WO2022230696A1 - Vehicular air conditioner - Google Patents

Abstract

This vehicular air conditioner has an air-passageway formation part (30) that comprises: a first air passageway (31a) which has a first heat exchange unit (15a) disposed therein; a second air passageway (31b) which has a second heat exchange unit (15b) disposed therein; an upper tier-side air passageway (31c) which guides heated air toward a vehicle window glass (51) ; a lower tier-side air passageway (31d) which guides heated air toward an occupant within a vehicle interior; an external air bypass passageway (31e) which guides external air to the upper tier-side air passageway (31c); and an internal air bypass passageway (31f) which guides internal air to the lower tier-side air passageway (31d). During a heating mode, internal air is caused to flow into the first air passageway (31a) and to be discharged out of the vehicle interior. External air is caused to flow into the second air passageway (31a) and to be discharged out of the vehicle interior. Further, external air is caused to flow into the external air bypass passageway (31e), while internal air is caused to flow into the internal air bypass passageway (31f).

Description

vehicle air conditioner Cross-reference to related applications

This application is based on Japanese Patent Application No. 2021-75547 filed on April 28, 2021 and Japanese Patent Application No. 2022-36081 filed on March 9, 2022. to invoke.

The present disclosure relates to a vehicle air conditioner with a heat pump cycle.

Conventionally, Patent Literature 1 discloses a vehicle air conditioner with two layers of inside and outside air. In this type of vehicle air conditioner with two layers of inside and outside air, an upper layer side air passage and a lower layer side air passage are formed in an air conditioning unit, which is an air passage forming portion. In the heating mode for heating the vehicle interior, the outside air that flows into the upper air passage is heated and blown out toward the vehicle window glass, and the inside air that flows into the lower air passage is heated to warm the occupants. It is blowing out towards the foot side.

As a result, in vehicle air conditioners with two layers of inside and outside air, the anti-fogging performance of the vehicle window glass is improved and the energy consumed for heating the vehicle interior is reduced.

Further, in the vehicle air conditioner of Patent Document 1, as indoor fans for blowing air into the passenger compartment, a blower fan for blowing air to the upper air passage side and a blower fan for blowing air to the lower air passage side are used. A dual blower driven by a common electric motor is used. As a result, in the vehicle air conditioner disclosed in Patent Document 1, the inside/outside air ratio, which is the ratio between the volume of outside air flowing through the upper air passage and the volume of inside air flowing through the lower air passage, is maintained at an appropriate value. there is

In addition, Patent Document 2 discloses a vehicle air conditioner that includes a heat pump cycle. The heat pump cycle of Patent Document 2 has a first heat exchanger and a second heat exchanger that function as evaporators that evaporate a refrigerant in a heating mode. Furthermore, in the air conditioning case of the vehicle air conditioner of Patent Document 2, a first air passage in which the first heat exchanger is arranged and a second air passage in which the second heat exchanger is arranged are formed. .

In the vehicle air conditioner of Patent Document 2, in the heating mode, the inside air is allowed to flow into the first air passage, and the heat of the inside air is absorbed by the refrigerant in the first heat exchanger. Furthermore, outside air is caused to flow into the second air passage, and the heat of the outside air is absorbed by the refrigerant in the second heat exchanger. The heat absorbed by the refrigerant is used to heat the air blown into the passenger compartment. That is, it is used for heating the passenger compartment.

JP-A-9-24722 Japanese Patent Application Laid-Open No. 2020-185961

By the way, like the two-layer inside/outside air type vehicle air conditioner of Patent Document 1, when outside air is introduced into the vehicle interior, it is necessary to exhaust the same amount of inside air as the introduced outside air to the outside of the vehicle interior. Therefore, when outside air is introduced into the passenger compartment, there is an energy loss (so-called ventilation loss) that is consumed for heating the outside air whose temperature is lower than that of the inside air.

On the other hand, in the two-layer inside/outside air type vehicle air conditioner of Patent Document 1, the heat of the inside air exhausted to the outside of the vehicle is absorbed by the refrigerant, like the vehicle air conditioner of Patent Document 2. Means used for heating the interior of the vehicle can be considered.

However, in order to use the heat absorbed from the outside air and inside air for heating, it is necessary to allow the refrigerant to absorb sufficient heat from the outside air and inside air to the extent that appropriate heating of the vehicle interior can be achieved. Therefore, the refrigerant evaporation temperature in the first heat exchanger, the refrigerant evaporation temperature in the second heat exchanger, the air volume of the inside air flowing into the first heat exchanger, the air volume of outside air flowing into the second heat exchanger, etc. are set as operating conditions. must be adjusted accordingly.

Therefore, if an upper layer side air passage and a lower layer side air passage are formed in the air conditioning case of the vehicle air conditioner of Patent Document 2, the inside air that has passed through the first heat exchanger is guided to the lower layer side air passage, Even if the outside air that has passed through the second heat exchanger can be guided to the lower air passage, there is a possibility that the inside/outside air ratio will change if the operating conditions change.

If the inside/outside air ratio changes and the amount of outside air flowing through the upper air passage decreases, it becomes difficult to improve the anti-fogging performance of the vehicle window glass. Further, if the inside/outside air ratio changes and the amount of outside air flowing through the upper air passage increases, it becomes difficult to obtain the effect of reducing the energy consumed for heating.

In view of the above points, the present disclosure provides a vehicle air conditioner that utilizes at least the heat absorbed from the inside air to heat the vehicle interior, improving the anti-fogging performance of the vehicle window glass and reducing the energy consumed for heating. Provided is a vehicle air conditioner capable of achieving both reduction.

In order to achieve the above object, the vehicle air conditioner of the first aspect of the present disclosure includes an air passage forming portion and a heat pump cycle. The air passage forming portion forms an air passage for circulating air. The heat pump cycle regulates the temperature of the air blown into the passenger compartment.

The heat pump cycle has a compressor, a heating section, a first pressure reduction section, a first heat exchange section, a second pressure reduction section, and a second heat exchange section.

The compressor compresses and discharges the refrigerant. The heating unit heats the air blown into the vehicle interior using the refrigerant discharged from the compressor as a heat source. The first decompression section decompresses the refrigerant flowing out from the heating section. The first heat exchange section heat-exchanges the refrigerant flowing out of the first decompression section and the air. The second pressure reducing section reduces the pressure of the refrigerant flowing out of the first heat exchanging section. The second heat exchange section heat-exchanges the refrigerant flowing out of the second pressure reduction section and the air.

A first air passage, a second air passage, an upper layer side air passage, a lower layer side air passage, an outside air bypass passage, and an inside air bypass passage are formed in the air passage forming portion.

The first air passage is an air passage in which the first heat exchange section is arranged. The second air passage is an air passage in which the second heat exchange section is arranged. The upper air passageway is an air passageway that guides the air heated by the heating unit to the vehicle window glass side in the passenger compartment. The lower air passageway is an air passageway that guides the air heated by the heating portion toward the occupant in the passenger compartment. The outside air bypass passage is an air passage that bypasses the first heat exchange section and the second heat exchange section and guides the outside air, which is the air outside the vehicle compartment, to the inlet side of the upper layer side air passage. The internal air bypass passage is an air passage that bypasses the first heat exchange section and the second heat exchange section and guides the internal air, which is the air in the vehicle compartment, to the inlet side of the lower layer side air passage.

Then, in the heating mode for heating the interior of the vehicle, the inside air is allowed to flow into the first air passage, and the interior air that has passed through the first heat exchange portion is discharged from the first air passage to the outside of the vehicle. Outside air is caused to flow into the second air passage, and the outside air that has passed through the second heat exchange portion is caused to flow out of the vehicle compartment through the second air passage. Outside air is allowed to flow into the outside air bypass passage, and inside air is allowed to flow into the inside air bypass passage.

According to this, inside air is caused to flow into the first air passage in the heating mode, so that the heat of the inside air can be absorbed by the refrigerant of the heat pump cycle in the first heat exchange section. Furthermore, in the heating mode, the outside air is allowed to flow into the second air passage, so that the heat of the outside air can be absorbed by the refrigerant in the second heat exchange section.

Therefore, in the heating part, the air blown into the vehicle interior can be heated by using the heat absorbed by the refrigerant from the inside air and the outside air as a heat source. That is, the heat absorbed by the refrigerant from the inside air and the outside air can be used for heating the vehicle interior. As a result, the energy consumed for heating the vehicle interior can be reduced as compared with the case where the refrigerant absorbs heat only from the outside air and uses it to heat the vehicle interior.

Also, in the heating mode, the outside air can be flowed into the outside air bypass passage and guided to the upper air passage. Then, the outside air having a lower humidity than the inside air can be heated by the heating unit and led to the vehicle window glass side. Therefore, the antifogging performance of the vehicle window glass can be improved.

At this time, even if the inside/outside air ratio is set so as to achieve both an improvement in the anti-fogging performance of the vehicle window glass and a reduction in the energy consumed for heating, the amount of heat absorbed by the refrigerant in the first heat exchange section and the (2) The amount of heat absorbed by the refrigerant in the heat exchange section is less likely to be affected. That is, the amount of heat that can be used for heating the vehicle interior is less likely to be affected.

As a result, according to the vehicle air conditioner of the first aspect, even if the vehicle air conditioner uses at least the heat absorbed from the inside air for heating the vehicle interior, the anti-fogging performance of the vehicle window glass is improved and the heating is performed. It is possible to achieve both reduction of energy consumed for

A vehicle air conditioner according to a second aspect of the present disclosure includes an air passage forming portion and a heat pump cycle. The air passage forming portion forms an air passage for circulating air. The heat pump cycle regulates the temperature of the air blown into the passenger compartment.

The heat pump cycle has a compressor, a heating section, a first pressure reduction section, a first heat exchange section, a second pressure reduction section, and a second heat exchange section.

The compressor compresses and discharges the refrigerant. The heating unit heats the air blown into the vehicle interior using the refrigerant discharged from the compressor as a heat source. The first decompression section decompresses the refrigerant flowing out from the heating section. The first heat exchange section heat-exchanges the refrigerant flowing out of the first decompression section and the air. The second pressure reducing section reduces the pressure of the refrigerant flowing out of the first heat exchanging section. The second heat exchange section heat-exchanges the refrigerant flowing out of the second pressure reduction section and the air.

A first air passage, a second air passage, an upper layer side air passage, a lower layer side air passage, and an outside air bypass passage are formed in the air passage forming portion.

The first air passage is an air passage in which the first heat exchange section is arranged. The second air passage is an air passage in which the second heat exchange section is arranged. The upper air passageway is an air passageway that guides the air heated by the heating unit to the vehicle window glass side in the passenger compartment. The lower air passageway is an air passageway that guides the air heated by the heating portion toward the occupant in the passenger compartment. The outside air bypass passage is an air passage that bypasses the first heat exchange section and the second heat exchange section and guides the outside air, which is the air outside the vehicle compartment, to the inlet side of the upper layer side air passage.

Then, in a heating mode for heating the interior of the passenger compartment, the inside air is allowed to flow into the first air passage, and the inside air that has passed through the first heat exchange portion is sent from the first air passage to both the outside of the passenger compartment and the inlet side of the lower air passage. drain to Outside air is caused to flow into the second air passage, and the outside air that has passed through the second heat exchange portion is caused to flow out of the vehicle compartment through the second air passage. Outside air is allowed to flow into the outside air bypass passage.

According to this, similarly to the vehicle air conditioner of the first aspect, in the heating mode, the heating unit utilizes the heat absorbed by the refrigerant from the inside air and the outside air to heat the air blown into the vehicle compartment. be able to. That is, the heat absorbed by the refrigerant from the inside air and the outside air can be used for heating the vehicle interior. As a result, the energy consumed for heating the vehicle interior can be reduced as compared with the case where the refrigerant absorbs heat only from the outside air and uses it to heat the vehicle interior.

Also, in the heating mode, the outside air can be flowed into the outside air bypass passage and guided to the upper air passage. Then, the outside air having a lower humidity than the inside air can be heated by the heating unit and led to the vehicle window glass side. Therefore, the antifogging performance of the vehicle window glass can be improved.

At this time, even if the inside/outside air ratio is set so as to achieve both an improvement in the anti-fogging performance of the vehicle window glass and a reduction in the energy consumed for heating, the amount of heat absorbed by the refrigerant in the first heat exchange section and the (2) The amount of heat absorbed by the refrigerant in the heat exchange section is less likely to be affected. That is, the amount of heat that can be used for heating the vehicle interior is less likely to be affected.

As a result, according to the vehicle air conditioner of the second aspect, even if the vehicle air conditioner uses the heat absorbed from the inside air and the outside air for heating the vehicle interior, the anti-fogging performance of the vehicle window glass is improved. It is possible to achieve both reduction of energy consumed for heating.

A vehicle air conditioner according to a third aspect of the present disclosure includes an air passage forming portion and a heat pump cycle. The air passage forming portion forms an air passage for circulating air. The heat pump cycle regulates the temperature of the air blown into the passenger compartment.

A heat pump cycle has a compressor, a heating section, a first heat exchange section, a second pressure reduction section, and a second heat exchange section.

The compressor compresses and discharges the refrigerant. The heating unit heats the air blown into the vehicle interior using the refrigerant discharged from the compressor as a heat source. The first heat exchange section heat-exchanges the refrigerant flowing out from the heating section and the air. The second pressure reducing section reduces the pressure of the refrigerant flowing out of the first heat exchanging section. The second heat exchange section heat-exchanges the refrigerant flowing out of the second pressure reduction section and the air.

A first air passage and a second air passage are formed in the air passage forming portion.

The first air passage is an air passage in which the first heat exchange section is arranged. The second air passage is an air passage in which the second heat exchange section is arranged.

Then, in a heating mode for heating the interior of the vehicle, outside air, which is the air outside the vehicle, is allowed to flow into the first air passage, and the outside air that has passed through the first heat exchange unit is heated by the heating unit, so that at least the interior of the vehicle is heated. Lead to the vehicle window glass side. Furthermore, at least one of the outside air and the inside air is allowed to flow into the second air passage, and the air that has passed through the second heat exchange portion is allowed to flow out of the vehicle compartment through the second air passage.

According to this, since at least one of the outside air and the inside air is caused to flow into the second air passage in the heating mode, the heat of at least one of the outside air and the inside air is absorbed by the refrigerant of the heat pump cycle in the second heat exchange section. be able to.

Therefore, in the heating unit, the heat absorbed by the refrigerant from at least one of the outside air and the inside air can be used to heat the air blown into the vehicle interior. That is, the heat absorbed by the refrigerant from at least one of the inside air and the outside air can be used for heating the vehicle interior. As the ratio of the internal air in the air flowing into the second air passage is increased, the energy consumed for heating the vehicle interior can be reduced.

Also, in the heating mode, outside air is allowed to flow into the first air passage. Then, the outside air having a lower humidity than the inside air is heated by the first heat exchanging part and the heating part, and is led to the vehicle window glass side in the vehicle compartment. Therefore, the antifogging performance of the vehicle window glass can be improved.

At this time, even if the amount of outside air flowing into the first air passage is adjusted in order to appropriately heat the vehicle interior, the amount of heat absorbed by the refrigerant in the second heat exchange section is less likely to be affected. That is, the amount of heat that can be used for heating the vehicle interior is less likely to be affected.

As a result, according to the vehicle air conditioner of the third aspect, even if the vehicle air conditioner uses the heat absorbed from the inside air and the outside air for heating the vehicle interior, the anti-fogging performance of the vehicle window glass is improved. It is possible to achieve both reduction of energy consumed for heating.

Here, at least guiding the air to the vehicle window glass side in the vehicle interior is not limited to actively blowing air toward the vehicle window glass. It also includes blowing air into the passenger compartment to the extent that the anti-fogging effect of the vehicle window glass can be obtained.

The above and other objects, features and advantages of the present disclosure will become more apparent from the following detailed description with reference to the accompanying drawings.
1 is a schematic overall configuration diagram of a vehicle air conditioner of a first embodiment; FIG. It is a typical sectional view of an air-conditioning unit of a 1st embodiment. 3 is a cross-sectional view taken along line III-III of FIG. 2; FIG. FIG. 2 is a schematic cross-sectional view of the internal passage switching device of the first embodiment; It is a block diagram showing an electric control part of the vehicle air conditioner of the first embodiment. FIG. 4 is a schematic cross-sectional view showing the flow of air in the cooling mode and the dehumidifying heating mode of the air conditioning unit of the first embodiment; FIG. 4 is a schematic cross-sectional view showing the flow of air in the heating mode of the air conditioning unit of the first embodiment; FIG. 4 is a schematic cross-sectional view showing the flow of air in the defrosting mode of the air conditioning unit of the first embodiment; FIG. 11 is a schematic cross-sectional view showing the flow of air in the cooling mode and the dehumidifying heating mode of the air conditioning unit of the second embodiment; FIG. 11 is a schematic cross-sectional view showing the air flow in the heating mode of the air conditioning unit of the second embodiment; FIG. 11 is a schematic cross-sectional view showing the flow of air in the defrosting mode of the air conditioning unit of the second embodiment; FIG. 11 is a schematic cross-sectional view of an air conditioning unit according to a third embodiment; FIG. 11 is a schematic cross-sectional view showing the flow of air in the cooling mode and the dehumidifying heating mode of the air conditioning unit of the third embodiment; FIG. 11 is a schematic cross-sectional view showing the flow of air in the heating mode of the air conditioning unit of the third embodiment; FIG. 11 is a schematic cross-sectional view showing the air flow in the defrosting mode of the air conditioning unit of the third embodiment; FIG. 11 is a schematic cross-sectional view showing the flow of air in a cooling mode and a dehumidifying and heating mode of the air conditioning unit of the fourth embodiment; FIG. 11 is a schematic cross-sectional view showing the flow of air in the heating mode of the air conditioning unit of the fourth embodiment; FIG. 11 is a schematic cross-sectional view showing the flow of air in the defrosting mode of the air conditioning unit of the fourth embodiment; It is a typical whole block diagram of the vehicle air conditioner of 5th Embodiment. FIG. 11 is a schematic cross-sectional view showing the flow of air in the cooling mode and the dehumidifying heating mode of the air conditioning unit of the fifth embodiment; FIG. 11 is a schematic cross-sectional view showing the flow of air in the heating mode of the air conditioning unit of the fifth embodiment; FIG. 11 is a schematic cross-sectional view showing the flow of air in the defrosting mode of the air conditioning unit of the fifth embodiment; FIG. 11 is a graph showing changes in heating capacity with respect to changes in temperature of air flowing into a second heat exchanger of the air conditioning unit of the fifth embodiment; FIG. It is a typical whole block diagram of the vehicle air conditioner of other embodiment.

