic valve 40, and is connected to the refrigerant pipe on the downstream side of the outdoor expansion valve 6. 13E. At this time, since the outdoor expansion valve 6 is fully closed, the refrigerant flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 is cooled and condensed by running there or by the outside air ventilated by the outdoor blower 15. The refrigerant that has exited the outdoor heat exchanger 7 sequentially flows from the refrigerant pipe 13 </ 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 blown out from the indoor blower 27 by the heat absorption action at this time is cooled. In addition, since moisture in the air condenses and adheres to the heat absorber 9, the air in the air flow passage 3 is dehumidified. The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 through the refrigerant pipe 13C through the internal heat exchanger 19, and repeats circulation that is sucked into the compressor 2 there through. At this time, since the outdoor expansion valve 6 is fully closed, similarly, it is possible to suppress or prevent the disadvantage that the refrigerant discharged from the compressor 2 flows backward from the outdoor expansion valve 6 into the radiator 4. . Thereby, the fall of a refrigerant | coolant circulation amount can be suppressed or eliminated and air-conditioning capability can be ensured now.
Here, since the high-temperature refrigerant flows through the radiator 4 in the cooling mode described above, direct heat conduction from the radiator 4 to the HVAC unit 10 occurs not a little, but in this MAX cooling mode, the refrigerant flows into the radiator 4. Therefore, the air in the air flow passage 3 from the heat absorber 9 is not heated by the heat transmitted from the radiator 4 to the HVAC unit 10. Therefore, powerful cooling of the passenger compartment is performed, and particularly in an environment where the outside air temperature Tam is high, the passenger compartment can be quickly cooled to realize comfortable air conditioning in the passenger compartment. Also in this MAX cooling mode, the heat pump controller 32 is also connected to the compressor based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO, which is the target value. 2 is controlled.
(6) Auxiliary heater single mode
Note that the control device 11 of the embodiment stops the compressor 2 and the outdoor blower 15 of the refrigerant circuit R and energizes the auxiliary heater 23 when, for example, excessive frost formation occurs in the outdoor heat exchanger 7. The auxiliary heater single mode for heating the passenger compartment with only 23 is provided. Also in this case, the heat pump controller 32 sets the average value of the detected value TptcDr of the auxiliary heater temperature sensor 50Dr and the detected value TptcAs of the auxiliary heater temperature sensor 50As as the auxiliary heater temperature Tptc, and the auxiliary heater temperature Tptc and the above-described target heater temperature TCO. Based on the above, the energization (heat generation) of the auxiliary heater 23 is controlled.
The air conditioning controller 20 operates the indoor blower 27, and the air mix dampers 28Dr and 28As vent the air in the air flow passage 3 blown out from the indoor blower 27 to the auxiliary heater 23 of the heating heat exchange passage 3A. Adjust the air volume. Since the air heated by the auxiliary heater 23 is blown into the vehicle interior from each of the air outlets 29A to 29C, the vehicle interior is thereby heated.
(7) Switching operation mode
The air conditioning controller 20 calculates the target blowing temperature TAO described above from the following formula (I). This target blowing temperature TAO is a target value of the temperature of the air blown into the passenger compartment.
TAO = (Tset−Tin) × K + Tbal (f (Tset, SUN, Tam))
.. (I)
Here, Tset is the set temperature in the passenger compartment set by the air conditioning operation unit 53, Tin is the inside air temperature detected by the inside air temperature sensor 37, K is a coefficient, Tbal is the set temperature Tset, and the amount of solar radiation detected by the solar radiation sensor 51. SUN is a balance value calculated from the outside air temperature Tam detected by the outside air temperature sensor 33. And generally this target blowing temperature TAO is so high that the outside temperature Tam is low, and it falls as the outside temperature Tam rises.
When the heat pump controller 32 is activated, the heat pump controller 32 determines which one of the above operation modes based on the outside air temperature Tam (detected by the outside air temperature sensor 33) transmitted from the air conditioning controller 20 via the vehicle communication bus 65 and the target outlet temperature TAO. The operation mode is selected and each operation mode is transmitted to the air conditioning controller 20 via the vehicle communication bus 65. In addition, after startup, the outside air temperature Tam, the humidity in the 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, By switching each operation mode based on parameters such as the target heat absorber temperature TEO and whether or not there is a dehumidification request in the passenger compartment, the heating mode, dehumidification heating mode, and dehumidification are accurately performed according to the environmental conditions and necessity of dehumidification. The cooling mode, the cooling mode, the MAX cooling mode, and the auxiliary heater single mode are switched to control the temperature of the air blown into the vehicle interior to the target blowing temperature TAO, thereby realizing comfortable and efficient vehicle interior air conditioning.
Here, the heating temperature TH is the temperature of the leeward air of the radiator 4 and is estimated by the heat pump controller 32 from the first-order lag calculation formula (II) shown below.
TH = (INTL1 × TH0 + Tau1 × THz) / (Tau1 + INTL1)
.. (II)
Here, INTL1 is a calculation cycle (constant), Tau1 is a time constant of a first-order lag, TH0 is a steady value of the heating temperature TH in a steady state before the first-order lag calculation, and THz is a previous value of the heating temperature TH. By estimating the heating temperature TH in this way, there is no need to provide a special temperature sensor. Further, the heat pump controller 32 changes the time constant Tau1 and the steady value TH0 according to the operation mode described above, thereby changing the above-described estimation formula (II) 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.
