JPH06135219A - Heat pump type air conditioning device for vehicle - Google Patents

Abstract

(57) [Summary] [Purpose] Stable control can improve the heating and cooling capacity regardless of climatic conditions outside the vehicle, does not require major design changes, and is also suitable for electric vehicles and for heat dissipation. It is possible to control so as not to radiate heat from the vehicle interior heat exchanger. [Composition] A compressor 31, a vehicle exterior heat exchanger 38, a heat radiation vehicle interior heat exchanger 33, an expansion means 34, an endothermic vehicle interior heat exchanger 35, and a refrigerant flow path switching means 32 are provided, and the heat radiation vehicle interior heat is provided. An avoidance flow path 90 that avoids the exchanger 33 and causes the refrigerant to flow to the heat absorption vehicle interior heat exchanger 35, and an avoidance that switches between a state in which the refrigerant flows to the heat dissipation vehicle interior heat exchanger 33 and a condition that causes the refrigerant to flow to the avoidance flow path 90 The present invention is characterized by including switching means 91 and 92.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a heat pump type air conditioner for a vehicle having a vapor compression cycle in which a refrigerant is circulated through an indoor / outdoor heat exchanger and a vehicle interior heat exchanger by driving a compressor.

[0002]

2. Description of the Related Art As a conventional heat pump type air conditioner for a vehicle, there is disclosed in Japanese Unexamined Patent Publication No. 2-290475 and Japanese Utility Model Publication No.
As disclosed in Japanese Laid-Open Patent Publication No. 130808, a four-way valve reverses the flow of refrigerant between heating operation and refrigerant operation. During heating operation, the outside heat exchanger is used as a heat absorber and the inside of the vehicle compartment is also used. Use the heat exchanger as a radiator,
It is known that the vehicle exterior heat exchanger is used as a radiator and the vehicle interior heat exchanger is used as a heat absorber during cooling operation.

Specifically, the above-mentioned Japanese Patent Laid-Open No. 2-290475.
The cooling and heating device disclosed in the publication will be described with reference to FIG. That is, during heating operation, the four-way valve 2 is switched as shown by the solid line, and the refrigerant is compressed from the compressor 1 to the four-way valve 2.
→ 1st vehicle interior heat exchanger 3 → heating heat exchanger 4 → 2nd vehicle interior heat exchanger 5 → expansion valve 6 → vehicle exterior heat exchanger 7 → four-way valve 2
→ Receiver 8 → Compressor 1 circulates, and the first vehicle interior heat exchanger 3 radiates the heat of the high-temperature refrigerant discharged from the compressor 1 to the air introduced by the blower fan 9 and warm air for heating the vehicle interior. The heat exchanger 4 for heating the engine 1
The waste heat from 0 is absorbed by the refrigerant, and the heat of this refrigerant is radiated to the air introduced by the blower fan 11 by the second vehicle interior heat exchanger 5 to create warm air for heating the vehicle interior, and the heat outside the vehicle interior. The exchanger 7 absorbs the heat of the outside air introduced by the fan 12 into the refrigerant. During the cooling operation, the four-way valve 2 is switched as shown by the dotted line, and the refrigerant is compressed by the compressor 1 → external vehicle heat exchanger 7 → expansion valve 6 → second vehicle interior heat exchanger 5 → first vehicle interior heat exchanger 3 → The four-way valve 2 → receiver 8 → compressor 1 circulates, and the heat exchanger 7 outside the vehicle interior radiates the heat of the refrigerant discharged from the compressor 1 and becomes high temperature to the outside air.
Reference numeral 5 radiates the heat of the air introduced by the blower fans 9 and 11 to the refrigerant to create cold air for cooling the vehicle interior.

[0004]

In such a conventional example, the flow of the refrigerant is reversed by the four-way valve 2 during the heating operation and during the refrigerant operation, and the exterior heat exchanger 7 is used as the heat absorber during the heating operation. In addition, the interior heat exchangers 3 and 5 are used as radiators to create warm air for heating the interior of the vehicle, and the exterior heat exchanger 7 is used as a radiator during cooling operation, and Since the heat exchangers 3 and 5 are used as heat absorbers to create cold air for cooling the vehicle interior, it can be used under climatic conditions such as when the outside temperature is low, when driving, when it rains, or when it snows. When the heating operation is performed, the heat absorption amount in the vehicle exterior heat exchanger 7 decreases. Assuming that the work amount of the compressor 1 is constant, the heat radiation amount in the vehicle interior heat exchangers 3 and 5 that radiates the total heat amount of the heat absorption amount from the vehicle exterior heat exchanger 7 and the work amount of the compressor 1. Is reduced,
Heating capacity is reduced. Moreover, under the above-mentioned climatic conditions, a frosting phenomenon is likely to occur, the number of defrosting operations increases, and stable heating operation may not be obtained.

Further, since the flow direction of the refrigerant changes between the cooling operation and the heating operation, both the exterior heat exchanger 7 side and the interior heat exchanger 3, 5 side pipes can withstand high temperature and high pressure. It was necessary to change the pipe diameter.

Further, during the heating operation, waste heat from the engine 10 is absorbed to produce warm air for heating the passenger compartment, which is not suitable for a vehicle having no large heat source such as a solar car or an electric vehicle.

On the other hand, the applicant of the present application has filed Japanese Patent Application No. 3-34.
No. 5950 proposes a new vehicle heat pump type air conditioner. This device is provided with a heat radiating passenger compartment heat exchanger in addition to the heat absorbing passenger compartment heat exchanger, and is switched by a three-way valve. According to such a device, the cooling and heating capacity can be improved by stable control without being influenced by the climatic conditions outside the vehicle compartment, no significant design change is required, and it is also suitable for electric vehicles and the like, and dehumidifying and heating is performed. You can

Specifically, as shown in FIG. 19, the three-way valve 32 is switched as shown by the solid line during the heating operation, and the refrigerant is the compressor 31 → the three-way valve 32 → the heat radiation vehicle interior heat exchanger 33 → the liquid. The air circulated through the tank 36 → expansion valve 34 → endothermic vehicle interior heat exchanger 35 → compressor 31, and the air introduced by the blower fan was cooled and dehumidified by heat exchange in the endothermic vehicle interior heat exchanger 35. After that, it is heated by heat exchange in the heat dissipation vehicle interior heat exchanger 33, and hot air for heating the vehicle interior is created.

Further, during the cooling operation, the three-way valve 32 is switched as shown by the dotted line, and the refrigerant is compressed by the compressor 31 → three-way valve 32 → external vehicle heat exchanger 38 → check valve 70 → radiating vehicle interior heat exchanger 33. -> Liquid tank 36-> expansion valve 34-> heat absorption vehicle interior heat exchanger 35-> compressor 31, and the vehicle exterior heat exchanger 38 radiates the heat of the high-temperature refrigerant discharged from the compressor 31 to the outside air, and the blower fan The air introduced in (1) is heat-exchanged by the heat-absorbing passenger compartment heat exchanger 35 to be cooled, and cold air for cooling the passenger compartment is created.

An air mix door 46 is provided on the upstream side of the heat radiating passenger compartment heat exchanger 33, and the air cooled by passing through the heat absorbing passenger compartment heat exchanger 35 is radiated passenger compartment heat exchanger. The rate of passage through 33 is adjusted to control the temperature. Therefore, when strong cooling such as maximum cooling is required, the front surface of the heat radiating vehicle interior heat exchanger 33 is closed by the air mix door 46, and the air cooled by passing through the heat absorbing vehicle interior heat exchanger 35 is cooled. All of them are allowed to flow down the heat radiating passenger compartment heat exchanger 33 so that heat is not exchanged in the heat radiating passenger compartment heat exchanger 33.