A plurality of embodiments for carrying out the present disclosure will be described below with reference to the drawings. In each embodiment, portions corresponding to items described in the preceding embodiment may be denoted by the same reference numerals, and redundant description may be omitted. When only part of the configuration is described in each embodiment, the other embodiments previously described can be applied to other portions of the configuration. Not only combinations of parts that are explicitly stated that combinations are possible in each embodiment, but also partial combinations of embodiments even if they are not explicitly stated unless there is a particular problem with the combination. is also possible.

(First embodiment)
A first embodiment of a vehicle air conditioner according to the present disclosure will be described with reference to FIGS. 1 to 8. FIG. A vehicle air conditioner 1 of this embodiment is applied to an electric vehicle. An electric vehicle is a vehicle that obtains driving force for running from an electric motor. The vehicle air conditioner 1 air-conditions the interior of the vehicle in which the passengers board. The vehicle air conditioner 1 includes a heat pump cycle 10, a heat medium circuit 20, an air conditioning unit 30, a control device 60, and the like.

First, the heat pump cycle 10 will be described using FIG. In the vehicle air conditioner 1 , the heat pump cycle 10 adjusts the temperature of the air blown into the vehicle interior, which is the space to be air-conditioned, and the temperature of the heat medium circulating in the heat medium circuit 20 . The heat pump cycle 10 has a compressor 11, a water-refrigerant heat exchanger 12, a receiver 13, a first expansion valve 14a, a second expansion valve 14b, a first heat exchanger 15a, a second heat exchanger 15b, and the like. .

The heat pump cycle 10 employs an HFO-based refrigerant (specifically, R1234yf) as the refrigerant. The heat pump cycle 10 constitutes a vapor compression subcritical refrigeration cycle in which the pressure of the high-pressure refrigerant does not exceed the critical pressure of the refrigerant. Refrigerant oil (specifically, PAG oil) for lubricating the compressor 11 is mixed in the refrigerant. Part of the refrigerating machine oil circulates through the heat pump cycle 10 together with the refrigerant.

In the heat pump cycle 10, the compressor 11 sucks, compresses, and discharges the refrigerant. The compressor 11 is arranged in the drive unit room on the front side of the passenger compartment. The drive device chamber forms a space in which at least part of a drive device (for example, an electric motor for travel) for outputting driving force for travel is arranged.

The compressor 11 is an electric compressor in which an electric motor rotates a fixed displacement compression mechanism with a fixed displacement. The compressor 11 has its rotation speed (that is, refrigerant discharge capacity) controlled by a control signal output from a control device 60, which will be described later.

The inlet side of the refrigerant passage of the water-refrigerant heat exchanger 12 is connected to the discharge port of the compressor 11 . The water-refrigerant heat exchanger 12 has a refrigerant passage through which the high-pressure refrigerant discharged from the compressor 11 flows, and a heat medium passage through which a heat medium circulating in a heat medium circuit 20, which will be described later. The water-refrigerant heat exchanger 12 exchanges heat between the high-pressure refrigerant flowing through the refrigerant passage and the heat medium flowing through the heat medium passage. In the water-refrigerant heat exchanger 12, the heat of the high-pressure refrigerant is radiated to the heat medium to heat the heat medium.

The inlet side of the receiver 13 is connected to the outlet of the refrigerant passage of the water-refrigerant heat exchanger 12 . The receiver 13 is a high-pressure side gas-liquid separator that separates the gas-liquid of the high-pressure refrigerant flowing out of the refrigerant passage of the water-refrigerant heat exchanger 12 and stores a part of the separated liquid-phase refrigerant as a surplus refrigerant in the cycle. is.

The refrigerant outlet of the receiver 13 is connected to the inlet side of the first expansion valve 14a. The first expansion valve 14 a is a first pressure reducing section that reduces the pressure of the refrigerant flowing out of the refrigerant passage of the water-refrigerant heat exchanger 12 . Further, the first expansion valve 14a is a first flow rate adjusting section that adjusts the flow rate of the refrigerant flowing out downstream.

The first expansion valve 14a is an electric variable throttle mechanism having a valve body that changes the throttle opening and an electric actuator (specifically, a stepping motor) that displaces the valve body. The operation of the first expansion valve 14 a is controlled by control pulses output from the control device 60 . The first expansion valve 14a has a fully open function of functioning as a mere refrigerant passage without exhibiting a refrigerant decompression action and a flow rate adjustment action by fully opening the valve opening degree.

The refrigerant inlet side of the first heat exchanger 15a is connected to the outlet of the first expansion valve 14a. The first heat exchanger 15a is arranged in a first air passage 31a formed in an air conditioning case 31 of the air conditioning unit 30, which will be described later. The first heat exchanger 15a is a first heat exchange section that exchanges heat between the refrigerant flowing out of the first expansion valve 14a and the air flowing through the first air passage 31a.

The inlet side of the second expansion valve 14b is connected to the refrigerant outlet of the first heat exchanger 15a. The second expansion valve 14b is a second pressure reducing section that reduces the pressure of the refrigerant flowing out of the refrigerant passage of the first heat exchanger 15a. Further, the second expansion valve 14b is a second flow rate adjusting section that adjusts the flow rate of the refrigerant flowing out downstream. The basic configuration of the second expansion valve 14b is similar to that of the first expansion valve 14a.

In FIG. 1, the second expansion valve 14b is arranged inside the second air passage 31b for clarity of illustration, but the actual second expansion valve 14b is arranged outside the air passage of the air conditioning case 31. It is

The refrigerant inlet side of the second heat exchanger 15b is connected to the outlet of the second expansion valve 14b. The second heat exchanger 15 b is arranged inside a second air passage 31 b formed inside the air conditioning case 31 of the air conditioning unit 30 . The second heat exchanger 15b is a second heat exchange section that exchanges heat between the refrigerant flowing out of the second expansion valve 14b and the air flowing through the second air passage 31b. The basic configuration of the second heat exchanger 15b is similar to that of the first heat exchanger 15a. The suction port side of the compressor 11 is connected to the refrigerant outlet of the second heat exchanger 15b.

Next, the heat medium circuit 20 will be explained. The heat medium circuit 20 is a circuit that circulates the heat medium. The heat medium circuit 20 employs an ethylene glycol aqueous solution as a heat medium. The heat medium circuit 20 includes a heat medium pump 21, a heater core 22, a heat medium radiator 23, a first flow control valve 24a, a second flow control valve 24b, and the like. A heat medium passage of the water-refrigerant heat exchanger 12 is connected to the heat medium circuit 20 .

The heat medium pump 21 pumps the heat medium in the heat medium circuit 20 . The heat medium pump 21 is an electric water pump whose rotational speed (that is, pumping capacity) is controlled by a control voltage output from the control device 60 .

The heat medium inlet side of the heater core 22 is connected to the discharge port of the heat medium pump 21 . The heater core 22 exchanges heat between the heat medium pressure-fed from the heat medium pump 21 and the air blown into the vehicle interior. The heater core 22 can heat the air by dissipating the heat of the heat medium to the air.

The heater core 22 is arranged across both the upper air passage 31 c and the lower air passage 31 d formed in the air conditioning case 31 of the air conditioning unit 30 . Therefore, the heater core 22 can heat both the air flowing through the upper air passage 31c and the air flowing through the lower air passage 31d.

A heat medium outlet of the heater core 22 is connected to one inlet of the first flow control valve 24a. Further, in the heat medium circuit 20, a first heat medium bypass passage 25a that bypasses the heater core 22 and guides the heat medium pressure-fed from the heat medium pump 21 to the other inlet side of the first flow control valve 24a. It is connected. The inlet side of the heat medium passage of the water-refrigerant heat exchanger 12 is connected to the outflow port of the first flow control valve 24a.

The first flow regulating valve 24a adjusts the flow rate ratio of the heat medium pumped from the heat medium pump 21 to flow into the heater core 22 and the heat medium flow into the first heat medium bypass passage 25a. adjust. The first flow control valve 24 a is an electric three-way flow control valve whose operation is controlled by a control signal output from the control device 60 .

The heat medium inlet side of the heat medium radiator 23 is connected to the outlet of the heat medium passage of the water-refrigerant heat exchanger 12 . The heat medium radiator 23 exchanges heat between the heat medium flowing out from the heat medium passage of the water-refrigerant heat exchanger 12 and outside air blown by an outside air blower (not shown). The heat medium radiator 23 can cool the heat medium by dissipating the heat of the heat medium to the outside air.

The heat medium radiator 23 is arranged on the front side in the driving device room. Therefore, when the vehicle is running, the heat medium radiator 23 can be exposed to the running wind that has flowed into the drive unit room through the grill.

A heat medium outlet of the heat medium radiator 23 is connected to one inlet of the second flow control valve 24b. Furthermore, in the heat medium circuit 20, the heat medium that has flowed out of the heat medium passage of the water-refrigerant heat exchanger 12 bypasses the heat medium radiator 23 and is guided to the other inlet side of the second flow control valve 24b. 2 heat medium detour passages 25b are connected. The suction port side of the heat medium pump 21 is connected to the outflow port of the second flow control valve 24b.

The second flow regulating valve 24b adjusts the flow rate of the heat medium that flows into the heat medium radiator 23 and the heat medium that flows into the second heat medium bypass passage 25b, among the heat medium that has flowed out of the heat medium passage of the water-refrigerant heat exchanger 12. Adjust the flow rate to the flow rate of The basic configuration of the second flow control valve 24b is similar to that of the first flow control valve 24a.

Therefore, in the heat medium circuit 20, the water-refrigerant heat exchanger 12 heat-exchanges the heat medium and the high-pressure refrigerant to heat the heat medium. Furthermore, the heater core can heat the air by exchanging heat between the heat medium and the air that flows through the upper-layer side air passage 31c and the lower-layer side air passage 31d and is blown into the vehicle interior. That is, the water-refrigerant heat exchanger 12 and the heat medium circuit 20 are heating units that heat air using the refrigerant discharged from the compressor 11 as a heat source.

Next, the air conditioning unit 30 will be explained using FIGS. 2 to 4. FIG. The air-conditioning unit 30 is a unit in which a plurality of components are integrated in the vehicle air-conditioning system 1 in order to blow air adjusted to an appropriate temperature toward an appropriate location in the vehicle compartment. The air conditioning unit 30 is an air passage forming portion that forms a plurality of air passages for circulating air therein.

More specifically, the air conditioning unit 30 has an air conditioning case 31 . The air-conditioning case 31 forms an outer shell of the air-conditioning unit, and forms an air passage and a housing space for components of the air-conditioning unit 30 inside. The air-conditioning case 31 is molded from a resin (specifically, polypropylene) having a certain degree of elasticity and excellent strength.

Inside the air conditioning case 31, a first air passage 31a, a second air passage 31b, an upper air passage 31c, a lower air passage 31d, an outside air bypass passage 31e, and an inside air bypass passage 31f are formed.

At least part of the parts of the air conditioning case 31 that form the first air passage 31a, the second air passage 31b, the outside air bypass passage 31e, and the inside air bypass passage 31f are arranged on the drive device chamber side. At least a portion of the air conditioning case 31 forming the upper air passage 31c and the lower air passage 31d is arranged on the passenger compartment side.

A partition wall 50 separates the vehicle compartment (that is, the inside of the vehicle) and the driving device compartment (that is, the outside of the vehicle). The bulkhead 50 corresponds to a soundproof and fireproof bulkhead member called a dash panel or firewall in a normal engine vehicle that obtains a driving force for running the vehicle from an internal combustion engine (engine).

The first air passage 31a is an air passage through which inside air, which is the air inside the vehicle interior, or outside air, which is the air outside the vehicle interior, flows into the air conditioning case 31. A first heat exchanger 15a is arranged in the first air passage 31a. The first air passage 31a allows the air that has passed through the first heat exchanger 15a to flow out to at least one of the vehicle interior and the vehicle exterior.

A first inlet side inside/outside air switching device 32a is arranged on the most upstream side of the air flow of the portion forming the first air passage 31a of the air conditioning case 31 . The first inlet side inside/outside air switching device 32a is a first inlet side inside/outside air adjusting section that can continuously adjust the ratio of the inside air to the outside air in the air flowing into the first air passage 31a.

Specifically, the first inlet-side inside/outside air switching device 32a includes a case portion in which an inside air introduction opening and an outside air introduction opening are formed, and a door portion that changes the opening areas of both openings. have. The first inlet-side inside/outside air switching device 32a allows the door portion to close one of the openings so that the total amount of air flowing into the first air passage 31a is either inside air or outside air. can be done. The operation of the first inlet side inside/outside air switching device 32 a is controlled by a control signal output from the control device 60 .

In addition, a first outlet side inside/outside air switching device 33a is arranged on the most downstream side of the air flow of the portion forming the first air passage 31a of the air conditioning case 31 . The first exit-side inside/outside air switching device 33a is a first exit-side air switching device that can continuously adjust the ratio of the air that flows out to the outside of the passenger compartment and the air that flows out to the inside of the passenger compartment, out of the air that flows out from the first air passage 31a. This is the outlet side inside/outside air adjustment section.

Specifically, the first exit-side inside/outside air switching device 33a includes a case portion in which an opening for outflow from the passenger compartment and an opening for outflow to the outside of the passenger compartment are formed, and a door that changes the opening areas of both openings. has a part. The first outlet side inside/outside air switching device 33a switches the total amount of air flowing out of the first air passage 31a to either the inside of the vehicle interior or the outside of the vehicle interior by closing one of the openings of the door section. can be drained to The operation of the first outlet side inside/outside air switching device 33 a is controlled by a control signal output from the control device 60 .

The second air passage 31b is an air passage through which inside air or outside air flows into the air conditioning case 31. The second air passage 31b is arranged below the first air passage 31a in the vertical direction. A second heat exchanger 15b is arranged in the second air passage 31b. The second air passage 31b allows the air that has passed through the second heat exchanger 15b to flow out to at least one side of the vehicle interior and the vehicle exterior.

A second inlet-side inside/outside air switching device 32b is arranged on the most upstream side of the air flow of the portion forming the second air passage 31b of the air conditioning case 31 . The second inlet side inside/outside air switching device 32b is a second inlet side inside/outside air adjustment section that can continuously adjust the ratio of the inside air to the outside air in the air flowing into the second air passage 31b.

The basic configuration of the second inlet side inside/outside air switching device 32b is the same as that of the first inlet side inside/outside air switching device 32a. The second inlet side inside/outside air switching device 32b can set the total amount of air flowing into the second air passage 31b to either inside air or outside air.

In addition, a second outlet side inside/outside air switching device 33b is arranged on the most downstream side of the air flow of the portion forming the second air passage 31b of the air conditioning case 31 . The second exit-side inside/outside air switching device 33b can continuously adjust the ratio of the air flowing out to the inside of the vehicle interior and the air flowing out to the outside of the vehicle out of the air flowing out from the second air passage 31b. This is the outlet side inside/outside air adjustment section.

The basic configuration of the second outlet side inside/outside air switching device 33b is the same as that of the first outlet side inside/outside air switching device 33a. The second exit side inside/outside air switching device 33b can cause the total amount of air flowing out from the second air passage 31b to flow out to either the vehicle interior side or the vehicle exterior side.

The outside air bypass passage 31 e is an air passage for introducing outside air into the air conditioning case 31 . The outside air bypass passage 31e causes the introduced outside air to bypass the first heat exchanger 15a and the second heat exchanger 15b and flow out into the vehicle interior. More specifically, the outside air bypass passage 31e causes the introduced outside air to flow out to the inlet side of the upper layer side air passage 31c.

Inside the outside air bypass passage 31e, as shown in FIG. 3, an outside air passage door 34a is arranged. The outside air passage door 34a is an outside air volume adjustment unit that continuously adjusts the volume of outside air flowing into the outside air bypass passage 31e. The outside air passage door 34a can block the outside air bypass passage 31e. The operation of the actuator for driving the outside air passage door 34a is controlled by a control signal output from the control device 60. As shown in FIG.

The inside air bypass passage 31f is an air passage for introducing inside air into the air conditioning case 31. The inside air bypass passage 31f causes the introduced inside air to bypass the first heat exchanger 15a and the second heat exchanger 15b and flow out to the vehicle interior side. More specifically, the inside air bypass passage 31f causes the introduced inside air to flow out to the inlet side of the lower layer side air passage 31d.