(8) Control of the compressor 2 in the cooling mode, the dehumidifying cooling mode, the dehumidifying heating mode, and the MAX cooling mode using the inside / outside air ratio RECrate
Next, the compressor 2 in each operation mode (first operation mode) of the cooling mode, the dehumidifying cooling mode, the dehumidifying heating mode, and the MAX cooling mode using the inside / outside air ratio RECrate described above with reference to FIGS. The control will be described in detail. 3 is a longitudinal side view of the HVAC unit 10, FIG. 4 is a control block diagram regarding compressor control in the cooling mode, the dehumidifying cooling mode, the dehumidifying heating mode, and the MAX cooling mode by the heat pump controller 32, and FIG. 5 is the inside / outside air ratio RECrate and the cooling. It is a figure explaining the relationship with the cooling load of a mode.
When the ratio of the outside air to the inside air flowing through the air flow passage 3 (inside / outside air ratio RECrate) changes, the temperature of the air flowing into the heat absorber 9 (heat absorber intake air temperature Tevain) changes. The cooling load of the harmony device 1 changes greatly, and excessive or insufficient capacity occurs. Therefore, the heat pump controller 32 calculates and estimates the heat sink intake air temperature Tevain using the following formulas (III) and (IV) based on the inside / outside air ratio RECrate as will be described later.
Tevain = (INTL2 × Tevain0 + Tau2 × Tevainz) / (Tau2 + INTL2)
.. (III)
Tevain0 = Tam × (1-RECrate) + Tin × RECrate
.. (IV)
Here, INTL2 is the calculation cycle (constant), Tau2 is the time constant of the first-order lag, Tevain0 is the steady-state value of the heat sink intake air temperature Tevain in the steady state before the first-order lag calculation, and Tevainz is the previous value of the heat sink intake air temperature Tevain. It is. Tam is the outside air temperature and Tin is the inside air temperature. For example, under the conditions where the outside air temperature Tam is + 40 ° C. and the inside air temperature Tin is + 25 ° C., when the inside / outside air ratio RECrate is 0 (outside air introduction mode) as shown in the uppermost part of FIG. 5, the heat sink intake air temperature Tevain is finally + 40 ° C, and the cooling load increases. Further, under the same conditions, when the inside / outside air ratio RECrate is 1 (inside air circulation mode) as shown in the lowermost stage of FIG. 5, the heat sink intake air temperature Tevain finally becomes + 25 ° C., and the cooling load becomes small. Further, under the same conditions, when the inside / outside air ratio RECrate is 0.5 (inside / outside air intermediate position) as shown in the middle of FIG. 5, the heat sink intake air temperature Tevain finally becomes + 32.5 ° C., and the cooling load is moderate. (This also applies to the first operation mode other than the cooling mode). Therefore, especially when the inside / outside air ratio RECrate changes after the inside air temperature Tin (the temperature of the air inside the vehicle interior) has stabilized, the rotational speed NC of the compressor 2 changes greatly, so that the heat pump controller 32 draws in the heat absorber. Control for correcting the rotational speed NC of the compressor 2 based on the air temperature Tevain is executed.
Specific control will be described with reference to the block diagram of FIG. The F / F (feed forward) manipulated variable calculation unit 63 of the heat pump controller 32 includes an outside air temperature Tam, a volumetric air volume Ga of air flowing into the air flow passage 3, and a pressure of the radiator 4 (radiator pressure PCI, high pressure). F / F manipulated variable TGNCcff0 of the target rotational speed of the compressor based on the target radiator pressure PCO that is the target value of the compressor and the target heat absorber temperature TEO that is the target value of the heat absorber temperature Te (sent from the air conditioning controller 20) Is calculated.
Here, an example of the formula of the feedforward calculation performed by the F / F manipulated variable calculation unit 63 is shown in (V) below. That is,
・ Cooling mode
TGNCcff0 = K1 × Tam + K2 × Ga + K3 × TEO + K4
・ In dehumidifying and cooling mode
TGNCcff0 = K5 × Tam + K6 × Ga + K7 × TEO + K8 × PCO + K9
・ In the case of dehumidifying heating mode / MAX cooling mode
TGNCcff0 = K10 × Tam + K11 × Ga + K12 × TEO + K13
.. (V)
K1 to K3, K5 to K8, and K10 to K12 are coefficients, and K4, K9, and K13 are constants.
The correction value calculation unit 71 of the heat pump controller 32 calculates the heat absorber intake air temperature Tevain from the outside air temperature Tam, the inside air temperature Tin, and the inside / outside air ratio RECrate using the above formulas (III) and (IV), and this heat absorber. Based on the intake air temperature Tevain, a correction value TGNCcffHos is calculated using the following formula (VI).
TGNCcffHos = K14 × Tevain (VI)
Here, K14 is a coefficient for converting the temperature into the rotational speed.
Then, the F / F manipulated variable TGNCcff0 calculated by the F / F manipulated variable calculator 63 and the correction value TGNCcffHos calculated by the correction value calculator 71 are added by the adder 72, and finally the F / F manipulated variable TGNCcff (TGNCcff) = TGNCcff0 + TGNCcffHos). That is, the F / F operation amount TGNCcff0 calculated by the F / F operation amount calculation unit 63 is corrected by the correction value TGNCcffHos and determined as the F / F operation amount TGNCcff.
Here, the correction value TGNCcffHos increases as the heat sink intake air temperature Tevain increases, that is, as the inside / outside air ratio RECrate approaches 0 and the cooling load increases as described with reference to FIG. 5, and the F / F manipulated variable TGNCcff Is corrected in the direction of increasing.