However, the heat-absorbing vehicle interior heat exchanger 35
Vortex C is generated by the air flowing down around the heat dissipation vehicle interior heat exchanger 33 at the rear of the heat dissipation vehicle interior room. Due to this vortex C, the air contacts the downstream surface of the heat dissipation vehicle interior heat exchanger 33, and The temperature rises due to heat exchange with the heat exchanger 33. The air whose temperature has risen flows down as shown by an arrow H, and eventually flows down as shown by G to mix with the air flowing around the heat dissipation vehicle interior heat exchanger 33 for avoidance. Therefore, the temperature becomes slightly higher than the temperature of the conditioned air that passes through the heat-absorbing passenger compartment heat exchanger 35,
There is a risk of causing a problem that the cooling performance at the time of maximum cooling is slightly deteriorated.

Therefore, the present invention can improve the cooling and heating performance by stable control regardless of the climatic conditions outside the vehicle compartment, does not require a significant design change, is suitable for automobiles, etc., and enables dehumidifying and heating. Moreover, it is an object of the present invention to provide a heat pump type air conditioner for a vehicle, which can further improve the cooling performance.

[0013]

In order to solve the above-mentioned problems, the invention according to claim 1 is connected to a compressor for adding a work amount to a refrigerant and a refrigerant discharge side of this compressor to transfer heat of the refrigerant to the outside air. A heat exchanger outside the vehicle interior for radiating heat to the vehicle, and a heat radiating vehicle interior heat exchanger that is connected to the refrigerant discharge side of the compressor and exchanges the heat of the refrigerant with the air introduced by the air blowing means to produce warm conditioned air. Expansion means connected to the refrigerant outflow side of the heat dissipation vehicle interior heat exchanger, and a refrigerant outflow side of the expansion means and the refrigerant suction side of the compressor, the heat of the air introduced by the blower means An endothermic passenger compartment heat exchanger for exchanging heat with a refrigerant supplied through the expansion means from at least one of an exterior heat exchanger and a heat dissipation passenger compartment heat exchanger, and a refrigerant of the compressor Provided between the outlet side and the refrigerant inflow side of the vehicle exterior heat exchanger and the heat dissipation vehicle interior heat exchanger, the refrigerant discharged from the compressor is introduced into at least the vehicle exterior heat exchanger during cooling operation. A refrigerant switching means for avoiding the heat exchanger outside the passenger compartment and introducing it into the heat exchanger for heat radiating inside the vehicle during heating operation, and avoiding the heat exchanger for heat radiating inside the passenger compartment to absorb the refrigerant It is characterized by comprising an avoidance flow path for flowing to the heat exchanger, and an avoidance switching means for switching between a state of flowing the refrigerant to the heat dissipation vehicle interior heat exchanger and a state of flowing to the avoidance flow path.

According to a second aspect of the present invention, there is provided the heat pump type air conditioning system for a vehicle according to the first aspect, wherein the avoidance switching means is switched according to a thermal environment condition in the vehicle compartment.

According to a third aspect of the present invention, there is provided the heat pump type air conditioner for a vehicle according to the second aspect, wherein the avoidance switching means, when the thermal environment condition in the vehicle interior requires strong cooling, It is characterized in that switching is performed so that the refrigerant flows into the avoidance flow path.

The invention according to claim 4 is the heat pump type cooling and heating apparatus for a vehicle according to claim 2 or claim 3, wherein the conditioned air that has exchanged heat with the refrigerant blows warm air to the foot of the passenger compartment. The avoidance switching means is switched so as to flow the refrigerant to the avoidance flow path when the blowout means is in another mode.

According to a fifth aspect of the present invention, there is provided the heat pump type air conditioner for a vehicle according to the third aspect, wherein the heat radiating air is exhausted with respect to the total amount of the conditioned air heat-exchanged by the heat absorbing vehicle interior heat exchanger. It has an air distribution ratio adjusting means for adjusting a ratio of passing through the vehicle interior heat exchanger, and the air distribution ratio adjusting means adjusts the air flow ratio substantially when the thermal environment in the vehicle interior requires strong cooling. It is characterized by being in the middle.

[0018]

According to the first aspect of the present invention, during the heating operation, the compressor is driven to flow the refrigerant from the compressor to the flow path switching means, the heat radiating passenger compartment heat exchanger, the expanding means and the heat absorbing passenger compartment heat exchanger in this order. The heat exchanger interior heat exchanger for heat absorption radiates the heat of the high temperature refrigerant discharged from the compressor to the air introduced by the air blower to create warm air, and the heat exchanger interior heat exchanger for heat absorption. Absorbs the heat of the air introduced by the air blowing means into the refrigerant to produce cold air. During cooling operation, the compressor drives the refrigerant to switch the flow path from the compressor to the exterior heat exchanger alone or both the exterior heat exchanger and the heat dissipation interior heat exchanger, the expansion means,
It circulates to the compressor via the heat absorbing vehicle interior heat exchanger in order and radiates the heat of the high temperature refrigerant discharged from the vehicle interior heat exchanger or the compressor to the outside air, and the heat absorbing vehicle interior heat exchanger introduces it by the blowing means. The heat of the generated air is absorbed by the refrigerant to create cold air. Then, for example, during the cooling operation, the avoidance switching means can switch between the state in which the refrigerant flows to the heat radiating passenger compartment heat exchanger and the state in which the refrigerant flows to the avoidance flow path.

When switching to the avoidance flow path, it is possible to avoid the heat radiating vehicle interior heat exchanger and prevent the refrigerant from flowing to the heat absorbing vehicle interior heat exchanger and radiating heat from the heat radiating vehicle interior heat exchanger. Therefore, it is possible to pass through the heat radiation vehicle interior heat exchanger that does not radiate the conditioned air.

According to the second aspect of the present invention, the avoidance switching means is switched in accordance with the thermal environment condition in the vehicle interior, and the heat radiating vehicle interior heat exchanger is avoided in accordance with the thermal environment condition to absorb the refrigerant in the vehicle interior. The heat can be supplied to the heat exchanger, and heat can be prevented from being dissipated from the heat radiating passenger compartment heat exchanger according to the thermal environment condition in the passenger compartment.

According to the third aspect of the invention, the refrigerant can flow into the avoidance flow path when the thermal environment in the vehicle interior requires strong cooling. Therefore, when strong cooling is required, it is possible to avoid the heat radiating vehicle interior heat exchanger and allow the refrigerant to flow to the heat absorbing vehicle interior heat exchanger.

In a fourth aspect of the invention, when the blowing means has a mode for blowing the conditioned air that has exchanged heat with the refrigerant into the vehicle cabin at different temperatures, and another mode, the blowing means has another mode. In this case, the refrigerant can flow into the avoidance flow path. Therefore, in modes other than the mode in which the conditioned air that has undergone heat exchange with the refrigerant is blown out as warm air to the feet inside the passenger compartment, it is possible to stop the heat dissipation from the heat dissipation passenger compartment heat exchanger, and to fully exert the air conditioning performance. it can.