Inside the inside air bypass passage 31f, as shown in FIGS. 2 and 3, an inside air passage door 34b is arranged. The inside air passage door 34b is an inside air volume adjustment unit that continuously adjusts the air volume of the inside air flowing into the inside air bypass passage 31f. The inside air passage door 34b can block the inside air bypass passage 31f. The operation of the drive actuator for the inside air passage door 34b is controlled by a control signal output from the control device 60. As shown in FIG.

The outside air bypass passage 31e and the inside air bypass passage 31f are arranged below the first air passage 31a and above the second air passage 31b. In other words, the outside air bypass passage 31e and the inside air bypass passage 31f are arranged so as to be sandwiched between the first air passage 31a and the second air passage 31b from above and below. Furthermore, the outside air bypass passage 31e and the inside air bypass passage 31f are arranged side by side in a substantially horizontal direction.

In addition, in FIG. 3, for clarity of illustration, the opening area of the outside air bypass passage 31e and the opening area of the inside air bypass passage 31f are assumed to be approximately the same, but the actual opening areas are different from each other. Specifically, it is determined so that the sum of the pressure losses generated in the air flowing through the respective air passages approaches the minimum value during the heating mode, which will be described later.

In addition, the above-described first exit side inside/outside air switching device 33a for outflow of the vehicle interior, the second outlet side inside/outside air switching device 33b for outflow into the vehicle interior, the exit of the outside air bypass passage 31e, and the inside air The outlets of the bypass passage 31f are connected to various inlets of the ventilation path switching device 35, respectively.

The ventilation path switching device 35 is a sub-unit that integrates a ventilation path switching unit that switches the connection mode of the air path formed in the air conditioning unit 30 and a vehicle interior blower that blows air into the interior of the vehicle. A detailed configuration of the ventilation path switching device 35 will be described with reference to FIG. The ventilation path switching device 35 has a switching device case 36 and an indoor fan 37 .

The switching device case 36 can be made of the same material as the air conditioning case 31 . The switching device case 36 may be formed integrally with the air conditioning case 31 . The switching device case 36 is formed with a first inlet portion 36a, a second inlet portion 36b, an upper layer side outlet portion 36c, a lower layer side outlet portion 36d, an outside air inlet portion 36e, and an inside air inlet portion 36f. Inside the switching device case 36, ventilation passages communicating with the respective inlets are formed.

The first inlet portion 36a is connected to the opening portion of the first outlet-side inside/outside air switching device 33a for the vehicle interior to flow out. The second inlet portion 36b is connected to an opening portion of the second outlet side inside/outside air switching device 33b for outflow from the passenger compartment. The outlet portion of the outside air bypass passage 31e is connected to the outside air inlet portion 36e. The outlet portion of the inside air bypass passage 31f is connected to the inside air inlet portion 36f. The inlet portion of the upper layer side air passage 31c is connected to the upper layer side outlet portion 36c. The inlet portion of the lower layer side air passage 31d is connected to the lower layer side outlet portion 36d.

The indoor blower 37 is an indoor blower that blows air (that is, inside air or outside air) into the vehicle interior. The indoor fan 37 has a first fan 37a, a second fan 37b, and an electric motor 37c. The first fan 37a blows the sucked air from the upper layer side outlet portion 36c to the upper layer side air passage 31c. The second fan 37b blows the sucked air from the lower layer side outlet portion 36d to the lower layer side air passage 31d.

The electric motor 37c is a drive unit that rotates both the first fan 37a and the second fan 37b in conjunction with each other. Therefore, the indoor blower 37 is a so-called double blower in which the first fan 37a and the second fan 37b are rotationally driven in conjunction with a common electric motor 37c. The electric motor 37c has its rotational speed (ie, air blowing capacity) controlled by a control voltage output from the control device 60 .

Both the first fan 37a and the second fan 37b are centrifugal multi-blade fans. The dimensions of the first fan 37a and the dimensions of the second fan 37b are different from each other. In this embodiment, the axial blade height of the first fan 37a and the axial blade height of the second fan 37b are different from each other. Therefore, the air volume of the first fan 37a and the air volume of the second fan 37b at the same rotational speed are different from each other.

In this embodiment, the axial blade height of the first fan 37a and the axial blade height of the second fan 37b are set so that the inside/outside air ratio becomes an appropriate value during the heating mode. The inside/outside air ratio is the ratio between the volume of air flowing through the upper air passage 31c and the volume of air flowing through the lower air passage 31d.

The first fan 37a and the second fan 37b are accommodated in a first scroll casing 37d and a second scroll casing 37e formed in the switching device case 36, respectively. The first scroll casing 37 d and the second scroll casing 37 e are formed so that the air sucked by the first fan 37 a and the air sucked by the second fan 37 b do not mix inside the switching device case 36 .

Further, inside the switching device case 36, switching doors 35a and 35b for switching the ventilation paths formed inside are arranged.

Thus, in the ventilation path switching device 35, the air that has flowed into the inside from the first inlet portion 36a can be guided to at least one of the inlet side of the first fan 37a and the inlet side of the second fan 37b. Further, in the ventilation path switching device 35, the air that has flowed into the inside from the second inlet portion 36b can be guided to at least one of the suction port side of the first fan 37a and the suction port side of the second fan 37b.

In addition, in the ventilation path switching device 35, the outside air that has flowed inside from the outside air inlet portion 36e can be guided to the suction port side of the first fan 37a without being affected by the displacement of the switching doors 35a and 35b. Further, in the ventilation path switching device 35, the inside air that has flowed into the inside from the inside air inlet portion 36f can be guided to the suction port side of the second fan 37b without being affected by the displacement of the switching doors 35a and 35b.

Next, the upper air passage 31c is an air passage through which the air blown from the first fan 37a is circulated. The lower layer side air passage 31d is an air passage through which the air blown from the second fan 37b is circulated. As shown in FIG. 2, the lower air passage 31d is arranged below the upper air passage 31c. The upper layer side air passage 31c and the lower layer side air passage 31d are vertically partitioned by a partition plate 39 disposed inside the air conditioning case 31. As shown in FIG.

A heater core 22 forming a heating portion is arranged in the upper layer side air passage 31c and the lower layer side air passage 31d. More specifically, the heater core 22 passes through a mounting hole formed in the partition plate 39, and is disposed across both the upper air passage 31c and the lower air passage 31d.

A communication port 39a is formed in a portion of the partition plate 39 positioned on the downstream side of the air flow of the heater core 22 to communicate the upper layer side air passage 31c and the lower layer side air passage 31d.

Further, inside the air conditioning case 31, a communication port opening/closing door 39b for opening and closing the communication port 39a is arranged. The communication port opening/closing door 39b is driven by a communication port opening/closing door electric actuator. The operation of the electric actuator for opening and closing the communication port is controlled by a control signal output from the control device 60 .

A plurality of openings are arranged at the most downstream part of the air flow of the air conditioning case 31 for blowing out the conditioned air, which is air whose temperature has been adjusted by passing through the heater core 22, into the vehicle compartment.

Specifically, a defroster opening hole 43a and a face opening hole 43b are arranged as opening holes for blowing the conditioned air into the vehicle interior from the upper air passage 31c side. Further, a foot opening hole 43c is arranged as an opening hole for blowing air into the vehicle interior from the side of the lower air passage 31d.

The defroster opening hole 43a is an opening hole for blowing air-conditioned air toward the inner surface of the vehicle window glass 51. The face opening hole 43b is an opening hole for blowing the conditioned air toward the upper body of the passenger in the vehicle compartment. The foot opening hole 43c is an opening hole for blowing the conditioned air toward the passenger's feet.

The defroster opening hole 43a is connected via a duct (not shown) to a defroster outlet provided in the vehicle interior. The face opening hole 43b is connected via a duct (not shown) to a face outlet provided in the vehicle interior. The foot opening hole 43c is connected via a duct (not shown) to a foot outlet provided in the vehicle interior.

A defroster door 44a, a face door 44b, and a foot door 44c are arranged upstream of the defroster opening hole 43a, the face opening hole 43b, and the foot opening hole 43c, respectively. The defroster door 44a adjusts the opening area of the defroster opening hole 43a. The face door 44b adjusts the opening area of the face opening hole 43b. The foot door 44c adjusts the opening area of the foot opening hole 43c.

The defroster door 44a, the face door 44b, and the foot door 44c are outlet mode switching units that switch the outlet mode. The defroster door 44a, the face door 44b, and the foot door 44c are rotated in conjunction with each other by an electric actuator for the outlet mode door via a link mechanism or the like. The operation of the electric actuator for the outlet mode door is controlled by a control signal output from the control device 60 .

The outlet modes switched by the outlet mode switching unit specifically include face mode, bi-level mode, foot mode, and the like.

The face mode is an outlet mode in which the face opening hole 43b is fully opened and conditioned air is blown out from the face outlet. The bi-level mode is an air outlet mode in which both the face opening 43b and the foot opening 43c are opened to blow the air-conditioned air from the face air outlet and the air-conditioned air from the foot air outlet.

The foot mode is an outlet mode in which both the defroster opening hole 43a and the foot opening hole 43c are opened to blow out the conditioned air from the defroster outlet and the conditioned air from the foot outlet.

Further, the passenger can manually operate the outlet mode switch provided on the operation panel 62 to switch to the defroster mode. The defroster mode is an air outlet mode in which the defroster opening hole 43a is fully opened and conditioned air is blown out from the defroster outlet.

In addition, as shown in FIG. 2, an exhaust air blower 45 is arranged on the lowermost side of the air conditioning case 31 .

The exhaust air blower 45 is an exhaust air blower that draws in the air in the air conditioning case 31 and exhausts it from the air outlet 45a to the outside of the vehicle. The exhaust blower 45 is a centrifugal blower that rotates a centrifugal multi-blade fan arranged in a scroll casing by an electric motor. The number of revolutions (that is, the blowing capacity) of the exhaust air blower 45 is controlled by a control voltage output from the control device 60 to the electric motor.

The intake port of the exhaust air blower 45 is connected to the outflow opening of the first outlet side inside/outside air switching device 33a through the exhaust bypass passage 31g. Further, the suction port of the exhaust air blower 45 is connected to the opening of the second outlet side inside/outside air switching device 33b for outflow to the outside of the passenger compartment.

Next, the outline of the electric control unit of the vehicle air conditioner 1 will be described using FIG. The control device 60 is composed of a well-known microcomputer including CPU, ROM, RAM, etc. and its peripheral circuits.

The control device 60 performs various calculations and processes based on the air conditioning control program stored in the ROM, and controls various control target devices 11, 14a, 14b, 21, 24a, 24b, 32a, 32b, It controls the operation of 33a, 33b, 34a, 34b, 35, 37, 45, etc.

Various control sensors are connected to the input side of the control device 60, as shown in FIG. The control sensors include an inside air temperature sensor 61a, an outside air temperature sensor 61b, and a solar radiation amount sensor 61c. The inside air temperature sensor 61a is an inside air temperature detection unit that detects the inside air temperature Tr, which is the temperature inside the vehicle compartment. The outside air temperature sensor 61b is an outside air temperature detection unit that detects the outside air temperature Tam, which is the temperature outside the vehicle compartment. The solar radiation amount sensor 61c is a solar radiation amount detection unit that detects the amount of solar radiation As irradiated into the vehicle interior.

Also, the control sensors include a high-pressure refrigerant temperature sensor 61d, a first refrigerant temperature sensor 61e, and a second refrigerant temperature sensor 61f. The high-pressure refrigerant temperature sensor 61 d is a high-pressure refrigerant temperature detection unit that detects the high-pressure refrigerant temperature Td of the high-pressure refrigerant discharged from the compressor 11 . The first refrigerant temperature sensor 61e is a first refrigerant temperature detection unit that detects the first refrigerant temperature Tr1 in the first heat exchanger 15a (that is, the temperature of the first heat exchanger 15a). The second refrigerant temperature sensor 61f is a second refrigerant temperature detector that detects a second refrigerant temperature Tr2 in the second heat exchanger 15b (that is, the temperature of the second heat exchanger 15b).

Also, the control sensors include a high-pressure refrigerant pressure sensor 61g and an intake refrigerant pressure sensor 61h. The high-pressure refrigerant pressure sensor 61g is a high-pressure refrigerant pressure detector that detects the high-pressure refrigerant pressure Pd of the high-pressure refrigerant discharged from the compressor 11 . The refrigerant suction pressure sensor 61h is a refrigerant suction pressure detection unit that detects a refrigerant suction pressure Ps of the refrigerant suctioned into the compressor 11 after flowing out of the second heat exchanger 15b.

Also, the control sensors include the heat medium temperature sensor 61i. The heat medium temperature sensor 61 i is a heat medium temperature detection unit that detects a heat medium temperature Tw, which is the temperature of the heat medium flowing into the heater core 22 .

Also, the control sensors include a humidity sensor 61j. The humidity sensor 61j detects the inside air humidity Rh (relative humidity) in the vicinity of the vehicle window glass 51 in the vehicle compartment. The inside air humidity Rh in the vicinity of the vehicle window glass 51 is a physical quantity that correlates with how easily the vehicle window glass 51 fogs. The inside air humidity Rh can be used to determine whether or not the vehicle window glass 51 needs to be defogged. Therefore, the humidity sensor 61j is a window fog detector.

Furthermore, an operation panel 62 is connected to the input side of the control device 60 . The operation panel 62 is arranged near the instrument panel in the front part of the passenger compartment. The operation panel 62 is provided with various operation switches that are operated by the passenger. Operation signals of various operation switches are input to the control device 60 . Examples of various operation switches include an auto switch, an air conditioner switch, an air volume setting switch, a temperature setting switch, and the like.

The auto switch is an operation switch for the passenger to set or cancel the automatic control operation of the vehicle air conditioner 1 . The air conditioner switch is an operation switch for the passenger to request that the air be cooled by the first heat exchanger 15a or the second heat exchanger 15b. The air volume setting switch is an operation switch for manually setting the air volume of the indoor fan 37 by the passenger. The temperature setting switch is an operation switch for setting a preset temperature Tset in the passenger compartment by the occupant.

In addition, the control device 60 of the present embodiment is integrally configured with a control unit that controls various controlled devices connected to the output side thereof. Therefore, the configuration (that is, hardware and software) that controls the operation of each controlled device constitutes a control unit that controls the operation of each controlled device. For example, the configuration for controlling the refrigerant discharge capacity of the compressor 11 configures the compressor control section 60a.

Next, the operation of the vehicle air conditioner 1 of this embodiment having the above configuration will be described. The vehicle air conditioner 1 switches between operation modes such as a cooling mode, a dehumidifying heating mode, a heating mode, and a defrosting mode.

The cooling mode is an operating mode that blows out cooled air into the vehicle interior. The dehumidification/heating mode is an operation mode in which cooled and dehumidified air is reheated and blown into the passenger compartment. The heating mode is an operation mode in which heated air is blown into the vehicle interior. The defrost mode is an operation mode for defrosting a frosted heat exchanger.

The operation mode is switched by executing an air conditioning control program stored in the control device 60 in advance. The air-conditioning control program is executed when the auto switch of the operation panel 62 is turned on (ON) and automatic control operation of the vehicle interior air-conditioning is set.

　In the main routine of the air conditioning control program, the detection signals of the various control sensors described above are read at predetermined intervals. A target outlet temperature TAO, which is the target temperature of the conditioned air blown into the vehicle compartment, is calculated based on the values of the read detection signal and operation signal. Then, the operating mode is switched using the calculated target air temperature TAO and the like.

The target blowing temperature TAO is calculated using the following formula F1.
TAO=Kset×Tset−Kr×Tr−Kam×Tam−Ks×As+C (F1)
It should be noted that Tset is the set temperature in the passenger compartment set by the temperature setting switch on the operation panel 62 . Tr is the internal temperature detected by the internal temperature sensor 61a. Tam is the outside temperature detected by the outside temperature sensor 61b. As is the amount of solar radiation detected by the solar radiation sensor 61c. Kset, Kr, Kam, and Ks are control gains, and C is a correction constant.

Then, in the air conditioning control program, when the target blowout temperature TAO is lower than the predetermined reference cooling temperature TAO1 and the air conditioner switch on the operation panel 62 is turned on, the mode is switched to the cooling mode. Further, when the target blowout temperature TAO is equal to or higher than the reference cooling temperature TAO1 and the air conditioner switch is turned on, the mode is switched to the dehumidifying heating mode. Also, when the air conditioner switch is not turned on, it is switched to the heating mode.

Therefore, the cooling mode is likely to be executed mainly when the outside temperature is relatively high, such as in summer. The dehumidifying heating mode is likely to be executed mainly in spring or autumn. The heating mode is likely to be executed mainly in winter when the outside temperature is low. The detailed operation of each operation mode will be described below.

(1) Cooling Mode In the cooling mode, the controller 60 operates the compressor 11 of the heat pump cycle 10 . More specifically, the controller 60 controls the refrigerant discharge capacity of the compressor 11 so that the second refrigerant temperature Tr2 detected by the second refrigerant temperature sensor 61f approaches the target evaporator temperature TEO.

The target evaporator temperature TEO is determined based on the target outlet temperature TAO with reference to a cooling mode control map stored in the controller 60 in advance. The control map for the cooling mode is determined so that the target evaporator temperature TEO is increased as the target outlet temperature TAO increases. Also, the target evaporator temperature TEO is determined to a value (at least 1° C. or higher in the present embodiment) that can suppress frost formation on the second heat exchanger 15b.