Further, the F / B (feedback) manipulated variable calculating unit 64 calculates the F / B manipulated variable TGNCcfb of the compressor target rotational speed based on the target heat absorber temperature TEO and the heat absorber temperature Te. Then, the F / F manipulated variable TGNCcff determined by the adder 72 and the F / B manipulated variable TGNCcfb calculated by the F / B manipulated variable calculating unit 64 are added by the adder 66, and the control setting upper limit value is obtained by the limit setting unit 67. And the control lower limit value is set, and then determined as the compressor target rotational speed TGNCc.
In the cooling mode, the dehumidifying cooling mode, the dehumidifying heating mode, and the MAX cooling mode, the heat pump controller 32 controls the rotational speed NC of the compressor 2 based on the compressor target rotational speed TGNCc, so that the heat sink intake air temperature Tevain is The higher the value, the higher the rotational speed NC of the compressor 2 is corrected, and the cooling / dehumidifying capacity of the heat absorber 9 also increases. In particular, since the F / F manipulated variable TGNCcff is corrected, it is possible to quickly follow the change in the heat sink intake air temperature Tevain.
Thus, the heat pump controller 32 is adjusted by the suction switching damper 26 in the cooling mode in which the refrigerant flows through the heat absorber 9, the dehumidifying cooling mode, the dehumidifying heating mode, and the MAX cooling mode (all are the first operation mode). Based on the inside / outside air ratio RECrate, the heat sink suction air temperature Tevain flowing into the heat sink 9 is estimated, and the rotation speed of the compressor 2 is controlled based on the estimated heat sink suction air temperature Tevain. Even when the ratio between the outside air and the inside air flowing into the air flow passage 3 changes, the heat sink suction air temperature Tevain is estimated based on the inside / outside air ratio RECrate, and the rotational speed NC of the compressor 2 can be controlled. become.
As a result, it quickly responds to fluctuations in the cooling load due to the change in the ratio of outside air to inside air, realizes an air conditioning capacity without excess and deficiency, and converges the temperature in the passenger compartment well to the target value, Both comfort and energy saving can be improved.
In this case, in the embodiment, the heat pump controller 32 calculates the F / F manipulated variable TGNCcff of the target rotational speed of the compressor 2 by feedforward calculation based on at least the target heat absorber temperature TEO that is the target value of the heat absorber temperature Te, The feedback operation based on the heat absorber temperature Te and the target heat absorber temperature TEO is used to calculate the F / B manipulated variable TGNCcfb of the target rotational speed of the compressor 2, and the F / F manipulated variable TGNCcff and the F / B manipulated variable TGNCcfb are added. Thus, the target rotational speed TGNCc of the compressor 2 is calculated, and the F / F manipulated variable TGNCcff is corrected based on the heat sink suction air temperature Tevain. Therefore, the cooling load caused by the change in the inside / outside air ratio RECrate Responding quickly to fluctuations, the cooling / dehumidifying capacity of the heat sink 9 can be accurately controlled. So as to.
Here, when the ratio between the outside air and the inside air changes, it takes some time until it is reflected in the heat sink intake air temperature Tevain. That is, even if the ratio between the outside air and the inside air changes, the heat sink suction air temperature Tevain does not change immediately, but in the embodiment, the heat pump controller 32 calculates the first order lag based on the inside / outside air ratio RECrate (the ratio between the outside air and the inside air). Since the heat sink suction air temperature Tevain is calculated by the above, the rotational speed NC of the compressor 2 can be controlled in accordance with the change in the actual heat sink suction air temperature Tevain.
(9) Control of the compressor 2 in the heating mode using the inside / outside air ratio RECrate
Next, the control of the compressor 2 in the heating mode using the inside / outside air ratio RECrate described above with reference to FIGS. 6 to 8 will be described in detail. 6 is a vertical side view of the HVAC unit 10 when the heat absorber temperature sensor 48 is not provided, FIG. 7 is a control block diagram regarding compressor control in the heating mode by the heat pump controller 32, and FIG. 8 is an inside / outside air ratio RECrate and the heating mode. It is a figure explaining the relationship with no heating load.
(9-1) Control of the compressor 2 in the heating mode when the heat absorber temperature sensor 48 is provided
First, for comparison, the control of the compressor 2 when the heat absorber temperature sensor 48 is provided as in the examples of FIGS. 2 and 3 will be described with reference to FIG. The F / F (feed forward) manipulated variable calculator 58 of the heat pump controller 32 includes a required heating capacity TGQ, which will be described later, which is a required heating capacity of the radiator 4, and a volumetric air volume Ga of the air flowing into the air flow passage 3. Feed forward based on the outside air temperature Tam obtained from the outside air temperature sensor 33, the target heater temperature TCO, which is the target value of the temperature of the radiator 4, and the target radiator pressure PCO, which is the target value of the pressure of the radiator 4. The F / F manipulated variable TGNChff of the compressor target rotational speed is calculated by calculation.
Here, an example of the formula of the feedforward calculation performed by the F / F manipulated variable calculation unit 58 is shown in the following (VII).
TGNChff = K15 × TGQ + K16 × Ga + K17 × Tam + K18
.. (VII)
K15 to K17 are coefficients, and K18 is a constant.
The required heating capacity TGQ is calculated by the required heating capacity calculation unit 74 using the following formula (VIII) and is input to the F / F manipulated variable calculation unit 58.
TGQ = (TCO-Te) × Cpa × Ga × γaTe × 1.16 (VIII)
Te is the heat absorber temperature, Cpa is the constant pressure specific heat of air [kJ / m ³ K], Ga is the volumetric air volume of the air flowing into the air flow passage 3, γaTe is the air specific gravity, and 1.16 is a coefficient for matching the units. When the heat absorber temperature sensor 48 is provided, the heat absorber temperature Te can be acquired. In this case, since the heat absorber 9 is provided on the windward side of the radiator 4, the heat absorber temperature Te is the temperature of the air flowing into the auxiliary heater 23 and the radiator 4. Therefore, the required heating capacity calculation unit 74 calculates the required heating capacity TGQ from the difference between the target heater temperature TCO and the heat absorber temperature Te.