According to the fifth aspect of the invention, when the thermal environment in the vehicle interior requires strong cooling, the ratio of the conditioned air passing through the heat radiating vehicle interior exchanger can be set to a substantially intermediate value. Therefore, the ventilation resistance can be reduced while avoiding the heat radiation vehicle interior heat exchanger and flowing the refrigerant to the heat absorption vehicle interior heat exchanger.

[0024]

Embodiments of the present invention will be described below.

FIG. 1 is a schematic configuration diagram of a vehicle heat pump type cooling and heating apparatus according to a first embodiment of the present invention, and FIG.
It is a schematic block diagram which shows only a refrigerant cycle.

As shown in FIGS. 1 and 2, the compressor 31 is provided outside the vehicle compartment such as the engine room, and the input value is directly variable like an electric compressor or a hydraulic drive compressor. There is. On the discharge side of the compressor 31, a vehicle exterior heat exchanger 38 and a heat radiation vehicle interior heat exchanger 33 are three-way valves 3 as flow path switching means.
It is connected via 2.

The vehicle exterior heat exchanger 38 is provided outside the vehicle compartment such as an engine room and serves as a vehicle exterior condenser that radiates the heat of the refrigerant discharged from the compressor 31 to the outside air.

The heat radiating vehicle interior heat exchanger 33 is provided in a duct 39 as a main body of the apparatus, which is disposed in the vehicle interior front portion such as the back side of the instrument panel, and heats the refrigerant discharged from the compressor 31. Is a heat dissipation type vehicle interior capacitor that radiates heat to the air introduced by a blower fan 37 as a blower.

During the heating operation, the three-way valve 32 is in the flow path switching state as shown by the solid line, and the compressor 31
Is connected to the refrigerant inflow side of the heat radiating vehicle interior heat exchanger 33, while the cooling operation is in the flow path switching state as shown by the dotted line, and the discharge side of the compressor 31 is connected to the vehicle exterior heat exchanger 38 and the reverse side. It is connected to the refrigerant inflow side of the heat-radiating vehicle interior heat exchanger 33 via a stop valve 70.

The check valve 70 allows the flow of the refrigerant from the vehicle exterior heat exchanger 38 side to the heat radiating vehicle interior heat exchanger 33 side, and from the heat radiating vehicle interior heat exchanger 33 side to the vehicle exterior heat exchange. Bowl 3
The flow of the refrigerant to 8 is blocked.

On the refrigerant outflow side of the heat radiation vehicle interior heat exchanger 33, the refrigerant inflow side of the heat absorption vehicle interior heat exchanger 35 provided upstream in the duct 39 is provided outside the liquid tank 36 and the vehicle interior. As the expansion means, they are connected via an expansion valve 34 that adiabatically expands the liquid refrigerant to atomize it.

The heat absorbing vehicle interior heat exchanger 35 supplies the heat of the air introduced by the blower fan 37 from at least one of the vehicle exterior heat exchanger 38 and the heat radiating vehicle interior heat exchanger 33 through the expansion valve 34. It is an endothermic evaporator that absorbs heat of the generated refrigerant and produces cold air. The refrigerant intake side of the compressor 31 is connected to the refrigerant outflow side of the heat absorption vehicle interior heat exchanger 35.

On the other hand, particularly in the embodiment of the present invention, the avoidance flow passage 90 is provided for short-circuiting the upstream and downstream pipes of the heat radiation vehicle interior heat exchanger 33. The avoidance flow path 90 is configured to bypass the heat dissipation vehicle interior heat exchanger 33 and allow the refrigerant to flow to the heat absorption vehicle interior heat exchanger 35. In addition, a first opening / closing valve 91 is provided in a pipe line on the upstream side of the heat dissipation vehicle interior heat exchanger 33, and a second opening / closing valve 92 is provided in the avoidance flow passage 90. These open / close valves 91 and 92 are provided for the control device 43.
Electromagnetic actuators 91a, 92a controlled by
It is designed to be opened and closed by Therefore, by opening and closing these on-off valves 91 and 92, the state in which the refrigerant flows to the heat-radiating vehicle interior heat exchanger 33 and the avoidance flow path 9
It can be switched to the state of flowing to 0, and both open / close valves 9
Reference numerals 1 and 92 constitute avoidance switching means. In this way, the avoidance flow path 90 for avoiding the heat-radiating passenger compartment heat exchanger 33 to flow the refrigerant to the heat-absorbing passenger compartment heat exchanger 35 and the state of flowing the refrigerant to the heat-radiating passenger compartment heat exchanger 33 Avoidance channel 9
It is configured to include an avoidance switching means for switching to a state of flowing to 0 (claim 1).

An auxiliary heater 76 is provided on the air inflow side of the heat dissipation vehicle interior heat exchanger 33. The auxiliary heater 76 is a variable type electric heater whose output can be arbitrarily set by the input voltage, and the input voltage is controlled by the control device 43. When the auxiliary heater 76 is turned on, the air passing through the heat dissipation vehicle interior heat exchanger 33 is heated.

Inside the duct 39, on the upstream side of the heat-absorbing passenger compartment heat exchanger 35, there are an inside air introducing tube 40 for introducing the passenger compartment air and an outside air introducing tube 41 for introducing the outside air in response to the traveling wind pressure. It is connected. The blower fan 37 is arranged between the inside air introduction pipe 40 and the outside air introduction pipe 41 on the air outlet side (downstream side of the air flow) and the heat absorbing vehicle interior heat exchanger 35, and is rotated by the blower fan motor 44. It is designed to be driven.

An air mix door 46 is provided on the upstream side of the heat radiation vehicle interior heat exchanger 33. The air mix door 46 is driven by an air mix door actuator (not shown) driven by the control device 43, and cools the air passing through the heat absorbing vehicle interior heat exchanger 35 and radiating the vehicle interior heat exchanger. Opening and closing so as to adjust the ratio (amount of airflow between cold air and warm air) that is divided between cold air that is still cold by avoiding 33 and warm air that has been warmed by passing through the heat dissipation vehicle interior heat exchanger 33. It constitutes the air distribution ratio adjusting means. Air mix door opening X, which is the opening of the air mix door 46
dsc is set as the air mix door opening Xdsc = 0% (fully closed) when the air mix door 46 is at the position indicated by the alternate long and short dash line and the air flow distribution between the cool air and the warm air is 100% cold air. When the mix door 46 is at the position indicated by the chain double-dashed line and the air volume distribution between the cold air and the hot air is 100% warm air, the air mix door opening Xdsc = 100% (fully open).
Is set.

Heat exchanger 3 for heat dissipation in the passenger compartment of the duct 39
An air mix chamber 47 as a room for producing temperature-controlled conditioned air by improving the mixing of the cold air and the hot air is provided on the downstream side of 3. The air mix chamber 47 has a ventilator outlet 51 (51a, 51a) for blowing out conditioned air toward the upper body of the target occupant.
b, 51c, 51d), a foot outlet 52 (52a) that blows the conditioned air toward the feet of the target occupant, and a defroster outlet 53 (53a) that blows the conditioned air toward the front window. There is. A ventilator door 55 and a foot door 5 are provided in the air mix chamber 47.
6 and a defroster door 57 are provided. The ventilator door 55 opens and closes the ventilator outlet 51 by an unillustrated ventilator door actuator driven by the control device 43. The foot door 56 opens and closes the foot outlet 52 by an unillustrated foot door actuator driven by the control device 43. The defroster door 57 opens and closes the defroster outlet 53 by a defroster door actuator (not shown) driven by the control device 43.

