WO2018230266A1

WO2018230266A1 - Vehicular air-conditioning device

Info

Publication number: WO2018230266A1
Application number: PCT/JP2018/019422
Authority: WO
Inventors: 竜宮腰; 耕平山下
Original assignee: サンデン・オートモーティブクライメイトシステム株式会社
Priority date: 2017-06-14
Filing date: 2018-05-15
Publication date: 2018-12-20
Also published as: CN110740889B; JP2019001269A; CN116141920A; JP6917794B2; CN110740889A

Abstract

Provided is a vehicular air-conditioning device capable of achieving comfortable and efficient in-cabin air-conditioning by appropriately controlling the upper-limit rotation speed of an electric compressor. The air-conditioning device is provided with: a refrigerant circuit R having an air flow path 3, an electric compressor 2, and a radiator 4 for directly or indirectly exchanging heat between a refrigerant and air supplied via the air flow path into a vehicle cabin; an in-cabin blower 27 for circulating air in the air flow path; and a control device. The control device performs air-conditioning of the vehicle cabin by controlling the compressor and the in-cabin blower. The control device changes, on the basis of the air volume of the in-cabin blower, the upper-limit rotation speed to be used when controlling the compressor such that the upper-limit rotation speed is reduced with any decrease in the air volume.

Description

Air conditioner for vehicles

The present invention relates to a heat pump type air conditioner that air-conditions the interior of a vehicle, and particularly to a vehicle air conditioner that uses an electric compressor.

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 (electric compressor) that compresses and discharges the refrigerant, and a radiator that is provided on the vehicle interior side to dissipate the refrigerant ( The refrigerant circuit is composed of an indoor condenser), a heat absorber (indoor evaporator) that is provided on the vehicle interior side to absorb the refrigerant, an outdoor heat exchanger that is provided outside the vehicle cabin to dissipate or absorb the refrigerant, and the like. Heating mode in which the refrigerant discharged from the compressor dissipates heat in the radiator and the refrigerant dissipated in this radiator absorbs heat in the outdoor heat exchanger, or the refrigerant discharged from the compressor dissipates heat in the radiator Each operation mode such as a dehumidifying mode in which the heat dissipated in the heat absorber absorbs heat in the heat sink, and a cooling mode in which the refrigerant discharged from the compressor dissipates heat in the outdoor heat exchanger and heat is absorbed in the heat absorber. Those to be executed Te Rikae have been developed.
In addition, since the electric compressor generates a relatively large driving sound at a high rotation speed, the sound level in the passenger compartment becomes low, and this driving sound becomes annoying to the passenger when quiet. Therefore, considering the effect of noise generated by the compressor on passengers in the passenger compartment, the sound level in the passenger compartment becomes low (becomes quiet), that is, when the shift position is other than the forward position, When the outside air temperature, the set temperature, and the passenger compartment temperature are not high or low, control is performed so as to reduce the upper limit rotation number (upper limit value) of the compressor (see, for example, Patent Document 1).

JP 2013-63711 A

However, if the upper limit value of the rotation speed of the compressor is lowered, naturally the air conditioning performance in the passenger compartment is lowered. Therefore, if the air conditioning performance is taken into consideration, it is not desirable to reduce the upper limit rotational speed as much as possible. In addition, if the sound level in the passenger compartment is high, the drive sound generated by the compressor will not disturb the occupant, but the conventional control still accurately grasps this and the appropriate upper limit rotation of the compressor. The number could not be changed.
Moreover, since the density of the refrigerant sucked into the compressor is lowered in the heating mode, a larger discharge volume of the compressor is required than in the cooling mode. Therefore, as the compressor constituting the refrigerant circuit, it is usually necessary to select a compressor having a discharge volume necessary in the heating mode, but this discharge volume is excessive in the cooling mode.
The present invention has been made to solve the conventional technical problem, and it is possible to appropriately control the upper limit rotation speed of an electric compressor to realize comfortable and efficient vehicle interior air conditioning. An object of the present invention is to provide a vehicle air conditioner that can be used.

An air conditioner for a vehicle according to a first aspect of the present invention includes an air flow passage through which air to be supplied to the vehicle interior flows, an electric compressor for compressing refrigerant, and air to be supplied from the air flow passage to the vehicle interior. A refrigerant circuit having a heat exchanger for exchanging heat directly or indirectly with the refrigerant, an indoor fan for circulating air in the air flow passage, and a control device are provided. The air conditioner is controlled by controlling the air blower and the indoor blower, and the control device is configured to lower the upper limit rotational speed for controlling the compressor as the air flow becomes lower based on the air flow of the indoor blower. It is characterized by changing.
An air conditioner for a vehicle according to a second aspect of the present invention includes an air flow passage through which air to be supplied to the vehicle interior flows, an electric compressor that compresses the refrigerant, and air supplied from the air flow passage to the vehicle interior. A refrigerant circuit having a heat exchanger for directly or indirectly exchanging heat with the refrigerant, an indoor fan for circulating air through the air flow passage, and VENT for blowing air from the air flow passage into the vehicle interior A blower outlet, a FOOT blower outlet, and a control device are provided. By this control device, the compressor and the indoor blower are controlled to air-condition the vehicle interior, and at least a vent mode for blowing air into the vehicle interior is provided. It is possible to switch between a VENT mode that blows out from the blowout port and a FOOT mode that blows out from the FOOT blowout port. And changes in the direction to decrease the upper limit rotation speed in control of the compressor in comparison with the case of over-de.
An air conditioning apparatus for a vehicle according to a third aspect of the present invention includes an air flow passage through which air to be supplied to the vehicle interior flows, an electric compressor that compresses the refrigerant, and air that is supplied from the air flow passage to the vehicle interior. A refrigerant circuit having a heat exchanger for exchanging heat directly or indirectly with the refrigerant, an indoor fan for circulating air in the air flow passage, and a control device are provided. The air conditioning of the vehicle interior is controlled by controlling the air blower and the indoor blower, and the air flowing into the air flow passage can be switched at least between the outside air introduction mode and the inside air circulation mode. In the case of the mode, it is characterized in that the upper limit number of rotations in the control of the compressor is lowered in comparison with the case of the inside air circulation mode.
An air conditioner for a vehicle according to a fourth aspect of the invention includes an air flow passage through which air to be supplied to the vehicle interior flows, an electric compressor that compresses the refrigerant, and air that is supplied from the air flow passage to the vehicle interior. A refrigerant circuit having a heat exchanger for exchanging heat directly or indirectly with the refrigerant, an indoor fan for circulating air in the air flow passage, and a control device are provided. The air conditioner is controlled in the vehicle interior by controlling the air blower and the indoor blower, and the control device is configured to rotate the upper limit for controlling the compressor as the sound volume decreases based on the sound volume of the audio equipment provided in the vehicle. It is characterized by changing in the direction of decreasing the number.
According to a fifth aspect of the present invention, in the vehicle air conditioner according to the fifth aspect, when the vehicle is stopped, the control device changes the lower limit of the upper limit rotational speed for controlling the compressor than when traveling. Features.
A vehicle air conditioner according to a sixth aspect of the present invention is characterized in that, in each of the above-described inventions, the control device changes the lower limit of the upper limit rotational speed for control of the compressor as the outside air temperature decreases.
An air conditioner for a vehicle according to a seventh aspect of the invention includes an air flow passage through which air to be supplied to the vehicle interior flows, an electric compressor that compresses the refrigerant, and air that is supplied from the air flow passage to the vehicle interior. A refrigerant circuit having a heat exchanger for exchanging heat directly or indirectly with the refrigerant, an indoor fan for circulating air in the air flow passage, and a control device are provided. The vehicle interior is controlled by controlling the air blower and the interior blower, and the control device is based on a plurality of factors that affect the sound level in the vehicle interior, and the sound level in the vehicle interior decreases. The upper limit rotational speed change value that is changed in the direction of lowering the upper limit rotational speed in control of the compressor is calculated for each factor, and the highest value among the calculated upper limit rotational speed change values for each factor is calculated by the compressor. To set the upper limit rotation speed in the control of And butterflies.
In the vehicle air conditioner according to the eighth aspect of the present invention, the factors affecting the sound level in the vehicle interior in the invention described above are the air volume of the indoor blower, the blowing mode for blowing air into the vehicle interior, and the amount of air flowing into the air flow passage. It is a combination of two or more of the introduction mode, the volume of the audio equipment provided in the vehicle, the vehicle speed, and the outside air temperature, or all of them.
A vehicle air conditioner according to a ninth aspect of the present invention includes the auxiliary heating device provided in the air flow passage in each of the above-described inventions, and the control device causes the refrigerant discharged from the compressor to dissipate heat by the heat exchanger. When the vehicle interior is heated and the heating capacity of the heat exchanger is insufficient due to the lowering of the upper limit number of revolutions in the control of the compressor, heating by the auxiliary heating device is executed.
According to a tenth aspect of the present invention, there is provided an air conditioning apparatus for a vehicle according to the present invention, wherein the refrigerant circuit heats the air directly or indirectly for heat dissipating the refrigerant and supplying air from the air flow passage to the vehicle interior. A heat sink as a heat sink, a heat absorber as a heat exchanger for cooling the air supplied to the vehicle interior from the air flow path by absorbing the heat of the refrigerant, and an outdoor heat provided outside the vehicle room to dissipate or absorb heat from the refrigerant The controller has an exchanger, and the control device radiates the refrigerant discharged from the compressor with a radiator, depressurizes the radiated refrigerant and then absorbs heat with an outdoor heat exchanger, and discharges from the compressor. The refrigerant is radiated by the outdoor heat exchanger, the radiated refrigerant is depressurized, and at least a cooling mode in which the heat is absorbed by the heat absorber is executed, and an upper limit rotational speed TGNCcLimH for controlling the compressor in the cooling mode And and changes in the decreasing direction than the upper limit rotational speed TGNChLimHi on control of the compressor in the heating mode.
The vehicle air conditioner according to an eleventh aspect of the present invention is the above-described invention, wherein the compressor discharge volume is set to a discharge volume DV1 required in the heating mode, and the compressor discharge required in the cooling mode with respect to the discharge volume DV1. Based on the ratio D2 / D1 of the volume DV2 and the upper limit rotational speed TGNChLimHi for controlling the compressor in the heating mode, the upper limit rotational speed TGNCcLimHi for controlling the compressor in the cooling mode is set. To do.

