JP2011020478A - Air conditioner for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress power consumption in warm up when performing heat pump heating. <P>SOLUTION: When heating a car cabin using a refrigeration cycle 100, the lower a car cabin temperature detected by an inner temperature sensor 111 is, the lower an air conditioner ECU 8 limits the highest operation rate of the blower 26 down. When the car cabin temperature is low, an absorption temperature of a first indoor heat exchanger 61 is low, and the required blowout temperature is high. Thus, in general, the power consumption of the refrigeration cycle 100 is increased. However, in the air conditioner for the vehicle, during automatic control, the lower the car cabin temperature is, the lower the highest operation rate of the blower 26 down is limited, and the amount of blowout air is reduced so that the amount of heat exchange of the refrigeration cycle 100 is reduced. By reducing rotating speed of the compressor 20, power-saving operation in which power consumption of both a compressor 20 and the blower 26 in warm up is suppressed can be achieved, and the required blowout temperature can be satisfied with the few power consumption. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle air conditioner that performs air conditioning of a vehicle interior using a heat pump cycle.

  Conventionally, as this type of vehicle air conditioner, there is known a device that increases the amount of blown air as the amount of necessary heat increases (see, for example, Patent Document 1 below).

JP-A-7-1953

  In the vehicle air conditioner of Patent Document 1 described above, when the vehicle interior temperature is low when performing the heating operation by the heat pump, the required heat amount increases because the required suction temperature is high because the suction temperature of the indoor condenser is low, and the blower The amount of air blown out increases and the power consumption during warm-up becomes very large. For this reason, when this vehicle air conditioner is mounted on a hybrid vehicle, there is a problem in that the battery consumes more power and the battery travel distance becomes shorter.

  The present invention has been made paying attention to such problems existing in the prior art, and its purpose is to suppress power consumption during warm-up when performing heating operation by a heat pump cycle. An object of the present invention is to provide a vehicle air conditioner that can be used.

In order to achieve the above object, the present invention employs the following technical means. That is, in the first aspect of the invention, the duct (9) that forms an air passage for the air toward the vehicle interior, the blower (26) that blows air into the vehicle interior in the duct (9), and the refrigerant are compressed. The compressor (20) to be discharged, the indoor heat exchanger (which is disposed in the duct (9), condenses the refrigerant discharged from the compressor (20), and heats the air in the duct (9) by the heat of condensation. 61), decompression means (22, 24) for depressurizing the refrigerant flowing out from the indoor heat exchanger (61), and refrigerant flowing out from the indoor heat exchanger (61) arranged outside the duct (9) ) A heat pump cycle (100) including an outdoor heat exchanger (23) for exchanging heat with outside air to evaporate, an internal air temperature detecting means (111) for detecting the air temperature in the passenger compartment, and at least a blower (26) Control uptime A moving vehicle air-conditioning apparatus provided with a control means (8),
When the control means (8) uses the heat pump cycle (100) to heat the vehicle interior, the lower the vehicle interior temperature detected by the internal air temperature detection means (111), the lower the maximum operating rate of the blower (26). Is limited to a low value.

  According to the first aspect of the present invention, at the time of warm-up, the maximum operating rate of the blower (26) is restricted to be lower as the passenger compartment temperature is lower during auto (automatic) control. Power consumption can be suppressed, and the required blowing temperature can be satisfied even with low power consumption.

  In addition, since it is considered that the user is often at or near the home at the start of warm-up, the rotational speed of the compressor (20) and the operating rate of the electric fan (29) of the outdoor heat exchanger (23) can be lowered. , Noise to the neighborhood can be suppressed.

  In addition, if the heat pump performance is too high at the early stage of warm-up, frost formation on the outdoor heat exchanger (23) may progress and heat pump heating may not be continued. However, if the required blowing temperature is satisfied, the compressor ( The number of rotations of 20) can be lowered to delay the progress of frosting, and heat pump heating can be easily continued.

Moreover, in invention of Claim 2, in the vehicle air conditioner of Claim 1, it is arrange | positioned in the air upstream end of a duct (9), and the ratio of the internal air introduce | transduced in a duct (9) and external air is made into the ratio. An inside / outside air adjusting means (19) for adjusting, and a humidity detecting means (116) for detecting at least the humidity in the vehicle interior and judging the easiness of fogging of the vehicle front window glass according to the humidity,
The control means (8) is characterized by increasing the inside air introduction rate by controlling the inside / outside air adjusting means (19) as the window fogging judgment value calculated by the humidity detecting means (116) is lower.

  According to the second aspect of the present invention, since the intake temperature of the indoor heat exchanger (61) can be increased by increasing the inside air introduction rate when the possibility of window fogging is low even in winter, more power-saving operation is possible. It becomes possible.

According to a third aspect of the present invention, the vehicle air conditioner according to the first or second aspect further comprises room temperature setting means (40) for setting a passenger compartment temperature desired by a vehicle occupant,
When the set temperature set by the temperature setting means (40) is equal to or higher than the predetermined temperature, the control means (8) sets the limit value of the maximum operating rate of the blower (26) as compared with the case where the set temperature is lower than the predetermined temperature. It is characterized by making it high.

  According to the third aspect of the present invention, when the set temperature is higher than the predetermined temperature, it can be determined that the occupant desires strong heating. Therefore, the limitation on the maximum operating rate of the blower (26) is corrected slightly higher. By doing so, it can be subordinate to the passenger's preference.

According to a fourth aspect of the present invention, in the vehicle air conditioner according to any one of the first to third aspects, the duct (9) has a plurality of outlets (11-13) and a blower at the downstream end of the air. Provided with outlet switching means (14-16) for switching opening and closing of the outlets (11-13), a plurality of outlet modes can be selected by control of the outlet switching means (14-16),
The heat pump cycle (100) has an indoor heat exchanger (61) as a first indoor heat exchanger (61), and is disposed in the duct (9) on the air upstream side of the first indoor heat exchanger (61). A second indoor heat exchanger (62) that evaporates the refrigerant flowing out of the first indoor heat exchanger (61) and cools the air in the duct (9) by the heat of evaporation, and a first indoor heat exchanger (61 ) Includes switching means (31 to 33) for switching to a flow path for flowing the refrigerant flowing out from the outdoor heat exchanger (23) or a flow path for flowing to the second indoor heat exchanger (62), and the switching means (31 to 33). Is a refrigeration cycle (100) capable of cooling the passenger compartment by switching the flow path at
The control means (8) includes a mode selection map for selecting an outlet mode according to the calculated target outlet temperature (TAO), and a face mode for blowing air to the occupant's head and chest is selected on the mode selection map. In this case, the refrigeration cycle (100) is switched to a cooling cycle, and when a mode other than the face mode is selected, the refrigeration cycle (100) is switched to a heating cycle.

  According to the fourth aspect of the present invention, in the face mode where warm air is not necessarily required, it is possible to perform power saving operation by not selecting heating with high power consumption. Moreover, the fluctuation | variation of the blowing temperature by repetition of starting and a stop of the compressor (20) which arises by making it a heating cycle at the face mode can be suppressed.

Moreover, in invention of Claim 5, in the vehicle air conditioner in any one of Claim 1 thru | or 4, it arrange | positions in an air upstream rather than an indoor heat exchanger (61) in a duct (9). A hot water heat exchanger (51) that heats the air in the duct (9) using cooling water that cools the engine (1) for driving the vehicle as a heat source, and an electric motor that circulates the cooling water to the hot water heat exchanger (51). A pump (52) and water temperature detecting means (115) for detecting the temperature of the circulating cooling water;
When the cooling water temperature detected by the water temperature detecting means (115) is lower than the predetermined temperature, the control means (8) reduces the operating rate of the electric pump (52) as compared with the case where the cooling water temperature is equal to or higher than the predetermined temperature. It is characterized by doing.