The target radiator pressure PCO is calculated by the target value calculator 59 based on the target supercooling degree TGSC that is the target value of the refrigerant subcooling degree SC at the outlet of the radiator 4 and the target radiator temperature TCO. Further, the F / B (feedback) manipulated variable calculation unit 60 performs the compressor target rotation by feedback calculation based on the target radiator pressure PCO and the radiator pressure PCI (high pressure of the refrigerant circuit R) that is the refrigerant pressure of the radiator 4. The F / B manipulated variable TGNChfb is calculated. Then, the F / F manipulated variable TGNChff 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.
(9-2) Control of the compressor 2 in the heating mode when the heat absorber temperature sensor 48 is not provided
On the other hand, when the heat absorber temperature sensor 48 is not provided as shown in FIG. 6, the heat absorber temperature Te, that is, the temperature of the air flowing into the radiator 4 is not known. In the heating mode, since the refrigerant does not flow into the heat absorber 9, the above-described heat absorber suction air temperature Tevain becomes the temperature of the air flowing into the auxiliary heater 23 and the radiator 4. When the ratio of the outside air to the inside air (inside / outside air ratio RECrate) changes, the heat sink intake air temperature Tevain changes, so that the heating load of the vehicle air conditioner 1 changes greatly, resulting in excessive or insufficient capacity. To do.
For example, under the conditions where the outside air temperature Tam is −10 ° C. and the inside air temperature Tin is + 25 ° C., if the inside / outside air ratio RECrate is 0 (outside air introduction mode) as shown in the uppermost stage of FIG. 8, the heat sink intake air temperature Tevain is finally -10 ° C, and the heating load increases. Further, under the same conditions, when the inside / outside air ratio RECrate is 1 (inside air circulation mode) as shown in the lowermost stage of FIG. 8, the heat sink intake air temperature Tevain finally becomes + 25 ° C., and the heating load becomes small. Further, under the same conditions, when the inside / outside air ratio RECrate is 0.5 (inside / outside air intermediate position) as shown in the middle of FIG. 8, the heat sink intake air temperature Tevain finally becomes + 7.5 ° C., and the heating load is moderate. It becomes. Therefore, especially when the inside / outside air ratio RECrate changes after the inside air temperature Tin (the temperature of the air in the passenger compartment) is stabilized, the rotational speed NC of the compressor 2 greatly changes.
Therefore, when the heat absorber temperature sensor 48 is not provided, the required heating capacity calculation unit 74 in FIG. 7 performs the heat absorber suction calculated by the above formulas (III) and (IV) based on the inside / outside air ratio RECrate. The required heating capacity TGQ is calculated by the following formula (IX) using the air temperature Tevain, and is output to the F / F manipulated variable calculator 58.
TGQ = (TCO-Tevain) × Cpa × Ga × γaTe × 1.16
.. (IX)
In addition, each numerical value other than Tevain in each formula is the same as that in the formula (VIII).
Here, as the heat sink intake air temperature Tevain is lower, that is, as the inside / outside air ratio RECrate approaches 0 and the heating load increases as described with reference to FIG. 8, the required heating capacity TGQ increases. The amount TGNChff increases, and the compressor target rotational speed TGNCh also increases. 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. Therefore, the lower the heat sink intake air temperature Tevain, the higher the rotational speed NC of the compressor 2 is. Therefore, the heating capacity by the radiator 4 is also increased. In particular, since the F / F manipulated variable TGNChff is calculated from the required heating capacity TGQ, it is possible to quickly follow the change in the heat sink intake air temperature Tevain.
Thus, when the heat absorber temperature sensor 48 is not provided, in the heating mode, the heat pump controller 32 is based on the ratio between the outside air and the inside air (inside / outside air ratio RECrate) adjusted by the suction switching damper 26. The intake air temperature Tevain is estimated, the required heating capacity TGQ is calculated based on the estimated heat sink intake air temperature Tevain, and the rotation speed NC of the compressor 2 is controlled based on the required heating capacity TGQ. Even when the inside / outside air ratio RECrate flowing into the air flow passage 3 is changed by the damper 26, the heat sink intake air temperature Tevain is estimated based on the ratio, and the required heating capacity TGQ is calculated based on the estimated temperature. 2 can be controlled.
This makes it possible to quickly respond to heating load fluctuations due to changes in the ratio of outside air to inside air in the heating mode, achieve a heating capacity with no excess or deficiency, and achieve a good target cabin temperature It is possible to improve both comfort and energy saving. In particular, in the embodiment, the heat pump controller 32 calculates the F / F manipulated variable TGNChff of the target rotational speed of the compressor 2 by feedforward calculation based on at least the required heating capacity TGQ, and based on the high pressure and the target value (PCO). The F / B manipulated variable TGNChfb of the target rotational speed of the compressor 2 is calculated by feedback calculation, and the target rotational speed TGNCh of the compressor 2 is obtained by adding the F / F manipulated variable TGNChff and the F / B manipulated variable TGNChfb. Since the calculation is performed, the heating capacity of the radiator 4 can be accurately controlled in response to a change in the heating load due to a change in the ratio between the outside air and the inside air.
In this case as well, in the embodiment, the heat pump controller 32 calculates the heat sink intake air temperature Tevain by a first-order lag calculation based on the inside / outside air ratio RECrate (ratio between outside air and inside air), and thus the actual heat sink intake air temperature Tevain. It becomes possible to control the rotational speed NC of the compressor 2 in accordance with the change of.