The air flow passage through which the air supplied to the passenger compartment flows, the electric compressor that compresses the refrigerant, and the air and refrigerant supplied from the air flow passage to the passenger compartment are directly or indirectly heat-exchanged. A refrigerant circuit having a heat exchanger, an indoor blower for circulating air in the air flow passage, and a control device. The control device controls the compressor and the indoor blower to air-condition the vehicle interior. In the vehicle air conditioner, when the air volume of the indoor fan decreases, the sound level in the vehicle interior becomes lower and quieter than when the air volume is large. Therefore, the driving sound of the compressor becomes conspicuous, which is annoying to the passenger.
Therefore, in the first aspect of the invention, the control device is configured to change the direction of lowering the upper limit number of revolutions for control of the compressor based on the air volume of the indoor fan, so that the air volume of the indoor fan is reduced. In a situation where the pressure drops, the driving sound of the compressor can be reduced. In addition, a reduction in the air volume of the indoor blower means that the necessary air conditioning capability is also low, so that it is possible to achieve vehicle interior air conditioning that is generally comfortable for passengers.
In addition, a VENT air outlet and a FOOT air outlet are provided to blow air from the air flow passage into the vehicle interior, and a blow mode in which air is blown into the vehicle interior is controlled by the control device. In the vehicular air conditioner that can be switched to the FOOT mode that blows out from the air outlet, the FOOT mode that blows air from the FOOT air outlet far from the passenger's ear is compared with the VENT mode that blows out from the VENT air outlet. As a result, the level of sound in the passenger compartment that reaches the passenger's ear is lowered, and the driving sound of the compressor becomes conspicuous, which is annoying to the passenger.
Therefore, in the invention of claim 2, since the control device is changed in the direction of lowering the upper limit number of revolutions in the control of the compressor in the FOOT mode than in the VENT mode, the control device is compressed in the FOOT mode. The driving noise of the aircraft can be reduced, and the passenger compartment air conditioning can be realized.
Further, in a vehicle air conditioner in which the air flowing into the air flow passage can be switched at least between the outside air introduction mode and the inside air circulation mode, the amount of air blown into the vehicle compartment in the outside air introduction mode as compared with the inside air circulation mode Therefore, the sound level in the passenger compartment is lowered, and the driving sound of the compressor becomes conspicuous, which is annoying to the passenger.
Therefore, in the third aspect of the invention, since the control device is changed in the direction of lowering the upper limit number of rotations in the control of the compressor in the outside air introduction mode compared to the inside air circulation mode, the outside air introduction mode In this case, it is possible to reduce the driving noise of the compressor and realize air conditioning in the passenger compartment that is comfortable for the passenger.
Further, when the volume of the acoustic device provided in the vehicle is low, the sound level is low in the passenger compartment, and the driving sound of the compressor becomes conspicuous, which is annoying to the passenger. Therefore, in the invention of claim 4, the control device is configured to change the direction in which the upper limit number of rotations for controlling the compressor is lowered as the volume decreases, based on the volume of the audio equipment provided in the vehicle. In the situation where the volume of the acoustic device is low, the driving sound of the compressor can be reduced, and the passenger compartment can be comfortably air-conditioned.
Here, in addition to each of the above inventions, when the control device as in the invention of claim 5 is stopped, by changing the upper limit number of rotations in the control of the compressor in the direction of lowering than when traveling, The driving sound of the compressor can be reduced even when the vehicle is stopped when the sound level in the passenger compartment becomes low, and the comfort can be further improved.
Further, in addition to the above-described inventions, the control device as in the invention of claim 6 changes the direction of lowering the upper limit rotational speed on the control of the compressor as the outside air temperature becomes lower. Even under a situation where it hardens under a low outside temperature and noise due to vibration increases, the upper limit number of rotations of the compressor can be lowered, and generation of noise due to vibration can be reduced.
Further, as described above, the factors affecting the sound level in the passenger compartment, that is, the air volume of the indoor fan as in the invention of claim 8, the blow-out mode for blowing air into the passenger compartment, and the introduction of air flowing into the air flow passage In a situation where the sound level in the passenger compartment is high due to any factor among the mode, the volume of the acoustic device, the vehicle speed, and the outside air temperature, the driving sound is not harsh even if the compressor is driven at a high speed. Accordingly, in the seventh aspect of the invention, the control device lowers the upper limit rotational speed for controlling the compressor as the sound level in the vehicle interior decreases based on a plurality of factors affecting the sound level in the vehicle interior. The upper limit rotation speed change value that changes in the direction is calculated for each factor, and the highest value among the calculated upper limit rotation speed change values for each factor is set as the upper limit rotation speed for compressor control. Therefore, in any situation where the sound level in the passenger compartment is high due to any of the factors and the driving sound of the compressor does not easily disturb the passenger, the upper limit rotation speed of the compressor can be increased as much as possible. The adverse effect on the air conditioning performance due to the decrease in the number can be reduced.
On the other hand, when heating the vehicle interior by dissipating the refrigerant discharged from the compressor with a heat exchanger, if the upper limit number of rotations of the compressor is lowered as in the above inventions, the heating capacity will be reduced. In that case, a comfortable heating in the vehicle interior can be maintained by providing an auxiliary heating device in the air flow passage as in the invention of claim 9 and executing the heating by the auxiliary heating device.
On the other hand, in addition to the above inventions, in addition to the radiator as a heat exchanger for directly or indirectly heating the air supplied to the vehicle interior from the air flow passage by radiating the refrigerant, and absorbing the refrigerant A heat absorber as a heat exchanger for cooling the air supplied from the air flow passage to the vehicle interior and an outdoor heat exchanger provided outside the vehicle cabin to dissipate or absorb the refrigerant are provided in the refrigerant circuit and discharged from the compressor. Heat is dissipated by the radiator, and after the decompressed refrigerant is depressurized, the heating mode in which heat is absorbed by the outdoor heat exchanger, and the refrigerant discharged from the compressor is dissipated by the outdoor heat exchanger to dissipate heat. In the vehicle air conditioner that executes at least the cooling mode in which the refrigerant is depressurized and absorbs heat by the heat absorber, the compressor that constitutes the refrigerant circuit usually has a discharge volume that is necessary in the heating mode. Selected , The discharge volume is the excess is in the cooling mode.
Therefore, as in the invention of claim 10, the control device changes the upper limit rotational speed TGNCcLimHi for controlling the compressor in the cooling mode in a direction lower than the upper limit rotational speed TGNChLimHi for controlling the compressor in the heating mode. In this way, while achieving the capacity required in the heating mode, avoiding excessive operation in the cooling mode, reducing power consumption and noise, and improving controllability. Will be able to.
In this case, as in the invention of claim 11, the discharge volume of the compressor is set to the discharge volume DV1 required in the heating mode, and the ratio D2 / D1 of the discharge volume DV2 of the compressor required in the cooling mode with respect to the discharge volume DV1 By setting the upper limit rotational speed TGNCcLimHi for controlling the compressor in the cooling mode based on the upper limit rotational speed TGNChLimHi for controlling the compressor in the heating mode, the upper limit rotational speed TGNCcLimHi in the cooling mode is appropriately set. Can be set.

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 electric circuit of the controller of the vehicle air conditioner of FIG. It is a control block diagram regarding the compressor control of the controller of FIG. It is another control block diagram regarding the compressor control of the controller of FIG. It is a figure explaining an example of the calculation of the upper limit rotation speed change value of a compressor based on the air volume of the indoor air blower by the controller of FIG. It is a figure explaining an example of the calculation of the upper limit rotation speed change value of the compressor based on the blowing mode by the controller of FIG. It is a figure explaining an example of the calculation of the upper limit rotation speed change value of the compressor based on the inside / outside air mode by the controller of FIG. It is a figure explaining an example of the calculation of the upper limit rotation speed change value of a compressor based on the volume (audio level) of the audio equipment by the controller of FIG. It is a figure explaining an example of the calculation of the upper limit rotation speed change value of the compressor based on the vehicle speed by the controller of FIG. It is a figure explaining the other example of calculation of the upper limit rotation speed change value of the compressor based on the vehicle speed by the controller of FIG. It is a figure explaining an example of the calculation of the upper limit rotation speed change value of the compressor based on the outside temperature by the controller of FIG. It is a block diagram of the air conditioning apparatus for vehicles of the other Example to which this invention is applied. It is a block diagram of the air conditioning apparatus for vehicles of another another Example to which this invention is applied. It is a block diagram of the air conditioning apparatus for vehicles of another another Example to which this invention is applied. It is a block diagram of the air conditioning apparatus for vehicles of another another Example to which this invention is applied. It is a block diagram of the air conditioning apparatus for vehicles of another another Example to which this invention is applied. It is a block diagram of the air conditioning apparatus for vehicles of another another Example to which this invention is applied. It is a block diagram of the air conditioning apparatus for vehicles of another another Example to which this invention is applied.