Also, the control device 60 fully opens the first expansion valve 14a. In addition, the control device 60 puts the second expansion valve 14b into a throttled state that exerts a refrigerant decompression action. More specifically, the controller 60 controls the second expansion so that the degree of superheat SH of the refrigerant on the outlet side of the second heat exchanger 15b approaches a predetermined reference degree of heating KSH (5° C. in this embodiment). It controls the actuation of valve 14b. The degree of superheat SH of the refrigerant on the outlet side of the second heat exchanger 15b can be determined from the second refrigerant temperature Tr2 and the suction refrigerant pressure Ps detected by the suction refrigerant pressure sensor 61h.

In addition, the control device 60 operates the heat medium pump 21 of the heat medium circuit 20 so as to exhibit a predetermined reference pumping capability.

Also, the control device 60 controls the operation of the first flow control valve 24 a so that the entire flow rate of the heat medium discharged from the heat medium pump 21 flows into the heat medium passage of the water-refrigerant heat exchanger 12 . Further, the control device 60 controls the operation of the second flow control valve 24b so that the entire flow rate of the heat medium flowing out from the heat medium passage of the water-refrigerant heat exchanger 12 flows into the heat medium radiator 23.

The control device 60 also controls the operation of the first inlet side inside/outside air switching device 32a so that the outside air flows into the first air passage 31a of the air conditioning unit 30. Further, the control device 60 controls the operation of the first outlet side inside/outside air switching device 33a so that the entire amount of air that has passed through the first heat exchanger 15a flows out from the opening for outflow to the outside of the passenger compartment.

The control device 60 also controls the operation of the second inlet side inside/outside air switching device 32b so that the outside air flows into the second air passage 31b. In addition, the control device 60 controls the operation of the second outlet side inside/outside air switching device 33b so that the entire amount of air that has passed through the second heat exchanger 15b flows out from the vehicle interior outflow opening.

The control device 60 also determines a control signal to be output to the actuator for driving the outside air passage door 34a so that the outside air passage door 34a closes the outside air bypass passage 31e. The control device 60 also determines a control signal to be output to the driving actuator of the inside air passage door 34b so that the inside air passage door 34b closes the inside air bypass passage 31f.

In addition, the control device 60 causes both the first fan 37a and the second fan 37b of the indoor blower 37 to suck in the air that has flowed out from the opening of the second outlet side inside/outside air switching device 33b for outflow into the vehicle interior. , to switch the ventilation paths in the ventilation path switching device 35 .

In addition, the control device 60 operates the indoor fan 37 so as to exhibit the target air blowing capacity. The target air blowing capacity of the indoor fan 37 is determined by referring to a control map stored in advance in the control device 60 based on the target air temperature TAO. In the control map for the indoor fan 37, the blowing capacity of the indoor fan 37 is maximized in the extremely low temperature range (maximum cooling range) and the extremely high temperature range (maximum heating range) of the target air temperature TAO.

Furthermore, as the target blowing temperature TAO rises from the cryogenic temperature range toward the intermediate temperature range, the blowing capacity is reduced in accordance with the increase in the target blowing temperature TAO. Further, as the target blowing temperature TAO decreases from the extremely high temperature range toward the intermediate temperature range, the air blowing capacity is reduced in accordance with the decrease in the target blowing temperature TAO. Further, when the target blowing temperature TAO falls within a predetermined intermediate temperature range, the blowing capacity is minimized.

In addition, the control device 60 operates the exhaust air blower 45 so as to exhibit a predetermined reference air blowing capacity.

The control device 60 also determines a control signal to be output to the electric actuator for the communication port opening/closing door so that the communication port opening/closing door 39b fully opens the communication port 39a.

Based on the target outlet temperature TAO, the control device 60 also refers to a control map stored in advance in the control device 60 to determine the control signal to be output to the electric actuator for the outlet mode door.

In the control map for the outlet mode door, as the target outlet temperature TAO rises from the low temperature range to the high temperature range, the face mode, bilevel mode, and foot mode are switched in order. Further, as the target blowing temperature TAO decreases from the high temperature range to the low temperature range, the foot mode, bi-level mode, and face mode are switched in order. Therefore, the face mode is likely to be selected in the cooling mode.

Therefore, in the heat pump cycle 10 in cooling mode, the high-pressure refrigerant discharged from the compressor 11 flows into the refrigerant passage of the water-refrigerant heat exchanger 12 . The refrigerant flowing into the refrigerant passage of the water-refrigerant heat exchanger 12 exchanges heat with the heat medium flowing through the heat medium passage. In the water-refrigerant heat exchanger 12, the refrigerant radiates heat to the heat medium and condenses.

The refrigerant flowing out from the refrigerant passage of the water-refrigerant heat exchanger 12 flows into the receiver 13 and is separated into gas and liquid. The liquid-phase refrigerant separated by the receiver 13 flows into the first heat exchanger 15a via the fully opened first expansion valve 14a.

The liquid-phase refrigerant that has flowed into the first heat exchanger 15a exchanges heat with air that has flowed into the first air passage 31a of the air conditioning unit 30 (outside air in this embodiment). In the first heat exchanger 15a, the liquid-phase refrigerant exchanges heat with air and is subcooled. The refrigerant that has flowed out of the first heat exchanger 15a flows into the second expansion valve 14b and is decompressed. The low-pressure refrigerant decompressed by the second expansion valve 14b flows into the second heat exchanger 15b.

The refrigerant that has flowed into the second heat exchanger 15b exchanges heat with the air that has flowed into the second air passage 31b of the air conditioning unit 30 (outside air in this embodiment). In the second heat exchanger 15b, the refrigerant absorbs heat from the air and evaporates. This cools the air flowing through the second air passage 31b. The refrigerant that has flowed out of the second heat exchanger 15b is sucked into the compressor 11 and compressed again.

In addition, in the heat medium circuit 20 in the cooling mode, the entire flow of the heat medium pressure-fed from the heat medium pump 21 passes through the first heat medium bypass passage 25a and the first flow rate adjustment valve 24a to the water-refrigerant heat exchanger 12. flow into the heat medium passage of The heat medium flowing into the heat medium passage of the water-refrigerant heat exchanger 12 is heated by exchanging heat with the refrigerant flowing through the refrigerant passage.

The heat medium heated by the water-refrigerant heat exchanger 12 flows into the heat medium radiator 23 . The heat medium that has flowed into the heat medium radiator 23 is cooled by radiating heat to the outside air. The heat medium flowing out of the heat medium radiator 23 is sucked into the heat medium pump 21 through the second flow control valve 24b and pumped again.

Also, in the air conditioning unit 30 in the cooling mode, air flows through each air passage as indicated by the thick line arrows in FIG.

Specifically, the air (outside air in this embodiment) flowing from the first inlet side inside/outside air switching device 32a into the first air passage 31a exchanges heat with the refrigerant when passing through the first heat exchanger 15a. is heated. The air heated by the first heat exchanger 15a is sucked into the exhaust blower 45 via the first outlet side inside/outside air switching device 33a and the exhaust bypass passage 31g. The air sucked into the exhaust air blower 45 is exhausted to the outside of the passenger compartment.

The air (outside air in this embodiment) that has flowed into the second air passage 31b from the second inlet side inside/outside air switching device 32b absorbs heat by the refrigerant and is cooled when passing through the second heat exchanger 15b. The air cooled by the second heat exchanger 15b passes through the second outlet-side inside/outside air switching device 33b and the ventilation path in the ventilation path switching device 35, the first fan 37a and the second fan 37b of the indoor blower 37. inhaled into.

The air sucked into the first fan 37a is blown to the inlet side of the upper air passage 31c. The air blown to the upper air passage 31 c passes through the heater core 22 . The air sucked into the second fan 37b is sent to the inlet side of the lower air passage 31d. The air blown to the lower air passage 31 d passes through the heater core 22 . In the cooling mode, the heat medium does not flow into the heater core 22, so the air passing through the heater core 22 is not heated.

Also, in the cooling mode, the communication opening/closing door 39b fully opens the communication opening 39a. Therefore, both the air that has flowed through the upper air passage 31c and the air that has flowed through the lower air passage 31d are blown out into the passenger compartment from the opening that is open according to the blower port mode. Thereby, cooling of the passenger compartment is achieved.

Furthermore, in the heat pump cycle 10 in the cooling mode, the water-refrigerant heat exchanger 12 functions as a condenser that condenses the refrigerant, and the first heat exchanger 15a functions as a supercooling unit that supercools the liquid-phase refrigerant that flows out from the receiver 13. make it work. Therefore, in the cooling mode heat pump cycle 10, the water-refrigerant heat exchanger 12, the receiver 13, and the first heat exchanger 15a can form a so-called subcool type condenser.

As a result, the enthalpy difference obtained by subtracting the enthalpy of the inlet-side refrigerant of the second heat exchanger 15b from the enthalpy of the outlet-side refrigerant of the second heat exchanger 15b is increased to increase the air cooling capacity of the second heat exchanger 15b. can be improved.

(2) Dehumidifying Heating Mode In the dehumidifying heating mode, the controller 60 operates the compressor 11 of the heat pump cycle 10 in the same manner as in the cooling mode.

In addition, the control device 60 puts the first expansion valve 14a and the second expansion valve 14b into the throttle state. More specifically, the control device 60 controls the first expansion valve 14a and the It controls the operation of the second expansion valve 14b.

Further, based on the target blowout temperature TAO, a control map stored in advance in the control device 60 is referenced to determine the ratio between the throttle opening degree of the first expansion valve 14a and the throttle opening degree of the second expansion valve 14b. do. In the control map for the dehumidifying heating mode, the throttle opening of the first expansion valve 14a is decreased and the throttle opening of the second expansion valve 14b is increased as the target blowout temperature TAO rises.

Also, the control device 60 operates the heat medium pump 21 of the heat medium circuit 20 as in the cooling mode.

Also, the control device 60 controls the operation of the first flow control valve 24 a so that the entire flow rate of the heat medium discharged from the heat medium pump 21 flows into the heater core 22 . Further, the control device 60 controls the operation of the second flow control valve 24b so that the heat medium temperature Tw detected by the heat medium temperature sensor 61i approaches the target heat medium temperature TWO.

The target heat medium temperature TWO is determined based on the target outlet temperature TAO by referring to a control map for the dehumidifying heating mode stored in advance in the control device 60 .

In addition, the control device 60 controls the operations of the other components of the air conditioning unit 30 in the same manner as in the cooling mode. For example, the controller 60 determines the control signals that are output to the electric actuators for the outlet mode doors, as well as for the cooling mode. Therefore, in the dehumidifying and heating mode, the face mode or the bi-level mode is likely to be selected as the outlet mode.

Therefore, in the heat pump cycle 10 in the dehumidifying and heating mode, the high-pressure refrigerant discharged from the compressor 11 flows into the refrigerant passage of the water-refrigerant heat exchanger 12 . The refrigerant flowing into the refrigerant passage of the water-refrigerant heat exchanger 12 exchanges heat with the heat medium flowing through the heat medium passage. In the water-refrigerant heat exchanger 12, the refrigerant radiates heat to the heat medium and condenses.

The refrigerant flowing out from the refrigerant passage of the water-refrigerant heat exchanger 12 flows into the receiver 13 and is separated into gas and liquid. The liquid-phase refrigerant separated by the receiver 13 flows into the first expansion valve 14a and is decompressed. The refrigerant decompressed by the first expansion valve 14a flows into the first heat exchanger 15a.

The refrigerant that has flowed into the first heat exchanger 15a exchanges heat with the air that has flowed into the first air passage 31a of the air conditioning unit 30 (outside air in this embodiment). At this time, when the saturation temperature of the refrigerant in the first heat exchanger 15a is higher than the outside air temperature Tam, the first heat exchanger 15a functions as a supercooling heat exchanger that supercools the refrigerant. Further, when the saturation temperature of the refrigerant in the first heat exchanger 15a is lower than the outside air temperature Tam, the first heat exchanger 15a functions as an evaporator that evaporates the refrigerant.

The refrigerant that has flowed out of the first heat exchanger 15a flows into the second expansion valve 14b and is decompressed. The refrigerant decompressed by the second expansion valve 14b flows into the second heat exchanger 15b.

The refrigerant that has flowed into the second heat exchanger 15b exchanges heat with the air that has flowed into the second air passage 31b of the air conditioning unit 30 (outside air in this embodiment). In the second heat exchanger 15b, the refrigerant absorbs heat from the air and evaporates. As a result, the air flowing through the second air passage 31b is cooled and dehumidified. The refrigerant that has flowed out of the second heat exchanger 15b is sucked into the compressor 11 and compressed again.

In addition, in the heat medium circuit 20 in the dehumidifying and heating mode, the heat medium pumped from the heat medium pump 21 flows into the heater core 22 at the full flow rate. The heat medium flowing into the heater core 22 exchanges heat with air flowing through the upper air passage 31c and air flowing through the lower air passage 31d, and releases heat to the air. As a result, the air flowing through the upper air passage 31c and the air flowing through the lower air passage 31d are heated.

The heat medium flowing out of the heater core 22 flows into the heat medium passage of the water-refrigerant heat exchanger 12 . The heat medium that has flowed into the heat medium passage of the water-refrigerant heat exchanger 12 is heated by exchanging heat with the high-pressure refrigerant. The heat medium flowing into the heat medium radiator 23 from the heat medium passage of the water-refrigerant heat exchanger 12 releases heat to the outside air and is cooled.

The heat medium flowing out of the heat medium radiator 23 flows into one inlet of the second flow control valve 24b. Further, the heat medium flowing out from the heat medium passage of the water-refrigerant heat exchanger 12 toward the second heat medium bypass passage 25b flows into the other inlet of the second flow control valve 24b.

At this time, the second flow control valve 24b adjusts the flow rate of the heat medium flowing into the heat medium radiator 23 and the heat medium flowing into the second heat medium bypass passage 25b so that the heat medium temperature Tw approaches the target heat medium temperature TWO. Adjust the flow rate to the flow rate of The heat medium that has flowed out of the second flow control valve 24b is sucked into the heat medium pump 21 and pressure-fed to the heater core 22 side again.

In addition, in the air conditioning unit 30 in the dehumidification and heating mode, air flows through each air passage in the same manner as in the cooling mode, as indicated by the thick arrows in FIG. In the dehumidifying heating mode, the air cooled and dehumidified by the second heat exchanger 15b passes through the second outlet-side inside/outside air switching device 33b and the ventilation path in the ventilation path switching device 35, and the second air of the indoor fan 37. The air is sucked into the first fan 37a and the second fan 37b.

The air sucked into the first fan 37a is blown to the inlet side of the upper air passage 31c. The air blown into the upper air passage 31c exchanges heat with the heat medium when passing through the heater core 22 and is reheated. The air sucked into the second fan 37b is sent to the inlet side of the lower air passage 31d. The air blown into the lower air passage 31d exchanges heat with the heat medium when passing through the heater core 22 and is reheated.

Also, in the dehumidification and heating mode, the communication opening/closing door 39b fully opens the communication opening 39a. Therefore, both the air that has been reheated through the upper air passage 31c and the air that has been reheated through the lower air passage 31d are discharged into the passenger compartment from the opening that is open according to the blowout port mode. is blown out. As a result, dehumidification and heating of the passenger compartment are achieved.

Furthermore, in the heat pump cycle 10 in series dehumidification heating mode, the throttle opening degree of the first expansion valve 14a is decreased and the throttle opening degree of the second expansion valve 14b is increased as the target blowout temperature TAO rises. According to this, the heating capacity of the heater core 22 for the blown air can be improved as the target blowing temperature TAO increases.

More specifically, when the saturation temperature of the refrigerant in the first heat exchanger 15a is higher than the outside air temperature Tam, the saturation temperature of the refrigerant in the first heat exchanger 15a increases as the target outlet temperature TAO rises. A temperature difference obtained by subtracting the outside air temperature Tam from the temperature can be reduced. Therefore, as the target outlet temperature TAO rises, the amount of heat released from the refrigerant to the outside air in the first heat exchanger 15a is reduced, and the amount of heat released from the refrigerant to the heat medium in the water-refrigerant heat exchanger 12 is increased. can be done.

Further, when the saturation temperature of the refrigerant in the first heat exchanger 15a is lower than the outside air temperature Tam, the amount of refrigerant in the first heat exchanger 15a increases from the outside air temperature Tam as the target outlet temperature TAO rises. The temperature difference with the saturation temperature subtracted can be magnified. As the target outlet temperature TAO increases, the amount of heat absorbed by the refrigerant from the outside air in the first heat exchanger 15a is increased, and the amount of heat released from the refrigerant to the heat medium in the water-refrigerant heat exchanger 12 is increased. can be done.

As a result, in the dehumidification heating mode, the heating capacity of the heater core 22 for the blown air can be improved as the target blowout temperature TAO rises.

(3) Heating Mode In the heating mode, the controller 60 operates the compressor 11 of the heat pump cycle 10 . More specifically, the control device 60 controls the refrigerant discharge capacity of the compressor 11 so that the high pressure refrigerant pressure Pd detected by the high pressure refrigerant pressure sensor 61g approaches the target high pressure PDO.

The target high pressure PDO is determined by referring to a heating mode control map stored in advance in the controller 60 based on the target outlet temperature TAO. The control map for the heating mode is determined so that the target high pressure PDO is increased as the target outlet temperature TAO increases.