Next, FIG. 9 shows a configuration diagram of a vehicle air conditioner 1 of another embodiment to which the present invention is applied. In this figure, the same reference numerals as those in FIG. 1 indicate the same or similar functions. In the case of this embodiment, the outlet of the supercooling section 16 is connected to the check valve 18, and the outlet of the check valve 18 is connected to the refrigerant pipe 13B. The check valve 18 has a forward direction on the refrigerant pipe 13B (indoor expansion valve 8) side.
Further, the refrigerant pipe 13E on the outlet side of the radiator 4 is branched in front of the outdoor expansion valve 6, and this branched refrigerant pipe (hereinafter referred to as a bypass circuit) 13F is passed through an electromagnetic valve 22 (for dehumidification). The refrigerant pipe 13B on the downstream side of the check valve 18 is connected in communication. Further, an evaporating pressure adjusting valve 70 is connected to the refrigerant pipe 13C on the outlet side of the heat absorber 9 on the refrigerant downstream side of the internal heat exchanger 19 and upstream of the refrigerant with respect to the refrigerant pipe 13D. . The electromagnetic valve 22 and the evaporation pressure adjusting valve 70 are also connected to the output of the heat pump controller 32 and controlled. 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. In this embodiment, 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). In this embodiment, the dehumidifying and heating mode, the internal cycle mode, the dehumidifying and cooling mode, and the cooling mode are the first operation mode in the present application.
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. However, in this embodiment (Example 2), the solenoid valve 22 is closed in the heating mode, the dehumidifying cooling mode, and the cooling mode.
(10) Dehumidifying heating mode of vehicle air conditioner 1 of FIG. 9 On the other hand, when the dehumidifying heating mode is selected, in this embodiment (Example 2), heat pump controller 32 opens electromagnetic valve 21 (for heating). The electromagnetic valve 17 (for cooling) is closed. Further, the electromagnetic valve 22 (for dehumidification) is opened. Then, the compressor 2 is operated. The air conditioning controller 20 operates each of the blowers 15 and 27, and the air mix damper 28 basically heats all the air in the air flow passage 3 that is blown out from the indoor blower 27 and passes through the heat absorber 9 to the heat exchange passage 3A for heating. The auxiliary heater 23 and the radiator 4 are ventilated, but the air volume is also adjusted.
Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 from the refrigerant pipe 13G. Since the air in the air flow path 3 that has flowed into the heat exchange path 3A for heating is passed through the heat radiator 4, the air in the air flow path 3 is heated by the high-temperature refrigerant in the heat radiator 4, while the heat radiator The refrigerant in 4 is deprived of heat by the air and cooled to condense.
The refrigerant liquefied in the radiator 4 exits the radiator 4 and then reaches the outdoor expansion valve 6 through the refrigerant pipe 13E. The refrigerant flowing into the outdoor expansion valve 6 is decompressed there and then flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates, and pumps up heat from the outside air that is ventilated by traveling or by the outdoor blower 15. That is, the refrigerant circuit R becomes a heat pump. Then, the low-temperature refrigerant exiting the outdoor heat exchanger 7 enters the accumulator 12 through the refrigerant pipe 13C through the refrigerant pipe 13A, the solenoid valve 21 and the refrigerant pipe 13D, and is gas-liquid separated there. Repeated circulation inhaled.
Further, a part of the condensed refrigerant flowing through the refrigerant pipe 13E via the radiator 4 is diverted, reaches the indoor expansion valve 8 via the electromagnetic valve 22 and the internal heat exchanger 19 from the bypass circuit 13F and 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 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. Whether the heat pump controller 32 controls the rotational speed NC of the compressor 2 based on the target radiator pressure PCO and the radiator pressure PCI (high pressure of the refrigerant circuit R) as in the heating mode described in FIG. Alternatively, the rotational speed NC of the compressor 2 is controlled based on the heat absorber temperature Te and the target heat absorber temperature TEO as in the cooling mode described with reference to FIG. In that case, the smaller one (MIN) of the compressor target rotational speed TGNCh and the compressor target rotational speed TGNCc is selected to control the rotational speed NC of the compressor 2.
That is, when the compressor target rotation speed TGNCh is selected, if the heat absorber temperature sensor 48 is not provided, the heat sink intake air temperature Tevain is estimated as described above, and the required heating capacity TGQ is calculated based on the estimated temperature. (FIG. 7). Further, when the compressor target rotational speed TGNCc is selected, the F / F manipulated variable TGNCcff is corrected based on the heat sink intake air temperature Tevain (FIG. 4).
The heat pump controller 32 controls the valve opening degree of the outdoor expansion valve 6 based on the heat absorber temperature Te and the target heat absorber temperature TEO, which will be described in detail later. Further, the heat pump controller 32 opens the evaporating pressure regulating valve 70 based on the heat absorber temperature Te (enlarges the flow path) / closes (flow of the low-permissible refrigerant), and the temperature of the heat absorber 9 is too low to freeze. To prevent.
(11) Internal cycle mode of the vehicle air conditioner 1 of FIG. 9 In the internal cycle mode, the heat pump controller 32 fully closes the outdoor expansion valve 6 in the dehumidifying and heating mode state (fully closed position), The solenoid valve 21 is closed. Since the outdoor expansion valve 6 and the electromagnetic valve 21 are closed, the inflow of refrigerant to the outdoor heat exchanger 7 and the outflow of refrigerant from the outdoor heat exchanger 7 are blocked. The condensed refrigerant flowing through the refrigerant pipe 13E through the refrigerant flows through the electromagnetic valve 22 to the bypass circuit 13F. And the refrigerant | coolant which flows through the bypass circuit 13F reaches the indoor expansion valve 8 through the internal heat exchanger 19 from the refrigerant | coolant piping 13B. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. Since the moisture in the air blown out from the indoor blower 27 by the heat absorption action at this time condenses and adheres to the heat absorber 9, the air is cooled and dehumidified.