A circulation passage 71 communicating with the inside air introducing pipe 40 is connected to the air mix chamber 47. The opening 72 from the circulation passage 71 to the air mix chamber 47 is provided with an inlet side door 74 of the circulation passage 71, and a branch portion 73 between the circulation passage 71 and the inside air introduction pipe 40.
An exit side door 75 is provided in the. Entrance side door 7
4 opens and closes the opening 72 by an entrance side door actuator (not shown) driven by the control device 43, and opens the exit side door 75.
Switches the branch portion 73 by an outlet door actuator (not shown) driven by the control device 43. That is, in a state where the inlet side door 74 and the outlet side door 75 are opened (the outlet side door 75 closes the inside air introduction pipe 40), temperature control air circulates from the air mix chamber 47 to the upstream side of the blower fan 37.

The control unit 43 includes a heat absorption vehicle interior heat exchanger intake air temperature sensor 58, a heat absorption vehicle interior heat exchanger blowout air temperature sensor 59, a ventilator outlet air temperature sensor 60, and a solar radiation sensor 61. And an outside air temperature sensor 62,
Room temperature sensor 63 and room temperature setting device 64 provided on the air conditioning setting panel 89 (indicated by a signal line in FIG. 1 for convenience)
A heat environment from a heat environment information input means such as an outlet mode switch 65 (the same), a blower fan switch 66 (the same), a refrigerant temperature sensor 67, and a heat radiation vehicle interior heat exchanger blown air temperature sensor 68. information by, calculates a target air conditioning condition, such as an amount of air passing through V _eva and the target outlet air temperature T _o which passes through the air mixing door opening Xdsc input value W _comp and heat-absorbing inner heat exchanger 35 of the compressor 31, the passenger compartment The compressor 31, the blower fan motor 44, the air mix door actuator, the ventilator door actuator, the foot door actuator, the defroster door actuator, and the like are driven so that the cooling and heating conditions of 1 above maintain the calculated target cooling and heating conditions. The thermal environment information includes the intake air temperature T _suc of the heat-absorbing passenger compartment heat exchanger 35, the blown-air temperature T _out of the heat-absorbing passenger compartment heat exchanger 35, and the blow-out air temperature of the heat-releasing passenger compartment heat exchanger 33. T _v and the temperature T of the air blown from the ventilator outlet 51
_vent , the amount of solar radiation Q _sun , the outside air temperature T _amb outside the vehicle compartment, the detected room temperature _{inside the} vehicle compartment (room air temperature) T _room , the set temperature T _{ptc inside the} vehicle compartment, and the heat radiation _{inside the} vehicle heat exchanger 33 for heat radiation For example, the refrigerant temperature T _ref .

The vehicle heat pump type air conditioner according to the above embodiment is mainly controlled based on the flowcharts shown in FIGS. 3 and 4, and the cooling operation and the heating operation are selected according to the flowchart shown in FIG. The compressor control during heating temperature adjustment is performed according to the flowchart shown in FIG. 9, and the compressor control during cooling temperature adjustment is performed according to the flowchart shown in FIG.
Therefore, first, the main control will be described based on the flowcharts of FIGS. 3 and 4.

The process is started by turning on the switch of the air conditioning unit and starting the control unit.
In 1, the multipliers (A to H, P to S) used in the calculation formula are set.

At step 302, various sensor outputs are read. The output of the _room temperature sensor 63 is T _room, the temperature _{inside the} vehicle compartment, the Q _sun is the output of the solar radiation sensor 61, and the amount of solar radiation is T _amb.
Is the output of the outside air temperature sensor 62, T _ptc is the output of the room temperature setting device 64, the set temperature in the vehicle compartment, and V _fan and _set are the fan switch settings.

In step 303, the applied voltage V _fan of the blower fan for generating the conditioned air is set according to the deviation between the _room temperature set value T _ptc set by the passenger and the room temperature T _room .

In step 304, the correction setting room temperature T _ptc '
_Is calculated by the following equation using the constants P and Q, the set room temperature T _ptc and the outside air temperature T _amb, and the set room temperature is corrected.

T _ptc ′ = T _ptc + P × T _amb + Q Specifically, if the outside air temperature is high, the set room temperature is corrected to be low.

In step 305, the target blowout temperature T _of is calculated by the following equation using the constants A, B, C, D, H, the outside air temperature T _amb , the corrected set room temperature T _ptc ′, and the solar radiation amount Q _sun .

T _of = A × T _amb + B × T _ic + C ×
T _ptc ′ + D × Q _sun + H In step 306, based on the target outlet temperature T _of , the outlet mode is VENT mode in which the upper half of the front occupant is blown, FOOT mode in which the lower half of the front occupant is blown, or both are blown. Select one of the BI-LEVEL modes to issue.

In step 307, it is determined whether the manual fan switch has been pressed. If the manual fan switch is pressed, the setting fan is set to the blower fan voltage in step 308 in order to respond to the operation. If the manual fan switch is not pressed in step 307, the process proceeds to step 309 and the blower fan voltage determined in the previous step is used as it is.

In step 310, the blower fan voltage determined in step 308 or step 309 is output to the blower fan motor 44. In step 311, the air mix opening X _m is calculated by the following equation using the constants R and S and the target outlet temperature T _of .

X _m = R × T _of + S In step 312, the compressor and the compressor motor are controlled. This control will be described later with reference to FIGS.

At step 313, the output is output to each door actuator to set the door at an appropriate position.

Step 314 is a thermal environment condition inside the vehicle,
In particular, it is determined whether strong cooling is required. If the target outlet temperature T _of falls below 3 ° C. and it is determined that strong cooling is required, the process proceeds to step 315, and if not, the process proceeds to step 316. .

In step 315, control is performed to flow the refrigerant through the avoidance flow path 90. Specifically, the first opening / closing valve 91 is closed and the second opening / closing valve 92 is opened by a command from the control device 43 to the electromagnetic actuators 91a and 92a.
As a result, the refrigerant is used in the vehicle interior heat exchanger 38 during the cooling operation.
Through the avoidance flow path 90, the liquid tank 36, the expansion valve 34, and the heat-absorbing vehicle interior heat exchanger 35.

In step 314, if the target outlet temperature T _of exceeds 3 ° C., in step 316, the control of flowing the refrigerant into the heat radiating passenger compartment heat exchanger 33 is performed. Specifically, in response to a signal from the control device 43, the first opening / closing valve 91
Is opened and the second on-off valve 92 is closed.

Therefore, the first and second on-off valves 91 and 92 as the avoidance switching means are switched according to the thermal environment condition in the vehicle compartment, and especially when the thermal environment condition in the vehicle compartment requires strong cooling. The configuration is such that the refrigerant is switched to flow to the passage 90 (claims 2 and 3).

Next, at step 317, the outlet mode is judged. The determination of the outlet mode is made by distinguishing between a mode (for example, BI-LEVEL mode and FOOT mode) in which the conditioned air that has exchanged heat with the refrigerant is discharged as warm air to the foot of the passenger compartment, and other modes. In other modes, the process proceeds to step 318, and the avoidance flow path 9
The refrigerant is controlled to flow to 0. This control is similar to that in step 315. Therefore, when the occupant is intensively applying the conditioned air to the face or the like, the refrigerant can be made to flow in the avoidance flow path. The outlet mode is BI-
In LEVEL mode or FOOT mode,
The process proceeds to step 319, and the control of flowing the refrigerant into the heat-radiating vehicle interior heat exchanger 33 is performed. This control is similar to step 316. Therefore, the first and second on-off valves 91 and 92 as the avoidance switching means are configured to switch so that the refrigerant flows to the avoidance flow path 90 when the blowing means is in the other modes (claim 4). .