  According to the fifth aspect of the present invention, when the cooling water temperature is lower than the predetermined temperature, the hot water heat exchange in which the cooling water having a low temperature is supplied to the indoor heat exchanger (61) during the heat pump heating. It is possible to prevent the electric pump (52) from being lowered due to the influence of the vessel (51) and to reduce the operation rate of the electric pump (52).

In the invention according to claim 6, an air passage for air to the passenger compartment is formed, and a plurality of air outlets (11 to 13) and air outlets (11 to 13) are switched at the air downstream end. A duct (9) provided with outlet switching means (14-16) and capable of selecting a plurality of outlet modes by control of the outlet switching means (14-16), and a blower for blowing air into the vehicle interior in the duct (9) (26), a compressor (20) that compresses and discharges the refrigerant, and is disposed in the duct (9), condenses the refrigerant discharged from the compressor (20), and heats the condensation in the duct (9). The first indoor heat exchanger (61) for heating the air, the decompression means (22, 24) for reducing the pressure of the refrigerant flowing out from the first indoor heat exchanger (61), and the first disposed outside the duct (9). The refrigerant flowing out of the indoor heat exchanger (61) ) An outdoor heat exchanger (23) that exchanges heat with outside air to evaporate, and is disposed on the air upstream side of the first indoor heat exchanger (61) in the duct (9), and the first indoor heat exchanger ( 61) the refrigerant flowing out from the first indoor heat exchanger (61) and the second indoor heat exchanger (62) for evaporating the refrigerant flowing out from the first refrigerant and evaporating the refrigerant to cool the air in the duct (9). By providing switching means (31-33) for switching to a flow path flowing through the heat exchanger (23) or a flow path flowing through the second indoor heat exchanger (62), the flow path is switched by the switching means (31-33). In a vehicle air conditioner comprising a refrigeration cycle (100) operable in a cooling cycle or a heating cycle, and a control means (8) for controlling the operation of at least the switching means (31 to 33).
The control means (8) includes a mode selection map for selecting an outlet mode according to the calculated target outlet temperature (TAO), and a face mode for blowing air to the occupant's head and chest is selected on the mode selection map. In this case, the refrigeration cycle (100) is switched to a cooling cycle, and when a mode other than the face mode is selected, the refrigeration cycle (100) is switched to a heating cycle.

  According to the sixth aspect of the present invention, in the face mode in which hot air is not necessarily required, it is possible to perform a power saving operation by not selecting a heating cycle with large power consumption. Moreover, the fluctuation | variation of the blowing temperature by repetition of starting and a stop of the compressor (20) which arises by making it a heating cycle at the face mode can be suppressed.

In the invention according to claim 7, a duct (9) that forms an air passage for air to the passenger compartment, a blower (26) that blows air into the passenger compartment in the duct (9), and a refrigerant are compressed. The compressor (20) to be discharged, the indoor heat exchanger (which is disposed in the duct (9), condenses the refrigerant discharged from the compressor (20), and heats the air in the duct (9) by the heat of condensation. 61), decompression means (22, 24) for depressurizing the refrigerant flowing out from the indoor heat exchanger (61), and refrigerant flowing out from the indoor heat exchanger (61) arranged outside the duct (9) ) A heat pump cycle (100) including an outdoor heat exchanger (23) that exchanges heat with outside air to evaporate, and a vehicle disposed in the duct (9) on the air upstream side of the indoor heat exchanger (61). Cool the engine (1) for travel A hot water heat exchanger (51) for heating the air in the duct (9) using the cooling water to be heated as a heat source, an electric pump (52) for circulating the cooling water to the hot water heat exchanger (51), and the cooling water to be circulated In a vehicle air conditioner comprising water temperature detection means (115) for detecting temperature and control means (8) for controlling at least the operating rate of the electric pump (52),
When the cooling water temperature detected by the water temperature detecting means (115) is lower than the predetermined temperature when the vehicle interior is heated using the heat pump cycle (100), the control means (8) of the electric pump (52) It is characterized in that the operation rate is lowered as compared with the case where the cooling water temperature is equal to or higher than a predetermined temperature.

  According to the seventh aspect of the present invention, when the cooling water temperature is lower than the predetermined temperature, the hot water heat exchange is performed in which the cooling water having a low temperature is supplied to the indoor heat exchanger (61) during the heat pump heating. It is possible to prevent the electric pump (52) from being lowered due to the influence of the vessel (51) and to reduce the operation rate of the electric pump (52). In addition, the code | symbol in the parenthesis as described in a claim and said each means is an example which shows a corresponding relationship with the specific means as described in embodiment mentioned later.

It is a block diagram which shows the control system of the hybrid vehicle in all the embodiment of this invention. It is a whole schematic diagram which shows schematic structure of the vehicle air conditioner 10 in all the embodiments. It is a block diagram which shows the control system of the vehicle air conditioner 10 in all the embodiments. It is a flowchart which shows the main routine of air-conditioner ECU8 in all the embodiments. It is a flowchart which shows the process sequence of the blower voltage determination in 1st Embodiment of this invention. It is a flowchart which shows the process sequence of the suction inlet mode determination in 1st Embodiment of this invention. It is a flowchart which shows the process sequence of the air-conditioning heat source selection in 2nd Embodiment of this invention. It is a flowchart which shows the process sequence of pump ON / OFF determination in 3rd Embodiment of this invention.

  Hereinafter, a plurality of modes for carrying out the present invention will be described with reference to the drawings. In the respective embodiments, portions corresponding to the matters described in the preceding embodiments may be denoted by the same reference numerals and redundant description may be omitted. Further, when only a part of the configuration is described in each embodiment, the other parts of the configuration are the same as those described above. It should be noted that not only the combination of the parts specifically described in each embodiment, but also the embodiments can be partially combined as long as there is no problem in the combination.

(First embodiment)
The vehicle air conditioner of 1st Embodiment which is one Embodiment of this invention is demonstrated according to FIGS. FIG. 1 is a block diagram showing a control system for a hybrid vehicle, and FIG. 2 is an overall schematic diagram showing a schematic configuration of a vehicle air conditioner 10. FIG. 3 is a block diagram showing a control system of the vehicle air conditioner 10, and FIG. 4 is a flowchart showing a main routine of the air conditioner ECU 8. The contents shown in FIGS. 1 to 4 are applied not only to the present embodiment but also to second and third embodiments described later.

  The vehicle air conditioner 10 is mounted on a hybrid vehicle. As shown in FIG. 1, the hybrid vehicle has a traveling engine 1 that generates power by exploding and burning liquid fuel such as gasoline, and a motor generator 2 that has a motor function and a generator function for driving assistance. The engine ECU 3 that controls the fuel supply amount and start timing of the engine 1, the air conditioner ECU 8 that controls the air conditioning in the vehicle interior, the motor generator 2, the engine ECU 3, each part of the indoor unit, and the components of the refrigeration cycle 100 And a hybrid ECU 6 that controls the motor generator 2, the continuously variable transmission (not shown), the electromagnetic clutch 7, and the like and outputs a control signal to the engine ECU 3.

  The hybrid ECU 6 has a function of controlling switching of which driving force of the engine 1 and the motor generator 2 is transmitted to the driving wheels, and a function of controlling charging and discharging of the battery 4. Specifically, the hybrid ECU 6 performs the following control. During traveling of the vehicle except during deceleration, the driving force of the engine 1 is transmitted to the drive wheels, and during deceleration, the engine 1 is stopped, the motor generator 2 generates power, and the battery 4 is charged. When the traveling load such as starting and acceleration is large, the driving force by the motor generator 2 is transmitted to the driving wheels in addition to the driving force by the engine 1.