The refrigerant evaporated in the heat absorber 9 sequentially flows through the refrigerant pipe 13C through the internal heat exchanger 19 and the evaporation pressure adjustment valve 70, and repeats circulation that is sucked into the compressor 2 through the accumulator 12. Since the air dehumidified by the heat absorber 9 is reheated in the process of passing through the radiator 4, dehumidifying heating in the passenger compartment is thereby performed. Since the refrigerant is circulated between the radiator 4 (radiation) and the heat absorber 9 (heat absorption) in the passage 3, heat from the outside air is not pumped up, and heating for the consumed power of the compressor 2 is performed. Ability is demonstrated. Since the entire amount of the refrigerant flows through the heat absorber 9 that exhibits the dehumidifying action, the dehumidifying capacity is higher than that in the dehumidifying and heating mode, but the heating capacity is lowered. The control of the compressor 2 by the heat pump controller 32 is the same as in the dehumidifying heating mode.
(12) Control of outdoor expansion valve 6 in dehumidifying and heating mode of vehicle air conditioner 1 of FIG. 9 Next, the dehumidifying and heating mode of this embodiment (Example 2) described above with reference to the block diagram of FIG. Specific control of the outdoor expansion valve 6 will be described. The F / F (feed forward) manipulated variable calculator 76 of the heat pump controller 32 sets the target heater temperature TCO, the volumetric air volume Ga of the air flowing into the air flow passage 3, the outside air temperature Tam, and the target heat absorber temperature TEO. Based on this, the F / F manipulated variable TGECCVteff0 of the outdoor expansion valve target valve opening is calculated.
The correction value calculation unit 81 of the heat pump controller 32 calculates the heat absorber intake air temperature Tevain from the outside air temperature Tam, the inside air temperature Tin, and the inside / outside air ratio RECrate using the above formulas (III) and (IV), and this heat absorber. Based on the intake air temperature Tevain, the correction value TGECCVteffHos is calculated using the following formula (X).
TGECCVteffHos = K19 × Tevai
n (X)
Here, K19 is a coefficient for converting temperature into valve opening.
Then, the correction value TGECCVteffHos calculated by the correction value calculator 81 is subtracted by the subtractor 82 from the F / F manipulated variable TGECCVteff0 calculated by the F / F manipulated variable calculator 76, and finally the F / F manipulated variable TGECCVteff ( TGECCVteff = TGECCVteff0−TGECCVteffHos). That is, the F / F operation amount TGECCVteff0 calculated by the F / F operation amount calculator 76 is corrected by the correction value TGECCVteffHos and determined as the F / F operation maximum TGECCVteff.
Here, the higher the heat sink intake air temperature Tevain, that is, as the inside / outside air ratio RECrate approaches 0 and the cooling load increases as described with reference to FIG. 5, the correction value TGECCVeffHos increases and the F / F manipulated variable TGECCVteff Is corrected in the direction of decreasing (the direction in which the outdoor expansion valve 6 is closed).
The F / B (feedback) manipulated variable calculator 77 calculates the F / B manipulated variable TGECCVtefb of the outdoor expansion valve target valve opening based on the target heat absorber temperature TEO and the heat absorber temperature Te. Then, the F / F manipulated variable TGECCVteff determined by the subtractor 82 and the F / B manipulated variable TGECCVtefb calculated by the F / B manipulated variable calculator 77 are added by the adder 78, and the control upper limit value is set by the limit setting unit 79. Are set as the outdoor expansion valve target valve opening TGECCVte.
In the dehumidifying and heating mode in this embodiment, the heat pump controller 32 controls the valve opening of the outdoor expansion valve 6 based on the outdoor expansion valve target valve opening TGECCVte, so that the higher the heat sink intake air temperature Tevain, The expansion valve 6 is corrected in the closing direction. When the outdoor expansion valve 6 is corrected in the closing direction, the amount of refrigerant flowing into the heat absorber 9 via the bypass circuit 13F and the refrigerant pipe 13B increases, so that the cooling / dehumidifying capability of the heat absorber 9 increases. . In particular, since the F / F manipulated variable TGECCVteff is corrected, it is possible to quickly follow the change in the heat sink intake air temperature Tevain.
In addition, in the said Example (Example 2), although the valve opening degree of the outdoor expansion valve 6 and the rotation speed of the compressor 2 were controlled based on heat sink suction | inhalation air temperature Tevain, it is not restricted to them, Only one of these may be controlled based on the heat sink intake air temperature Tevain.
Thus, also in this embodiment, the heat pump controller 32 estimates the heat sink suction air temperature Tevain, which is the temperature of the air flowing into the heat sink 9, based on the inside / outside air ratio RECrate adjusted by the suction switching damper 26. Since the opening degree of the outdoor expansion valve 6 and / or the rotational speed of the compressor 2 is controlled based on the estimated heat sink suction air temperature Tevain, the suction switching damper 26 flows into the air flow passage 3. Even when the ratio of the outside air to the inside air changes, the heat sink suction air temperature Tevain is estimated based on the ratio, and the valve opening degree of the outdoor expansion valve 6 and / or the rotation speed of the compressor 2 is controlled. Will be able to.