In this case, by controlling each door actuator by the control device 43, the conditioned air blowing mode (blowout port mode) for the occupant is changed to the foot mode (FOO).
T), vent mode (VENT), and bi-level mode (BI-LEVEL) can be switched, and the control device 43, each door 55, 56, 57, and each door actuator use the air-conditioned air that has exchanged heat with the refrigerant. A blowing means having a mode (BI-LEVEL mode) for blowing air into the room at vertically different temperatures and another mode (FOOT, VENT mode) are configured.

FIG. 5 shows a control diagram according to the above embodiment. In the figure, the operation mode refers to the exterior heat exchanger 3
8 is a cooling operation mode (Cooler) in which a refrigerant is supplied, and a heating operation mode (Heate) in which no refrigerant is supplied to the exterior heat exchanger 38.
r) say. In addition, the blowing mode is a vent mode (VENT) that blows the conditioned air toward the upper part of the target occupant, a foot mode (FOOT) that blows the conditioned air toward the lower part of the target occupant, and feet, and a bi-level mode that blows both of them ( BI-LEVEL). As the blowing temperature becomes lower, the blowing wind direction is toward the upper side of the target occupant. The air mix opening is a stepwise switch between whether the conditioned air cooled by the heat-absorbing passenger compartment heat exchanger 35 passes through the heat-dissipating passenger compartment heat exchanger 33 or is blown into the passenger compartment without passing it. Is a target value when controlling the rotational position of the air mix door 46, and 100% in the figure means that all of the conditioned air that has passed through the heat absorbing vehicle interior heat exchanger 35 is radiating vehicle interior heat exchanger 3
3 shows a case in which the air mix door 46 is rotated so as to pass through 3, and a case in which the air mix door 46 is rotated so as to avoid the heat radiation vehicle interior heat exchanger 33, contrary to 0% in the figure, is shown. . The compressor rotation speed is the rotation speed of the air-conditioning compressor whose rotation speed is set by electric means such as a motor or hydraulic means such as a hydraulic motor, and 100% in the figure is the maximum rotation speed. The stop in the figure is a case where the compressor is not rotated. The avoidance flow passage opening means switching of the refrigerant flow depending on whether the heat dissipation vehicle interior heat exchanger 33 is passed or avoided by the avoidance flow passage 90. Closing the vehicle interior heat exchanger means avoiding the heat radiating vehicle interior heat exchanger 33. Contrary to closing the avoidance passage and opening the heat radiating vehicle interior heat exchanger in the figure, all the refrigerant is radiated to the heat radiating vehicle. This is to pass through the indoor heat exchanger 33. Then, in this embodiment, the avoidance flow passage 90 is closed, and the heat dissipation vehicle interior heat exchanger 33 is
In order to avoid the flow of the refrigerant from the state in which the refrigerant flows to the avoidance flow path 90, it is performed when the target outlet temperature T _of is 3 ° C. or the outlet mode is the vent mode. It is designed to be performed in level mode.

When the target outlet temperature T _of is lower than 3 ° C. or the outlet mode is the vent mode by the above control, no refrigerant flows into the heat radiating passenger compartment heat exchanger 33 and the heat radiating is not performed. There is no. Therefore, FIG.
Even if the air cooled by passing through the heat-absorbing vehicle interior heat exchanger 35 as described above is not warmed even if it touches the downstream surface of the heat-radiating vehicle interior heat exchanger 33, the ventilator outlet is kept cold. It is blown from 51 into the passenger compartment. For this reason,
When the thermal environment in the vehicle interior requires strong cooling, such as immediately after boarding in the summer, the strong cooling state can be reliably obtained, and the vehicle interior can be rapidly cooled.

Further, as shown in FIG. 7, when the air distribution ratio of the air mix door 46 is set to approximately the middle, half of the air cooled by passing through the heat-absorbing passenger compartment heat exchanger 35 has half the heat-dissipating passenger compartment heat. It will pass through the exchanger 33 (in FIG. 5, the air mix opening is set to a position of approximately 50% when the target outlet temperature T _of is extremely low (below 3 ° C.)). Moreover, since the refrigerant does not flow into the heat radiating passenger compartment heat exchanger 33 as described above, there is no heat exchange in the heat radiating passenger compartment heat exchanger 33. Therefore, the passage in the duct 39 is enlarged, the passage resistance is reduced, and the air volume during the strong cooling (maximum cooling) can be further increased, so that the vehicle interior can be cooled more rapidly. Therefore, when the thermal environment condition in the vehicle interior requires strong cooling, the air distribution ratio adjusting means has a total air volume of the conditioned air that has been heat-exchanged by the heat-absorbing vehicle interior heat exchanger,
The ratio of passing through the heat-radiating vehicle interior heat exchanger 33 is set to an approximately intermediate ratio (claim 5).

8 to 10 show step 31 in FIG.
2 shows a flowchart for executing 2. First, FIG. 8 shows a flowchart of selection between the cooling operation and the heating operation.

At step 1001, various data are read. The reading here is step 3 in FIG.
Data other than the data read in 02 is read. T _out
Is the output of the air temperature sensor 59, the temperature of the air blown out from the heat-absorbing passenger compartment heat exchanger 35, T _suc is the output of the air temperature sensor 58, the temperature of the heat-absorbing passenger compartment heat exchanger intake air, and T _v is the air temperature sensor 67. At the output, the temperature of air blown from the heat-radiating passenger compartment heat exchanger 33, V _comp is a physical quantity representing the work of the compressor, and V _comp is
_The compressor discharge amount increases in proportion to _comp , and the compressor work amount also increases (equivalent to the frequency when using an electric compressor).

In step 1102, it is determined whether or not the defroster switch is ON. If the defroster switch is ON, the process proceeds to step 1103.
If the defroster switch is off, the process proceeds to step 1104.

In step 1103, a correction term for the case where the defroster switch is ON is given to the target cooling state of the heat-absorbing passenger compartment heat exchanger 35. ? T _c is a correction term air temperature balloon heat-absorbing inner heat exchanger as a target during the cooling operation,? T _H is the correction term of the upper limit cooling temperature of the heating operation (window sunny temperature T _fine), defroster switch O
When N is set, the target cooling state in the heat absorption vehicle interior heat exchanger 35 is set lower to increase the dehumidification amount, and the amount of reheat in the heat radiation vehicle interior heat exchanger 33 is increased. Eventually, the conditioned air is blown into the passenger compartment at the target blowing temperature. Similarly, in step 1104, a correction term for the target cooling state of the heat-absorbing passenger compartment heat exchanger 35 when the defroster switch is not turned on is given.

In step 1105, step 1103
And the correction term given in step 1104 are used to compare the cooling states in the heat-absorbing passenger compartment heat exchanger 35 in the cooling operation and in the heating operation, and the cooling state in the cooling operation is more heating. When the temperature becomes lower than that in the operation, the operation proceeds to step 1106 to perform the cooling operation. On the contrary, when the cooling state in the heating operation becomes lower than that in the cooling operation, the operation proceeds to step 1107. Carry out driving.

FIG. 9 shows a flowchart of compressor control during heating temperature control. When the heating operation is executed,
In step 1201, it is determined whether the defroster switch is turned on.