  Further, when the charge amount of the battery 4 becomes equal to or less than the charge start target value when the engine 1 is operated, the power of the engine 1 is transmitted to the motor generator 2, and the electric power generated by the motor generator 2 is transferred to the inverter 5. To charge the battery 4. Further, when the charge amount of the battery 4 is equal to or less than the charge start target value when the vehicle is stopped, a command to start the engine 1 is sent to the engine ECU 3 to transmit the power of the engine 1 to the motor generator 2.

  The battery 4 includes a charging device for charging power consumed by air conditioning in the vehicle interior or traveling, for example, a nickel hydride storage battery. This charging device is provided with a power stand as a power supply source or an outlet connected to a commercial power source, and the battery 4 is charged by connecting the power supply source to the outlet.

  The vehicle air conditioner 10 is used as a so-called auto air conditioner, and as shown in FIG. 2, a duct 9 for sending air into the passenger compartment, and a centrifugal type that generates an air flow in the duct 9. Air conditioner ECU (control means referred to in the present invention) as an air conditioning control device that operates by receiving power from the blower (blower) 26, the vapor compression refrigeration cycle 100, and the battery 4 and automatically controls the operation of each air conditioner. 8 or the like.

  The duct 9 is disposed on the front side in the passenger compartment of the hybrid vehicle. The most upstream side (windward side) of the duct 9 is a portion constituting an inside / outside air switching box, and an inside air suction port 17 for taking in air in the vehicle interior (hereinafter referred to as inside air), and air outside the vehicle compartment (hereinafter referred to as “inside air”). It has an outside air inlet 18 for taking in outside air). Further, an inside / outside air switching door 19 is rotatably supported inside the inside air suction port 17 and the outside air suction port 18. The inside / outside air switching door 19 is driven by an actuator (not shown) such as a servo motor to switch the suction port mode to an inside air circulation mode, an outside air introduction mode, and an inside / outside air introduction mode.

  The inside air circulation mode is a suction port mode in which the inside air suction port 17 is fully opened and the outside air suction port 18 is fully closed, and the outside air introduction mode is a suction port mode in which the inside air suction port 17 is fully closed and the outside air suction port 18 is fully opened. Yes, the inside / outside air introduction mode is a suction port mode in which the inside air suction port 17 is half-opened and the outside air suction port 18 is half-opened. The inside / outside air switching door 19 constitutes the inside / outside air adjusting means referred to in the present invention together with the inside / outside air switching box and the actuator.

  Further, the most downstream side (downward side) of the duct 9 is a portion constituting the blowout outlet switching box, and a defroster blowout opening 11 that blows mainly hot air toward the inner surface of the front window glass of the hybrid vehicle, the occupant's head. It has a face air outlet 12 that mainly blows cold air toward the chest, and a foot air outlet 13 that mainly blows hot air toward the feet of the occupant.

  Furthermore, in the present embodiment, a defroster door 14, a face door 15, and a foot door 16 are rotatably supported as mode switching doors inside the air outlets 11 to 13, respectively. The mode switching doors 14 to 16 are driven by an actuator (not shown) such as a servo motor to switch the outlet mode to the face mode, the bi-level mode, the foot mode, the foot defroster mode, and the defroster mode.

  The face mode is an air outlet mode in which only the face air outlet 12 is opened, the bi-level mode is an air outlet mode in which the face air outlet 12 and the foot air outlet 13 are opened, and the foot mode is only the foot air outlet 13. It is the blower outlet mode which opens. The foot defroster mode is a blower outlet mode in which the defroster blower outlet 11 and the foot blower outlet 13 are opened, and the defroster mode is a blower outlet mode in which only the defroster blower outlet 11 is opened. The mode switching doors 14 to 16 constitute the air outlet switching means referred to in the present invention together with the air outlets 11 to 13 and the actuator.

  The blower 26 includes a centrifugal multiblade fan 27 rotatably accommodated in a scroll case integrally formed with the duct 9, and a blower motor 28 that drives the centrifugal multiblade fan 27. The air volume (the rotational speed of the blower motor 28) is controlled based on the terminal voltage (blower voltage) of the blower motor 28 applied via the blower motor 28 (not shown).

  The refrigeration cycle 100 can be switched to a cooling cycle or a heating cycle. The refrigerant compressor 20, the first indoor heat exchanger (indoor heat exchanger) 61, the first decompressor 22, the outdoor heat exchanger 23, the first 2 pressure reducer 24, second indoor heat exchanger 62, accumulator 25, refrigerant flow path switching means described later, and refrigerant piping connecting these in an annular shape, and the refrigerant flow direction based on the air conditioning mode Changes. As the air conditioning mode in the present embodiment, a cooling mode (cooling cycle) for performing a cooling operation, a heating mode (heating cycle) for performing a heating operation, a dehumidifying mode (dehumidification cycle) for performing a dehumidifying operation, and the like are set.

  The compressor 20 is an electric compressor, and compresses the gas refrigerant sucked in from the suction port and discharges the high-temperature and high-pressure gas refrigerant from the discharge port, and the compression unit. It consists of an electric motor (not shown) as a drive unit for driving. The compressor 20 includes an air conditioner inverter 30 as a rotation speed control means for controlling the rotation speed of the compressor 20 based on an output signal of the air conditioner ECU 8.

  In the electric motor, the electric power applied from the battery 4 is variably controlled continuously or stepwise by the air conditioner inverter 30. Therefore, the compressor 20 adjusts the flow rate of the refrigerant circulating in the refrigeration cycle 100 by changing the refrigerant discharge capacity according to the change in the rotation speed of the electric motor due to the change in the applied power, thereby the first indoor heat exchanger. The heating capacity of 61 and the cooling capacity of the second indoor heat exchanger 62 are controlled.

  The first indoor heat exchanger 61 is always operated as a refrigerant condenser, and the second indoor heat exchanger 62 is always operated as a refrigerant evaporator. The outdoor heat exchanger 23 is operated as a refrigerant condenser during the cooling mode and the cooling-like dehumidification mode, and is operated as a refrigerant evaporator during the heating mode and the heating-like dehumidification mode.

  The 1st decompressor 22 is a decompression means of this invention, and is a capillary tube which decompresses the refrigerant | coolant which flowed in from the 1st indoor heat exchanger 61 at the time of heating mode and defrost heating mode. The first pressure reducer 22 may be a temperature or electric expansion valve, or a pressure reducing means such as an orifice, but it is desirable to use a fixed throttle such as a capillary tube or an orifice that is inexpensive and does not fail. .

  The outdoor heat exchanger 23 is installed outside the passenger compartment (for example, a place where the traveling wind is easily received), and exchanges heat between the refrigerant flowing inside and the outside air blown by the electric fan 29. The outdoor heat exchanger 23 functions as a refrigerant evaporator that evaporates and vaporizes the low-temperature and low-pressure refrigerant decompressed by the first decompressor 22 by heat exchange with the outside air during the heating mode and the dehumidifying mode, and during the cooling mode, It functions as a refrigerant condenser that condenses and liquefies the refrigerant flowing in from the first indoor heat exchanger 61 by heat exchange with the outside air.

  The second decompressor 24 is a decompression unit of the present invention, and is a capillary tube that decompresses the refrigerant flowing from the outdoor heat exchanger 23 in the cooling mode. The second pressure reducer 24 may be a temperature or electric expansion valve, or a pressure reducing means such as an orifice, but it is desirable to use a fixed throttle such as a capillary tube or an orifice that is inexpensive and has no failure. .