In addition, the control device 60 puts the first expansion valve 14a in the throttle state. More specifically, the control device 60 controls the operation of the first expansion valve 14a so that the first refrigerant temperature Tr1 detected by the first refrigerant temperature sensor 61e approaches the target first refrigerant temperature KTr1.

The target first refrigerant temperature KTr1 is determined based on the inside air temperature Tr with reference to a heating mode control map stored in the control device 60 in advance. In the control map for the heating mode, the target first refrigerant temperature KTr1 is set to a value lower than the inside air temperature Tr and capable of suppressing frost formation on the first heat exchanger 15a (at least 1° C. or higher in the present embodiment). to decide.

Also, the control device 60 puts the second expansion valve 14b in the throttle state. More specifically, the control device 60 controls the operation of the second expansion valve 14b so that the degree of superheat SH of the refrigerant on the outlet side of the second heat exchanger 15b approaches the reference degree of heating KSH. In the heating mode, the refrigerant evaporation temperature in the second heat exchanger 15b is lower than the outside air temperature Tam.

Also, the control device 60 operates the heat medium pump 21 of the heat medium circuit 20 as in the cooling mode. In addition, the control device 60 controls the operation of the first flow control valve 24a and the second flow control valve 24b, similarly to the dehumidification heating mode.

In addition, the control device 60 controls the operation of the first inlet side inside/outside air switching device 32a so that the inside air flows into the first air passage 31a of the air conditioning unit 30. Further, the control device 60 controls the operation of the first outlet side inside/outside air switching device 33a so that the entire amount of air that has passed through the first heat exchanger 15a flows out from the opening for outflow to the outside of the passenger compartment.

The control device 60 also controls the operation of the second inlet side inside/outside air switching device 32b so that the outside air flows into the second air passage 31b. In addition, the control device 60 controls the operation of the second outlet side inside/outside air switching device 33b so that the entire amount of air that has passed through the second heat exchanger 15b flows out from the opening for outflow to the outside of the passenger compartment.

The control device 60 also determines a control signal to be output to the drive actuator of the outside air passage door 34a so that the outside air passage door 34a fully opens the outside air bypass passage 31e. The control device 60 also determines a control signal to be output to the driving actuator of the inside air passage door 34b so that the inside air passage door 34b fully opens the inside air bypass passage 31f.

In addition, the control device 60 switches the ventilation path in the ventilation path switching device 35 so that the air flowing out from the outside air bypass passage 31e is drawn into the first fan 37a of the indoor blower 37. Further, the ventilation path in the ventilation path switching device 35 is switched so that the air flowing out from the inside air bypass passage 31f is drawn into the second fan 37b of the indoor blower 37 .

The control device 60 also determines a control signal to be output to the electric actuator for the communication port opening/closing door so that the communication port opening/closing door 39b closes the communication port 39a. Further, the control device 60 determines the control signal to be output to the electric actuator for the outlet mode door so that the outlet mode is the foot mode.

In addition, the control device 60 controls the operations of the other components of the air conditioning unit 30 in the same manner as in the cooling mode.

Therefore, in the heat pump cycle 10 in heating mode, the high-pressure refrigerant discharged from the compressor 11 flows into the refrigerant passage of the water-refrigerant heat exchanger 12 . The refrigerant flowing into the refrigerant passage of the water-refrigerant heat exchanger 12 exchanges heat with the heat medium flowing through the heat medium passage. In the water-refrigerant heat exchanger 12, the refrigerant radiates heat to the heat medium and condenses.

The refrigerant flowing out from the refrigerant passage of the water-refrigerant heat exchanger 12 flows into the receiver 13 and is separated into gas and liquid. The liquid-phase refrigerant separated by the receiver 13 flows into the first expansion valve 14a and is decompressed. The refrigerant decompressed by the first expansion valve 14a flows into the first heat exchanger 15a.

The refrigerant that has flowed into the first heat exchanger 15a exchanges heat with the air that has flowed into the first air passage 31a of the air conditioning unit 30 (the inside air in this embodiment). In the first heat exchanger 15a, the refrigerant absorbs heat from the air and evaporates. The refrigerant that has flowed out of the first heat exchanger 15a flows into the second expansion valve 14b and is decompressed. The refrigerant decompressed by the second expansion valve 14b flows into the second heat exchanger 15b.

The refrigerant that has flowed into the second heat exchanger 15b exchanges heat with the air that has flowed into the second air passage 31b of the air conditioning unit 30 (outside air in this embodiment). In the second heat exchanger 15b, the refrigerant absorbs heat from the air and further evaporates. The refrigerant that has flowed out of the second heat exchanger 15b is sucked into the compressor 11 and compressed again.

Also, in the heat medium circuit 20 in the heating mode, the heat medium whose temperature has been adjusted to approach the target heat medium temperature TWO flows into the heater core 22, as in the dehumidifying and heating mode.

Also, in the air conditioning unit 30 in the heating mode, air flows through each air passage as indicated by the thick line arrows in FIG.

The air (inside air in this embodiment) that has flowed into the first air passage 31a from the first inlet side inside/outside air switching device 32a exchanges heat with the refrigerant and absorbs heat when passing through the first heat exchanger 15a. The air cooled by the first heat exchanger 15a is sucked into the exhaust blower 45 via the first outlet side inside/outside air switching device 33a and the exhaust bypass passage 31g. The air sucked into the exhaust air blower 45 is exhausted to the outside of the vehicle.

The air (outside air in this embodiment) flowing from the second inlet side inside/outside air switching device 32b into the second air passage 31b exchanges heat with the refrigerant and absorbs heat when passing through the second heat exchanger 15b. The air cooled by the second heat exchanger 15b is sucked into the exhaust air blower 45 via the second outlet side inside/outside air switching device 33b. The air sucked into the exhaust air blower 45 is exhausted to the outside of the vehicle.

The outside air that has flowed into the outside air bypass passage 31e is sucked into the first fan 37a through the ventilation passage in the ventilation passage switching device 35. The outside air sucked into the first fan 37a is blown to the inlet side of the upper air passage 31c. The outside air blown into the upper air passage 31 c flows into the heater core 22 . The outside air flowing into the heater core 22 exchanges heat with the heat medium circulating in the heat medium circuit 20 and is heated.

The inside air that has flowed into the inside air bypass passage 31f is sucked into the second fan 37b through the ventilation passage in the ventilation passage switching device 35. The outside air sucked into the second fan 37b is blown to the inlet side of the lower air passage 31d. The outside air blown into the lower air passage 31 d flows into the heater core 22 . The outside air flowing into the heater core 22 exchanges heat with the heat medium circulating in the heat medium circuit 20 and is heated.

In the heating mode, the communication port opening/closing door 39b closes the communication port 39a, and the air outlet mode is the foot mode.

Therefore, the outside air heated by the heater core 22 in the upper air passage 31c is blown toward the inner surface of the vehicle window glass 51 through the defroster opening hole 43a. Also, the inside air heated by the heater core 22 in the lower air passage 31d is blown out toward the passenger (more specifically, toward the passenger's feet) through the foot opening hole 43c. Thereby, the heating of the passenger compartment is achieved.

At this time, in the heating mode, the outside air, which has a lower humidity than the inside air, is heated and blown out toward the inner surface of the vehicle window glass 51, so that the anti-fogging performance of the vehicle window glass can be improved. In addition, since the inside air having a higher temperature than the outside air is heated and blown toward the feet of the occupants, the energy consumed for heating can be reduced as compared with the case of heating the outside air having a low temperature. Furthermore, it is possible to realize comfortable heating of the cold-head-heat-foot type.

(4) Defrost Mode The defrost mode is an operation mode that is executed when it is determined that frost has formed on the second heat exchanger 15b during execution of the heating mode.

The air conditioning control program determines that frost has formed on the second heat exchanger 15b when a predetermined frost formation condition is satisfied. Specifically, after the heating mode is started, the time during which the second refrigerant temperature Tr2 is equal to or lower than the reference frosting temperature (−5° C. in this embodiment) is the reference frosting time (5° C. in this embodiment). minutes), it is determined that the frost formation condition is established.

Further, operation in the defrosting mode continues until a predetermined defrosting time (about 1 to 2 minutes in the present embodiment) elapses.

In the defrost mode, the controller 60 stops the compressor 11 of the heat pump cycle 10. In addition, the control device 60 operates the heat medium pump 21 of the heat medium circuit 20 as in the cooling mode. In addition, the control device 60 controls the operation of the first flow control valve 24a and the second flow control valve 24b, similarly to the dehumidification heating mode.

The control device 60 also controls the operation of the first inlet side inside/outside air switching device 32a so that the outside air flows into the first air passage 31a of the air conditioning unit 30. In addition, the control device 60 controls the operation of the first outlet side inside/outside air switching device 33a so that the entire amount of air that has passed through the first heat exchanger 15a flows out from the vehicle interior outflow opening.

The control device 60 also controls the operation of the second inlet side inside/outside air switching device 32b so that the inside air flows into the second air passage 31b. In addition, the control device 60 controls the operation of the second outlet side inside/outside air switching device 33b so that the entire amount of air that has passed through the second heat exchanger 15b flows out from the opening for outflow to the outside of the passenger compartment.

The control device 60 also determines a control signal to be output to the drive actuator of the outside air passage door 34a so that the outside air passage door 34a fully opens the outside air bypass passage 31e. The control device 60 also determines a control signal to be output to the driving actuator of the inside air passage door 34b so that the inside air passage door 34b fully opens the inside air bypass passage 31f.

In addition, the control device 60 causes both the first fan 37a and the second fan 37b of the indoor blower 37 to suck in the air that has flowed out from the vehicle interior outflow opening of the first outlet side inside/outside air switching device 33a. , to switch the ventilation paths in the ventilation path switching device 35 .

In addition, the control device 60 controls the operations of the other components of the air conditioning unit 30 in the same manner as in the heating mode.

Therefore, in the heat pump cycle 10 in defrost mode, the refrigerant does not circulate because the compressor 11 is stopped.

Also, in the heat medium circuit 20 in the defrosting mode, the heat medium circulates in the same way as in the heating mode. However, in the defrost mode, the compressor 11 of the heat pump cycle 10 is stopped, so the water-refrigerant heat exchanger 12 does not heat the heat medium.

Also, in the air conditioning unit 30 in the defrosting mode, air flows through each air passage as indicated by the thick line arrows in FIG.

The air (outside air in this embodiment) that has flowed into the first air passage 31a from the first inlet side inside/outside air switching device 32a passes through the first heat exchanger 15a. The air that has passed through the first heat exchanger 15a is sucked into the first fan 37a and the second fan 37b of the indoor blower 37 via the first outlet side inside/outside air switching device 33a and the ventilation passage in the ventilation passage switching device 35. be done.

The outside air that has flowed into the outside air bypass passage 31e is sucked into the first fan 37a through the ventilation passage in the ventilation passage switching device 35. The inside air that has flowed into the inside air bypass passage 31f is sucked into the second fan 37b through the ventilation passage in the ventilation passage switching device 35 .

The air sucked into the first fan 37a is sent to the upper air passage 31c. The air blown into the upper air passage 31 c flows into the heater core 22 . The air sucked into the second fan 37b is sent to the lower air passage 31d. The air blown into the lower air passage 31 d flows into the heater core 22 .

In the defrosting mode, although the compressor 11 of the heat pump cycle 10 is stopped, the air flowing into the heater core 22 is heated by the heat stored in the heat medium having a relatively large heat capacity.

The outside air heated by the heater core 22 in the upper air passage 31c is blown out toward the inner surface of the vehicle window glass 51 mainly through the defroster opening hole 43a. Also, the inside air heated by the heater core 22 of the lower air passage 31d is blown out toward the feet of the occupant mainly through the foot opening holes 43c. Thereby, the heating of the passenger compartment is continued.

The inside air that has flowed into the second air passage 31b from the second inlet-side inside/outside air switching device 32b releases heat to the second heat exchanger 15b. As a result, frost formed on the second heat exchanger 15b is melted, and defrosting of the second heat exchanger 15b is achieved. The air that has radiated heat to the second heat exchanger 15b is sucked into the exhaust air blower 45 via the second outlet side inside/outside air switching device 33b. The air sucked into the exhaust air blower 45 is exhausted to the outside of the vehicle.

In the defrosting mode, the inside air is used as a heat source to defrost the second heat exchanger 15b. Energy consumed for frost can be reduced.

As described above, according to the vehicle air conditioner 1 of the present embodiment, comfortable air conditioning in the vehicle interior can be achieved by switching the operation mode. Furthermore, when frost forms on the second heat exchanger 15b, it can be removed.

In addition to this, according to the vehicle air conditioner 1 of the present embodiment, the first inlet side inside/outside air switching device 32a causes the inside air to flow into the first air passage 31a in the heating mode. The first outlet side inside/outside air switching device 33a causes the inside air that has passed through the first heat exchanger 15a to flow out to the outside of the vehicle. Therefore, the heat of the inside air can be absorbed by the refrigerant in the first heat exchanger 15a.

Furthermore, in the heating mode, the second inlet side inside/outside air switching device 32b allows outside air to flow into the second air passage 31b. The second outlet side inside/outside air switching device 33b causes the outside air that has passed through the second heat exchanger 15b to flow out to the outside of the passenger compartment. Therefore, the heat of the outside air can be absorbed by the refrigerant in the second heat exchanger 15b.

Therefore, in the water-refrigerant heat exchanger 12, the heat medium can be heated by using the heat absorbed by the refrigerant from the inside air and the outside air as a heat source. Furthermore, in the heater core 22 forming the heating portion, heat is exchanged between the heated heat medium and the air blown into the vehicle interior, so that the air blown into the vehicle interior can be heated.

In other words, the heat absorbed by the refrigerant from the inside and outside air can be used to heat the vehicle interior. As a result, the energy consumed for heating the vehicle interior can be reduced as compared with the case where the refrigerant absorbs heat only from the outside air and uses it to heat the vehicle interior.

Here, in order to use the heat absorbed from the outside air and the inside air for heating as in the vehicle air conditioner 1 of the present embodiment, it is necessary to convert the outside air and the inside air into the refrigerant so as to realize appropriate heating of the vehicle interior. Sufficient heat must be absorbed.

Therefore, in the heat pump cycle 10, the refrigerant evaporation temperature in the first heat exchanger 15a and the refrigerant evaporation temperature in the second heat exchanger 15b are appropriately adjusted according to the operating conditions. Further, in the air conditioning unit 30, the operation of the exhaust fan 45 is controlled so that a sufficient amount of inside air flows into the first heat exchanger 15a and a sufficient amount of outside air flows into the second heat exchanger 15b. ing.

In addition, in the vehicle air conditioner 1 of the present embodiment, the outside air passage door 34a opens the outside air bypass passage 31e in the heating mode, so that the outside air bypasses the first heat exchanger 15a and the second heat exchanger 15b, and the upper layer is cooled. It can be led to the side air passage 31c. The heater core 22 of the upper air passage 31 c heats outside air having a lower humidity than the inside air, and blows the heated outside air toward the inner surface of the vehicle window glass 51 . Therefore, the anti-fog performance of the vehicle window glass 51 can be improved.

Furthermore, since the internal air passage door 34b opens the internal air bypass passage 31f, the internal air can bypass the first heat exchanger 15a and the second heat exchanger 15b and be led to the lower air passage 31d. Then, the heater core 22 of the lower air passage 31d heats the inside air, which has a higher temperature than the outside air, and blows it toward the feet of the occupant. Therefore, it is possible to perform comfortable heating of a cold-head/hot-foot type.

At this time, even if the inside/outside air ratio is adjusted so as to improve the anti-fogging performance of the vehicle window glass 51 and reduce the energy consumed for heating, the amount of heat absorbed by the refrigerant in the first heat exchanger 15a , and the amount of heat absorbed by the refrigerant in the second heat exchanger 15b. That is, the amount of heat that can be used for heating the vehicle interior is less likely to be affected.

As a result, in the vehicle air conditioner 1 of the present embodiment, even though the vehicle air conditioner uses the heat absorbed from the inside air and the outside air for heating the vehicle interior, the anti-fogging performance of the vehicle window glass 51 is improved and the heating is improved. It is possible to achieve both reduction of energy consumed for

In addition, in the vehicle air conditioner 1 of the present embodiment, a dual electric blower is used as the indoor blower 37 of the air conditioning unit 30 . According to this, by adjusting the dimensions of the first fan 37a and the second fan 37b in advance, it is easy to set the inside/outside air ratio to an appropriate value.

Further, in the vehicle air conditioner 1 of the present embodiment, the exhaust air blower 45 of the air conditioning unit 30 is arranged downstream of the first air passage 31a and the second air passage 31b. That is, the exhaust blower 45 draws in at least one of the air flowing out from the first air passage 31a and the air flowing out from the second air passage 31b and blows the air out of the passenger compartment. According to this, the air discharged from the first air passage 31a to the outside of the vehicle and the air discharged from the second air passage 31b to the outside of the vehicle can be discharged by a common blower.

Further, in the vehicle air conditioner 1 of the present embodiment, the outside air passage door 34a opens the outside air bypass passage 31e, and the inside air passage door 34b opens the inside air bypass passage 31f during the defrosting mode. According to this, it is possible to prevent air with relatively high humidity or air containing odor from being blown into the vehicle interior.