If the defroster switch is ON in step 1201, in step 1202, conversely, if the defroster switch is OFF, step 120
In 3, the correction temperature δT _H for the upper limit cooling temperature T _fine of the heat absorption vehicle interior heat exchanger 35 during heating operation is given.
Here, the correction is made only for ON / OFF of the defroster switch, but it may be corrected for the heat load condition of the vehicle, for example, the solar radiation, the temperature inside the vehicle, the outside air temperature, and the blowout temperature.

In step 1204, the set upper limit cooling temperature T ₅ at low outside air temperature is compared with the upper limit cooling temperature T _fine based on the outside air temperature T _amb , and the larger one is set to the upper limit cooling temperature (upper limit) during heating operation. _T'int ). Here, the outside air temperature is represented as one of the factors that determine the upper limit cooling temperature, but other than the outside air temperature, the thermal environment condition of the vehicle, the window fog sensor output, or the like may be used.

[0069] At step 1205, the set temperature T _seto based on freezing of the heat-absorbing inner heat exchanger 35 (T ₆₎ as the lower limit cooling temperature (the lower limit T _'int).

In step 1206, it is determined whether or not the air temperature T _{out of the} heat exchanger interior heat exchanger blown out of heat is lower than the lower limit cooling temperature (lower limit _T'int ) set in step 1205. If T _out <lower limit T ′ _int , the heat absorbing vehicle interior heat exchanger 35 may be frozen if this condition is left,
Proceeding to step 1212, the work of the compressor 31 is decreased by ΔV _c to raise the temperature of the heat exchanger for heat absorption in the passenger compartment and to bring it into the upper and lower cooling temperatures. At this time, although not shown in the figure, at the same time, control is performed to raise the intake air temperature of the heat-absorbing vehicle interior heat exchanger to prevent the blow-out temperature from decreasing due to the decrease in the work of the compressor 31.

[0071] In step 1206, if the T _out> lower T _'int, the process proceeds to step 1207, air temperature T _out balloon heat-absorbing inner heat exchanger, Step 12
It is determined whether the temperature is higher than the upper limit cooling temperature (upper limit _T'int ) set in 04.

[0072] In step 1207, if the T _out> upper _T'int, the process proceeds to step 1210, the workload of the compressor 31 is increased by △ V _c, heat-absorbing in order to ensure the dehumidifying amount of the conditioned air Lower the indoor heat exchanger blowout temperature. Conversely, in the case of T _'out ≦ upper _T'int, the process proceeds to step 1208, calculates the difference △ theta target conditioned air temperature T _of the balloon heat-radiating inner heat exchanger air-conditioning temperature T _v.

In step 1209, if Δθ> S, the blow-out temperature has not reached the target air conditioning air temperature T _of , so the routine proceeds to step 1210, where the work amount of the compressor 31 is increased by ΔV _c. Increase the blowout temperature. Here, S is the amount of judgment of the deviation Δθ. In the case of Δθ <−S, the air temperature of the heat exchanger interior heat exchanger blown out is higher than the target blowout temperature. Therefore, the routine proceeds to step 1212, where the work amount of the compressor 31 is reduced by ΔV _c to raise the blowout temperature. Lower. Under conditions other than these, the routine proceeds to step 1211, and the current compressor work amount is maintained.

Also in the conventional vehicle heat pump cooling and heating apparatus, the work temperature of the compressor 31 can be varied to control the blowing temperature. However, with respect to a constant change in the working amount, the blowing temperature is controlled according to the outside air temperature and the running condition. The amount of temperature change greatly differs, making it difficult to control the temperature inside the vehicle stably.

However, in the heating operation of the vehicle air conditioner according to the embodiment of the present invention, continuous heating operation is possible without being affected by the outside air temperature, and the increase / decrease in the work amount of the compressor 31 by a certain amount changes to the outside air temperature. Always appears as a predetermined amount of change in the blowout temperature (change in the amount of heat released into the passenger compartment), regardless of the driving conditions, and moreover, during the heating operation, the heat-absorbing passenger compartment heat exchanger 35 is always accompanied by dehumidification (cooling). Due to the characteristic of swelling, the dehumidifying temperature control for the vehicle interior without an unstable phenomenon can be performed by the compressor control as shown in FIG.

FIG. 10 shows a flowchart of the compressor control during the cooling operation. When the cooling operation is executed, it is determined in step 1301 whether or not the vent is blown.

In the case of vent blowing, the most energy saving is to blow the air into the passenger compartment after cooling the temperature of the air flowing into the heat-absorbing passenger compartment heat exchanger 35 to the target outlet temperature. Blowout temperature X _M (T _of )
Is the target temperature T'of the temperature of the air blown from the heat exchanger for heat absorption in the passenger compartment
Set to _int .

At step 1301, in the case other than vent blowing, the routine proceeds to step 1303, where it is judged whether or not the bi-level mode is set.

In case of the bi-level mode, step 1
305, otherwise step 1304
Then, the correction temperature δT _c of the air temperature blown out from the heat-absorbing passenger compartment heat exchanger is given. This corrected temperature is set to a larger value as the amount of reheat in the heat radiation vehicle interior heat exchanger 33 increases.

[0080] In step 1306, the target temperature T _'int of air temperature balloon heat-absorbing inner heat exchanger, step 1
The temperature T ₅ used in 204 and the target blowout temperature T _of are set to the larger temperature corrected by the correction term given in step 1304 or step 1305.

In step 1307, step 1302
Alternatively, the difference θ between the target temperature T ′ _int calculated in step 1306 and the air temperature T _out of the heat-absorbing passenger compartment heat exchanger is calculated.

In step 1308, step 1307 is executed.
When the value of θ calculated in step 3 is θ <−S _o , step 1
Proceeding to step 309, the work amount of the compressor 31 is increased by ΔV _c to lower the air temperature of the heat-absorbing vehicle interior heat exchanger,
If θ> S _o , it is determined that the work of the compressor 31 is larger than necessary, and the process proceeds to step 1311, where the work of the compressor 31 is decreased by ΔV _c , and otherwise. , Maintain current compressor work. Here, S _o is the determination amount of θ.

Accordingly, during the heating operation, the three-way valve 32 is switched as shown by the solid line in FIG. 1, and the refrigerant is compressed by the compressor 31, the three-way valve 32, the heat radiation vehicle interior heat exchanger 33, the liquid tank 36, the expansion valve 34, and the like. The heat of the heat absorbing vehicle interior heat exchanger 35 is circulated from the compressor 31, and the heat radiating vehicle interior heat exchanger 33 discharges the heat of the high-temperature refrigerant from the compressor 31 into the air introduced by the blower fan 37 or the ram when the vehicle is traveling. Heat is radiated to the air introduced by the pressure to generate warm air, and the heat-absorbing vehicle interior heat exchanger 35 radiates the heat of the air introduced by the blower fan 37 or the air introduced by the ram pressure when the vehicle is traveling to the refrigerant. And make cold air. During the cooling operation, the three-way valve 32 is switched as shown by the dotted line in FIG.
The refrigerant is the compressor 31 → three-way valve 32 → external vehicle heat exchanger 38 → check valve 70 → radiation vehicle interior heat exchanger 33 → liquid tank 36 → expansion valve 34 → heat absorption vehicle interior heat exchanger 35 → compressor 31. The heat of the high-temperature refrigerant that circulates and is discharged from the compressor 31 is radiated to the outside air by the heat exchanger 38 outside the vehicle compartment, and the remaining heat is radiated from the vehicle interior heat exchanger 33 by the blower fan 37 to the air or the vehicle. The air introduced by the ram pressure during traveling is radiated to create warm air, and the heat-absorbing vehicle interior heat exchanger 35 heats the air introduced by the blower fan 37 or the air introduced by the ram pressure during vehicle traveling. Radiates heat to the refrigerant to create cold air.