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. Provided (none is shown), and the vehicle air conditioner 1 (compressor 2 or the like) of the present invention is also driven by the power of a battery mounted on the vehicle. That is, the vehicle air conditioner 1 of the embodiment performs heating by heat pump operation using a refrigerant circuit in an electric vehicle that cannot be heated by engine waste heat, and further performs each of dehumidification heating, internal cycle, cooling dehumidification, and cooling. The operation mode is selectively executed.
The present invention is effective not only for electric vehicles but also for so-called hybrid vehicles that use an engine and an electric motor for traveling, and is also applicable to ordinary vehicles that run on an engine. Needless to say.
The vehicle air conditioner 1 according to the embodiment performs air conditioning (heating, cooling, dehumidification, and ventilation) in a passenger compartment of an electric vehicle, and an electric compressor (electric compressor) 2 that compresses refrigerant. The high-temperature and high-pressure refrigerant discharged from the compressor 2 flows in through the refrigerant pipe 13G and is provided in the vehicle interior. A radiator 4 as a heat exchanger for dissipating heat, an outdoor expansion valve 6 comprising an electric valve for decompressing and expanding the refrigerant during heating, a function as a radiator during cooling, and a refrigerant and outside air to function as an evaporator during heating An outdoor heat exchanger 7 that exchanges heat between them, an indoor expansion valve 8 that is an electric valve that decompresses and expands the refrigerant, and an air flow passage 3 that absorbs heat from outside and inside the vehicle during cooling and dehumidification. Heat absorption as a heat exchanger 9, the evaporation capacity control valve 11 for adjusting the evaporating ability in the heat sink 9, an accumulator 12 and the like are sequentially connected by a refrigerant pipe 13, the refrigerant circuit R is formed.
As the compressor 2, various types of compressors such as a scroll type and a rotary type can be adopted, but at least a compressor having a discharge volume DV1 required in a heating mode described later is used. The outdoor heat exchanger 7 is provided with an outdoor fan 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 in order on the downstream side of the refrigerant, and the refrigerant pipe 13A exiting from the outdoor heat exchanger 7 is an electromagnetic valve (cooling electromagnetic solenoid) that is opened during cooling. The outlet of the supercooling unit 16 is connected to the indoor expansion valve 8 via a check valve 18. The receiver dryer section 14 and the supercooling section 16 structurally constitute a part of the outdoor heat exchanger 7, and the check valve 18 has a forward direction on the indoor expansion valve 8 side.
Further, the refrigerant pipe 13B between the check valve 18 and the indoor expansion valve 8 is provided in a heat exchange relationship with the refrigerant pipe 13C exiting the evaporation capacity control valve 11 located on the outlet side of the heat absorber 9, and internal heat is generated by both. The exchanger 19 is configured. 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 and passed through the evaporation capacity control valve 11.
Further, the refrigerant pipe 13A exiting from the outdoor heat exchanger 7 is branched, and the branched refrigerant pipe 13D is connected to the internal heat exchanger 19 via an electromagnetic valve (heating electromagnetic valve) 21 that is opened during heating. Is connected to the refrigerant pipe 13C on the downstream side. The refrigerant pipe 13 C is connected to the accumulator 12, and the accumulator 12 is connected to the refrigerant suction side of the compressor 2.
Further, the refrigerant pipe 13E on the outlet side of the radiator 4 is branched in front of the outdoor expansion valve 6, and the branched refrigerant pipe 13F is connected via an electromagnetic valve (dehumidifying electromagnetic valve) 22 that is opened during dehumidification. The refrigerant pipe 13B on the downstream side of the check valve 18 is connected in communication. That is, the dehumidifying electromagnetic valve 22 is connected in parallel to the outdoor heat exchanger 7 (and the outdoor expansion valve 6 and the like).
A bypass pipe 13J is connected to the outdoor expansion valve 6 in parallel. The bypass pipe 13J is opened in a cooling mode, and is an electromagnetic valve (bypass for bypassing the outdoor expansion valve 6 and allowing the refrigerant to flow). The electromagnetic valve) 20 is interposed. The piping between the outdoor expansion valve 6 and the electromagnetic valve 20 and the outdoor heat exchanger 7 is 131.
The air flow passage 3 on the air upstream side of the heat absorber 9 is formed with each of an outside air inlet and an inside air inlet (represented by the inlet 25 in FIG. 1). 25 is provided with a suction switching damper 26 for switching the introduction mode of the air flowing into the air flow passage 3 between the inside air circulation mode and the outside air introduction mode. In the inside air circulation mode, the inside air that is the air in the vehicle interior flows into the air flow passage 3 by the suction switching damper 26, and in the outside air introduction mode, the outside air that is the air outside the vehicle interior flows into the air flow passage 3. Can be switched. Furthermore, an indoor blower (blower fan) 27 for supplying the introduced inside air or outside air to the air flow passage 3 is provided on the air downstream side of the suction switching damper 26.
Moreover, in FIG. 1, 23 has shown the heat-medium circulation circuit provided in the air conditioning apparatus 1 for vehicles of the Example. The heat medium circulation circuit 23 includes a circulation pump 30 that constitutes a circulation means, a heat medium heating electric heater 35, and an air flow passage 3 on the upstream side of the radiator 4 with respect to the air flow in the air flow passage 3. A heat medium-air heat exchanger 40 (auxiliary heating device in the present invention) provided in the inside is provided, and these are sequentially connected in an annular shape by a heat medium pipe 23A. As the heat medium circulated in the heat medium circuit 23, for example, water, a refrigerant such as HFO-1234yf, a coolant, or the like is employed.
When the circulation pump 30 is operated and the heat medium heating electric heater 35 is energized to generate heat, the heat medium heated by the heat medium heating electric heater 35 is circulated to the heat medium-air heat exchanger 40. Has been. That is, the heat medium-air heat exchanger 40 (auxiliary heating device) of the heat medium circulation circuit 23 serves as a so-called heater core, and complements heating in the passenger compartment. By employing such a heat medium circulation circuit 23, it is possible to improve the electrical safety of the passenger.
In addition, an air mix for adjusting the degree to which the inside air and the outside air circulate in the heat medium-air heat exchanger 40 and the radiator 4 in the air flow passage 3 on the air upstream side of the heat medium-air heat exchanger 40. A damper 28 is provided. Further, FOOT, VENT, and DEF air outlets (represented by air outlets 29 in FIG. 1) are formed in the air flow passage 3 on the air downstream side of the radiator 4. In this case, the FOOT air outlet is an air outlet that blows out air in the air flow passage 3 from the ears of the passenger (driver or the like) to the feet, and the VENT air outlet is an air outlet that blows out to the chest or face of the passenger. A DEF blower outlet is a blower outlet which blows air inside the windshield of a vehicle.
The air outlet 29 is provided with an air outlet switching damper 31 for switching and controlling the air blowing mode from the air outlets. In the embodiment, the outlet switching damper 31 has a blowing mode in which a FOOT mode for blowing air from the FOOT outlet, a VENT mode for blowing from the VENT outlet, a B / L mode for blowing from both the FOOT outlet and the VENT outlet, It is possible to switch to the DEF mode that blows out from the DEF outlet.
Next, in FIG. 2, reference numeral 32 denotes a controller (ECU) as a control means constituted by a microcomputer. An input to the controller 32 is an outside air temperature sensor 33 for detecting the outside air temperature Tam of the vehicle, and an outside air humidity is detected. An outdoor air humidity sensor 34, an HVAC intake temperature sensor 36 for detecting the temperature of air sucked into the air flow passage 3 from the intake port 25, an inside air temperature sensor 37 for detecting the temperature of the air (inside air) in the passenger compartment, and the vehicle An indoor air humidity sensor 38 that detects the humidity of the indoor air, and an indoor CO that detects the carbon dioxide concentration in the passenger compartment ₂ Concentration sensor 39, blowout temperature sensor 41 that detects the temperature of air blown into the vehicle interior from the blowout port 29, discharge pressure sensor 42 that detects the discharge refrigerant pressure of the compressor 2, and discharge refrigerant temperature of the compressor 2 The discharge temperature sensor 43 for detecting the suction pressure, the suction pressure sensor 44 for detecting the suction refrigerant pressure of the compressor 2, and the temperature of the radiator 4 (the temperature of the air that has passed through the radiator 4 or the temperature of the radiator 4 itself). A radiator temperature sensor 46 to detect, a radiator pressure sensor 47 to detect the refrigerant pressure of the radiator 4 (the refrigerant pressure in the radiator 4 or immediately after leaving the radiator 4), and the temperature of the heat absorber 9 A heat absorber temperature sensor 48 for detecting (the temperature of the air passing through the heat absorber 9 or the temperature of the heat absorber 9 itself) and the refrigerant pressure of the heat absorber 9 (inside the heat absorber 9 or immediately after leaving the heat absorber 9). An endothermic pressure sensor 49 for detecting the pressure of the refrigerant) For example, a photosensor-type solar radiation sensor 51 for detecting the amount of solar radiation into the passenger compartment, a vehicle speed sensor 52 for detecting the moving speed of the vehicle (vehicle speed VSP), and setting of the set temperature and operation mode. Air conditioner (air conditioner) operation unit 53 and the outdoor heat exchanger 7 for detecting the temperature of the outdoor heat exchanger 7 (the temperature of the refrigerant immediately after coming out of the outdoor heat exchanger 7 or the temperature of the outdoor heat exchanger 7 itself) Each output of the temperature sensor 54 and the outdoor heat exchanger pressure sensor 56 that detects the refrigerant pressure of the outdoor heat exchanger 7 (the pressure of the refrigerant in the outdoor heat exchanger 7 or immediately after coming out of the outdoor heat exchanger 7). Is connected.
Further, the input of the controller 32 further includes the temperature of the heating medium heating electric heater 35 of the heating medium circulation circuit 23 (the temperature of the heating medium immediately after being heated by the heating medium heating electric heater 35 or the heating medium heating electric heater 35. The temperature of the heating medium heating electric heater temperature sensor 50 that detects the temperature of the electric heater itself (not shown) incorporated in the heating medium and the temperature of the heating medium-air heat exchanger 40 (the temperature of the air that has passed through the heating medium-air heat exchanger 40, Alternatively, each output of the heat medium-air heat exchanger temperature sensor 55 that detects the temperature of the heat medium-air heat exchanger 40 itself is also connected. Moreover, the information regarding the volume AUD (audio level in FIG. 2) of the audio equipment (audio) mounted in the vehicle is input to the controller 32 from the vehicle side.
On the other hand, the output of the controller 32 includes the compressor 2, the outdoor blower 15, the indoor blower (blower fan) 27, the suction switching damper 26, the air mix damper 28, the outlet switching damper 31, and the outdoor expansion. Valve 6, indoor expansion valve 8, solenoid valve 22 (dehumidification), solenoid valve 17 (cooling), solenoid valve 21 (heating), solenoid valve 20 (bypass) solenoid valve, circulation pump 30, and heating medium heating The electric heater 35 and the evaporation capacity control valve 11 are connected. And the controller 32 controls these based on the output of each sensor, and the setting input in the air-conditioning operation part 53. FIG.
Next, the operation of the vehicle air conditioner 1 having the above-described configuration will be described. In the embodiment, the controller 32 switches between the operation modes of the heating mode, the dehumidifying heating mode, the internal cycle mode, the dehumidifying cooling mode, and the cooling mode. Moreover, it also has a defrosting mode in which the high-temperature refrigerant gas discharged from the compressor 2 is allowed to flow into the outdoor heat exchanger 7 to defrost as necessary.
(1) Heating mode
Next, each operation mode will be described. When the heating mode is selected by the controller 32 or by manual operation to the air conditioning operation unit 53, the controller 32 opens the electromagnetic valve 21 (for heating) and closes the electromagnetic valve 17, the electromagnetic valve 22, and the electromagnetic valve 20. .
Then, the compressor 2 and the

blowers

15 and 27 are operated, and the air mix damper 28 is in a state where the air blown out from the indoor blower 27 is passed through the heat medium-air heat exchanger 40 and the radiator 4. . Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. 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. Deprived, cooled, and condensed into liquid.
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 operation and action of the heat medium circulation circuit 23 will be described later. 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 is blown out from the air outlet 29 via the heat medium-air heat exchanger 40, thereby heating the passenger compartment.
The controller 32 controls the rotational speed NC of the compressor 2 based on the high pressure of the refrigerant circuit R detected by the discharge pressure sensor 42 or the radiator pressure sensor 47 as will be described later, and the radiator detected by the radiator temperature sensor 46. 4 and the refrigerant pressure of the radiator 4 detected by the radiator pressure sensor 47, the valve opening degree of the outdoor expansion valve 6 is controlled, and the degree of supercooling of the refrigerant at the outlet of the radiator 4 is controlled.
(2) Dehumidification heating mode
Next, in the dehumidifying heating mode, the controller 32 opens the electromagnetic valve 22 (for dehumidification) in the heating mode. As a result, a part of the condensed refrigerant flowing through the refrigerant pipe 13E via the radiator 4 is diverted to reach the indoor expansion valve 8 via the electromagnetic valve 22 and the

refrigerant pipes

13F and 13B via 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 merges with the refrigerant from the refrigerant pipe 13D in the refrigerant pipe 13C through the evaporation capacity control valve 11 and the internal heat exchanger 19, and then repeats circulation 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.
The controller 32 controls the rotational speed NC of the compressor 2 based on the temperature of the heat absorber 9 or the high pressure of the refrigerant circuit R described above. At this time, the controller 32 controls the compressor 2 by selecting the lower one of the compressor target rotational speeds obtained from either calculation, depending on the temperature of the heat absorber 9 or the high pressure. Further, the controller 32 switches the valve opening degree of the outdoor expansion valve 6 between a large diameter and a small diameter based on the temperature of the heat absorber 9 detected by the heat absorber temperature sensor 48.
(3) Internal cycle mode
Next, in the internal cycle mode, the controller 32 fully closes the outdoor expansion valve 6 (fully closed position) and closes the electromagnetic valve 21 (for heating) in the dehumidifying and heating mode. By closing the outdoor expansion valve 6 and the electromagnetic valve 21 (the electromagnetic valve 20 is also closed), the inflow of refrigerant to the outdoor heat exchanger 7 and the outflow of refrigerant from the outdoor heat exchanger 7 are prevented. Therefore, the condensed refrigerant flowing through the refrigerant pipe 13E through the radiator 4 flows through the electromagnetic valve 22 to the refrigerant pipe 13F. And the refrigerant | coolant which flows through the refrigerant | coolant piping 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 flows through the refrigerant pipe 13C through the evaporation capacity control valve 11 and the internal heat exchanger 19, 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.
In this case as well, the controller 32 controls the rotational speed NC of the compressor 2 based on the temperature of the heat absorber 9 or the high pressure of the refrigerant circuit R described above. At this time, the controller 32 controls the compressor 2 by selecting the lower one of the compressor target rotational speeds obtained from either calculation, depending on the temperature of the heat absorber 9 or the high pressure.
(4) Dehumidifying and cooling mode
Next, in the dehumidifying and cooling mode, the controller 32 opens the electromagnetic valve 17 (for cooling), and closes the electromagnetic valve 21, the electromagnetic valve 22, and the electromagnetic valve 20. Then, the compressor 2 and the