Thereby, also in the dehumidifying heating mode of this embodiment, it is possible to quickly cope with load fluctuations due to the change in the ratio between the outside air and the inside air, and to realize the dehumidifying capacity without excess or deficiency by the heat absorber 9. Become.
Also in this case, the heat pump controller 32 calculates the F / F manipulated variable TGECCVteff of the target valve opening degree of the outdoor expansion valve 6 by feedforward calculation based on the target heat absorber temperature TEO which is at least the target value of the heat absorber temperature Te, and absorbs heat. The F / B manipulated variable TGECCVtef of the target valve opening of the outdoor expansion valve 6 is calculated by feedback calculation based on the heater temperature Te and the target heat absorber temperature TEO, and the F / F manipulated variable TGECCVtef and the F / B manipulated variable TGECCVtefb are added. Thus, the target valve opening TGECCVte of the outdoor expansion valve 6 is calculated, and the F / F manipulated variable TGNCcff of the target rotational speed of the compressor 2 is calculated by feedforward calculation based on at least the target heat absorber temperature TEO. Feedback calculation based on temperature Te and target heat absorber temperature TEO Thus, the F / B manipulated variable TGNCcfb of the target rotational speed of the compressor 2 is calculated, and the target rotational speed TGNCc of the compressor 2 is calculated by adding the F / F manipulated variable TGNCcff and the F / B manipulated variable TGNCcfb. When the TGNCc is smaller between the compressor target rotational speeds TGNCh and TGNCc, the target rotational speed TGNCc is selected, and the F / F manipulated variable TGECCVteff based on the heat sink intake air temperature Tevain and / or Since the F / F manipulated variable TGNCcff is corrected, the dehumidifying ability of the heat absorber 8 is accurately controlled in response to the load fluctuation caused by the change in the inside / outside air ratio RECrate, thereby realizing comfortable dehumidifying heating. Will be able to.
In this case as well, in the embodiment, the heat pump controller 32 calculates the heat sink intake air temperature Tevain by a first-order lag calculation based on the inside / outside air ratio RECrate (ratio between outside air and inside air), and thus the actual heat sink intake air temperature Tevain. The valve opening degree of the outdoor expansion valve 6 can be controlled in accordance with the change of.
The parameters, numerical values, and the like used for the control shown in each embodiment are not limited thereto, and should be appropriately selected / set according to the device to be applied without departing from the spirit of the present invention.

DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 2 Compressor 3 Air flow path 4 Radiator 6 Outdoor expansion valve 7 Outdoor heat exchanger 8 Indoor expansion valve 9 Heat absorber 10 HVAC unit 11 Controller 13F Bypass circuit 20 Air conditioning controller 23 Auxiliary heater (auxiliary heating) apparatus)
25A Outside air inlet 25B Inside air inlet 26 Suction switching damper 27 Indoor blower (blower fan)
32 Heat pump controller 45 Bypass device 48 Heat absorber temperature sensor 58, 63, 76 F / F manipulated variable calculator 60, 64, 77 F / B manipulated variable calculator 71, 81 Correction value calculator R Refrigerant circuit

Claims (9)

1. A compressor for compressing the refrigerant;
   An air flow passage through which air to be supplied into the passenger compartment flows;
   A heat absorber for absorbing the refrigerant and cooling the air supplied from the air flow passage to the vehicle interior;
   An outdoor heat exchanger installed outside the passenger compartment,
   A suction switching damper capable of adjusting a ratio of outside air flowing into the air flow passage and inside air as air in the vehicle interior;
   Equipped with a control device,
   The controller causes the refrigerant discharged from the compressor to flow through the outdoor heat exchanger, dissipates heat in the outdoor heat exchanger, depressurizes the dissipated refrigerant, and then absorbs heat in the heat absorber. In the vehicle air conditioner for executing the operation mode of
   The control device estimates a heat sink intake air temperature Tevain, which is a temperature of air flowing into the heat sink, based on a ratio between the outside air and the inside air adjusted by the suction switching damper, and the estimated heat sink intake air A vehicle air conditioner that controls the rotational speed of the compressor based on a temperature Tevain.
2. The control device calculates an F / F manipulated variable TGNCcff of the target rotational speed of the compressor by a feedforward calculation based on at least a target heat absorber temperature TEO that is a target value of the temperature Te of the heat absorber, F / B operation amount TGNCcfb of the target rotational speed of the compressor is calculated by feedback calculation based on temperature Te and target heat absorber temperature TEO, and these F / F operation amount TGNCcff and F / B operation amount TGNCcfb are added. And calculating the target rotational speed TGNCc of the compressor,
   The vehicle air conditioner according to claim 1, wherein the F / F manipulated variable TGNCcff is corrected based on the heat sink intake air temperature Tevain.
3. Provided on the leeward side of the heat absorber with respect to the air flow in the air flow passage, and includes a radiator for heating the air supplied from the air flow passage to the vehicle interior by radiating the refrigerant.
   The first operation mode is:
   A cooling mode in which the refrigerant discharged from the compressor flows from the radiator to the outdoor heat exchanger to dissipate heat in the outdoor heat exchanger, and after reducing the heat dissipated, the refrigerant absorbs heat in the heat absorber. And / or
   The refrigerant discharged from the compressor is allowed to flow from the radiator to the outdoor heat exchanger and radiated by the radiator and the outdoor heat exchanger, and after the radiated refrigerant is decompressed, the heat absorber absorbs heat. Dehumidifying and cooling mode,
   The air conditioner for a vehicle according to claim 1 or 2, wherein the air conditioner is for a vehicle.