  The second indoor heat exchanger 62 is disposed in the duct 9, and the low-temperature and low-pressure refrigerant decompressed by the second decompressor 24 and the first decompressor 22 in the cooling mode and the dehumidifying mode is used as the air in the duct 9. It functions as a refrigerant evaporator that evaporates and vaporizes by heat exchange. As a result, the refrigerant flowing inside the second indoor heat exchanger 62 removes the latent heat of evaporation from the air passing through the second indoor heat exchanger 62 (heat absorption) and evaporates, whereby the second indoor heat exchanger 62 is obtained. The air passing through is cooled and dehumidified.

  The accumulator 25 functions as a gas-liquid separator that separates the refrigerant flowing into the liquid into a liquid refrigerant and a gas refrigerant, stores the liquid refrigerant, and supplies only the gas refrigerant to the compressor 20. A receiver (liquid receiver) may be used as the gas-liquid separator. The connection point of the receiver is connected between the first indoor heat exchanger 61 and the first pressure reducer 22 or connected between the outdoor heat exchanger 23 and the second pressure reducer 24.

  In the present embodiment, the air mix door 63 is rotatably attached to the air inlet portion of the first indoor heat exchanger 61 in order to prevent heat dissipation of the first indoor heat exchanger 61 without using a four-way valve. The air mix door 63 closes the first indoor heat exchanger 61 during the cooling mode, opens the first indoor heat exchanger 61 during the heating mode and the dehumidifying mode, and operates the first indoor heat exchanger 61 as a refrigerant condenser. . The air mix door 63 is driven by an actuator (not shown) such as a stepping motor or a servo motor, and its opening degree is controlled by the air conditioner ECU 8.

  Moreover, in this embodiment, the hot water which heats the air in the duct 9 by using the cooling water that cools the traveling engine 1 as a heat source between the first indoor heat exchanger 61 and the air mix door 63 in the duct 9. In the hot water circuit between the engine 1 and the hot water heater 51, an electric pump 52 that circulates the cooling water to the hot water heater 51 is disposed. The electric pump 52 is operated and stopped based on the output signal of the air conditioner ECU 8, and the rotational speed of the pump (the amount of circulating coolant) is controlled.

  The refrigerant flow path switching means changes the flow direction of the refrigerant circulating in the refrigeration cycle 100 according to the cooling operation route (the route indicated by the arrow C in FIG. 2), the heating operation route (the route indicated by the arrow H in FIG. 2), and the dehumidification operation route (the figure). 2), a dehumidifying and heating operation route (indicated by arrows D and H in FIG. 2), a dehumidifying and cooling operation route (indicated by arrows D and C in FIG. 2), and a defrosting operation route (not shown). The three first to third solenoid valves (electromagnetic on-off valves) 31 to open when energized (on) and close when energization is stopped (off). 33.

  The 1st solenoid valve 31 is the 1st refrigerant | coolant flow path which flows the refrigerant | coolant which flowed out from the 1st indoor heat exchanger 61 at the time of the heating mode and the heating dehumidification mode to the 1st pressure reduction device 22-> outdoor heat exchanger 23-> accumulator 25 in order. It is an on-off valve that opens and closes X. Specifically, the first electromagnetic valve 31 is installed in a heating refrigerant flow path 41 that connects a branch portion on the downstream side of the outdoor heat exchanger 23 and a junction portion on the upstream side of the accumulator 25.

  The second solenoid valve 32 is provided in the second refrigerant flow path Y for flowing the refrigerant that has flowed out of the first indoor heat exchanger 61 in the air-cooling dehumidification mode in order from the first pressure reducer 22 to the second indoor heat exchanger 62 → the accumulator 25. An on-off valve that opens and closes. Specifically, the second electromagnetic valve 32 is configured to provide a dehumidifying and cooling refrigerant flow that bypasses the second decompressor 24 and connects the upstream branch portion of the second decompressor 24 and the downstream junction portion of the second decompressor 24. It is installed in a road (bypass road) 42.

  The third solenoid valve 33 transfers the refrigerant that has flowed out of the first indoor heat exchanger 61 during the cooling mode and the cooling-dehumidifying mode to the outdoor heat exchanger 23 → the second decompressor 24 → the second indoor heat exchanger 62 → the accumulator 25. It is an on-off valve that opens and closes the third refrigerant flow path Z that flows in sequence. Specifically, the third solenoid valve 33 is a cooling refrigerant flow path (bypass path) that connects the downstream side of the first indoor heat exchanger 61 and the upstream side of the outdoor heat exchanger 23 by bypassing the first pressure reducer 22. 43.

  Here, the 1st refrigerant | coolant flow path X connects the branch part 45 of the downstream of the 1st pressure reduction device 22, and the confluence | merging part 46 of the upstream of the accumulator 25, and the outdoor heat which acts as a refrigerant evaporator at the time of heating dehumidification mode. This is a flow path for flowing the refrigerant through the exchanger 23. Further, the second refrigerant flow path Y connects the branching portion 45 on the downstream side of the first pressure reducer 22 and the merging portion 46 on the upstream side of the accumulator 25 to bypass the second pressure reducing device 24 in the air-cooling dehumidification mode. This is a flow path for flowing the refrigerant to the second indoor heat exchanger 62 that functions as a refrigerant evaporator.

  Further, the third refrigerant flow path Z causes the refrigerant to flow to the outdoor heat exchanger 23 that bypasses the first pressure reducer 22 and functions as a refrigerant condenser in the cooling mode and the air-cooled dehumidifying mode, and passes through the second pressure reducer 24. This is a flow path for flowing the refrigerant to the second indoor heat exchanger 62 that functions as a refrigerant evaporator.

  Next, the control system of the vehicle air conditioner 10 will be described mainly with reference to FIG. The air conditioner ECU 8 receives inputs from the microcomputer 8a, signals from various switches on the control panel 40 provided in the front of the vehicle interior, sensor signals from the various sensors 111 to 116, and communication signals output from the hybrid ECU 6. A circuit 8b and an output circuit 8c for sending output signals to the various actuators M1 to M6 are provided.

  The microcomputer 8a includes a memory such as a ROM (read only storage device) and a RAM (read / write storage device), a CPU (central processing unit), and the like, and is based on an operation command transmitted from the control panel 40 or the like. It has various programs used for the calculation.

  The control panel 40 includes an air conditioner switch for instructing start and stop of the compressor 20, a suction port changeover switch for switching the suction port mode, and a temperature setting switch for setting the vehicle interior temperature (the room temperature referred to in the present invention). Setting means), an air volume changeover switch for switching the amount of air blown into the vehicle interior by the blower 26, an air outlet changeover switch for switching the air outlet mode, and the like.

  The various sensors are an inside air temperature sensor (inside air temperature detecting means) 111 that detects the air temperature in the vehicle interior, an outside air temperature sensor 112 that detects the outside air temperature outside the vehicle interior, and a solar radiation sensor 113 that detects the amount of solar radiation irradiated into the vehicle interior. The evaporator blown air temperature sensor 114 for detecting the air temperature immediately after passing through the second indoor heat exchanger 62 constituting the refrigerant evaporator of the refrigeration cycle 100, and the water temperature for detecting the temperature of the cooling water supplied to the hot water heater 51 A sensor (water temperature detecting means) 115, a humidity sensor (humidity detecting means) 116 for detecting the humidity inside the vehicle front window glass, and the like.

  The signal output from the microcomputer 8a is subjected to D / A conversion or amplification by the output circuit 8c, and then the outlet mode switching doors 14 to 16, the inside / outside air switching door 19, the air mix door 63, the blower 26, the compression Are output as drive signals to various actuators M1 to M6 that drive the machine 20 and the electric pump 52, respectively.