blowers

15 and 27 are operated, and the air mix damper 28 is in a state where the air blown out from the indoor blower 27 is passed through the heat medium-air heat exchanger 40 and the radiator 4. . Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is passed through the radiator 4, the air in the air flow passage 3 is heated by the high-temperature refrigerant in the radiator 4, while the refrigerant in the radiator 4 heats the air. It is deprived and cooled, and condensates.
The refrigerant that has exited the radiator 4 reaches the outdoor expansion valve 6 through the refrigerant pipe 13E, and flows into the outdoor heat exchanger 7 through the outdoor expansion valve 6 that is controlled to open. The refrigerant flowing into the outdoor heat exchanger 7 is cooled and condensed by running there or by the outside air ventilated by the outdoor blower 15. The refrigerant that has exited the outdoor heat exchanger 7 sequentially flows from the refrigerant pipe 13 A through the electromagnetic valve 17 into the receiver dryer unit 14 and the supercooling unit 16. Here, the refrigerant is supercooled.
The refrigerant that has exited the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13 B through the check valve 18, and 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 passes through the evaporation capacity control valve 11 and the internal heat exchanger 19, reaches the accumulator 12 through the refrigerant pipe 13 C, and repeats circulation sucked into the compressor 2 through the refrigerant pipe 13 C. The air cooled and dehumidified by the heat absorber 9 is reheated (having a lower heat dissipation capacity than that during heating) in the process of passing through the radiator 4, thereby dehumidifying and cooling the vehicle interior. . The controller 32 controls the rotational speed NC of the compressor 2 based on the temperature of the heat absorber 9 detected by the heat absorber temperature sensor 48, and the valve opening degree of the outdoor expansion valve 6 based on the high pressure of the refrigerant circuit R described above. And the refrigerant pressure of the radiator 4 (radiator pressure PCI) is controlled.
(5) Cooling mode
Next, in the cooling mode, the controller 32 opens the solenoid valve 20 (bypass) in the dehumidifying and cooling mode state (in this case, the outdoor expansion valve 6 is fully opened (the valve opening is the upper limit of control)). However, the air mix damper 28 is in a state where air is not passed through the heat medium-air heat exchanger 40 and the radiator 4. However, it may be allowed to ventilate somewhat.
Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is not ventilated to the radiator 4, the air only passes therethrough, and the refrigerant exiting the radiator 4 reaches the electromagnetic valve 20 and the outdoor expansion valve 6 through the refrigerant pipe 13 E. At this time, since the solenoid valve 20 is opened, the refrigerant bypasses the outdoor expansion valve 6 and passes through the bypass pipe 13J, and flows into the outdoor heat exchanger 7 as it is, where it travels or is ventilated by the outdoor fan 15. It is air-cooled by the outside air and is condensed and liquefied. The refrigerant that has exited the outdoor heat exchanger 7 sequentially flows from the refrigerant pipe 13 A through the electromagnetic valve 17 into the receiver dryer unit 14 and the supercooling unit 16. Here, the refrigerant is supercooled.
The refrigerant that has exited the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13 B through the check valve 18, and 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.
The refrigerant evaporated in the heat absorber 9 passes through the evaporation capacity control valve 11 and the internal heat exchanger 19, reaches the accumulator 12 through the refrigerant pipe 13 C, and repeats circulation sucked into the compressor 2 through the refrigerant pipe 13 C. The air cooled and dehumidified by the heat absorber 9 is blown into the vehicle interior from the air outlet 29 without passing through the radiator 4 (it may be allowed to pass a little), so that the vehicle interior is cooled. Will be. In this cooling mode, the controller 32 controls the rotational speed NC of the compressor 2 based on the temperature of the heat absorber 9 detected by the heat absorber temperature sensor 48 as described later.
(6) Switching operation mode
The controller 32 calculates the target blowing temperature TAO described above from the following formula (I). This target blowing temperature TAO is a target value of the temperature of the air blown into the passenger compartment.
TAO = (Tset−Tin) × K + Tbal (f (Tset, SUN, Tam))
.. (I)
Here, Tset is a set temperature in the vehicle interior set by the air conditioning operation unit 53, Tin is the temperature of the air in the vehicle interior (inside air temperature) detected by the inside air temperature sensor 37, K is a coefficient, Tbal is the set temperature Tset, This is a balance value calculated from the solar radiation amount SUN detected by the solar radiation sensor 51 and the outdoor air temperature Tam detected by the outdoor 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.
At the time of startup, the controller 32 selects one of the above operation modes based on the outside air temperature Tam (detected by the outside air temperature sensor 33) and the target blowing temperature TAO. In addition, the controller 32, 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), the target heater temperature TCO, the heat absorption, which will be described later. By switching each operation mode based on parameters such as the unit temperature Te, the target heat absorber temperature TEO, whether there is a dehumidification request in the passenger compartment, the heating mode, dehumidification can be accurately performed according to the environmental conditions and the necessity of dehumidification Switching between the heating mode, the internal cycle mode, the dehumidifying and cooling mode, and the cooling mode controls 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.
(7) Auxiliary heating by heating medium circulation circuit in heating mode
Further, when the controller 32 determines that the heating capacity of the radiator 4 is insufficient in the heating mode, the heat medium heating electric heater 35 is energized to generate heat, and the circulation pump 30 is operated, whereby the heat medium circulation circuit 23. The heating by the heat medium-air heat exchanger 40 is executed.
When the circulation pump 30 of the heat medium circulation circuit 23 is operated and the heat medium heating electric heater 35 is energized, as described above, the heat medium (high temperature heat medium) heated by the heat medium heating electric heater 35 is the heat medium. -Since it is circulated through the air heat exchanger 40, the air flowing into the radiator 4 in the air flow passage 3 is heated. As a result, when the heating capacity that can be generated by the radiator 4 is insufficient with respect to the heating capacity required in the heating mode, especially when the upper limit rotation speed limit control of the compressor 2 described later is insufficient, Is supplemented by the heat medium circulation circuit 23.
(8) Control of compressor 2 by controller 32 in heating mode, dehumidifying heating mode, and internal cycle mode
The control of the compressor 2 based on the radiator pressure PCI will be described in detail with reference to FIG. FIG. 3 is a control block diagram of the controller 32 for calculating the target rotational speed (compressor target rotational speed) TGNCh of the compressor 2 based on the radiator pressure PCI, which is executed in the heating mode, and is in the dehumidifying heating mode and the internal cycle mode. Selected. The F / F (feed forward) manipulated variable calculation unit 58 of the controller 32 has an outside air temperature Tam obtained from the outside air temperature sensor 33, a blower voltage BLV of the indoor blower 27, and SW = (TAO−Te) / (TH−Te). The air volume ratio SW obtained by the air mix damper 28, the target supercooling degree TGSC that is the target value of the subcooling degree SC at the outlet of the radiator 4, and the target heater temperature described above that is the target value of the temperature of the radiator 4 Based on the TCO 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.
Here, the above TH for calculating the air volume ratio SW is the temperature of the leeward air of the radiator 4 (hereinafter referred to as the heating temperature), and is estimated by the controller 32 from the first-order lag calculation formula (II) shown below. To do.
TH = (INTL × TH0 + Tau × THz) / (Tau + INTL) (II)
Here, INTL is the calculation cycle (constant), Tau is the time constant of the primary delay, TH0 is the steady value of the heating temperature TH in the steady state before the primary delay calculation, and THz is the 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. Note that the controller 32 changes the time constant Tau and the steady value TH0 according to the above-described operation mode, thereby changing the above-described estimation formula (II) depending on the operation mode, and estimates the heating temperature TH.
The target radiator pressure PCO is calculated by the target value calculator 59 based on the target subcooling degree TGSC and the target heater temperature TCO. Further, the F / B (feedback) manipulated variable calculator 60 calculates the F / B manipulated variable TGNChfb of the compressor target rotational speed based on the target radiator pressure PCO and the radiator pressure PCI that is the refrigerant pressure of the radiator 4. To do. The F / F manipulated variable TGNCnff calculated by the F / F manipulated variable calculator 58 and the TGNChfb calculated by the F / B manipulated variable calculator 60 are added by the adder 61, and the limit setting unit 62 controls the upper limit rotation on the control. After the number TGNChLimHi and the lower limit rotational speed TGNChLIMLo are added, it is determined as the compressor target rotational speed TGNCh. The controller 32 uses the compressor target rotational speed TGNCh in the heating mode, and if selected as described above in the dehumidifying heating mode and the internal cycle mode, uses the compressor target rotational speed TGNCh to set the upper limit rotational speed TGNChLimHi and the lower limit rotational speed. The rotational speed NC of the compressor 2 is controlled between TGNChLIMLo. The upper limit rotational speed TGNChLimHi is changed by the controller 32 as described later.
(9) Control of the compressor 2 by the controller 32 in the cooling mode, the dehumidifying cooling mode, the dehumidifying heating mode, and the internal cycle mode
Next, the control of the compressor 2 based on the heat absorber temperature Te will be described in detail with reference to FIG. FIG. 4 is a control block diagram of the controller 32 for calculating the target rotational speed (compressor target rotational speed) TGNCc of the compressor 2 based on the heat absorber temperature Te, which is executed in the cooling mode and the dehumidifying cooling mode, and is in the dehumidifying heating mode. And selected in internal cycle mode. The F / F manipulated variable calculation unit 63 of the controller 32 compresses based on the outside air temperature Tam, the blower voltage BLV of the indoor blower 27, and the heat absorber temperature Te (the target heat absorber temperature TEO which is the target value of the heat absorber 9). The F / F manipulated variable TGNCcff of the machine target rotational speed is calculated.
Further, the F / B 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 calculated by the F / F manipulated variable calculator 63 and the F / B manipulated variable TGNCcfb calculated by the F / B manipulated variable calculator 64 are added by the adder 66, and the limit setting unit 67 After the control upper limit rotational speed TGNCcLimHi and the lower limit rotational speed TGNCcLimLo are added, the compressor target rotational speed TGNCc is determined. The controller 32 uses the compressor target rotational speed TGNCc in the cooling mode and the dehumidifying cooling mode, and, if selected as described above in the dehumidifying heating mode and the internal cycle mode, based on the compressor target rotational speed TGNCc, the upper limit rotational speed TGNCcLimHi. And the rotation speed NC of the compressor 2 is controlled between the lower limit rotation speed TGNCcLimLo. The upper limit rotational speed TGNCcLimHi is also changed by the controller 32 as will be described later.
(10) Change control of the upper limit rotation speed of the compressor 2 by the controller 32
Next, change control of the upper limit rotational speeds TGNChLimHi and TGNCcLimHi of the compressor 2 by the controller 32 will be described with reference to FIGS. As described above, since the compressor 2 is an electric compressor driven by a vehicle battery, a relatively loud driving sound is generated at a high speed. Therefore, the sound level in the passenger compartment is low, and in a quiet situation, the driving sound of the compressor 2 can be heard by the passengers, which is annoying. On the other hand, in a situation where the sound level in the passenger compartment is high, the driving sound is not harsh even if the compressor 2 is driven at a high speed.
Factors other than the driving sound of the compressor 2 as factors affecting the sound level in the passenger compartment, in the embodiment, the air volume of the indoor blower 27, the blowing modes from the respective outlets described above, and the air to the air flow passage 3 , The volume AUD (audio level) of the audio equipment provided in the vehicle, the vehicle speed VSP, and the outside air temperature Tam are employed. Based on these factors, the controller 32 determines the upper limit rotational speed TGNChLimHi of the compressor target rotational speed TGNCh used in the heating mode described above using the formulas (III) and (IV) in the embodiment, The upper limit rotational speed TGNCcLimHi of the compressor target rotational speed TGNCc used in the mode or the like is changed.
TGNChLimHi = MAX (TGNChLimBLV, TGNChLimMOD, TGNChLimREC, TGNChLimAUD, TGNChLimVSP, TGNChLimTam) (III)
TGNCcLimHi = MAX (TGNCcLimBLV, TGNCcLimMOD, TGNCcLimREC, TGNCcLimAUD, TGNCcLimVSP, TGNCcLimTam) (IV)
The above TGNChLimBLV and TGNCcLimBLV are upper limit rotational speed change values based on the air volume of the indoor blower 27, and TGNChLimMOD and TGNCcLimMOD are upper limit rotations based on the blowout mode from the blowout port 29 such as the FOOT blowout port and the VENT blowout port described above. Number change value. Further, the above TGNChLimREC and TGNCcLimREC are upper limit rotational speed change values based on the above-described air introduction mode (inside air circulation mode, outside air introduction mode) to the air flow passage 3, and TGNChLimAUD and TGNCcLimAUD are the volume levels of the above-described audio equipment. It is an upper limit rotation speed change value based on. Further, TGNChLimVSP and TGNCcLimVSP are upper limit speed change values based on the vehicle speed, and TGNChLimTam and TGNCcLimTam are upper limit speed change values based on the outside air temperature Tam.
That is, the controller 32 of the embodiment includes the upper limit rotation speed change values TGNChLimBLV and TGNChcLimBLV based on the air volume of the indoor blower 27, the upper limit rotation speed change values TGNChLIMMOD and TGNCcLIMMOD based on the blowing mode, and the upper limit rotation speed change values TGNChLimREC and TGNCcLimREC based on the introduction mode. Among the upper limit rotational speed change values TGNChLimAUD and TGNChcLimAUD based on the volume of the audio equipment, the upper limit rotational speed change values TGNChLimVSP and TGNChclimVSP based on the vehicle speed, and the upper limit rotational speed change values TGNChLimTam and TGNCcLimTam based on the outside air temperature Tam (MAX ) The upper limit speed TGNChLimHi (heating mode etc.) and the upper limit speed TGNCcLi respectively It is determined as the Hi (cooling mode, and the like).
The reason for this is that, in any situation where the sound level in the passenger compartment is high due to any of the above factors and the driving sound of the compressor 2 is less likely to disturb the passenger, the upper limit number of rotations of the compressor 2 is better. This is because adverse effects on air conditioning performance can be reduced. Next, the calculation procedure of the upper limit rotational speed change value based on each factor will be described.
(10-1) Calculation of the upper limit rotational speed change value based on the air volume of the indoor fan 27
First, an example of a procedure for calculating the upper limit rotational speed change values TGNChLimBLV and TGNCcLimBLV based on the air volume of the indoor fan 27 will be described with reference to FIG. The controller 32 uses the blower voltage BLV of the indoor blower 27 as an index indicating the air volume of the indoor blower 27, and calculates the upper limit rotational speed change values TGNChLimBLV and TGNCcLimBLV according to the blower voltage BLV. In this case, the controller 32 changes the upper limit rotational speed change values TGNChLimBLV and TGNCcLimBLV in the decreasing direction as the blower voltage BLV is lowered, that is, as the air volume of the indoor blower 27 is lowered.