That is, during the heating operation, when the compressor 31 is started, the heat absorption amount of the heat absorption passenger compartment heat exchanger 35 and the work amount corresponding to the actual input value W _comp of the compressor 31 are exchanged with each other. Since the heat is dissipated in the device 33, air having a temperature higher than the intake air temperature T _suc of the heat-absorbing passenger compartment heat exchanger 35 is blown into the passenger compartment, and as the operating time elapses, the passenger compartment temperature, that is, the heat-absorbing passenger compartment Since the intake air temperature T _suc of the heat exchanger 35 rises and the actual input value W _comp of the compressor 31 can be increased accordingly, the passenger compartment is warmed up at an accelerated rate. Further, since the air that has flowed into the heat absorption vehicle interior heat exchanger 35 flows into the heat radiation vehicle interior heat exchanger 33, the heat absorption vehicle interior heat exchanger 35
The actual input value W _comp of the compressor 31 is determined within a range in which freezing does not occur in the heat absorbing vehicle interior heat exchanger 35 with respect to the heat load of the air flowing into the compressor 3
An efficiency of 1 is optimal.

11, FIG. 13 and FIG. 16 are the second to fourth sections.
With regard to the embodiment, the same components as those of the first embodiment are designated by the same reference numerals, and the duplicated description will be omitted.

FIG. 11 is a block diagram of the refrigerating cycle according to the second embodiment. In this embodiment, the first and second flow rate control valves 9 that can continuously control the refrigerant flow rate in the pipeline from the minimum to the maximum instead of the opening / closing valves 91 and 92 of the first embodiment.
3,94. These flow control valves 93, 9
4 is driven by electromagnetic actuators 93a and 94a, respectively.
4a is controlled by the control device 43 shown in FIG.

Therefore, in this embodiment, the flow rate of the refrigerant flowing to the avoidance flow path 90 and the heat radiating passenger compartment heat exchanger 33 can be finely controlled according to the cooling condition required by the thermal environment condition in the passenger compartment. It is possible to better match the thermal environment of the passenger compartment.

FIG. 12 shows the control diagram of the second embodiment. The operation mode, the blowing mode, the air mix opening, and the compressor speed are the same as those of the control diagram shown in FIG. 5 of the first embodiment. However, the opening degree of the avoidance flow passage smoothly changes from the avoidance flow passage open / heat radiation vehicle interior heat exchanger closed state to the avoidance flow passage closed / radiation vehicle interior heat exchanger open state.

FIG. 13 shows a block diagram of the refrigerating cycle according to the third embodiment. In this embodiment, two systems of a first avoidance flow path 95 and a second avoidance flow path 96 are provided as the avoidance flow path,
A first opening / closing valve 97 as an opening / closing valve which is an avoidance switching means
A second opening / closing valve 98 and a third opening / closing valve 99 are provided. Therefore, in this embodiment, the control diagram is as shown in FIG. 14, and the valve opening / closing state can be switched to state 1, state 2, and state 3 as shown in the chart of FIG.

That is, when the target blow-out temperature T _of is relatively high, all the refrigerant flows through the heat radiating passenger compartment heat exchanger 33 as in the state 3. When it is a little low, the state 3 is switched to the state 2 and the heat is radiated in the vehicle interior heat exchanger 33 by flowing the refrigerant through the heat radiated vehicle interior heat exchanger 33 and the first avoidance flow path 95.
Reduce the flow rate of the refrigerant to the. Further, when the target temperature T _of is low, the state is switched to the state 1, and the refrigerant does not flow to the heat dissipation vehicle interior heat exchanger 33, but the refrigerant flows to both the first avoidance flow path 95 and the second avoidance flow path 96. In this way, the heat dissipation vehicle interior heat exchanger 33
The flow of the refrigerant to the can be adjusted in stages, and the opening and closing of the flow of the refrigerant can be smoothly performed. Therefore, it is possible to more appropriately adapt to the thermal environment condition in the vehicle interior.

FIG. 16 is a block diagram of the refrigerating cycle according to the fourth embodiment. In this embodiment, a heat absorption avoidance flow path 1002 is provided in the configuration of the first embodiment of FIG. 2, and a heat absorption avoidance on-off valve 1001 is provided on the heat absorption avoidance flow path 1002.
1001a is an electromagnetic actuator. Although the heat absorption avoidance flow path 1002 is provided from the outlet of the liquid tank 36, it may be provided from the outlet of the expansion valve 34.
The air conditioning control in this embodiment is basically performed in the same manner as the flowcharts shown in FIGS. 3 and 4, and the portion shown in FIG. 4 is replaced with the flowchart shown in FIG.
Therefore, the air conditioning control is performed according to the flowcharts shown in FIGS.

Step 2 of the flowchart shown in FIG.
001 is step 307 of the flowchart shown in FIG.
The same step 2002 is the same step 308 and the same step 2
003 is the same step 309, same step 2004 is the same step 310, and same step 2005 is the same step 31.
1, the same step 2006, the same step 312, the same step 2007, the same step 313, the same step 2008, the same step 314, and the same step 2009, the same step 3
15 and step 2010 correspond to step 316, respectively.

In this embodiment, step 2011
At, it is determined whether the thermal environment of the passenger compartment requires rapid heating. Target outlet temperature T _of is 60 ℃
If it is determined that the heating is over, it is determined that quick heating is necessary, and in step 2012, control is performed to cause the refrigerant to flow into the heat absorption avoiding flow path 1002. As a result, the heat absorption avoidance on-off valve 1001 is opened, and the refrigerant flows to the heat absorption avoidance flow path 1002 side. However, this control is set to a maximum of 1 minute so as not to impair the normal operation of the refrigeration cycle and at the same time not to impair the dehumidification of the conditioned air in the heat absorbing vehicle interior heat exchanger 35. On the other hand, in step 2011, the target outlet temperature T _of
If it is determined that the temperature does not exceed 60 ° C., it is determined that quick heating is not required, and in step 2013, control is performed to cause the refrigerant to flow to the heat absorption vehicle interior heat exchanger 35. Specifically, the heat absorption avoidance on-off valve 1001 is closed.

By such control, for example, in the early stage of heating, it is possible to prevent the refrigerant from flowing into the heat-absorbing passenger compartment heat exchanger 35 for a short time. During this time, since the conditioned air that is blown into the vehicle interior is not cooled, the temperature of the conditioned air does not drop and rapid heating is possible.

[0095]

As is apparent from the above, according to the first aspect of the invention, the refrigerant does not reversely flow due to the flow path switching operation of the flow path switching means, and the heat is radiated by the heat radiating passenger compartment heat exchanger during the heating operation. At the same time, the heat is absorbed by the heat-absorbing vehicle interior heat exchanger, and during cooling operation, heat is radiated by the vehicle-exterior heat exchanger or both the vehicle exterior heat exchanger and the heat-radiating vehicle interior heat exchanger, and the heat-absorbing vehicle interior heat exchanger Since the heat is absorbed by the heat exchanger, the heat absorption amount of the heat absorbing passenger compartment heat exchanger and the work heat amount of the compressor are radiated by the heat radiating passenger compartment heat exchanger during heating operation to improve the heating capacity and influence the weather conditions of the outside air. Instead, operation is possible even at low outside temperatures, and stable control is possible. After dehumidifying with the heat-absorbing vehicle interior heat exchanger, since it is heated with the heat-radiating vehicle interior heat exchanger, dehumidifying and heating is possible. It is not necessary to use an electric heater or the like for the heat after dehumidifying the conditioned air, and power consumption can be reduced. Since heating can be efficiently performed without using an electric heater or exhaust heat of an engine, the present invention can be applied not only to a car having an engine but also to a solar car or an electric car that does not have a large heat source. Since the flow directions of the refrigerant are the same in cooling and heating, it is possible to apply the heat pump type cooling and heating apparatus currently used in vehicles without making any changes, which is advantageous in design.