  Next, air conditioning control processing by the air conditioner ECU 8 will be described with reference to FIGS. First, when the ignition switch of the vehicle is turned on, the execution of the air conditioning control process is started according to the main routine shown in FIG. 4, and the control program stored in the memory such as ROM or RAM is started and stored in the RAM. Data and the like are initialized (step S1).

  Next, the air conditioner ECU 8 reads signals of various switches of the control panel 40 in step S2, and in step S3, the inside air temperature sensor 111, the outside air temperature sensor 112, the solar radiation sensor 113, the evaporator blown air temperature sensor 114, the water temperature sensor 115, Then, a signal from the humidity sensor 116 or the like is read, and a target blowing temperature TAO of air blown into the vehicle interior is calculated using Equation 1 stored in the ROM in step S4.

(Formula 1)
TAO = Kset × Tset−KR × TR-KAM × TAM-KS × TS + C
Here, Tset is the set temperature, TR is the inside air temperature detected by the inside air temperature sensor 111, TAM is the outside air temperature detected by the outside air temperature sensor 112, and TS is the amount of solar radiation detected by the solar radiation sensor 113. . Kset is a set temperature gain, KR is an inside air temperature gain, KAM is an outside air temperature gain, KS is a solar radiation gain, and C is a correction constant applied to the whole.

  Subsequently, in step S5, the air conditioner ECU 8 selects any one of a hot water heater, a cooling cycle, and a heating cycle as an air conditioning heat source. In the present embodiment, the hot water heater is selected when the operation mode selected when the auto (automatic) air conditioning mode is set to the heating mode, the cooling cycle is selected when the cooling mode is set, and the dehumidifying mode is set. When it comes to, the heating cycle is selected.

  In the next step S6, a voltage for operating the blower 26 driven by the electric power of the battery 4 is determined. This blower voltage determination process is calculated based on the flowchart shown in FIG. Next, in step S7, the air conditioner ECU 8 executes a process of determining an inlet mode corresponding to the target outlet temperature TAO calculated in step S4. The suction port mode determination process is calculated based on the flowchart shown in FIG.

  Next, in step S8, the air conditioner ECU 8 follows the characteristic diagram (not shown) for determining the blowing mode stored in the ROM, RAM, etc., and the outlet corresponding to the target blowing temperature TAO calculated in step S4. A process for determining the mode is executed. The air conditioner ECU 8 controls to automatically switch the blow mode of the air conditioning zone in the order of the face mode, the bi-level mode, and the foot mode as the target blow temperature TAO increases.

  The face mode is a mode in which conditioned air is blown out only from the face air outlet 12, and the bar level mode is a mode in which conditioned air is blown out from the face air outlet 12 and the foot air outlet 13, and the foot mode is In this mode, the conditioned air is blown out only from the foot outlet 13.

  Next, the air conditioner ECU 8 calculates a target opening degree of the air mix door 63 in step S9. The opening degree of the air mix door 63 is obtained by calculating the target blowing temperature TAO calculated in step S4, the air temperature after the evaporator detected by the evaporator blowing air temperature sensor 114, and the cooling water temperature detected by the water temperature sensor 115 from the ROM. It is calculated by calculating with the numerical formula 2 memorize | stored in this.

(Formula 2)
Opening angle = ((TAO−TE) / (TW−TE)) × 100 (%)
Here, TE is the air temperature after the evaporator, and TW is the cooling water temperature.

  Next, in step S10, the air conditioner ECU 8 determines the rotation speed of the compressor 20 based on a flowchart (not shown) stored in the ROM, RAM, etc., and in step S11, the air conditioning heat source selected in step S5. When is a hot water heater, the electric pump 52 is turned on (operated), and when the cooling cycle or the heating cycle is selected, the electric pump 52 is turned off (stopped).

  In step S12, control signals are output to the actuators M1 to M6 and the hybrid ECU 6 so that the control states calculated or determined in steps S4 to S11 are obtained. Thereafter, when a predetermined time has elapsed in step S13, the air conditioner ECU 8 returns to the process of step S2 and repeats the above-described control process (steps S2 to S13). By repeating such processing, air conditioning in the air conditioning zone becomes highly comfortable.

  Next, the flowcharts shown in FIGS. 5 and 6 which are characteristic operations in the present embodiment will be sequentially described. First, FIG. 5 is a flowchart showing a processing procedure for determining the blower voltage in the present embodiment. In step S31, the air conditioner ECU 8 determines whether or not the operation mode of the blower 26 is the auto (automatic) mode. This determination is made based on whether or not an automatic air conditioning switch (not shown) of the control panel 40 is turned on.

  If this determination result is NO and the automatic air conditioning switch is not turned on, the process proceeds to step S32, and the air conditioner ECU 8 operates as airflow setting switch (not shown) of the control panel 40 as the operation in the manual mode. At the blower voltage (0V, 4V, 6V, 8V, 10V, 12V in this embodiment) set in advance corresponding to the level (six levels of OFF, Lo, M1, M2, M3, Hi in this embodiment) It is determined.

  If the determination result in step S31 is YES and the auto air conditioning switch is turned on, the process proceeds to step S33, and the air conditioner ECU 8 first applies a temporary blower voltage corresponding to the air conditioning load during operation in the auto mode. Calculation is performed using the characteristic diagram shown in FIG. This characteristic diagram is used for normal automatic air-conditioning control, and shows the relationship between the target blowing temperature TAO (° C.) calculated in step S4 and the blower voltage (V). A provisional blower voltage (V) with respect to the temperature TAO (° C.) can be determined.

  In the next step S34, it is determined what the air conditioning heat source selected in step S5 is. When the determination result is the cooling cycle, the process proceeds to step S35, and the provisional blower voltage calculated in step S33 is determined as the blower voltage. If the determination result in step S34 is a heating cycle, the process proceeds to step S36, and the MAX air volume (= blower MAX voltage) during heat pump heating is calculated using the characteristic diagram shown in step S36.

  This characteristic diagram shows the relationship between the inside air temperature TR (° C.) detected by the inside air temperature sensor 111 and the blower MAX voltage (V), and this characteristic diagram shows the MAX air volume with respect to the inside air temperature TR (° C.). Can be determined. As shown in the characteristic diagram, when the vehicle interior is heated by switching the refrigeration cycle 100 to the heating cycle, the air conditioner ECU 8 increases the maximum operating rate of the blower 26 as the vehicle interior temperature detected by the interior air temperature sensor 111 decreases. (= MAX air volume = MAX voltage) is limited to be low.

  More specifically, in the present embodiment, the blower MAX voltage when the inside air temperature TR is 25 ° C. or higher is set to 12 (V), and the blower MAX voltage is sequentially set lower as the inside air temperature TR becomes lower than 25 ° C. The blower MAX voltage when TR is 10 ° C. or lower is set to 5 (V). Note that the values of the inside air temperature TR and the blower MAX voltage here are merely examples. In the next step S37, it is determined whether or not the set temperature set by a temperature setting switch (not shown) of the control panel 40 is equal to or higher than a predetermined temperature (28 ° C. in the present embodiment).

  If the determination result is NO and the set temperature is less than 28 ° C., the process proceeds to step S38, and the blower MAX voltage calculated in step S36 is directly used as the blower MAX voltage for the heat pump after correction. Further, if the determination result in step S37 is YES and the set temperature is 28 ° C. or higher, it can be determined that the occupant desires strong heating. Therefore, the process proceeds to step S39 and the blower MAX voltage calculated in step S36 is 1 (V ) The increased value is the blower MAX voltage at the time of heat pump after correction. As a result, when the set temperature is higher than the predetermined temperature, it can be determined that the occupant desires strong heating. Therefore, the limit on the maximum operating rate of the blower 26 is corrected to be slightly higher, so that the occupant's preference is satisfied. Can do.