Here, in the graph on the left side of FIG. 5, the horizontal axis is the blower voltage BLV, and the predetermined values BLV1 to BLV4 have a relationship of BLV4 <BLV3 <BLV2 <BLV1, and the air volume of the indoor blower 27 and the sound level in the vehicle interior It is set as a value obtained in advance by experiments from the relationship. The vertical axis represents the upper limit rotational speed change value TGNChLimBLV, and the predetermined values NC1 and NC2 have a relationship of NC2 <NC1. This predetermined value NC1 is the maximum number of revolutions allowed when the compressor 2 is operated in the embodiment. In the embodiment, the upper limit speed change value TGNChLimBLV for the upper limit speed TGNChLimHi (heating mode or the like) is set to NC1 when the blower voltage BLV is a predetermined value BLV1. Then, the blower voltage BLV decreases (the air volume of the indoor blower 27 decreases) and is maintained until it becomes BLV2, and when it falls below BLV2, TGNChLimBLV starts to decrease, and TGNChLimBLV is set at a constant rate until NC2 at BLV4. Decreasing.
If the blower voltage BLV rises from the state where TGNChLimBLV is set to NC2 (the air volume of the indoor blower 27 rises), it is maintained until it reaches BLV3, and if it rises above BLV3, TGNChLimBLV starts to rise and becomes NC1 at BLV1 Until then, TGNChLimBLV is raised at a constant rate. The difference between BLV1 and BLV2, and the difference between BLV3 and BLV4 are hysteresis.
In the graph on the right side of FIG. 5, the vertical axis represents the upper limit rotational speed change value TGNCcLimBLV, and the predetermined values NC3 and NC4 have a relationship of NC4 <NC3 and a relationship of NC3 <NC1 and NC4 <NC2. In the embodiment, the upper limit rotational speed change value TGNCcLimBLV for the upper limit rotational speed TGNCcLimHi (cooling mode or the like) is set to NC3 when the blower voltage BLV is BLV1. Then, the blower voltage BLV is lowered and maintained until it becomes BLV2, and when it falls below BLV2, TGNCcLimBLV starts to be lowered, and TGNCcLimBLV is lowered at a constant rate until NC4 becomes BLV4.
When the blower voltage BLV rises from the state where TGNCcLimBLV is set to NC4, it is maintained until it becomes BLV3, and when it rises above BLV3, TGNCcLimBLV starts to be raised and TGNCcLimBLV is raised at a constant rate until it becomes NC3 at BLV1. To go. When the upper limit rotational speed change values TGNChLimBLV and TGNCcLimBLV are the highest in the above formulas (III) and (IV) (MAX), these upper limit rotational speed change values TGNChLimBLV and TGNCcLimBLV are the upper limit rotational speeds TGNChLimHi (heating mode, etc.) The rotational speed TGNCcLimHi (cooling mode or the like) is determined, and the rotational speed NC of the compressor 2 is no longer controlled.
When the air volume (blower voltage BLV) of the indoor blower 27 is reduced, the sound level in the passenger compartment is lower and quieter than when the air volume is large. For this reason, the driving sound of the compressor 2 becomes conspicuous, which is annoying to the passenger. Therefore, the controller 32 changes the upper limit rotational speeds TGNChLimHi (heating mode, etc.) and TGNCcLimHi (cooling mode, etc.) under control of the compressor 2 in accordance with the air volume of the indoor blower 27. Thus, in the situation where the air volume of the indoor blower 27 is reduced, the driving sound of the compressor 2 can be reduced. In addition, a reduction in the air volume of the indoor blower 27 means that the necessary air conditioning capability is also low, so that it is possible to achieve vehicle interior air conditioning that is generally comfortable for passengers.
On the other hand, when the upper limit rotational speed TGNChLimHi of the compressor 2 is lowered as described above, the heating capacity in the heating mode is lowered. However, when the heating capacity that can be generated by the radiator 4 is insufficient, the controller 32 has been described above. As described above, the heating medium heating electric heater 35 is energized to generate heat, and the circulation pump 30 is operated to perform heating by the heating medium-air heat exchanger 40 of the heating medium circulation circuit 23. Is supplemented by the heat medium circulation circuit 23, so that comfortable heating in the vehicle interior is maintained.
In the embodiment, the compressor 2 has a discharge volume DV1 required in the heating mode. However, in the cooling mode, the discharge volume becomes excessive, and 50% to 70% of the discharge volume DV1 is required in the cooling mode. Discharge volume. Therefore, in the embodiment, when the discharge volume required in the cooling mode is DV2, the relationship between NC1 and NC3 and the relationship between NC2 and NC4 are represented by the following equations (V) and (VI).
NC3 = NC1 × (DV2 / DV1) (V)
NC4 = NC2 × (DV2 / DV1) (VI)
Accordingly, the calculated upper limit rotational speed change value TGNCcLimBLV is a value obtained by multiplying the upper limit rotational speed change value TGNChLimBLV by (DV2 / DV1). Therefore, the upper limit rotational speed TGNCcLimHi (cooling mode or the like) is also the upper limit rotational speed TGNChLimHi (heating). The value is obtained by multiplying (DV2 / DV1) by (mode etc.), and the upper limit rotational speed TGNCcLimHi becomes lower than TGNChLimHi (the same applies hereinafter).
Thus, by changing the upper limit rotational speed TGNCcLimHi on the control of the compressor 2 in the controller 32 cooling mode or the like in a direction lower than the upper limit rotational speed TGNChLimHi on the control of the compressor 2 in the heating mode or the like, While realizing the capacity required in the heating mode, it is possible to avoid operation with excessive capacity in the cooling mode, reduce power consumption and noise, and improve controllability. .
In particular, the discharge volume of the compressor 2 is set to the discharge volume DV1 required in the heating mode, the ratio D2 / D1 of the discharge volume DV2 of the compressor 2 required in the cooling mode with respect to the discharge volume DV1, and the heating mode, etc. By setting the upper limit rotational speed TGNCcLimHi for control of the compressor 2 in the cooling mode or the like based on the upper limit rotational speed TGNChLimHi for the control of the compressor 2, the upper limit rotational speed TGNCcLimHi for the cooling mode is appropriately set. Will be able to.
(10-2) Calculation of upper limit rotational speed change value based on blowing mode
Next, an example of a procedure for calculating the upper limit rotation speed change values TGNChLIMMOD and TGNCcLIMMOD based on the blowing mode from the blower outlet 29 will be described with reference to FIG. The controller 32 sets the blowing mode flag fMOD (“1”) when the air blowing mode from the blowing port 29 is the FOOT mode blowing from the FOOT blowing port, and the blowing mode when it is the VENT mode blowing from the VENT blowing port. The flag fMOD is reset (“0”).
When the blowing mode flag fMOD is set, the controller 32 sets the upper limit rotational speed change value TGNChLIMMOD for the upper limit rotational speed TGNChLimHi (heating mode or the like) to NC2, and to NC1 when reset. Further, when the blowing mode flag fMOD is set, the upper limit rotational speed change value TGNCcLimmod for the upper limit rotational speed TGNCcLimHi (cooling mode or the like) is set to NC4, and when reset, it is set to NC3.
Since the relationship between the NC1 to NC4 is the same as in the case of FIG. 5 described above, the controller 32 is compared with the case where the blowing mode is the FOOT mode (fMOD is set) and the case of the VENT mode (fMOD reset). The upper limit rotational speed change values TGNChLIMMOD and TGNCcLimmod are changed in the decreasing direction. When the upper limit rotation speed change values TGNChLIMMOD and TGNCcLimMOD are the highest in the above formulas (III) and (IV) (MAX), these upper limit rotation speed change values TGNChLimMOD and TGNCcLimMOD are the upper limit rotation speeds TGNChLimHi (heating mode, etc.) The rotational speed TGNCcLimHi (cooling mode or the like) is determined, and the rotational speed NC of the compressor 2 is no longer controlled.
In the FOOT mode in which air is blown out from the FOOT air outlet far from the passenger's ear, the sound level in the passenger compartment reaching the passenger's ear is lower and the compression is lower than in the VENT mode in which air is blown out from the VENT air outlet. The driving sound of the machine 2 becomes conspicuous, which is annoying to the passenger. Therefore, when the controller 32 is in the FOOT mode, by changing the upper limit rotational speed TGNChLimHi (heating mode, etc.) and TGNCcLimHi (cooling mode, etc.) in the control of the compressor 2 as compared with the VENT mode, In the FOOT mode, the driving sound of the compressor 2 can be reduced, and the passenger compartment can be comfortably air-conditioned.
(10-3) Calculation of the upper limit rotational speed change value based on the air introduction mode to the air flow passage 3
Next, the calculation procedure of the upper limit rotational speed change values TGNChLimREC and TGNCcLimREC based on the air introduction mode (inside air circulation mode, outside air introduction mode) to the air flow passage 3 will be described with reference to FIG. The controller 32 sets the introduction mode flag fREC (“1”) when the air introduction mode to the air flow passage 3 is the outside air introduction mode, and resets the introduction mode flag fREC (“0” when the mode is the inside air circulation mode. )).
When the introduction mode flag fREC is set, the controller 32 sets the upper limit rotational speed change value TGNChLimREC for the upper limit rotational speed TGNChLimHi (heating mode etc.) to NC2, and to NC1 when it is reset. In addition, when the introduction mode flag fREC is set, the upper limit rotational speed change value TGNCcLimREC for the upper limit rotational speed TGNCcLimHi (cooling mode or the like) is set to NC4.
Since the relationship between NC1 to NC4 is the same as in the case of FIG. 5 described above, the controller 32 has a case where the air introduction mode to the air flow passage 3 is the outside air introduction mode, compared to the inside air circulation mode. The upper limit rotational speed change values TGNChLimREC and TGNCcLimREC are changed in the downward direction. When the upper limit rotational speed change values TGNChLimREC and TGNCcLimREC are the highest in the above formulas (III) and (IV) (MAX), these upper limit rotational speed change values TGNChLimREC and TGNCcLimREC are the upper limit rotational speeds TGNChLimHi (heating mode, etc.) The rotational speed TGNCcLimHi (cooling mode or the like) is determined, and the rotational speed NC of the compressor 2 is no longer controlled.
In the outside air introduction mode in which outside air is introduced into the air flow passage 3, the amount of air blown into the vehicle interior is lower than in the inside air circulation mode in which inside air is introduced. The driving sound is also noticeable, which can be annoying to the passengers. Therefore, when the controller 32 is in the outside air introduction mode, the upper limit rotational speeds TGNChLimHi (heating mode, etc.) and TGNCcLimHi (cooling mode, etc.) on the control of the compressor 2 are changed in a direction to lower than in the case of the inside air circulation mode. As a result, in the outside air introduction mode, the driving sound of the compressor 2 can be reduced, and the passenger compartment can be comfortably air-conditioned.
(10-4) Calculation of the upper limit rotational speed change value based on the volume AUD (audio level) of the audio equipment
Next, an example of a procedure for calculating the upper limit rotation speed change values TGNChLimAUD and TGNCcLimAUD based on the volume of the audio equipment will be described with reference to FIG. The controller 32 calculates the upper limit rotational speed change values TGNChLimAUD and TGNCcLimAUD in accordance with the volume AUD of the audio equipment that is information input from the vehicle side. In this case, the controller 32 changes the upper limit rotational speed change values TGNChLimAUD and TGNCcLimAUD in the decreasing direction as the sound volume AUD becomes lower.
Here, in the graph on the left side of FIG. 8, the horizontal axis is the volume AUD of the acoustic device, and the predetermined values AUD1 to AUD4 have a relationship of AUD4 <AUD3 <AUD2 <AUD1, and the volume AUD of the acoustic device and the sound in the vehicle interior A value obtained by an experiment in advance from the level relationship. The vertical axis represents the upper limit rotational speed change value TGNChLimAUD, and the predetermined values NC1 and NC2 similar to those in FIG. 5 have a relationship of NC2 <NC1. In the embodiment, the upper limit rotational speed change value TGNChLimAUD for the upper limit rotational speed TGNChLimHi (heating mode or the like) is set to NC1 when the sound volume AUD is a predetermined value AUD1. Then, the volume AUD is maintained until it decreases to AUD2, and when it falls below AUD2, TGNChLimAUD starts to decrease, and TGNChLimAUD is decreased at a constant rate until NC2 becomes AUD4.
When the volume AUD is increased from the state where TGNChLimAUD is set to NC2, it is maintained until AUD3 is reached, and when it is higher than AUD3, TGNChLimAUD is started to increase, and TGNChLimAUD is increased at a constant rate until NC1 becomes AUD1. Go. The difference between AUD1 and AUD2 and the difference between AUD3 and AUD4 are hysteresis.
In the graph on the right side of FIG. 8, the vertical axis represents the upper limit rotational speed change value TGNCcLimAUD, and the predetermined values NC3 and NC4 similar to those in FIG. 5 have a relationship of NC4 <NC3, and NC3 <NC1 and NC4 <NC2. It is related. Also, the relationship between NC3 and NC1 and the relationship between NC4 and NC2 are the same as in the case of FIG. In the embodiment, the upper limit speed change value TGNCcLimAUD for the upper limit speed TGNCcLimHi (cooling mode or the like) is set to NC3 when the volume AUD is AUD1. Then, the sound volume AUD is maintained until it decreases to AUD2, and when it falls below AUD2, TGNCcLimAUD starts to decrease, and TGNCcLimAUD is decreased at a constant rate until NC4 becomes AUD4.
When the volume AUD is increased from the state where TGNCcLimAUD is set to NC4, it is maintained until AUD3 is reached, and when it is higher than AUD3, TGNCcLimAUD starts to be increased and TGNCcLimAUD is increased at a constant rate until NC3 becomes AUD1. Go. When the upper limit rotational speed change values TGNChLimAUD and TGNCcLimAUD are the highest in the formulas (III) and (IV) (MAX), these upper limit rotational speed change values TGNChLimAUD and TGNCcLimAUD are the upper limit rotational speeds TGNChLimHi (heating mode, etc.) The rotational speed TGNCcLimHi (cooling mode or the like) is determined, and the rotational speed NC of the compressor 2 is no longer controlled.
When the volume AUD of the audio equipment provided in the vehicle is low, the sound level is low in the passenger compartment, and the driving sound of the compressor 2 becomes conspicuous, which is annoying to the passenger. Therefore, based on the volume AUD of the acoustic device provided in the vehicle by the controller 32, the lower the volume AUD, the higher the upper limit rotational speed TGNChLimHi (heating mode, etc.) and TGNCcLimHi (cooling mode, etc.) By changing in the direction of lowering the sound volume, the driving sound of the compressor 2 can be reduced in a situation where the volume AUD of the acoustic device is low, and the passenger compartment can be comfortably air-conditioned.
(10-5) Calculation of upper limit rotational speed change value based on vehicle speed VSP (part 1)
Next, an example of a procedure for calculating the upper limit rotational speed change values TGNChLimVSP and TGNCcLimVSP based on the vehicle speed VSP will be described with reference to FIG. When the vehicle speed VSP detected by the vehicle speed sensor 52 decreases to a predetermined low value VSP1 (for example, 0 to 3 km / h) or less and stops or substantially stops, the controller 32 sets the vehicle speed flag fVSP (“1”). When the vehicle speed VSP increases due to traveling and becomes higher than VSP2 (for example, 8 km / h) higher than VSP1, the vehicle speed flag fVSP is reset (“0”).
When the vehicle speed flag fVSP is set, the controller 32 sets the upper limit rotational speed change value TGNChLimVSP for the upper limit rotational speed TGNChLimHi (heating mode or the like) to NC2, and to NC1 when it is reset. Further, when the vehicle speed flag fVSP is set, the upper limit speed change value TGNCcLimVSP for the upper limit speed TGNCcLimHi (cooling mode or the like) is set to NC4, and when reset, it is set to NC3.
Since the relationship between NC1 to NC4 is the same as in the case of FIG. 5 described above, that is, when the vehicle is stopped or substantially stopped, the controller 32 changes the upper limit rotational speed change values TGNChLimVSP, TGNCcLimVSP in a direction lower than when traveling. Will be changed. When the upper limit rotational speed change values TGNChLimVSP and TGNCcLimVSP are the highest in the formulas (III) and (IV) (MAX), these upper limit rotational speed change values TGNChLimVSP and TGNCcLimVSP are the upper limit rotational speeds TGNChLimHi (heating mode, etc.) The rotational speed TGNCcLimHi (cooling mode or the like) is determined, and the rotational speed NC of the compressor 2 is no longer controlled.