Moreover, it is possible to prevent heat from being dissipated from the heat-dissipating passenger compartment heat exchanger, and to prevent the air cooled by the heat-absorbing passenger compartment heat exchanger from being heated by touching the heat dissipating passenger compartment heat exchanger. be able to.

According to the second aspect of the present invention, heat can be prevented from being dissipated from the heat-radiating vehicle interior heat exchanger according to the thermal environment condition in the vehicle interior, and control can be performed according to the thermal environment condition in the vehicle interior. Becomes

According to the third aspect of the present invention, when the thermal environment condition in the vehicle interior requires strong cooling, heat can be prevented from being radiated from the heat radiating vehicle interior heat exchanger, and strong cooling can be performed quickly. It becomes possible.

In the invention described in claim 4, the heat radiation from the heat radiating vehicle interior heat exchanger can be stopped in modes other than the mode in which the conditioned air that has exchanged heat with the refrigerant is blown out as warm air to the feet inside the vehicle interior, so that the air conditioning performance is sufficient. Can be demonstrated.

According to the fifth aspect of the present invention, when the thermal environment in the vehicle interior requires strong cooling, heat is not dissipated from the heat dissipation vehicle interior heat exchanger, and the heat absorption vehicle interior heat exchanger is used. The ratio of the heat-exchanged air-conditioned air that passes through the heat-radiating vehicle interior heat exchanger to the total air volume can be set to an approximately middle ratio, and the air volume can be reduced without reducing the air volume.

[Brief description of drawings]

FIG. 1 is a block diagram according to a first embodiment of the present invention.

FIG. 2 is a configuration diagram of a refrigeration cycle according to the first embodiment of the present invention.

FIG. 3 is a flowchart according to the first embodiment of the present invention.

FIG. 4 is a flowchart according to the first embodiment of the present invention.

FIG. 5 is a control diagram according to the first embodiment of the present invention.

FIG. 6 is an operation explanatory view according to the first embodiment of the present invention.

FIG. 7 is an operation explanatory view according to the first embodiment of the present invention.

FIG. 8 is a flowchart according to the first embodiment of the present invention.

FIG. 9 is a flowchart according to the first embodiment of the present invention.

FIG. 10 is a flowchart according to the first embodiment of the present invention.

FIG. 11 is a configuration diagram of a refrigeration cycle according to a second embodiment of the present invention.

FIG. 12 is a control diagram according to the second embodiment of the present invention.

FIG. 13 is a configuration diagram of a refrigeration cycle according to a third embodiment of the present invention.

FIG. 14 is a control diagram according to the third embodiment of the present invention.

FIG. 15 is a chart showing an open / closed state of an avoidance flow path according to a third embodiment of the present invention.

FIG. 16 is a configuration diagram of a refrigeration cycle according to a fourth embodiment of the present invention.

FIG. 17 is a flowchart according to the fourth embodiment of the present invention.

FIG. 18 is a configuration diagram according to a conventional example.

FIG. 19 is a configuration diagram of a refrigeration cycle of a new vehicle heat pump type cooling and heating device.

[Explanation of symbols]

 31 Compressor 32 Three-way valve (refrigerant flow path switching means) 33 Radiating vehicle interior heat exchanger 34 Expansion valve (expansion means) 35 Endothermic vehicle interior heat exchanger 37 Blower fan (blowing means) 38 Vehicle exterior heat exchanger 43 Control Device 90 Avoidance flow passage 91 First on-off valve (avoidance switching means) 92 Second on-off valve (avoidance switching means) 93 First flow rate control valve (avoidance switching means) 94 Second flow rate control valve (avoidance switching means) 95 First Avoidance flow path 96 Second avoidance flow path 97 First on-off valve (avoidance switching means) 98 Second on-off valve (avoidance switching means) 99 Third on-off valve (avoidance switching means)

Claims (5)

[Claims] 1. A compressor that adds work to a refrigerant, a vehicle exterior heat exchanger that is connected to the refrigerant discharge side of the compressor and radiates the heat of the refrigerant to the outside air, and a compressor that is connected to the refrigerant discharge side of the compressor. A heat radiating vehicle interior heat exchanger for exchanging the heat of the air with the air introduced by the air blowing means to generate warm conditioned air; and an expansion means connected to the refrigerant outflow side of the heat radiating vehicle interior heat exchanger, The heat of the air, which is connected to the refrigerant outflow side of the expansion means and the refrigerant suction side of the compressor, is introduced from at least one of the vehicle exterior heat exchanger and the heat dissipation vehicle interior heat exchanger by the expansion means. A heat exchanger for absorbing heat to create cold air-conditioned air by exchanging heat with the refrigerant supplied through, a refrigerant discharge side of the compressor, a heat exchanger outside the vehicle and a heat exchanger for heat radiating inside the vehicle. The refrigerant provided between the inlet side and the compressor is introduced into at least the vehicle exterior heat exchanger during cooling operation, and the vehicle interior heat for heat dissipation is avoided by avoiding the vehicle exterior heat exchanger during heating operation. Refrigerant flow path switching means to be introduced into the exchanger, an avoidance flow path for avoiding the heat radiation vehicle interior heat exchanger to flow the refrigerant to the heat absorption vehicle interior heat exchanger, and the refrigerant heat radiation vehicle interior heat exchanger A heat pump type cooling and heating apparatus for a vehicle, comprising: an avoidance switching means for switching between a state of flowing into a bypass flow state and a state of flowing into an avoidance flow path. 2. The heat pump type air conditioner for a vehicle according to claim 1, wherein the avoidance switching means is changed over in accordance with a thermal environment condition inside the vehicle compartment. 3. The heat pump type air conditioner for a vehicle according to claim 2, wherein the avoidance switching means supplies the refrigerant to the avoidance flow path when the thermal environment condition in the vehicle interior requires strong cooling. A heat pump type air conditioner for a vehicle, which is switched to flow. 4. The heat pump type air conditioner for a vehicle according to claim 2 or 3, wherein the blowout has a mode in which the conditioned air that has exchanged heat with the refrigerant blows warm air to the foot of the passenger compartment and another mode. A heat pump type air conditioner for a vehicle, comprising: means, wherein the avoidance switching means is switched so that a refrigerant flows to the avoidance flow path when the blowout means is in another mode. 5. The heat pump type air conditioner for a vehicle according to claim 3, wherein the total amount of conditioned air that has been heat-exchanged by the heat absorbing passenger compartment heat exchanger passes through the heat radiating passenger compartment heat exchanger. The air distribution ratio adjusting means for adjusting the ratio to be set, the air distribution ratio adjusting means, when the thermal environment state of the vehicle interior requires strong cooling, the ratio is substantially in the middle, A heat pump type air conditioner for vehicles.