More specifically, in the vehicle air conditioner 1 of the present embodiment, the first heat exchanger 15a of the heat pump cycle 10 functions as an evaporator during the heating mode. Therefore, when the defrosting mode is started, condensed water may be attached to the first heat exchanger 15a. Therefore, if air is allowed to flow into the first air passage 31a in the defrosting mode, the condensed water may evaporate, and air with relatively high humidity or odor may be blown into the vehicle interior.

On the other hand, in the vehicle air conditioner 1 of the present embodiment, the outside air passage door 34a opens the outside air bypass passage 31e, so outside air with relatively low humidity and no odor can be led to the upper air passage 31c. can. Furthermore, since the inside air passage door 34b opens the inside air bypass passage 31f, the inside air containing no odor can be led to the lower air passage 31d.

Therefore, even if the air passing through the first heat exchange unit 15a contains humidity and odor in the defrosting mode, it can be diluted with outside air and inside air that have relatively low humidity and do not contain odor. As a result, it is possible to prevent air with high humidity or air containing odor from being blown into the passenger compartment, which causes fogging of the window glass of the vehicle.

(Second embodiment)
9 to 11, the present embodiment eliminates the indoor fan 37 and the exhaust fan 45 of the air conditioning unit 30 in contrast to the vehicle air conditioner 1 of the first embodiment. An example in which the internal air blower 46b and the upstream ventilation passage switching device 47 are added will be described.

More specifically, the outside air blower 46 a is an outside air blower that draws in outside air and blows it to the outside air inlet of the upstream side ventilation path switching device 47 . The inside air blower 46 b is an inside air blower that sucks inside air and blows the inside air to the inside air inlet of the upstream ventilation path switching device 47 . The basic configurations of the outside air blower 46 a and the inside air blower 46 b are similar to that of the exhaust air blower 45 .

The upstream ventilation path switching device 47 switches the connection mode between the outlet of the outside air blower 46 a and the air passage formed in the air conditioning unit 30 , and also switches the connection between the outlet of the inside air blower 46 b and the air passage formed in the air conditioning unit 30 . It is an upstream side ventilation path switching unit that switches the connection mode. The basic configuration of the upstream side ventilation path switching device 47 is the same as the ventilation path switching section of the ventilation path switching device 35 described in the first embodiment.

In addition, in the present embodiment, the ventilation passage switching device 35 is described as the downstream ventilation passage switching device 35 for clarity of explanation.

More specifically, the upstream ventilation passage switching device 47 directs the outside air blown from the outside air blower 46a to the inlet side of the first air passage 31a, the inlet side of the second air passage 31b, and the inlet side of the outside air bypass passage 31e. can lead to at least one of the sides. Also, the inside air blown from the inside air blower 46b can be guided to at least one of the inlet side of the first air passage 31a, the inlet side of the second air passage 31b, and the inlet side of the inside air bypass passage 31f.

Therefore, in the air conditioning unit 30 of the present embodiment, the first inlet side inside/outside air switching device 32a and the second inlet side inside/outside air switching device 32b described in the first embodiment are integrated as components of the upstream ventilation path switching device 47. has been made In other words, in the upstream ventilation passage switching device 47, the first inlet side inside/outside air switching device 32a and the second inlet side inside/outside air switching device 32b switch the ventilation passages formed inside the upstream side ventilation passage switching device 47. It has a configuration corresponding to a switching door.

Further, in this embodiment, since the indoor blower 37 is abolished, the downstream side ventilation path switching device 35 directs the air flowed into the inside from the first inlet portion 36a to the inlet side and the lower layer side of the upper layer side air passage 31c. It leads to at least one of the inlet sides of the air passage 31d. In addition, the downstream ventilation passage switching device 35 guides the air that has flowed into the inside from the second inlet portion 36b to at least one of the inlet side of the upper layer side air passage 31c and the inlet side of the lower layer side air passage 31d.

The rest of the configuration of the air conditioning unit 30 and the configuration of the vehicle air conditioner 1 are the same as in the first embodiment.

Next, the operation of the vehicle air conditioner 1 of this embodiment with the above configuration will be described. Also in the vehicle air conditioner 1 of this embodiment, the operation mode is switched in the same manner as in the first embodiment. The detailed operation of each operation mode will be described below.

(1) Cooling Mode In the cooling mode, the control device 60 controls the operation of each component of the heat pump cycle 10 and each component of the heat medium circuit 20, as in the cooling mode of the first embodiment.

In addition, the control device 60 operates the outside air blower 46a so as to exhibit the target air blowing capacity. The target air blowing capacity of the outside air blower 46a in the cooling mode is determined by referring to a control map stored in advance in the control device 60 based on the target air temperature TAO, as in the first embodiment. It is determined so that the amount of air flowing through is equal to that in the first embodiment.

In addition, the control device 60 switches the ventilation passages in the upstream ventilation passage switching device 47 so that the outside air blown from the outside air blower 46a flows into both the first air passage 31a and the second air passage 31b. In addition, the control device 60 controls the operation of other components of the air conditioning unit 30, as in the cooling mode of the first embodiment.

Therefore, the heat pump cycle 10 and heat medium circuit 20 in the cooling mode operate in the same manner as in the cooling mode of the first embodiment. Further, in the air-conditioning unit 30 in the cooling mode, as indicated by the thick line arrows in FIG. flowing. Therefore, cooling of the passenger compartment is achieved as in the first embodiment.

(2) Dehumidifying Heating Mode In the dehumidifying heating mode, the control device 60 controls the operation of each component of the heat pump cycle 10 and each component of the heat medium circuit 20, as in the dehumidifying heating mode of the first embodiment. . In addition, the control device 60 controls the operations of the other components of the air conditioning unit 30 in the same manner as in the cooling mode.

Therefore, the heat pump cycle 10 and heat medium circuit 20 in the dehumidifying and heating mode operate in the same manner as in the dehumidifying and heating mode of the first embodiment. In addition, in the air conditioning unit 30 in the dehumidifying and heating mode, as indicated by the thick line arrows in FIG. flow through the air passages. Therefore, dehumidification and heating of the passenger compartment are achieved in the same manner as in the first embodiment.

(3) Heating Mode In the heating mode, the control device 60 controls the operation of each component of the heat pump cycle 10 and each component of the heat medium circuit 20, as in the heating mode of the first embodiment.

In addition, the control device 60 operates the outside air blower 46a and the inside air blower 46b so as to exhibit the target air blowing capacity. The target blowing capacities of the outside air blower 46a and the inside air blower 46b in the heating mode are each determined based on the target blowing temperature TAO with reference to a control map stored in advance in the controller 60. FIG.

In the heating mode control map, the target blowing capacity of the outside air blower 46a and the inside air blower 46b is determined so that the amount of air blown into the vehicle interior is the same as in the first embodiment.

The control device 60 also refers to a control map stored in advance in the control device 60 based on the target blowout temperature TAO to determine the opening degrees of the outside air passage door 34a and the inside air passage door 34b. In the control map for the heating mode, the opening degrees of the outside air passage door 34a and the inside air passage door 34b are adjusted so as to obtain an appropriate inside/outside air ratio that can obtain both the effect of improving the anti-fogging performance of the vehicle window glass and the effect of reducing the energy consumption. is determined.

Further, the control device 60 switches the ventilation passages in the upstream ventilation passage switching device 47 so that the outside air blown from the outside air blower 46a flows into both the second air passage 31b and the outside air bypass passage 31e. Further, the control device 60 switches the air passages in the upstream side air passage switching device 47 so that the inside air blown from the inside air blower 46b flows into both the first air passage 31a and the inside air bypass passage 31f.

In addition, the control device 60 controls the operation of other components of the air conditioning unit 30, as in the heating mode of the first embodiment.

Therefore, the heat pump cycle 10 and heat medium circuit 20 in the heating mode operate in the same manner as in the heating mode of the first embodiment.

In addition, in the air conditioning unit 30 in the heating mode, as indicated by the thick line arrows in FIG. Flows through each air passage in the same way as in form heating mode. Therefore, heating of the passenger compartment is achieved in the same manner as in the heating mode of the first embodiment.

(4) Defrost Mode In the defrost mode, the control device 60 stops the compressor 11 of the heat pump cycle 10 as in the defrost mode of the first embodiment. In addition, the control device 60 controls the operation of each component of the heat medium circuit 20 in the same manner as in the defrosting mode of the first embodiment.

In addition, the control device 60 determines the air blowing capacity of the outside air blower 46a and the air blowing capacity of the inside air blower 46b, similarly to the heating mode.

In addition, the control device 60 adjusts the ventilation path in the upstream side ventilation path switching device 47 so that the outside air blown from the outside air blower 46a flows into both the inlet sides of the first air path 31a and the outside air bypass path 31e. switch. In addition, the control device 60 adjusts the air passage in the upstream side air passage switching device 47 so that the inside air blown from the inside air blower 46b flows into both the inlet sides of the second air passage 31b and the inside air bypass passage 31f. switch.

In addition, the control device 60 controls the operation of other components of the air conditioning unit 30, as in the defrosting mode of the first embodiment.

Therefore, the refrigerant does not circulate in the heat pump cycle 10 in defrosting mode. Moreover, the heat medium circuit 20 in the defrost mode operates in the same manner as in the defrost mode of the first embodiment.

In addition, in the air conditioning unit 30 in the defrosting mode, as indicated by thick line arrows in FIG. It flows through each air passage similarly to the defrosting mode of the embodiment. Therefore, similarly to the defrosting mode of the first embodiment, the second heat exchanger 15b is defrosted and the heating of the passenger compartment is continued.

As described above, according to the vehicle air conditioner 1 of the present embodiment, comfortable air conditioning in the vehicle interior can be achieved by switching the operation mode. Furthermore, when frost forms on the second heat exchanger 15b, it can be removed.

In addition, in the vehicle air conditioner 1 of the present embodiment, in the heating mode, as in the first embodiment, the heat absorbed by the refrigerant from the inside air and the outside air can be used to heat the vehicle interior. can. Therefore, the energy consumed for heating the vehicle interior can be reduced as compared with the case where the refrigerant absorbs heat only from the outside air and uses it to heat the vehicle interior.

Also, in the heating mode, the outside air passage door 34a opens the outside air bypass passage 31e, so that the outside air can be guided to the upper air passage 31c by bypassing the first heat exchanger 15a and the second heat exchanger 15b. Therefore, as in the first embodiment, the anti-fogging performance of the vehicle window glass 51 can be improved.

Furthermore, since the internal air passage door 34b opens the internal air bypass passage 31f, the internal air can bypass the first heat exchanger 15a and the second heat exchanger 15b and be led to the lower air passage 31d. Therefore, as in the first embodiment, it is possible to realize comfortable heating of a cold-head/hot-foot type.

At this time, even if the inside/outside air ratio is set so as to improve the antifogging performance of the vehicle window glass 51 and reduce the energy consumed for heating, the amount of heat absorbed by the refrigerant in the first heat exchanger 15a , and the amount of heat absorbed by the refrigerant in the second heat exchanger 15b. That is, the amount of heat that can be used for heating the vehicle interior is less likely to be affected.

As a result, in the vehicle air conditioner 1 of this embodiment, the same effects as those of the first embodiment can be obtained. That is, even in a vehicle air conditioner that utilizes heat absorbed from the inside air and the outside air for heating the vehicle interior, it is necessary to improve the anti-fogging performance of the vehicle window glass 51 and reduce the energy consumed for heating. can be planned. Also, in the defrosting mode, it is possible to prevent the air containing humidity and odor from being blown into the passenger compartment.

In addition, the vehicle air conditioner 1 of the present embodiment includes an outside air passage door 34a, an inside air passage door 34b, and an upstream side ventilation passage switching device 47. Therefore, the outside air blower 46a can blow the outside air to at least one of the entrance side of the second air passage 31b and the entrance side of the outside air bypass passage 31e. Also, the inside air blower 46b can blow inside air to at least one of the inlet side of the first air passage 31a and the inlet side of the inside air bypass passage 31f. According to this, the inside/outside air ratio can be easily adjusted to an appropriate value.

(Third embodiment)
In the present embodiment, as shown in FIG. 12, the inside air bypass passage 31f and the inside air passage door 34b of the air conditioning unit 30 are eliminated from the vehicle air conditioner 1 of the first embodiment. Note that FIG. 12 is a drawing corresponding to FIG. 3 described in the first embodiment. Other configurations of the air conditioning unit 30 and the configuration of the vehicle air conditioner 1 are the same as those of the first embodiment.

Next, the operation of the vehicle air conditioner 1 of this embodiment with the above configuration will be described. Also in the vehicle air conditioner 1 of this embodiment, the operation mode is switched in the same manner as in the first embodiment. The detailed operation of each operation mode will be described below.

(1) Cooling Mode and (2) Dehumidifying Heating Mode In the cooling mode and the dehumidifying heating mode, the control device 60 controls the heat pump cycle 10, the heat medium circuit 20, and the It controls the operation of each component of the air conditioning unit 30 . Therefore, the control device 60 determines a control signal to be output to the actuator for driving the outside air passage door 34a so that the outside air passage door 34a closes the outside air bypass passage 31e.

Therefore, the heat pump cycle 10 and heat medium circuit 20 in the cooling mode and the dehumidifying/heating mode operate in the same manner as in the first embodiment. In addition, in the air conditioning unit 30 in the cooling mode and the dehumidifying and heating mode, the air that has flowed into the first air passage 31a and the second air passage 31b flows through each air passage, as indicated by the thick line arrows in FIG. Therefore, cooling and dehumidifying/heating of the passenger compartment are achieved in the same manner as in the first embodiment.

(3) Heating Mode In the heating mode, the control device 60 controls the operation of each component of the heat pump cycle 10 and each component of the heat medium circuit 20, as in the heating mode of the first embodiment.

In addition, the control device 60 controls the inside and outside of the first outlet side of the air conditioning unit 30 so that the air that has passed through the first heat exchanger 15a is allowed to flow out from both the vehicle exterior outflow opening and the vehicle interior outflow opening. It controls the operation of the air switching device 33a.

In addition, the control device 60 switches the ventilation path in the ventilation path switching device 35 so that the air flowing out from the outside air bypass passage 31e is drawn into the first fan 37a of the indoor blower 37. Further, the ventilation path in the ventilation path switching device 35 is switched so that the second fan 37b takes in the air that has flowed out from the vehicle interior outflow opening of the first outlet side inside/outside air switching device 33a.

In addition, the control device 60 controls the operation of other components of the air conditioning unit 30, as in the heating mode of the first embodiment.

Therefore, the heat pump cycle 10 and heat medium circuit 20 in the heating mode operate in the same manner as in the heating mode of the first embodiment.

Also, in the air conditioning unit 30 in the heating mode, as indicated by the thick arrows in FIG. 14, the air that has flowed into the first air passage 31a, the second air passage 31b, and the outside air bypass passage 31e flows through each air passage.

The air (inside air in this embodiment) that has flowed into the first air passage 31a from the first inlet side inside/outside air switching device 32a exchanges heat with the refrigerant and absorbs heat when passing through the first heat exchanger 15a.

A portion of the air cooled by the first heat exchanger 15a is sucked into the exhaust blower 45 via the first outlet side inside/outside air switching device 33a and the exhaust bypass passage 31g. The remaining air cooled by the first heat exchanger 15 a is sucked into the second fan 37 b through the ventilation passage in the ventilation passage switching device 35 .

When the air (outside air in this embodiment) that has flowed into the second air passage 31b from the second inlet side inside/outside air switching device 32b passes through the second heat exchanger 15b, as in the heating mode of the first embodiment, heat is absorbed by exchanging heat with the refrigerant. The air cooled by the second heat exchanger 15b is sucked into the exhaust air blower 45 and discharged to the outside of the vehicle.

The outside air that has flowed into the outside air bypass passage 31e is sucked into the first fan 37a through the ventilation passage in the ventilation passage switching device 35.

The outside air blown from the first fan 37a is blown toward the inner surface of the vehicle window glass 51 through the upper layer side air passage 31c, as in the heating mode of the first embodiment. Also, the inside air blown from the second fan 37b is blown toward the feet of the occupant via the lower layer side air passage 31d and the foot opening hole 43c, as in the heating mode of the first embodiment. Thereby, the heating of the passenger compartment is realized.

(4) Defrost Mode In the defrost mode, the control device 60 stops the compressor 11 of the heat pump cycle 10 as in the defrost mode of the first embodiment. In addition, the control device 60 controls the operation of each component of the heat medium circuit 20 and the air conditioning unit 30 in the same manner as in the defrosting mode of the first embodiment.

Therefore, the refrigerant does not circulate in the heat pump cycle 10 in defrosting mode. Moreover, the heat medium circuit 20 in the defrost mode operates in the same manner as in the defrost mode of the first embodiment.

In addition, in the air conditioning unit 30 in the defrosting mode, as indicated by thick line arrows in FIG. 15, the air that has flowed into the first air passage 31a, the second air passage 31b, and the outside air bypass passage 31e flows through each air passage.

Air (outside air in this embodiment) that has flowed from the first inlet side inside/outside air switching device 32a into the first air passage 31a flows into the first fan 37a of the indoor blower 37 and The air is sucked into the second fan 37b. The outside air that has flowed into the outside air bypass passage 31e is sucked into the first fan 37a as in the defrosting mode of the first embodiment.

The air blown from the first fan 37a to the upper air passage 31c and the air blown from the second fan 37b to the lower air passage 31d are blown by the heater core 22 as in the defrosting mode of the first embodiment. It is heated by the heat stored in the heat medium and blown out into the passenger compartment. Thereby, the heating of the passenger compartment is continued.