When the vehicle is stopped, the sound level in the passenger compartment is lower than when traveling. Therefore, when the vehicle is stopped, the controller 32 changes the lower limit upper rotational speeds TGNChLimHi (heating mode, etc.) and TGNCcLimHi (cooling mode, etc.) on the control of the compressor 2 than when traveling. The driving sound of the compressor 2 can be reduced even when the vehicle is stopped when the sound level in the passenger compartment becomes low, and the comfort can be further improved.
(10-6) Calculation of upper limit rotational speed change value based on vehicle speed VSP (part 2)
Next, another example of the procedure for calculating the upper limit rotational speed change values TGNChLimVSP and TGNCcLimVSP based on the vehicle speed VSP will be described with reference to FIG. The controller 32 calculates upper limit rotational speed change values TGNChLimVSP and TGNCcLimVSP according to the vehicle speed VSP detected by the vehicle speed sensor 52. In this case, the controller 32 changes the upper limit rotational speed change values TGNChLimVSP and TGNCcLimVSP in the decreasing direction as the vehicle speed VSP decreases.
Here, in the graph on the left side of FIG. 10, the horizontal axis is the vehicle speed VSP, and the predetermined values VSP1 to VSP4 have a relationship of VSP4 <VSP3 <VSP2 <VSP1, and experimented in advance from the relationship between the vehicle speed VSP and the sound level in the vehicle interior. The value obtained by In the embodiment, VSP4 is, for example, 0 to 3 km / h or the like when stopped or substantially stopped, and VSP1 is, for example, 45 km / h or more. The vertical axis represents the upper limit rotational speed change value TGNChLimVSP, and the predetermined values NC1 and NC2 similar to those in FIG. 5 have a relationship of NC2 <NC1. In the embodiment, the upper limit rotational speed change value TGNChLimVSP for the upper limit rotational speed TGNChLimHi (heating mode or the like) is set to NC1 when the vehicle speed VSP is a predetermined value VSP1. Then, it is maintained until the vehicle speed VSP decreases to VSP2, and when it falls below VSP2, TGNChLimVSP starts to decrease, and TGNChLimVSP is decreased at a constant rate until NC2 at VSP4.
When the vehicle speed VSP rises from the state where TGNChLimVSP is set to NC2, it is maintained until VSP3 is reached, and when it rises above VSP3, TGNChLimVSP starts to be raised, and TGNChLimVSP is raised at a constant rate until it reaches NC1 at VSP1. Go. The difference between VSP1 and VSP2 and the difference between VSP3 and VSP4 are hysteresis.
In the graph on the right side of FIG. 10, the vertical axis represents the upper limit rotational speed change value TGNCcLimVSP, and the predetermined values NC3 and NC4 similar to those in FIG. 5 have a relationship of NC4 <NC3, and NC3 <NC1 and NC4 <NC2. It is related. Also, the relationship between NC3 and NC1 and the relationship between NC4 and NC2 are the same as in the case of FIG. In the embodiment, the upper limit speed change value TGNCcLimVSP for the upper limit speed TGNCcLimHi (cooling mode or the like) is set to NC3 when the vehicle speed VSP is VSP1. Then, it is maintained until the vehicle speed VSP decreases to VSP2, and when it falls below VSP2, TGNCcLimVSP is started to decrease, and TGNCcLimVSP is decreased at a constant rate until it reaches NC4 at VSP4.
When the vehicle speed VSP increases from the state where the TGNCcLimVSP is set to NC4, it is maintained until the VSP3 is reached. When the vehicle speed VSP3 is increased, the TGNCcLimVSP starts to be increased, and the TGNCcLimVSP is increased at a constant rate until reaching the NC3 at the VSP1. Go. When the upper limit rotational speed change values TGNChLimVSP and TGNCcLimVSP are the highest in the formulas (III) and (IV) (MAX), these upper limit rotational speed change values TGNChLimVSP and TGNCcLimVSP are the upper limit rotational speeds TGNChLimHi (heating mode, etc.) The rotational speed TGNCcLimHi (cooling mode or the like) is determined, and the rotational speed NC of the compressor 2 is no longer controlled.
As described above, the controller 32 lowers the upper limit rotational speeds TGNChLimHi (heating mode, etc.) and TGNCcLimHi (cooling mode, etc.) on the control of the compressor 2 as the vehicle speed VSP becomes lower (including stopping) based on the change in the vehicle speed VSP. Even by continuously changing the direction, the driving sound of the compressor 2 can be reduced when the vehicle is stopped, etc., and the passenger compartment can be comfortably air-conditioned.
(10-7) Calculation of upper limit rotational speed change value based on outside air temperature Tam
Next, an example of a procedure for calculating the upper limit rotational speed change values TGNChLimTam and TGNCcLimTam based on the outside air temperature Tam will be described with reference to FIG. The controller 32 calculates upper limit rotational speed change values TGNChLimTam and TGNCcLimTam according to the outside air temperature Tam detected by the outside air temperature sensor 33. In this case, the controller 32 changes the upper limit rotational speed change values TGNChLimTam and TGNCcLimTam in a decreasing direction as the outside air temperature Tam decreases.
Here, in the graph on the left side of FIG. 11, the horizontal axis is the outside air temperature Tam, and the predetermined values Tam1 to Tam4 have a relationship of Tam4 <Tam3 <Tam2 <Tam1, and from the relationship between the outside air temperature Tam and the sound level in the passenger compartment. The value is obtained in advance by experiment. The vertical axis represents the upper limit rotational speed change value TGNChLimTam, and the predetermined values NC1 and NC2 similar to those in FIG. 5 have a relationship of NC2 <NC1. In the embodiment, the upper limit rotational speed change value TGNChLimTam for the upper limit rotational speed TGNChLimHi (heating mode or the like) is set to NC1 when the outside air temperature Tam is a predetermined value Tam1. Then, the outside air temperature Tam is maintained until it decreases to Tam2, and when it falls below Tam2, TGNChLimTam starts to decrease, and TGNChLimTam is decreased at a constant rate until NC2 is reached at a low predetermined value Tam4.
When the outside air temperature Tam rises from the state where TGNChLimTam is set to NC2, it is maintained until Tam3 is reached, and when it rises above Tam3, TGNChLimTam is started to rise and TGNChLimTam is raised at a constant rate until Tam1 becomes NC1. To go. The difference between Tam1 and Tam2, and the difference between Tam3 and Tam4 are hysteresis.
In the graph on the right side of FIG. 11, the vertical axis represents the upper limit rotational speed change value TGNCcLimTam. The predetermined values NC3 and NC4 similar to those in FIG. 5 have a relationship of NC4 <NC3, and NC3 <NC1 and NC4 <NC2. It is related. Also, the relationship between NC3 and NC1 and the relationship between NC4 and NC2 are the same as in the case of FIG. In the embodiment, the upper limit speed change value TGNCcLimTam for the upper limit speed TGNCcLimHi (cooling mode or the like) is set to NC3 when the outside air temperature Tam is Tam1. Then, it is maintained until the outside air temperature Tam decreases to Tam2, and when it falls below Tam2, TGNCcLimTam starts to decrease, and TGNCcLimTam is decreased at a constant rate until NC4 becomes Tam4.
When the outside air temperature Tam rises from the state where TGNCcLimTam is set to NC4, it is maintained until Tam3 is reached, and when it rises above Tam3, TGNCcLimTam starts to be raised, and TGNCcLimTam is raised at a constant rate until NC3 at Tam1. To go. When the upper limit rotational speed change values TGNChLimTam and TGNCcLimTam are the highest in the above formulas (III) and (IV) (MAX), these upper limit rotational speed change values TGNChLimTam and TGNChcLimTam are the upper limit rotational speeds TGNChLimHi (heating mode, etc.) The rotational speed TGNCcLimHi (cooling mode or the like) is determined, and the rotational speed NC of the compressor 2 is no longer controlled.
As described above, the controller 32 changes the upper limit rotational speed TGNChLimHi (heating mode, etc.) and TGNCcLimHi (cooling mode, etc.) in the control of the compressor 2 so as to decrease as the outside air temperature Tam decreases. Devices (such as compressor 2 mounts and rubber hoses) harden under low outside air temperature, and even under conditions where noise due to vibration increases, the maximum rotation speed TGNChLimHi (heating mode, etc.), TGNCcLimHi (cooling mode, etc.) ) Can be reduced, and the generation of noise due to vibration can be reduced.
(11) Other configuration example 1
Next, FIG. 12 shows another configuration diagram of the vehicle air conditioner 1 of the present invention. In this embodiment, the heat medium-air heat exchanger 40 of the heat medium circulation circuit 23 is provided on the air downstream side of the radiator 4. Others are the same as the example of FIG. Thus, the present invention is also effective in the vehicle air conditioner 1 in which the heat medium-air heat exchanger 40 is arranged on the downstream side of the radiator 4.
(12) Other configuration example 2
Next, FIG. 13 shows another configuration diagram of the vehicle air conditioner 1 of the present invention. In this embodiment, the outdoor heat exchanger 7 is not provided with the receiver dryer section 14 and the supercooling section 16, and the refrigerant pipe 13 A exiting from the outdoor heat exchanger 7 is connected via the electromagnetic valve 17 and the check valve 18. It is connected to the refrigerant pipe 13B. Similarly, the refrigerant pipe 13D branched from the refrigerant pipe 13A is connected to the refrigerant pipe 13C on the downstream side of the internal heat exchanger 19 via the electromagnetic valve 21. Others are the same as the example of FIG. Thus, the present invention is also effective in the vehicle air conditioner 1 of the refrigerant circuit R that employs the outdoor heat exchanger 7 that does not include the receiver dryer section 14 and the supercooling section 16.
(13) Other configuration example 3
Next, FIG. 14 shows another configuration diagram of the vehicle air conditioner 1 of the present invention. In this case, the heat medium circulation circuit 23 of FIG. In the case of the above-described heat medium circulation circuit 23, the heat medium heating electric heater 35 is provided outside the passenger compartment outside the air flow passage 3, so that electrical safety is ensured, but the configuration is complicated. On the other hand, if the electric heater 73 is provided in the air flow passage 3 as shown in FIG. 14, the configuration is remarkably simplified. In this case, the electric heater 73 serves as an auxiliary heating device. And this invention is effective also in the air conditioning apparatus 1 for vehicles of the refrigerant circuit R which employ | adopted such an electric heater 73. FIG.
(14) Other configuration example 4
Next, FIG. 15 shows another configuration diagram of the vehicle air conditioner 1 of the present invention. In this embodiment, the outdoor heat exchanger 7 is not provided with the receiver dryer section 14 and the supercooling section 16 as compared with FIG. 1, and the refrigerant pipe 13 A exiting from the outdoor heat exchanger 7 is not connected to the electromagnetic valve 17. The valve 18 is connected to the refrigerant pipe 13B. Similarly, the refrigerant pipe 13D branched from the refrigerant pipe 13A is connected to the refrigerant pipe 13C on the downstream side of the internal heat exchanger 19 via the electromagnetic valve 21. Others are the same as the example of FIG. Thus, the present invention is also effective in the vehicle air conditioner 1 of the refrigerant circuit R that employs the outdoor heat exchanger 7 that does not include the receiver dryer section 14 and the supercooling section 16.
(15) Other configuration example 5
Next, FIG. 16 shows another configuration diagram of the vehicle air conditioner 1 of the present invention. In this case, the heat medium circulation circuit 23 of FIG. The present invention is also effective in the vehicle air conditioner 1 of the refrigerant circuit R employing such an electric heater 73.
(16) Other configuration example 6
Next, FIG. 17 shows still another configuration diagram of the vehicle air conditioner 1 of the present invention. The piping configuration of the refrigerant circuit R and the heat medium circulation circuit 23 in this embodiment is basically the same as that in FIG. 1, but the radiator 4 is not provided in the air flow passage 3 and is arranged outside thereof. Has been. Instead, this heat radiator 4 is provided with a heat medium-refrigerant heat exchanger 74 in this case in a heat exchange relationship. The heat medium-refrigerant heat exchanger 74 is connected to the heat medium pipe 23A between the circulation pump 30 of the heat medium circulation circuit 23 and the heat medium heating electric heater 35, and the heat medium of the heat medium circulation circuit 23- The air heat exchanger 40 (auxiliary heating device) is provided in the air flow passage 3.
With such a configuration, the heat medium discharged from the circulation pump 30 exchanges heat with the refrigerant flowing through the radiator 4, is heated by the refrigerant, and then the heat medium heating electric heater 35 (when energized to generate heat). After being heated, the heat supplied to the vehicle interior from the air flow passage 3 is heated by radiating heat with the heat medium-air heat exchanger 40. That is, the air in the air flow passage 3 is indirectly heated by the radiator 4. The present invention is also effective in the vehicle air conditioner 1 having such a configuration. In addition, as compared with the case where the electric heater as described above is disposed in the air flow passage 3, it is possible to realize an electrically safer vehicle interior heating.
(17) Other configuration example 7
Next, FIG. 18 shows still another configuration diagram of the vehicle air conditioner 1 of the present invention. In this figure, the same reference numerals as those in FIG. 1 indicate the same or similar functions. In this embodiment, the refrigerant pipe 13F and the electromagnetic valve 22 do not exist, the refrigerant pipe 13E is connected to the refrigerant pipe 13J, and the outdoor expansion valve 6 is connected to the refrigerant pipe 13J. Further, the check valve 18 does not exist at the outlet of the supercooling section 16 and is connected to the refrigerant pipe 13B as it is.
The refrigerant pipe 13G between the discharge side of the compressor 2 and the inlet side of the radiator 4 is provided with an electromagnetic valve 76 (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 branches to a bypass pipe 77 on the upstream side of the electromagnetic valve 76, and this bypass pipe 77 is an electromagnetic valve 78 that is opened during dehumidifying heating and MAX cooling (this also constitutes a flow path switching device). ) Through the refrigerant pipe 13J on the downstream side of the outdoor expansion valve 6. The bypass pipe 77, the electromagnetic valve 76, and the electromagnetic valve 78 constitute a bypass device 79. It is assumed that the solenoid valve 76 and the solenoid valve 78 are also connected to the controller 32.
Since the bypass device 79 is configured by the bypass pipe 77, the electromagnetic valve 76, and the electromagnetic valve 78, 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. Further, in this embodiment, the auxiliary heater 70 (PTC heater) constituting the auxiliary heating device is located in the air flow passage 3 that is on the upstream side (air upstream side) of the radiator 4 with respect to the air flow in the air flow passage 3. This is also connected to the controller 32. The auxiliary heater 70 is provided with an auxiliary heater temperature sensor 75 that detects the temperature of the auxiliary heater 70 and is connected to the controller 32. Further, in this embodiment, the aforementioned evaporation capacity adjusting valve 11 is not provided.
With the above configuration, the operation of the vehicle air conditioner 1 of this embodiment will be described. In this embodiment, the controller 32 performs switching between the heating mode, the dehumidifying heating mode, the dehumidifying cooling mode, the cooling mode, the MAX cooling mode (maximum cooling mode), and the auxiliary heater single mode (the internal cycle mode is this mode). Not present in the examples). 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 (FIG. 1), and thus the description thereof is omitted. However, in this embodiment (FIG. 18), the solenoid valve 76 is opened and the solenoid valve 78 is closed in these heating mode, dehumidifying cooling mode, and cooling mode. Moreover, since each blowing mode and introduction mode mentioned above are the same, description is abbreviate | omitted.
(17-1) Dehumidification heating mode of the vehicle air conditioner 1 of FIG.
On the other hand, when the dehumidifying and heating mode is selected, in this embodiment (FIG. 18), the controller 32 opens the electromagnetic valve 17 and closes the electromagnetic valve 21. Further, the electromagnetic valve 76 is closed, the electromagnetic valve 78 is opened, and the valve opening degree of the outdoor expansion valve 6 is fully closed. Then, the compressor 2 is operated. The controller 32 operates each of the