  In the next step S40, the temporary blower voltage calculated in step S33 is compared with the corrected blower MAX voltage calculated in step S38 or step S39, and the lower value is used as the final blower voltage. To decide. As a result, during auto (automatic) control, the lower the vehicle interior temperature, the lower the MAX voltage of the blower 26, that is, the maximum operating rate, and lowering the blown air volume, thereby reducing the power consumption during warm-up. At the same time, the required blowing temperature can be satisfied even with low power consumption.

  If the determination result in step S34 is a hot water heater, the process proceeds to step S41, and the MAX air volume (= blower MAX voltage) during heating of the hot water heater is calculated using the characteristic diagram shown in step S41. This characteristic diagram shows the relationship between the cooling water temperature TW (° C.) detected by the water temperature sensor 115 and the blower MAX voltage (V), and the MAX air volume with respect to the cooling water temperature TW (° C.) according to this characteristic diagram. Can be determined. As shown in the characteristic diagram, when the vehicle interior is heated using the hot water heater 51, the air conditioner ECU 8 increases the maximum operating rate (= MAX) of the blower 26 as the cooling water temperature detected by the water temperature sensor 115 decreases. Air volume = MAX voltage) is limited to a low level.

  More specifically, in this embodiment, hysteresis is given to the relationship between the cooling water temperature TW and the blower MAX voltage, and when the cooling water temperature TW reaches 40 ° C., the blower MAX voltage is changed from 0 (V) to 4 (V ), And thereafter the blower MAX voltage is set higher as the cooling water temperature TW increases from 40 ° C., and the blower MAX voltage 12 (V) when the cooling water temperature TW becomes 60 ° C. is set as the upper limit. Above 12C, 12 (V) is constant. Conversely, as the cooling water temperature TW becomes lower than 55 ° C., the blower MAX voltage is also set sequentially lower from 12 (V). When the cooling water temperature TW is 35 ° C., the blower MAX voltage 4 (V) is set as the lower limit. The blower MAX voltage is 0 (V) at 35 ° C. or lower. Note that the values of the cooling water temperature TW and the blower MAX voltage here are merely examples.

  In the next step S42, the temporary blower voltage calculated in step S33 is compared with the blower MAX voltage in the hot water heater calculated in step S41, and the lower value is determined as the final blower voltage. To do.

  Next, the flowchart shown in FIG. 6 will be described. FIG. 6 is a flowchart showing a processing procedure for determining the inlet mode in the present embodiment. In step S51, the air conditioner ECU 8 determines whether or not the suction port mode is the auto (automatic) mode. This determination is made based on whether or not an automatic air conditioning switch (not shown) of the control panel 40 is turned on.

  If this determination result is NO and the automatic air conditioning switch is not turned on, the process proceeds to step S52, and the air conditioner ECU 8 is set by a suction port switch (not shown) of the control panel 40 as an operation in the manual mode. Either all internal machine circulation (REC) or all outside air introduction (FES) is determined in accordance with the suction port mode (either REC or FRS in this embodiment).

  Further, if the determination result in step S51 is YES and the automatic air conditioning switch is turned on, the process proceeds to step S53, and the air conditioner ECU 8 is a characteristic that first shows the base outside air introduction rate in step S53 as the operation in the auto mode. Calculate using the figure. This characteristic diagram is used for normal automatic air-conditioning control, and represents the relationship between the target blowing temperature TAO (° C.) calculated in step S4 and the outside air introduction rate (%). It is possible to determine the outside air introduction rate (%) as a base for the blowing temperature TAO (° C.).

  Specifically, the air conditioner ECU 8 selects the outside air introduction mode (outside air introduction rate = 100%) when the target blowing temperature TAO is higher than the predetermined target blowing temperature, and the inside air circulation mode (when the target blowing temperature TAO is below the predetermined target blowing temperature ( The outside air introduction rate = 0%) is selected, and the inside / outside air introduction mode (outside air introduction rate = 50%) is selected when the target blowing temperature is intermediate between them.

  In the next step S54, the outside air introduction rate based on the ease of window fogging is calculated using the characteristic diagram shown in step S54. This characteristic diagram represents the relationship between the relative humidity RHW of the window glass surface and the outside air introduction rate (%) as the window fogging judgment value calculated by the humidity sensor 116, and this window shows the window fogging judgment value. The outside air introduction rate (%) with respect to RHW can be determined.

  Specifically, the air conditioner ECU 8 selects the outside air introduction mode (outside air introduction rate = 100%) when the window fogging determination value is higher than a predetermined value, and when it is equal to or less than the predetermined window fogging determination value, the inside air circulation mode (outside air introduction). Rate = 0%), and when the intermediate window fogging determination value is selected, the inside / outside air introduction mode (outside air introduction rate = 50%) is selected.

  In the next step S55, the base outside air introduction rate calculated in step S53 is compared with the outside air introduction rate calculated in step S54 due to the ease of window fogging, and the lower value is finally determined. It is determined as the outside air introduction rate. As described above, the air conditioner ECU 8 controls the inside / outside air switching door 19 to increase the inside air introduction rate as the window fogging determination value calculated by the humidity sensor 116 is lower. As described above, under the condition that the window is not easily fogged, by increasing the inside air introduction rate, the suction temperature of the first indoor heat exchanger 61 can be increased, so that the power saving operation can be performed.

  Next, the features and effects of this embodiment will be described. First, when the vehicle interior is heated using the refrigeration cycle 100, the air conditioner ECU 8 restricts the maximum operating rate of the blower 26 to be lower as the vehicle interior temperature detected by the interior air temperature sensor 111 is lower. . When the vehicle interior temperature is low, the suction temperature of the first indoor heat exchanger 61 is low, and the required blowout temperature is high, so normally the power consumption in the refrigeration cycle 100 is high.

  However, according to this, at the time of automatic (automatic) control, the lower the passenger compartment temperature, the lower the maximum operating rate of the blower 26 and the lower the blown air volume, thereby reducing the heat exchange amount in the refrigeration cycle 100. By reducing the rotational speed of the compressor 20, it is possible to perform power saving operation with reduced power consumption of both the compressor 20 and the blower 26 during warm-up, and to satisfy the required blowing temperature even with low power consumption. be able to.

  In addition, since it is considered that the warm-up starts often at home or in the vicinity of the home, the rotation speed of the compressor 20 and the operating rate of the electric fan 29 of the outdoor heat exchanger 23 can be lowered, so that noise to the neighborhood can be reduced. Can be suppressed. Further, if the heat pump performance is too high at the early stage of warm-up, frost formation on the outdoor heat exchanger 23 may progress and the heat pump heating may not be continued. However, the rotation of the compressor 20 can be performed by satisfying the required blowing temperature. The number can be decreased to delay the progress of frosting, and heat pump heating can be easily continued.

  Also, an inside / outside air switching door 19 that is arranged at the air upstream end of the duct 9 and adjusts the ratio of inside air to outside air introduced into the duct 9, detects at least the humidity in the vehicle interior, and detects the humidity in the front of the vehicle according to the humidity The air conditioner ECU 8 controls the inside / outside air switching door 19 to increase the inside air introduction rate as the window fogging judgment value calculated by the humidity sensor 116 is lower. I am doing so. According to this, since the intake temperature of the first indoor heat exchanger 61 can be increased by increasing the inside air introduction rate when the possibility of window fogging is low even in winter, more power-saving operation is possible.