The inside air that has flowed into the second air passage 31b from the second inlet side inside/outside air switching device 32b flows through the second air passage 31b in the same manner as in the defrosting mode of the first embodiment. Therefore, cooling and dehumidifying/heating of the passenger compartment are achieved in the same manner as in the first embodiment. Therefore, the second heat exchanger 15b is defrosted in the same manner as in the defrosting mode of the first embodiment.

As described above, according to the vehicle air conditioner 1 of the present embodiment, comfortable air conditioning in the vehicle interior can be achieved by switching the operation mode. Furthermore, when frost forms on the second heat exchanger 15b, it can be removed.

In addition, in the vehicle air conditioner 1 of the present embodiment, in the heating mode, as in the first embodiment, the heat absorbed by the refrigerant from the inside air and the outside air can be used to heat the vehicle interior. can. Therefore, the energy consumed for heating the vehicle interior can be reduced as compared with the case where the refrigerant absorbs heat only from the outside air and uses it to heat the vehicle interior.

Also, in the heating mode, the outside air passage door 34a opens the outside air bypass passage 31e, so that the outside air can be guided to the upper air passage 31c by bypassing the first heat exchanger 15a and the second heat exchanger 15b. Therefore, as in the first embodiment, the anti-fogging performance of the vehicle window glass 51 can be improved.

Furthermore, part of the inside air that has passed through the first heat exchanger 15a can be guided to the lower layer side air passage 31d. Therefore, as in the first embodiment, it is possible to realize comfortable heating of a cold-head/hot-foot type.

At this time, even if the inside/outside air ratio is set or adjusted so as to improve the antifogging performance of the vehicle window glass 51 and reduce the energy consumed for heating, the outside air flowing into the outside air bypass passage 31e By adjusting the air volume, the amount of heat absorbed by the refrigerant in the first heat exchanger 15a and the amount of heat absorbed by the refrigerant in the second heat exchanger 15b are less likely to be affected. That is, the amount of heat that can be used for heating the vehicle interior is less likely to be affected.

As a result, in the vehicle air conditioner 1 of the present embodiment, even though the vehicle air conditioner uses the heat absorbed from the inside air and the outside air for heating the vehicle interior, the anti-fogging performance of the vehicle window glass 51 is improved and the heating is improved. It is easy to achieve both reduction of energy consumed for Also, in the defrosting mode, it is possible to prevent the air containing humidity and odor from being blown into the passenger compartment.

(Fourth embodiment)
In this embodiment, as shown in FIGS. 16 to 18, in contrast to the vehicle air conditioner 1 of the third embodiment, the indoor blower 37 and the exhaust blower 45 of the air conditioning unit 30, etc. are added as in the second embodiment. abolished. Then, an example in which an outside air blower 46a, an inside air blower 46b, and an upstream side ventilation path switching device 47 are added will be described. Other configurations of the air conditioning unit 30 and the configuration of the vehicle air conditioner 1 are the same as those of the first embodiment.

Next, the operation of the vehicle air conditioner 1 of this embodiment with the above configuration will be described. Also in the vehicle air conditioner 1 of this embodiment, the operation mode is switched in the same manner as in the first embodiment. The detailed operation of each operation mode will be described below.

(1) Cooling Mode and (2) Dehumidifying Heating Mode In the cooling mode and the dehumidifying heating mode, the control device 60 controls each component of the heat pump cycle 10 and the heat as in the cooling mode and the dehumidifying heating mode of the third embodiment. It controls the operation of each component of the media circuit 20 .

In addition, the control device 60 switches the ventilation passages in the upstream ventilation passage switching device 47 so that the outside air blown from the outside air blower 46a flows into both the first air passage 31a and the second air passage 31b. In addition, the control device 60 controls the operation of other constituent devices of the air conditioning unit 30 in the same manner as in the cooling mode and the dehumidifying and heating mode of the third embodiment.

Therefore, the heat pump cycle 10 and heat medium circuit 20 in the cooling mode and the dehumidifying/heating mode operate in the same manner as in the third embodiment. In addition, in the air conditioning unit 30 in the cooling mode and the dehumidifying/heating mode, the air that has flowed into the first air passage 31a and the second air passage 31b flows through each air passage, as indicated by the thick line arrows in FIG. Therefore, cooling and dehumidifying/heating of the passenger compartment are achieved in the same manner as in the third embodiment.

(3) Heating Mode In the heating mode, the control device 60 controls the operation of each component of the heat pump cycle 10 and each component of the heat medium circuit 20, as in the heating mode of the third embodiment.

Further, the control device 60 switches the ventilation passages in the upstream ventilation passage switching device 47 so that the outside air blown from the outside air blower 46a flows into both the second air passage 31b and the outside air bypass passage 31e. In addition, the control device 60 switches the air passage in the upstream side air passage switching device 47 so that the inside air blown from the inside air blower 46b flows into the first air passage 31a.

In addition, the control device 60 controls the operation of other components of the air conditioning unit 30, as in the heating mode of the third embodiment.

Therefore, the heat pump cycle 10 and heat medium circuit 20 in heating mode operate in the same manner as in the third embodiment. In addition, in the air conditioning unit 30 in the heating mode, as indicated by thick line arrows in FIG. 17, the air flowing into the first air passage 31a, the second air passage 31b, and the outside air bypass passage 31e flows through each air passage. Therefore, heating of the passenger compartment is achieved as in the third embodiment.

(4) Defrost Mode In the defrost mode, the control device 60 controls the operation of each component of the heat pump cycle 10 and each component of the heat medium circuit 20, as in the heating mode of the third embodiment.

In addition, the control device 60 switches the ventilation passages in the upstream ventilation passage switching device 47 so that the outside air blown from the outside air blower 46a flows into both the first air passage 31a and the outside air bypass passage 31e. Further, the control device 60 switches the air passage in the upstream side air passage switching device 47 so that the inside air blown from the inside air blower 46b flows into the second air passage 31b.

In addition, the control device 60 controls the operation of other components of the air conditioning unit 30, as in the heating mode of the third embodiment.

Therefore, the heat pump cycle 10 and heat medium circuit 20 in the cooling mode and the dehumidifying/heating mode operate in the same manner as in the third embodiment. Also, in the air conditioning unit 30 in the cooling mode and the dehumidifying and heating mode, as indicated by the thick line arrows in FIG. flow. Therefore, heating of the passenger compartment is achieved as in the third embodiment.

Therefore, the refrigerant does not circulate in the heat pump cycle 10 in defrost mode. Moreover, the heat medium circuit 20 in the defrost mode operates in the same manner as in the defrost mode of the third embodiment.

In addition, in the air conditioning unit 30 in the defrost mode, as indicated by thick line arrows in FIG. 18, the air that has flowed into the first air passage 31a, the second air passage 31b, and the outside air bypass passage 31e flows through each air passage. Therefore, similarly to the third embodiment, the second heat exchanger 15b is defrosted and the heating of the passenger compartment is continued.

As described above, according to the vehicle air conditioner 1 of the present embodiment, comfortable air conditioning in the vehicle interior can be achieved by switching the operation mode. Furthermore, when frost forms on the second heat exchanger 15b, it can be removed.

Furthermore, with the vehicle air conditioner 1 of this embodiment, the same effects as those of the third embodiment can be obtained. That is, in the heating mode, it is easy to achieve both an improvement in the anti-fogging performance of the vehicle window glass 51 and a reduction in the energy consumed for heating. Also, in the defrosting mode, it is possible to prevent the air containing humidity and odor from being blown into the passenger compartment.

(Fifth embodiment)
In the present embodiment, as shown in FIGS. 19 to 22, in contrast to the vehicle air conditioner 1 of the first embodiment, an outside air bypass passage 31e, an inside air bypass passage 31f, an outside air passage door 34a, and an inside air passage of the air conditioning unit 30 are provided. An example in which the door 34b and the partition plate 39 are eliminated will be described. 19 and 20 to 22 are drawings corresponding to FIGS. 1 and 6 to 8 described in the first embodiment, respectively.

In the air conditioning unit 30 of this embodiment, the partition plate 39 is eliminated, so the upper layer side air passage 31c and the lower layer side air passage 31d described in the first embodiment form one room side air passage 31h. . Other configurations of the air conditioning unit 30 and the configuration of the vehicle air conditioner 1 are the same as those of the first embodiment.

Next, the operation of the vehicle air conditioner 1 of this embodiment with the above configuration will be described. Also in the vehicle air conditioner 1 of this embodiment, the operation mode is switched in the same manner as in the first embodiment. The detailed operation of each operation mode will be described below.

(1) Cooling Mode and (2) Dehumidifying and Heating Mode In the cooling mode and the dehumidifying and heating mode, the control device 60 controls each component of the heat pump cycle 10, the heat medium, as in the cooling mode and the dehumidifying and heating mode of the first embodiment. It controls the operation of each component of circuit 20 and air conditioning unit 30 .

Here, in the air conditioning unit 30 of the present embodiment, the outside air bypass passage 31e and the inside air bypass passage 31f are eliminated. Therefore, in the air conditioning unit 30 of the present embodiment, the outside air passage door 34a closes the outside air bypass passage 31e and the inside air passage door 34b closes the inside air bypass passage 31f in the air conditioning unit 30 of the first embodiment. Air flows in the same way.

Therefore, the heat pump cycle 10 and heat medium circuit 20 in the cooling mode and the dehumidifying/heating mode operate in the same manner as in the first embodiment. In addition, in the air conditioning unit 30 in the cooling mode and the dehumidifying/heating mode, the air that has flowed into the first air passage 31a and the second air passage 31b flows through each air passage as indicated by the thick line arrows in FIG. Therefore, cooling and dehumidifying/heating of the passenger compartment are achieved in the same manner as in the first embodiment.

(3) Heating Mode In the heating mode, the controller 60 fully opens the first expansion valve 14a of the heat pump cycle 10 .

In addition, the control device 60 controls the operation of the first inlet side inside/outside air switching device 32a so that the inside air flows into the first air passage 31a of the air conditioning unit 30. In addition, the control device 60 controls the operation of the first outlet side inside/outside air switching device 33a so that the entire amount of air that has passed through the first heat exchanger 15a flows out from the vehicle interior outflow opening.

In addition, the control device 60 controls the operation of the second inlet side inside/outside air switching device 32b so that at least one of outside air and inside air flows into the second air passage 31b. More specifically, the controller 60 of the present embodiment increases the proportion of the inside air that flows into the second air passage 31b as the inside temperature Tr rises.

In addition, the control device 60 controls the operation of the second outlet side inside/outside air switching device 33b so that the entire amount of air that has passed through the second heat exchanger 15b flows out from the opening for outflow to the outside of the vehicle compartment. In addition, the control device 60 controls the operation of each component of the heat pump cycle 10, the heat medium circuit 20, and the air conditioning unit 30, as in the heating mode of the first embodiment.

Therefore, in the heat pump cycle 10 in heating mode, the high-pressure refrigerant discharged from the compressor 11 flows into the refrigerant passage of the water-refrigerant heat exchanger 12 . The refrigerant flowing into the refrigerant passage of the water-refrigerant heat exchanger 12 exchanges heat with the heat medium flowing through the heat medium passage. In the water-refrigerant heat exchanger 12, the refrigerant radiates heat to the heat medium and condenses.

The refrigerant flowing out from the refrigerant passage of the water-refrigerant heat exchanger 12 flows into the receiver 13 and is separated into gas and liquid. The liquid-phase refrigerant separated by the receiver 13 flows into the first heat exchanger 15a via the fully opened first expansion valve 14a.

The liquid-phase refrigerant that has flowed into the first heat exchanger 15a exchanges heat with air that has flowed into the first air passage 31a of the air conditioning unit 30 (outside air in this embodiment). In the first heat exchanger 15a, the liquid-phase refrigerant exchanges heat with air and is subcooled. The refrigerant that has flowed out of the first heat exchanger 15a flows into the second expansion valve 14b and is decompressed. The low-pressure refrigerant decompressed by the second expansion valve 14b flows into the second heat exchanger 15b.

The refrigerant that has flowed into the second heat exchanger 15b exchanges heat with the air that has flowed into the second air passage 31b of the air conditioning unit 30 (in this embodiment, at least one of the outside air and the inside air). In the second heat exchanger 15b, the refrigerant absorbs heat from the air and evaporates. This cools the air flowing through the second air passage 31b. The refrigerant that has flowed out of the second heat exchanger 15b is sucked into the compressor 11 and compressed again.

Also, in the heat medium circuit 20 in the heating mode, the heat medium whose temperature is adjusted to approach the target heat medium temperature TWO flows into the heater core 22, as in the first embodiment.

Also, in the indoor air conditioning unit 30 in the heating mode, air flows through each air passage as indicated by the thick line arrows in FIG.

Specifically, the air (outside air in this embodiment) flowing from the first inlet side inside/outside air switching device 32a into the first air passage 31a exchanges heat with the refrigerant when passing through the first heat exchanger 15a. is heated. The air heated by the first heat exchanger 15a passes through the first outlet side inside/outside air switching device 33a and the ventilation passage in the ventilation passage switching device 35, and flows into the first fan 37a and the second fan 37b of the indoor blower 37. inhaled into.

The air sucked into the first fan 37a and the second fan 37b is sent to the indoor air passage 31h. The air blown into the indoor air passage 31 h flows into the heater core 22 . The air that has flowed into the heater core 22 exchanges heat with the heat medium circulating in the heat medium circuit 20 and is further heated.

A portion of the air heated by the heater core 22 is blown toward the inner surface of the vehicle window glass 51 through the defroster opening hole 43a. Further, the remaining air heated by the heater core 22 is blown out toward the feet of the occupant through the foot opening holes 43c. Thereby, the heating of the passenger compartment is realized.

The air (in this embodiment, at least one of the outside air and the inside air) flowing from the second inlet side inside/outside air switching device 32b into the second air passage 31b exchanges heat with the refrigerant when passing through the second heat exchanger 15b. endothermic. The air cooled by the second heat exchanger 15b is sucked into the exhaust air blower 45 via the second outlet side inside/outside air switching device 33b. The air sucked into the exhaust air blower 45 is exhausted to the outside of the vehicle.

(4) Defrost Mode In the defrost mode, the control device 60 stops the compressor 11 of the heat pump cycle 10 as in the defrost mode of the first embodiment. Further, the control device 60 controls the operation of the second inlet side inside/outside air switching device 32b so as to allow the inside air to flow into the second air passage 31b. Further, the control device 60 controls the operation of each component of the heat medium circuit 20 and the air conditioning unit 30 in the same manner as in the heating mode.

Therefore, the refrigerant does not circulate in the heat pump cycle 10 in defrosting mode. Moreover, the heat medium circuit 20 in the defrost mode operates in the same manner as in the defrost mode of the first embodiment.

In addition, in the air conditioning unit 30 in the defrosting mode, as indicated by thick line arrows in FIG. 22, the air that has flowed into the first air passage 31a and the second air passage 31b flows through each air passage.

The air (outside air in this embodiment) that has flowed into the first air passage 31a from the first inlet side inside/outside air switching device 32a is sent to the indoor side air passage 31h in the same manner as in the heating mode. The air blown into the indoor-side air passage 31h is heated by the heater core 22 by the heat stored in the heat medium, and is blown out into the passenger compartment. Thereby, the heating of the passenger compartment is continued.

The inside air that has flowed into the second air passage 31b from the second inlet side inside/outside air switching device 32b flows through the second air passage 31b in the same manner as in the defrosting mode of the first embodiment. Therefore, cooling and dehumidifying/heating of the passenger compartment are achieved in the same manner as in the first embodiment. Therefore, the second heat exchanger 15b is defrosted in the same manner as in the defrosting mode of the first embodiment.

Here, in the heating mode of the present embodiment, the ratio of the inside air flowing into the second heat exchanger 15b is increased as the inside temperature Tr rises. Therefore, when the inside air temperature Tr rises to some extent, the possibility of frost formation on the second heat exchanger 15b is low. Therefore, the defrosting mode of the present embodiment is executed when frost forms on the second heat exchanger 15b in the process of increasing the internal temperature Tr, such as immediately after starting the heating mode.

As described above, according to the vehicle air conditioner 1 of the present embodiment, comfortable air conditioning in the vehicle interior can be achieved by switching the operation mode. Furthermore, when frost forms on the second heat exchanger 15b, it can be removed.

In addition, according to the vehicle air conditioner 1 of the present embodiment, the second inlet side inside/outside air switching device 32b allows at least one of outside air and inside air to flow into the second air passage 31b in the heating mode. The second outlet side inside/outside air switching device 33b causes at least one of the outside air and inside air that have passed through the second heat exchanger 15b to flow out of the vehicle compartment.

Therefore, in the second heat exchanger 15b, heat of at least one of the outside air and the inside air can be absorbed by the refrigerant. Then, as in the first embodiment, the heat absorbed by the refrigerant from at least one of the outside air and the inside air can be used for heating the vehicle interior. As the ratio of the inside air flowing into the second air passage 31b is increased, the energy consumed for heating the vehicle interior can be reduced.

Also, in the heating mode, the outside air is introduced into the first air passage 31a and led into the vehicle interior through the indoor air passage 31h. According to this, both the first heat exchanger 15a and the heater core 20 can heat outside air having a lower humidity than inside air and blow it out into the passenger compartment. Therefore, the anti-fog performance of the vehicle window glass 51 can be improved.

At this time, even if the amount of outside air flowing into the first air passage 31a is adjusted in order to appropriately heat the vehicle interior, the amount of heat absorbed by the refrigerant in the second heat exchanger 15b is less likely to be affected. That is, the amount of heat that can be used for heating the vehicle interior is less likely to be affected.