blowers

15 and 27, and the air mix damper 28 basically blows all the air in the air flow passage 3 blown out from the indoor blower 27 through the heat absorber 9 and the auxiliary heater 70 and the radiator 4. However, the air volume is also adjusted.
Thus, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 to the refrigerant pipe 13G flows into the bypass pipe 77 without going to the radiator 4, passes through the electromagnetic valve 78, and is connected to the refrigerant pipe on the downstream side of the outdoor expansion valve 6. 13J will be reached. At this time, since the outdoor expansion valve 6 is fully closed, the refrigerant flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 is cooled and condensed by running there or by the outside air ventilated by the outdoor blower 15. The refrigerant that has exited the outdoor heat exchanger 7 sequentially flows from the refrigerant pipe 13 A through the electromagnetic valve 17 into the receiver dryer unit 14 and the supercooling unit 16. Here, the refrigerant is supercooled.
The refrigerant that has exited the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13 B, reaches the indoor expansion valve 8 through the internal heat exchanger 19. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. The air blown out from the indoor blower 27 by the heat absorption action at this time is cooled, and moisture in the air condenses and adheres to the heat absorber 9, so that the air in the air flow passage 3 is cooled, and Dehumidified. The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 through the refrigerant pipe 13C through the internal heat exchanger 19, and repeats circulation that is sucked into the compressor 2 there through.
At this time, since the valve opening degree of the outdoor expansion valve 6 is fully closed, it is possible to suppress or prevent inconvenience that the refrigerant discharged from the compressor 2 flows backward from the outdoor expansion valve 6 into the radiator 4. It becomes. Thereby, the fall of a refrigerant | coolant circulation amount can be suppressed or eliminated and air-conditioning capability can be ensured now. Further, in this dehumidifying and heating mode, the controller 32 energizes the auxiliary heater 70 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 70, and the temperature rises, so that the dehumidifying heating in the passenger compartment is performed.
As in the case of FIG. 4, the controller 32 is 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 of the heat absorber temperature Te. 2 and the energization (heating by heat generation) of the auxiliary heater 70 based on the auxiliary heater temperature Tptc detected by the auxiliary heater temperature sensor 75 and the target radiator temperature TCO. While the air is properly cooled and dehumidified, the temperature of the air blown from the outlet 29 into the vehicle compartment by heating by the auxiliary heater 70 is accurately prevented. 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 70 is disposed on the air upstream side of the radiator 4, the air heated by the auxiliary heater 70 passes through the radiator 4. In this dehumidifying and 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 70 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.
(17-2) MAX cooling mode (maximum cooling mode) of the vehicle air conditioner 1 of FIG.
In the MAX cooling mode, the controller 32 opens the electromagnetic valve 17 and closes the electromagnetic valve 21. Further, the electromagnetic valve 76 is closed, the electromagnetic valve 78 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 70 is not energized. The controller 32 operates each of the