  The air conditioner ECU 8 also includes a temperature setting switch (not shown) for setting a passenger compartment temperature desired by the vehicle occupant. When the set temperature set by the temperature setting switch is equal to or higher than a predetermined temperature, the air conditioner ECU 8 The limit value of the operating rate is set higher than when the set temperature is lower than the predetermined temperature. According to this, when the set temperature is higher than the predetermined temperature, it can be determined that the occupant desires strong heating. Therefore, the maximum operating rate of the blower 26 is limited by giving priority to the occupant's feeling of heating over power consumption. By slightly increasing the correction (in this embodiment, the blower MAX voltage is corrected to be increased by +1 (V)), the passenger's preference can be met.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. In the vehicle air conditioner disclosed in Patent Document 1, the air conditioning operation mode such as cooling or heating is determined based on the target outlet temperature TAO calculated by the air conditioner ECU 8. However, in such a conventional technique, a heating cycle with large power consumption may be selected in the face blowing mode in which hot air is not necessarily required, and power consumption in air conditioning may increase. For this reason, when this vehicle air conditioner is mounted on a hybrid vehicle, there is a problem in that the battery consumes more power and the battery travel distance becomes shorter. Therefore, there is a problem of wanting to reduce power consumption in air conditioning as much as possible.

  FIG. 7 is a flowchart showing a processing procedure for selecting an air-conditioning heat source in the second embodiment of the present invention. In step S21, the air conditioner ECU 8 determines whether or not the outside air temperature detected by the outside air temperature sensor 112 is lower than a predetermined temperature (-3 ° C. in the present embodiment). When the determination result is YES and the outside air temperature is lower than −3 ° C., the process proceeds to step S22, and heating using the hot water heater 51 is selected after the engine 1 is operated. This is because heating using a heat pump cycle is not efficient, and the outdoor heat exchanger 23 is likely to be frosted and heat pump heating may not be continued.

  If the determination result in step S21 is NO and the outside air temperature is higher than −3 ° C., the process proceeds to step S23, and the air outlet mode when the auto (automatic) mode is set is calculated using the characteristic diagram shown in step S23. To do. This characteristic diagram is used for normal automatic air-conditioning control, and represents the relationship between the target outlet temperature TAO calculated in step S4 and the outlet mode, and this characteristic diagram shows the outlet for the target outlet temperature TAO. The mode can be determined.

  Specifically, the air conditioner ECU 8 automatically selects the face mode, the bi-level mode, and the foot mode sequentially from a low temperature to a high target air temperature TAO.

  In the next step S24, it is determined whether or not the air outlet mode calculated in step S23 is the face mode. If the determination result is YES and the face mode is selected during auto, the process proceeds to step S25, and it is determined that the heating cycle is not necessary, and the use of the cooling cycle is determined. If the determination result in step S24 is NO and the foot mode other than the face mode or the bi-level mode is selected in the auto mode, the process proceeds to step S26, and the use of the heating cycle is determined.

  As described above, the air conditioner ECU 8 includes a mode selection map for selecting the outlet mode according to the target outlet temperature TAO, and when the face mode for blowing air to the occupant's head and chest is selected on the mode selection map. When the refrigeration cycle 100 is switched to a cooling cycle and a mode other than the face mode is selected, the refrigeration cycle 100 is switched to a heating cycle.

  According to this, power consumption in air conditioning can be suppressed by not selecting a heating cycle with large power consumption in the face mode where warm air is not necessarily required. Moreover, the fluctuation | variation of the blowing temperature by the starting and the stop of the compressor 20 which arises by setting it as a heating cycle at the face mode can be suppressed.

(Third embodiment)
Next, a third embodiment of the present invention will be described. In the vehicle air conditioner described in Patent Document 1 described above, when the vehicle interior temperature is low when the heating operation is performed by the heat pump, the required heat amount becomes very large because the suction temperature of the indoor condenser is low and the required blowout temperature is high. Power consumption during warm-up is also very large. For this reason, when this vehicle air conditioner is mounted on a hybrid vehicle, there is a problem in that the battery consumes more power and the battery travel distance becomes shorter. Therefore, there is a problem that the power consumption during warm-up should be suppressed as much as possible when performing the heating operation by the heat pump cycle.

  FIG. 8 is a flowchart showing a processing procedure for determining pump ON / OFF in the third embodiment of the present invention. In step S61, the air conditioner ECU 8 determines whether or not the opening degree of the air mix door 63 calculated in step S9 is larger than a predetermined value (10% in the present embodiment). If this determination result is NO and the opening degree of the air mix door 63 is smaller than 10%, the process proceeds to step S62, and even if the hot water heater 51 is used, the electric pump 52 is turned off because there is little contribution to raising the blowing temperature. To save power.

  If the determination result in step S61 is YES and the opening degree of the air mix door 63 is larger than 10%, the process proceeds to step S63, and the coolant temperature TW detected by the water temperature sensor 115 is a predetermined value (25 in this embodiment). It is judged whether it is higher than ° C. If the determination result is NO and the cooling water temperature is lower than 25 ° C., the process proceeds to step S62, and the electric pump 52 is turned off to save power. This is because even if the hot water heater 51 is used, the ambient temperature of the first indoor heat exchanger 61 is lowered because the circulating water temperature is low, and the amount of heat exchange in the first indoor heat exchanger 61 is increased. This is because there is a high possibility of increasing the power consumption.

  If the determination result in step S63 is YES and the cooling water temperature is higher than 25 ° C., the process proceeds to step S64, the electric pump 52 is turned on, and the ambient temperature of the first indoor heat exchanger 61 using the hot water heater 51. Is to raise. As described above, when the coolant temperature TW detected by the water temperature sensor 115 is lower than the predetermined temperature, the air conditioner ECU 8 lowers the operating rate of the electric pump 52 as compared with the case where the coolant temperature is equal to or higher than the predetermined temperature. ing.

  According to this, when the cooling water temperature TW is lower than the predetermined temperature, the atmospheric temperature of the first indoor heat exchanger 61 during the heat pump heating is lowered due to the influence of the hot water heater 51 to which the low-temperature cooling water is supplied. In addition, by reducing the operating rate of the electric pump 52, power consumption during warm-up can be suppressed.

(Other embodiments)
The present invention is not limited to the above-described embodiments, and can be modified or expanded as follows. For example, in the first to third embodiments described above, the present invention is applied to an air conditioner for a hybrid vehicle. However, the present invention may be applied to a vehicle air conditioner equipped with a water-cooled engine.