4. A heat radiator provided on the leeward side of the heat absorber with respect to the air flow in the air flow path, for radiating the refrigerant and heating the air supplied from the air flow path to the vehicle interior;
   A bypass device for causing the refrigerant discharged from the compressor to flow directly into the outdoor heat exchanger without flowing into the radiator;
   An auxiliary heating device for heating air supplied from the air flow passage to the vehicle interior;
   The first operation mode is:
   A maximum cooling mode in which the refrigerant discharged from the compressor is caused to flow through the outdoor heat exchanger by the bypass device to dissipate heat, the heat dissipated is decompressed, and then the heat absorber absorbs heat, and / or
   The refrigerant discharged from the compressor is caused to flow through the outdoor heat exchanger by the bypass device to dissipate heat. Heating mode,
   The vehicle air conditioner according to any one of claims 1 to 3, wherein the air conditioner for a vehicle is a vehicle.
5. A compressor for compressing the refrigerant;
   An air flow passage through which air to be supplied into the passenger compartment flows;
   A heat absorber for absorbing the refrigerant and cooling the air supplied from the air flow passage to the vehicle interior;
   A heat radiator provided on the leeward side of the heat absorber with respect to the air flow in the air flow path, for radiating the refrigerant and heating the air supplied from the air flow path to the vehicle interior;
   An outdoor heat exchanger installed outside the passenger compartment,
   A suction switching damper capable of adjusting a ratio of outside air flowing into the air flow passage and inside air as air in the vehicle interior;
   Equipped with a control device,
   The control device causes the refrigerant discharged from the compressor to flow through the radiator to dissipate heat, decompresses the dissipated refrigerant, and then performs a heating mode in which heat is absorbed by the outdoor heat exchanger. In the device
   The control device estimates a heat sink intake air temperature Tevain, which is a temperature of air flowing into the heat sink, based on a ratio between the outside air and the inside air adjusted by the suction switching damper, and the estimated heat sink intake air Vehicular air characterized in that a required heating capacity TGQ, which is a required heating capacity of the radiator, is calculated based on a temperature Tevain, and the rotational speed of the compressor is controlled based on the required heating capacity TGQ. Harmony device.
6. The control device calculates an F / F manipulated variable TGNChff of a target rotational speed of the compressor by feedforward calculation based on at least the required heating capacity TGQ, and performs feedback calculation based on the high pressure and the target value of the compressor. The F / B manipulated variable TGNChfb of the target rotational speed is calculated, and the target rotational speed TGNCh of the compressor is calculated by adding the F / F manipulated variable TGNChff and the F / B manipulated variable TGNChfb. The vehicle air conditioner according to claim 5.
7. A compressor for compressing the refrigerant;
   An air flow passage through which air to be supplied into the passenger compartment flows;
   A heat absorber for absorbing the refrigerant and cooling the air supplied from the air flow passage to the vehicle interior;
   A heat radiator provided on the leeward side of the heat absorber with respect to the air flow in the air flow path, for radiating the refrigerant and heating the air supplied from the air flow path to the vehicle interior;
   An outdoor heat exchanger installed outside the passenger compartment,
   An outdoor expansion valve that depressurizes the refrigerant flowing into the outdoor heat exchanger;
   A bypass circuit connected in parallel to the series circuit of the outdoor heat exchanger and the outdoor expansion valve;
   An indoor expansion valve for decompressing the refrigerant flowing into the heat absorber;
   A suction switching damper capable of adjusting a ratio of outside air flowing into the air flow passage and inside air as air in the vehicle interior;
   Equipped with a control device,
   By the control device, the refrigerant discharged from the compressor is radiated by the radiator, the radiated refrigerant is divided, a part is flowed from the bypass circuit to the indoor expansion valve, and the pressure is reduced by the indoor expansion valve. Then, the dehumidification heating is caused to flow into the heat absorber and absorb the heat with the heat absorber, and the remaining pressure is reduced with the outdoor expansion valve, and then flows into the outdoor heat exchanger and absorbs heat with the outdoor heat exchanger. In the vehicle air conditioner for executing the mode,
   The control device estimates a heat sink intake air temperature Tevain, which is a temperature of air flowing into the heat sink, based on a ratio between the outside air and the inside air adjusted by the suction switching damper, and the estimated heat sink intake air A vehicle air conditioner that controls the valve opening degree of the outdoor expansion valve and / or the rotational speed of the compressor based on a temperature Tevain.
8. The control device calculates an F / F manipulated variable TGECCVteff of a target valve opening degree of the outdoor expansion valve by a feedforward calculation based on at least a target heat absorber temperature TEO that is a target value of the temperature Te of the heat absorber. The F / B manipulated variable TGECCVtef of the target valve opening degree of the outdoor expansion valve is calculated by feedback calculation based on the temperature Te of the cooler and the target heat absorber temperature TEO. And calculating the target valve opening TGECCVte of the outdoor expansion valve,
   F / F manipulated variable TGNCcff of the target rotational speed of the compressor is calculated by feedforward calculation based on at least the target heat absorber temperature TEO, and the feedback calculation based on the heat absorber temperature Te and the target heat absorber temperature TEO F / B manipulated variable TGNCcfb of the target rotational speed of the compressor is calculated, and by adding these F / F manipulated variable TGNCcff and F / B manipulated variable TGNCcfb, the target rotational speed TGNCc of the compressor is calculated,
   The vehicle air conditioner according to claim 7, wherein the F / F operation amount TGECCVteff and / or the F / F operation amount TGNCcff is corrected based on the heat sink intake air temperature Tevain.
9. The vehicle air according to any one of claims 1 to 8, wherein the control device calculates the heat sink intake air temperature Tevain by a first-order lag calculation based on a ratio between the outside air and the inside air. Harmony device.

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