blowers

15 and 27, and the air mix damper 28 blows the air in the air flow passage 3 blown out from the indoor blower 27 and passed through the heat absorber 9 to the auxiliary heater 70 and the radiator 4. The ratio is adjusted.
Thus, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 to the refrigerant pipe 13G flows into the bypass pipe 77 without going to the radiator 4, passes through the electromagnetic valve 78, and is connected to the refrigerant pipe on the downstream side of the outdoor expansion valve 6. 13J will be reached. At this time, since the outdoor expansion valve 6 is fully closed, the refrigerant flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 is cooled and condensed by running there or by the outside air ventilated by the outdoor blower 15. The refrigerant that has exited the outdoor heat exchanger 7 sequentially flows from the refrigerant pipe 13 A through the electromagnetic valve 17 into the receiver dryer unit 14 and the supercooling unit 16. Here, the refrigerant is supercooled.
The refrigerant that has exited the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13 B, reaches the indoor expansion valve 8 through the internal heat exchanger 19. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. The air blown out from the indoor blower 27 by the heat absorption action at this time is cooled. In addition, since moisture in the air condenses and adheres to the heat absorber 9, the air in the air flow passage 3 is dehumidified. The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 through the refrigerant pipe 13C through the internal heat exchanger 19, and repeats circulation that is sucked into the compressor 2 there through. At this time, since the outdoor expansion valve 6 is fully closed, similarly, it is possible to suppress or prevent the disadvantage that the refrigerant discharged from the compressor 2 flows backward from the outdoor expansion valve 6 into the radiator 4. . Thereby, the fall of a refrigerant | coolant circulation amount can be suppressed or eliminated and air-conditioning capability can be ensured now.
Here, since the high-temperature refrigerant flows through the radiator 4 in the cooling mode described above, direct heat conduction from the radiator 4 to the HVAC unit 10 occurs not a little, but in this MAX cooling mode, the refrigerant flows into the radiator 4. Therefore, the air in the air flow passage 3 from the heat absorber 9 is not heated by the heat transmitted from the radiator 4 to the HVAC unit 10. Therefore, powerful cooling of the passenger compartment is performed, and particularly in an environment where the outside air temperature Tam is high, the passenger compartment can be quickly cooled to realize comfortable air conditioning in the passenger compartment. Also in this MAX cooling mode, the controller 32 detects 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 described above, which is the target value, as in the case of FIG. The rotational speed NC of the compressor 2 is controlled based on TEO.
Also in the vehicle air conditioner 1 of this embodiment, the controller 32 has the air volume (blower voltage BLV) of the indoor blower 27 as factors that influence the sound level in the passenger compartment, the blowing mode from each outlet, and the air flow path. 3 based on the air introduction mode, the volume AUD (audio level) of the audio equipment provided in the vehicle, the vehicle speed VSP, and the outside air temperature Tam using the above-described formulas (III) and (IV). The upper limit rotational speed TGNChLimHi of the compressor target rotational speed TGNCh used at the time and the upper limit rotational speed TGNCcLimHi of the compressor target rotational speed TGNCc used in the dehumidifying heating mode, the dehumidifying cooling mode, the cooling mode and the MAX cooling mode. Change as before. Thereby, also in this embodiment, it becomes possible to reduce the driving sound of the compressor 2 in a situation where the sound level in the passenger compartment becomes low, and to realize a passenger compartment comfortable air conditioning. become.
In the embodiment of FIG. 6, the calculation of the upper limit rotational speed change values TGNChLIMMOD and TGNCcLIMMOD based on the blowout mode is switched between the FOOT mode and the VENT mode. However, the ratio of the blowout amount from the FOOT blowout port and the VENT blowout port Can be continuously changed, the upper limit rotational speed change values TGNChLIMMOD and TGNCcLimmod are changed in the lowering direction as the ratio of the blowout amount from the FOOT blowout port increases as in the case of the blower voltage BLV of FIG. You may do it.
In the embodiment of FIG. 7, the calculation of the upper limit speed change values TGNChLimREC and TGNCcLimREC based on the introduction mode is switched between the outside air introduction mode and the inside air circulation mode. However, the ratio between the outside air introduction and the inside air circulation is continuously changed. If it can be changed, the upper limit rotational speed change values TGNChLimREC and TGNCcLimREC may be changed in a decreasing direction as the ratio of outside air introduction increases as in the case of the blower voltage BLV of FIG.
Further, in the embodiment, the controller 32 has the upper limit speed change values TGNChLimBLV and TGNChcLimBLV based on the air volume of the indoor blower 27, the upper limit speed change values TGNChLIMMOD and TGNChcLIMMOD based on the blowing mode, and the upper limit speed change value TGNChLimREC based on the introduction mode. And TGNCcLimREC, upper limit rotation speed change values TGNChLimAUD and TGNChcLimAUD based on the volume of the sound equipment, upper limit rotation speed change values TGNChLimVSP and TGNChcLimVSP based on vehicle speed, and upper limit rotation speed change values TGNChLimTamTamCamTam The higher values are the upper limit rotation speed TGNChLimHi (heating mode etc.) and the upper limit rotation speed TGNCcLimH respectively. It was determined as the (Cooling mode, etc.).
However, in claims 1 to 6 and the related invention, the upper limit rotational speed change values TGNChLimBLV and TGNCcLimBLV based on the air volume of the indoor blower 27, the upper limit rotational speed change values TGNChLimMOD and TGNCcLimMOD based on the blowing mode, and the introduction mode Upper limit rotation speed change values TGNChLimREC and TGNCcLimREC based on the volume of the sound equipment, and upper limit rotation speed change values TGNChLimAUD and TGNCcLimAUD based on the volume of the audio equipment, or upper limit rotation speed change values TGNChLimVSP and TGNCcLimVSP based on the vehicle speed The higher value of the upper limit rotational speed change values TGNChLimTam and TGNCcLimTam based on the outside air temperature Tam is set to the upper limit rotational speed TGN. hLimHi may be a (heating mode), and the upper limit rotational speed TGNCcLimHi (cooling mode).
Further, in the seventh, eighth, and related inventions, the upper limit rotational speed change values TGNChLimBLV and TGNCcLimBLV based on the air volume of the indoor blower 27, the upper limit rotational speed change values TGNChLimMOD and TGNCcLimMOD based on the blowing mode, and the introduction mode Upper limit rotational speed change values TGNChLimREC and TGNCcLimREC, upper limit rotational speed change values TGNChLimAUD and TGNCcLimAUD based on the volume of the audio equipment, upper limit rotational speed change values TGNChLimVSP and TGNCcLimVSP based on the vehicle speed, and upper limit rotational speed change value TmNCGmTm And two or more of TGNCcLimTam, and the higher value of the combination is set to the upper limit rotational speed TGNChLi. Hi it may be the (heating mode), and the upper limit rotational speed TGNCcLimHi (cooling mode).
In addition, the numerical values and components shown in the embodiments are not limited thereto, and various changes can be made 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 23 Heat-medium circulation circuit 26 Suction switching damper 27 Indoor blower (blower fan)
29 Outlet 30 Circulation pump 31 Outlet switching damper 32 Controller (control device)
40 Heat medium-air heat exchanger (auxiliary heating device)
70 Auxiliary heater (auxiliary heating device)
R refrigerant circuit

Claims

An air flow passage through which air to be supplied into the passenger compartment flows;
An electric compressor for compressing the refrigerant, and a refrigerant circuit having a heat exchanger for exchanging heat directly or indirectly between the air supplied from the air flow passage and the refrigerant to the vehicle interior; and
An indoor blower for circulating air in the air flow passage;
A control device,
In the vehicle air conditioner for controlling the compressor and the indoor blower by the control device to air-condition the vehicle interior,
The air conditioner for a vehicle is characterized in that the controller changes in a direction to lower the upper limit number of rotations in the control of the compressor as the air volume decreases based on the air volume of the indoor blower.
An air flow passage through which air to be supplied into the passenger compartment flows;
An electric compressor for compressing the refrigerant, and a refrigerant circuit having a heat exchanger for exchanging heat directly or indirectly between the air supplied from the air flow passage and the refrigerant to the vehicle interior; and
An indoor blower for circulating air in the air flow passage;
A VENT outlet and FOOT outlet for blowing air from the air flow passage into the vehicle compartment;
A control device,
The control device controls the compressor and the indoor blower to air-condition the interior of the vehicle and blows air into the vehicle interior. At least a VENT mode of blowing from the VENT outlet and the FOOT blower. In a vehicle air conditioner that can be switched to a FOOT mode that blows out from an outlet,
In the FOOT mode, the control device changes the direction in which the upper limit number of rotations for controlling the compressor is lowered as compared with the case of the VENT mode.
An air flow passage through which air to be supplied into the passenger compartment flows;
An electric compressor for compressing the refrigerant, and a refrigerant circuit having a heat exchanger for exchanging heat directly or indirectly between the air supplied from the air flow passage and the refrigerant to the vehicle interior; and
An indoor blower for circulating air in the air flow passage;
A control device,
The control device controls the compressor and the indoor blower to air-condition the vehicle interior and switch the air flowing into the air flow passage between at least an outside air introduction mode and an inside air circulation mode. In the air conditioner for
The air conditioner for a vehicle is characterized in that the controller changes in the direction of lowering the upper limit number of rotations in the control of the compressor in the outside air introduction mode as compared to the case of the inside air circulation mode.
An air flow passage through which air to be supplied into the passenger compartment flows;
An electric compressor for compressing the refrigerant, and a refrigerant circuit having a heat exchanger for exchanging heat directly or indirectly between the air supplied from the air flow passage and the refrigerant to the vehicle interior; and
An indoor blower for circulating air in the air flow passage;
A control device,
In the vehicle air conditioner for controlling the compressor and the indoor blower by the control device to air-condition the vehicle interior,
The air conditioner for a vehicle is characterized in that the control device changes the lower limit of the upper limit rotational speed on the control of the compressor as the sound volume decreases based on the sound volume of an acoustic device provided in the vehicle. .
5. The control device according to claim 1, wherein when the vehicle is stopped, the control device changes the upper limit rotational speed in the control of the compressor to be lower than that during travel. The air conditioning apparatus for vehicles described in 2.
The vehicle control device according to any one of claims 1 to 5, wherein the control device changes the lower limit of the upper limit rotational speed for control of the compressor as the outside air temperature decreases. Air conditioner.
An air flow passage through which air to be supplied into the passenger compartment flows;
An electric compressor for compressing the refrigerant, and a refrigerant circuit having a heat exchanger for exchanging heat directly or indirectly between the air supplied from the air flow passage and the refrigerant to the vehicle interior; and
An indoor blower for circulating air in the air flow passage;
A control device,
In the vehicle air conditioner for controlling the compressor and the indoor blower by the control device to air-condition the vehicle interior,
The control device is based on a plurality of factors that affect the sound level in the vehicle interior, and the upper limit for changing the upper limit rotational speed for controlling the compressor as the sound level in the vehicle interior decreases. While calculating the rotation speed change value for each factor,
The vehicle air conditioner characterized in that the highest value among the calculated upper limit rotation speed change values for each factor is set as the upper limit rotation speed for controlling the compressor.
Factors affecting the sound level in the vehicle interior are the air volume of the indoor blower, the blowing mode for blowing air into the vehicle interior, the mode for introducing air flowing into the air flow passage, and the volume of the acoustic equipment provided in the vehicle. The vehicle air conditioner according to claim 7, wherein the vehicle air conditioner is a combination of two or more of vehicle speed and outside air temperature, or all of them.
An auxiliary heating device provided in the air flow passage,
The control device heats the vehicle interior by radiating the refrigerant discharged from the compressor with the heat exchanger, and reduces the upper limit number of rotations in the control of the compressor, thereby exchanging the heat. The vehicle air conditioner according to any one of claims 1 to 8, wherein heating by the auxiliary heating device is performed when the heating capacity of the heater is insufficient.
The refrigerant circuit includes a radiator as the heat exchanger for directly or indirectly heating the air supplied to the vehicle interior from the air flow path by dissipating the refrigerant, and absorbing the refrigerant to absorb the heat. A heat absorber as the heat exchanger for cooling the air supplied to the vehicle interior from the air flow passage, and an outdoor heat exchanger that is provided outside the vehicle cabin to dissipate or absorb heat from the refrigerant,
The control device radiates the refrigerant discharged from the compressor with the radiator, depressurizes the radiated refrigerant, and then absorbs heat with the outdoor heat exchanger, and is discharged from the compressor. At least a cooling mode in which the refrigerant is radiated by the outdoor heat exchanger, and the radiated refrigerant is depressurized and then absorbed by the heat absorber.
The upper limit number of rotations TGNCcLimHi in control of the compressor in the cooling mode is changed in a direction lower than the upper limit number of rotations in control of the compressor in the heating mode TGNChLimHi. The vehicle air conditioner according to claim 9.
The discharge volume of the compressor is set to the discharge volume DV1 required in the heating mode,
Based on the ratio D2 / D1 of the discharge volume DV2 of the compressor required in the cooling mode with respect to the discharge volume DV1 and the upper limit rotational speed TGNChLimHi in the control of the compressor in the heating mode, the cooling mode 11. The vehicle air conditioner according to claim 10, wherein an upper limit number of rotations TGNCcLimHi for controlling the compressor is set.