DESCRIPTION OF SYMBOLS 1 ... Engine 8 ... Air-conditioner ECU (control means)
9 ... Duct 11 ... Defroster outlet 12 ... Face outlet 13 ... Foot outlet 14 ... Defroster door (outlet switching means)
15 ... Face door (air outlet switching means)
16 ... Foot door (air outlet switching means)
19 ... Inside / outside air switching door (inside / outside air adjusting means)
20 ... Compressor 22 ... First decompressor (pressure reducing means)
23 ... Outdoor heat exchanger 24 ... Second decompressor (pressure reducing means)
26 ... Blower (blower)
31 ... 1st solenoid valve (switching means)
32. Second solenoid valve (switching means)
33 ... Third solenoid valve (switching means)
40 ... Control panel (room temperature setting means)
51 ... Hot water heater (hot water heat exchanger)
52 ... Electric pump 61 ... First indoor heat exchanger (indoor heat exchanger)
62 ... Second indoor heat exchanger 100 ... Refrigeration cycle (heat pump cycle)
111 ... Inside air temperature sensor (inside air temperature detecting means)
115 ... Water temperature sensor (water temperature detection means)
116 ... Humidity sensor (humidity detection means)
TAO ... Target blowing temperature

Claims (7)

(A) a duct (9) that forms an air passage for air to the passenger compartment;
(B) a blower (26) for blowing air into the passenger compartment in the duct (9);
(C) a compressor (20) for compressing and discharging the refrigerant;
An indoor heat exchanger (61) that is disposed in the duct (9), condenses the refrigerant discharged from the compressor (20), and heats the air in the duct (9) by its condensation heat;
Decompression means (22, 24) for decompressing the refrigerant flowing out of the indoor heat exchanger (61);
And an outdoor heat exchanger (23) disposed outside the duct (9) and evaporating the refrigerant flowing out of the indoor heat exchanger (61) by heat exchange with the air outside the duct (9). (100),
(D) Inside air temperature detecting means (111) for detecting the air temperature in the passenger compartment;
(E) In a vehicle air conditioner comprising at least control means (8) for controlling the operating rate of the blower (26).
When the vehicle interior is heated using the heat pump cycle (100), the control means (8) is configured such that the lower the vehicle interior temperature detected by the internal air temperature detection means (111), the lower the air blower (26). A vehicle air conditioner characterized by limiting the maximum operating rate of the vehicle to a low level. An inside / outside air adjusting means (19) arranged at the air upstream end of the duct (9) to adjust the ratio of inside air to outside air introduced into the duct (9);
Humidity detection means (116) for detecting at least the humidity in the passenger compartment and determining the ease of fogging of the vehicle front window glass according to the humidity,
The control means (8) controls the inside / outside air adjusting means (19) to increase the inside air introduction rate as the window fogging determination value calculated by the humidity detecting means (116) is lower. The vehicle air conditioner according to claim 1. Room temperature setting means (40) for setting a passenger compartment temperature desired by a vehicle occupant,
When the set temperature set by the temperature setting means (40) is equal to or higher than a predetermined temperature, the control means (8) sets a limit value for the maximum operating rate of the blower (26), and the set temperature is the predetermined temperature. The vehicle air conditioner according to claim 1, wherein the vehicle air conditioner is made higher than the case of less than the lower limit. The duct (9) includes a plurality of air outlets (11 to 13) and air outlet switching means (14 to 16) for switching between opening and closing of the air outlets (11 to 13) at an air downstream end, and the air outlet switching. A plurality of outlet modes can be selected by controlling the means (14-16),
In the heat pump cycle (100), the indoor heat exchanger (61) is the first indoor heat exchanger (61), and the air upstream side of the first indoor heat exchanger (61) in the duct (9). And a second indoor heat exchanger (62) that evaporates the refrigerant flowing out of the first indoor heat exchanger (61) and cools the air in the duct (9) by the heat of evaporation, and the first Switching means (31-33) for switching between a flow path for flowing the refrigerant flowing out from the 1 indoor heat exchanger (61) to the outdoor heat exchanger (23) or a flow path for flowing to the second indoor heat exchanger (62) A refrigeration cycle (100) capable of cooling the passenger compartment by switching the flow path with the switching means (31-33),
The control means (8) includes a mode selection map for selecting the outlet mode according to the calculated target outlet temperature (TAO), and a face mode for blowing air to the occupant's head and chest in the mode selection map. The refrigeration cycle (100) is switched to a cooling operation mode when selected, and the refrigeration cycle (100) is switched to a heating operation mode when a mode other than the face mode is selected. The vehicle air conditioner according to any one of claims 3 to 4. In the duct (9), the air in the duct (9) is heated using cooling water that is disposed upstream of the indoor heat exchanger (61) and cools the engine (1) for traveling the vehicle as a heat source. A hot water heat exchanger (51)
An electric pump (52) for circulating the cooling water to the hot water heat exchanger (51);
Water temperature detecting means (115) for detecting the temperature of the cooling water to be circulated,
The control means (8) determines the operating rate of the electric pump (52) when the cooling water temperature detected by the water temperature detection means (115) is less than a predetermined temperature, and the cooling water temperature is equal to or higher than the predetermined temperature. The vehicle air conditioner according to any one of claims 1 to 4, wherein the air conditioner is made lower than the case. (A) An air passage for air to the passenger compartment is formed, and a plurality of air outlets (11 to 13) and air outlet switching means (14 to 16) for switching opening and closing of the air outlets (11 to 13) at the downstream end of the air ), A duct (9) capable of selecting a plurality of outlet modes by control of the outlet switching means (14-16),
(B) a blower (26) for blowing air into the passenger compartment in the duct (9);
(C) a compressor (20) for compressing and discharging the refrigerant;
A first indoor heat exchanger (61) which is disposed in the duct (9) and condenses the refrigerant discharged from the compressor (20) and heats the air in the duct (9) by the heat of condensation.
Decompression means (22, 24) for decompressing the refrigerant flowing out of the first indoor heat exchanger (61);
An outdoor heat exchanger (23) that is arranged outside the duct (9) and evaporates the refrigerant flowing out of the first indoor heat exchanger (61) by exchanging heat with the air outside the duct (9);
In the duct (9), the refrigerant which is disposed upstream of the first indoor heat exchanger (61) and flows out of the first indoor heat exchanger (61) is evaporated, and the heat of evaporation evaporates the duct. (9) a second indoor heat exchanger (62) for cooling the air inside,
And switching means (31-31) for switching to a flow path for flowing the refrigerant flowing out of the first indoor heat exchanger (61) to the outdoor heat exchanger (23) or a flow path for flowing to the second indoor heat exchanger (62). 33)
A refrigeration cycle (100) operable in a cooling cycle or a heating cycle by switching the flow path with the switching means (31-33);
(D) In a vehicle air conditioner comprising at least control means (8) for controlling the operation of the switching means (31 to 33).
The control means (8) includes a mode selection map for selecting the outlet mode according to the calculated target outlet temperature (TAO), and a face mode for blowing air to the occupant's head and chest in the mode selection map. The vehicular air conditioner is characterized in that when selected, the refrigeration cycle (100) is switched to a cooling cycle, and when a mode other than the face mode is selected, the refrigeration cycle (100) is switched to a heating cycle. (A) a duct (9) that forms an air passage for air to the passenger compartment;
(B) a blower (26) for blowing air into the passenger compartment in the duct (9);
(C) a compressor (20) for compressing and discharging the refrigerant;
An indoor heat exchanger (61) that is disposed in the duct (9), condenses the refrigerant discharged from the compressor (20), and heats the air in the duct (9) by its condensation heat;
Decompression means (22, 24) for decompressing the refrigerant flowing out of the indoor heat exchanger (61);
And an outdoor heat exchanger (23) disposed outside the duct (9) and evaporating the refrigerant flowing out of the indoor heat exchanger (61) by heat exchange with the air outside the duct (9). (100),
(D) In the duct (9), the cooling water disposed in the air upstream side of the indoor heat exchanger (61) and cooling the vehicle running engine (1) is used as a heat source in the duct (9). A hot water heat exchanger (51) for heating the air;
(E) an electric pump (52) for circulating the cooling water through the hot water heat exchanger (51);
(F) water temperature detecting means (115) for detecting the temperature of the circulating cooling water;
(G) In a vehicle air conditioner comprising at least control means (8) for controlling the operating rate of the electric pump (52),
When the cooling water temperature detected by the water temperature detecting means (115) is lower than a predetermined temperature when the control means (8) performs heating of the passenger compartment using the heat pump cycle (100), the electric pump The vehicle air conditioner characterized in that the operation rate of (52) is made lower than when the cooling water temperature is equal to or higher than the predetermined temperature.

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