As a result, in the vehicle air conditioner 1 of the present embodiment, even though the vehicle air conditioner uses the heat absorbed from the inside air and the outside air for heating the vehicle interior, the anti-fogging performance of the vehicle window glass 51 is improved and the heating is improved. It is possible to achieve both reduction of energy consumed for

Further, in the vehicle air conditioner 1 of the present embodiment, the outside air is heated by the first heat exchanger 15a, the outside air heated by the first heat exchanger 15a is further heated by the heater core 20, and the inside of the vehicle is heated. is blowing out to In other words, in the vehicle air conditioner 1 of the present embodiment, the first heat exchanger 15a and the heater core 20 can heat the air blown into the vehicle compartment in stages. Therefore, it is possible to efficiently heat the air blown into the passenger compartment.

Also, in the heating mode of the present embodiment, the ratio of the inside air flowing into the second air passage 31b is increased as the inside temperature Tr rises. According to this, when the inside air temperature Tr is close to the outside air temperature Tam, such as at the start of heating, it is possible to suppress the inside air from excessively flowing into the second air passage 31b. Therefore, it is possible to prevent the inside air temperature Tr from being hindered, and to realize heating with high immediate effect.

Furthermore, when the inside air temperature Tr rises, the amount of heat absorbed by the refrigerant in the second heat exchanger 15b can be increased by increasing the ratio of the inside air that flows into the second air passage 31b. As a result, as shown in FIG. 23, the energy consumed for heating the vehicle interior can be reduced, and the heating capacity can be improved. FIG. 23 shows changes in heating capacity with respect to the temperature of air for heat absorption, which is the temperature of the air flowing into the second heat exchanger 15b.

The present disclosure is not limited to the above-described embodiments, and can be variously modified as follows without departing from the scope of the present disclosure.

In the above-described embodiment, a vehicle air conditioner capable of executing various operation modes has been described, but the present invention is not limited to this. If at least the heating mode can be implemented, it is possible to improve the anti-fogging performance of the vehicle window glass and reduce the energy consumed for heating. Furthermore, you may add another driving mode.

Also, in the above-described embodiment, an example in which outside air is allowed to flow into the second air passage 31b during the cooling mode and the dehumidifying heating mode has been described, but the present invention is not limited to this. For example, if the target blowout temperature TAO is in an extremely suitable temperature range and high cooling performance or dehumidifying and heating performance is desired, the inside air may flow into the second air passage 31b. In this case, in the vehicle air conditioners 1 of the second embodiment and the fourth embodiment, the inside air blower 46b may be operated.

Also, in the above-described embodiment, the example in which outside air is allowed to flow into the first air passage 31a during the defrosting mode has been described, but the present invention is not limited to this. Inside air may flow into the first air passage 31a during the defrosting mode. Further, in the defrosting mode, the foot opening hole 43c may be opened and the defroster opening hole 43a may be closed.

Further, in the above-described embodiment, an example in which the outside air bypass passage 31e and the inside air bypass passage 31f are fully opened during the defrosting mode has been described, but the present invention is not limited to this. The outside air bypass passage 31e and the inside air bypass passage 31f may be fully closed unless air with relatively high humidity or air containing odor is blown into the vehicle interior. Furthermore, at least one of the external air bypass passage 31e and the internal air bypass passage 31f may be adjusted according to the air volume of relatively humid air or odorous air blown into the vehicle interior.

Also, the frost formation conditions are not limited to the conditions disclosed in the above-described embodiments. For example, during the heating mode, the time during which the outside air temperature Tam is continuously below the reference frosting outside temperature (−5° C. in this embodiment) is longer than the reference frosting time (5 minutes in this embodiment). When it becomes, it may be determined that the frost formation condition is established.

Further, in the fourth embodiment, in the heating mode, the control device 60 controls the first exit side inside/outside air switching device so that the detection value of the humidity sensor 61j is within a range in which the vehicle window glass 51 does not fog up. At least one of the actuators for driving 33a and outside air passage door 34a may be controlled.

The configuration of the heat pump cycle 10 is not limited to that disclosed in the above embodiments.

For example, in the first to fourth embodiments, an example in which the receiver 13 is used has been described, but instead of the receiver 13, an accumulator may be used. The accumulator separates the gas-liquid of the low-pressure refrigerant flowing out from 15b, stores the separated liquid-phase refrigerant as a surplus refrigerant in the cycle, and sucks the separated gas-phase refrigerant into the compressor 11. Separator.

In this case, the operation of the first expansion valve 14a and the second expansion valve 14b should be controlled so that the coefficient of performance (ie, COP) of the heat pump cycle 10 approaches the maximum value in each operation mode.

Also, in the above-described embodiment, an example in which R1234yf is used as the refrigerant has been described, but the refrigerant is not limited to this. For example, R134a, R600a, R410A, R404A, R32, R407C, etc. may be employed. Alternatively, a mixed refrigerant or the like in which a plurality of these refrigerants are mixed may be adopted.

The heat medium circuit 20 is not limited to those disclosed in the above embodiments.

For example, the heat medium pump 21 may be arranged in the flow path from the first flow control valve 24 a to the heat medium passage of the water-refrigerant heat exchanger 12 . Also, an electric three-way valve may be employed instead of the first flow control valve 24a.

Also, an auxiliary heating unit for heating the heat medium may be arranged in the heat medium circuit 20 . An electric heater that generates heat by being supplied with power from the control device 60 can be used as the auxiliary heating unit. Then, when the water-refrigerant heat exchanger 12 cannot sufficiently heat the heat medium, the control device 60 operates the electric heater so that the heat medium temperature Tw approaches the target heat medium temperature TWO. Just do it.

Also, in the above-described embodiment, an example in which an ethylene glycol aqueous solution is used as a heat medium has been described, but the heat medium is not limited to this. For example, a solution containing dimethylpolysiloxane or a nanofluid, an antifreeze solution, a water-based liquid refrigerant containing alcohol, or a liquid medium containing oil can be used.

The air conditioning unit 30 is not limited to those disclosed in the above embodiments.

For example, in each of the upper layer side air passage 31c and the lower layer side air passage 31d of the air conditioning unit 30, an air bypass passage for bypassing the heater core 22 and allowing air to flow may be provided. Furthermore, an air mix door may be arranged in each air passage for adjusting the ratio of the air volume flowing through the heater core 22 and the air volume flowing through the air bypass passage. According to this, it is also possible to adjust the temperature of the air blown into the passenger compartment by adjusting the air volume ratio of the air mix door.

Also, the configuration of each blower is not limited to that disclosed in the above-described embodiments. For example, an example in which centrifugal blowers are employed as the exhaust air blower 45, the outside air blower 46a, and the inside air blower 46b has been described, but an axial flow blower or the like may also be employed.

Also, in the air conditioning unit 30 of the fifth embodiment, an example in which a double fan is used as the indoor fan 37 has been described, but the present invention is not limited to this. A normal blower with one fan may be employed. Furthermore, if the air can flow as indicated by the thick arrows in FIGS. 20 to 22, the passage configuration of the ventilation passage switching device 35 may be simplified.

Also, in the air conditioning unit 30 of the fifth embodiment, the partition plate 39 is eliminated, but the present invention is not limited to this. The air-conditioning unit 30 having the same partition plate 39 as in the first embodiment may be employed for commonality of parts. In this case, in each operation mode, the control device 60 may control the operation of the electric actuator for the communication port opening/closing door so that the communication port opening/closing door 39b fully opens the communication port 39a.

In the above-described embodiment, an example in which the heating unit is formed by the components of the water-refrigerant heat exchanger 12 and the heat medium circuit 20 of the heat pump cycle 10 has been described, but the present invention is not limited to this. For example, an indoor condenser that condenses the high-pressure refrigerant by exchanging heat between the high-pressure refrigerant discharged from the compressor 11 of the heat pump cycle 10 and the air blown into the vehicle interior may be used as the heating unit. When the indoor condenser is used as the heating unit, the air-conditioning unit 30 may be provided with an air bypass passage and an air mix door.

In the fifth embodiment described above, an example has been described in which the ratio of the inside air flowing into the second air passage 31b is increased as the inside temperature Tr rises during the heating mode, but the present invention is not limited to this. For example, the ratio of the inside air flowing into the second air passage 31b may be increased as the inside/outside air temperature difference ΔT1 obtained by changing the inside temperature Tr to the outside temperature Tam increases. Further, for example, the ratio of the inside air flowing into the second air passage 31b may be increased as the target temperature difference ΔT2 obtained by subtracting the inside air temperature Tr from the target blowout temperature TAO decreases.

In addition, in the above-described fifth embodiment, no reference is made to the specific inflow ratio of the inside air and the outside air that flow into the second air passage 31b. can be Alternatively, both the inside air and the outside air may be allowed to flow in immediately after the heating is started, and the ratio of the inside air flowing into the second air passage 31b may be increased as the inside temperature Tr rises. Then, only the inside air may be allowed to flow into the second air passage 31b when the inside air temperature Tr reaches or exceeds a predetermined reference inside air temperature.

That is, in the heating mode, outside air is allowed to flow into the first air passage, the outside air that has passed through the first heat exchange section is led to the inside of the passenger compartment via the heating section, at least the inside air is allowed to flow into the second air passage, and the second air passage is introduced. The air that has passed through the heat exchange portion may flow out of the vehicle compartment through the second air passage.

The means disclosed in each of the above embodiments may be combined as appropriate within the practicable range.

For example, as shown in FIG. 24, in the vehicle air conditioner 1 of the fifth embodiment, as in the second embodiment, the indoor fan 37 and the exhaust fan 45 of the air conditioning unit 30 are eliminated, and the outside air fan 46a, an internal air blower 46b, and an upstream ventilation passage switching device 47 may be added. In this case, the operations of the outside air blower 46a, the inside air blower 46b, the upstream side ventilation passage switching device 47, and the downstream side ventilation passage switching device 35 are controlled, and outside air and The shy air should be circulated.

Although the present disclosure has been described with reference to examples, it is understood that the present disclosure is not limited to those examples or structures. The present disclosure also includes various modifications and modifications within the equivalent range. In addition, various combinations and configurations, as well as other combinations and configurations, including single elements, more, or less, are within the scope and spirit of this disclosure.

Claims (9)

1. an air passage forming portion (30) forming an air passage for circulating air;
   A heat pump cycle (10) that adjusts the temperature of the air blown into the vehicle interior,
   The heat pump cycle includes a compressor (11) that compresses and discharges a refrigerant, heating units (12, 20) that heat the air blown into the vehicle interior using the refrigerant discharged from the compressor as a heat source, A first decompression section (14a) for decompressing the refrigerant flowing out of the heating section, a first heat exchange section (15a) for exchanging heat between the refrigerant flowing out of the first decompression section and the air, and the first heat. a second decompression section (14b) for decompressing the refrigerant flowing out of the exchange section, and a second heat exchange section (15b) for exchanging heat between the refrigerant flowing out of the second decompression section and the air;
   The air passage forming portion includes a first air passage (31a) in which the first heat exchanging portion is arranged, a second air passage (31b) in which the second heat exchanging portion is arranged, and heating by the heating portion. an upper air passageway (31c) that guides the heated air toward the vehicle window glass (51) in the vehicle interior, and a lower air passageway ( 31d), an outside air bypass passage (31e) that bypasses the first heat exchange section and the second heat exchange section and guides the outside air, which is the air outside the vehicle compartment, to the inlet side of the upper air passage; An inside air bypass passage (31f) is formed to bypass the first heat exchange portion and the second heat exchange portion and guide the inside air, which is the air in the vehicle interior, to the inlet side of the lower air passage,
   In the heating mode for heating the vehicle interior,
   causing the inside air to flow into the first air passage, causing the inside air that has passed through the first heat exchange portion to flow out of the vehicle interior through the first air passage, causing the outside air to flow into the second air passage, and A vehicular air conditioner that causes the outside air that has passed through the second heat exchange portion to flow out of the vehicle compartment through the second air passage, flows the outside air into the outside air bypass passage, and causes the inside air to flow into the inside air bypass passage.
2. The air passage forming portion has an indoor air blowing portion (37) for blowing the air into the vehicle interior,
   The indoor air blowing unit includes a first fan (37a) that draws in the outside air that has flowed through the outside air bypass passage and blows the air to the inlet side of the upper layer side air passage, and sucks the inside air that has flowed through the inside air bypass passage and blows the inside air that has flowed through the inside air bypass passage to the lower layer. 2. The apparatus according to claim 1, further comprising a second fan (37b) that blows air to the inlet side of the side air passage, and a drive section (37c) that drives both the first fan and the second fan in conjunction with each other. air conditioner for vehicles.
3. The air passage forming portion includes an outside air blowing portion (46a) that blows the outside air to at least one of the inlet side of the second air passage and the inlet side of the outside air bypass passage, and the inlet side and the inlet side of the first air passage. 2. The vehicle air conditioner according to claim 1, further comprising an inside air blowing section (46b) for blowing the inside air to at least one of inlet sides of the inside air bypass passage.
4. an air passage forming portion (30) forming an air passage for circulating air;
   A heat pump cycle (10) that adjusts the temperature of the air blown into the vehicle interior,
   The heat pump cycle includes a compressor (11) that compresses and discharges a refrigerant, heating units (12, 20) that heat the air blown into the vehicle interior using the refrigerant discharged from the compressor as a heat source, A first decompression section (14a) for decompressing the refrigerant flowing out of the heating section, a first heat exchange section (15a) for exchanging heat between the refrigerant flowing out of the first decompression section and the air, and the first heat. a second decompression section (14b) for decompressing the refrigerant flowing out of the exchange section, and a second heat exchange section (15b) for exchanging heat between the refrigerant flowing out of the second decompression section and the air;
   The air passage forming portion includes a first air passage (31a) in which the first heat exchanging portion is arranged, a second air passage (31b) in which the second heat exchanging portion is arranged, and heating by the heating portion. an upper air passageway (31c) that guides the heated air toward the vehicle window glass (51) in the vehicle interior, and a lower air passageway ( 31d), and an outside air bypass passage (31e) that bypasses the first heat exchange section and the second heat exchange section and guides the outside air, which is the air outside the vehicle compartment, to the inlet side of the upper air passage. and
   In the heating mode for heating the vehicle interior,
   The inside air, which is the air in the vehicle interior, is allowed to flow into the first air passage, the inside air that has passed through the first heat exchange portion is allowed to flow out to both the outside of the vehicle interior and the inlet side of the lower air passage, and A vehicular air-conditioning system that allows outside air to flow into the second air passage, causes the outside air that has passed through the second heat exchange portion to flow out of the vehicle interior, and causes the outside air to flow into the outside air bypass passage.
5. The air passage forming portion has an indoor air blowing portion (37) for blowing the air into the vehicle interior,
   The indoor blower section includes a first fan (37a) that draws in the outside air that has circulated through the outside air bypass passage and blows the air to the inlet side of the upper layer side air passage, and draws in the inside air that has circulated through the first air passage to blow the air into the air passage. Claim 4, further comprising a second fan (37b) that blows air to the inlet side of the lower air passage, and a drive section (37c) that drives both the first fan and the second fan in conjunction with each other. A vehicle air conditioner as described.
6. The air passage forming portion includes an outside air blowing portion (46a) for blowing the outside air to at least one of the inlet side of the second air passage and the inlet side of the outside air bypass passage, and at least to the inlet side of the first air passage. The vehicle air conditioner according to claim 4, further comprising an inside air blowing section (46b) for blowing the inside air.
7. The air passage forming part has an exhaust air blowing part (45) for blowing the air outside the vehicle compartment,
   7. The exhaust blower according to any one of claims 1 to 6, wherein the exhaust blower sucks in at least one of the air flowing out from the first air passage and the air flowing out from the second air passage and blows the air out of the passenger compartment. A vehicle air conditioner as described.
8. an air passage forming portion (30) forming an air passage for circulating air;
   A heat pump cycle (10) that adjusts the temperature of the air blown into the vehicle interior,
   The heat pump cycle includes a compressor (11) that compresses and discharges a refrigerant, heating units (12, 20) that heat the air blown into the vehicle interior using the refrigerant discharged from the compressor as a heat source, A first heat exchange section (15a) for exchanging heat between the refrigerant flowing out of the heating section and the air, a second pressure reducing section (14b) for reducing the pressure of the refrigerant flowing out of the first heat exchange section, and the 2 has a second heat exchange section (15b) for exchanging heat between the refrigerant flowing out of the decompression section and the air;
   The air passage forming portion is formed with a first air passage (31a) in which the first heat exchanging portion is arranged and a second air passage (31b) in which the second heat exchanging portion is arranged,
   In the heating mode for heating the vehicle interior,
   The outside air, which is the air outside the vehicle compartment, is caused to flow into the first air passage, and the outside air that has passed through the first heat exchange part is heated by the heating part to obtain a vehicle window glass (51) at least inside the vehicle compartment. at least one of the outside air and the inside air, which is the air in the vehicle interior, is introduced into the second air passage, and the air that has passed through the second heat exchange portion is directed from the second air passage to the outside of the vehicle interior. A vehicle air conditioner that drains to
9. 9. The heating mode according to claim 8, wherein in the heating mode, the proportion of the inside air in the air flowing into the second air passage is increased as the inside temperature (Tr), which is the temperature of the air inside the vehicle compartment, increases. Vehicle air conditioner.

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