JP2874492B2 - Heat pump type air conditioner for vehicles - Google Patents

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 for circulating a refrigerant to a heat exchanger outside a vehicle compartment and a heat exchanger inside a vehicle compartment by driving a compressor.

[0002]

2. Description of the Related Art A conventional heat pump type air conditioner for a vehicle is disclosed in Japanese Unexamined Patent Publication No. Hei.
As disclosed in JP-A-130808, the flow of the refrigerant is reversed between a heating operation and a refrigerant operation by a four-way valve. During the heating operation, the heat exchanger outside the vehicle compartment is used as a heat absorber, Using a heat exchanger as a radiator,
It is known that, during a cooling operation, the heat exchanger outside the vehicle compartment is used as a radiator and the heat exchanger inside the vehicle compartment is used as a heat absorber.

[0003] Specifically, Japanese Patent Application Laid-Open No. 2-290475
The cooling and heating device disclosed in Japanese Patent Laid-Open Publication No. H10-26095 will be described with reference to FIG. That is, during the heating operation, the four-way valve 2 is switched as shown by the solid line, and the refrigerant is supplied from the compressor 1 to the four-way valve 2.
→ 1st interior heat exchanger 3 → heating heat exchanger 4 → 2nd interior heat exchanger 5 → expansion valve 6 → exterior heat exchanger 7 → four-way valve 2
→ The receiver 8 → circulates with the compressor 1, 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 to generate warm air for vehicle interior heating. And heat exchanger 4 for heating is engine 1
The second heat exchanger 5 absorbs the waste heat from the refrigerant into the air, and the second heat exchanger 5 radiates the heat of the refrigerant to the air introduced by the blower fan 11 to generate warm air for heating 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 → the four-way valve 2 → the exterior heat exchanger 7 → the expansion valve 6 → the second interior heat exchanger 5 → the first interior heat. The heat exchanger circulates from the exchanger 3 → the four-way valve 2 → the receiver 8 → the compressor 1, and the outside heat exchanger 7 radiates heat of the high-temperature refrigerant discharged from the compressor 1 to the outside air, thereby exchanging heat in the first and second vehicle interiors. The units 3, 5 radiate the heat of the air introduced by the blower fans 9, 11 to the refrigerant to produce cold air for cooling the vehicle interior.

[0004]

In this conventional example, the flow of the refrigerant is reversed by the four-way valve 2 during the heating operation and during the refrigerant operation. During the heating operation, the heat exchanger 7 outside the vehicle compartment is connected to the heat absorber. As well as using the vehicle interior heat exchangers 3 and 5 as radiators to generate warm air for vehicle interior heating. During cooling operation, the vehicle exterior heat exchanger 7 is used as a radiator and Since the heat exchangers 3 and 5 are used as heat absorbers to generate cold air for cooling the vehicle interior, it can be used in climatic conditions such as when the outside air temperature is low, when running, when it rains, and when it snows. When the heating operation is performed, the amount of heat absorbed by the heat exchanger 7 outside the vehicle compartment decreases. Then, assuming that the work amount of the compressor 1 is constant, the heat radiation amount in the vehicle interior heat exchangers 3 and 5, which radiates the total heat amount of the heat absorption amount from the external heat exchanger 7 and the work amount of the compressor 1 Decreases,
Heating capacity decreases. In addition, under the above climatic conditions, a frost phenomenon is likely to occur, and the number of times of the defrost operation is increased, so that a 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 pipes on the exterior heat exchanger 7 side and the interior heat exchangers 3, 5 endure high temperature and high pressure. It was necessary to change the pipe diameter and the like.

In order to ensure the window clearness required for a vehicle heating device, a cooling operation is performed instead of a heating operation.
After the air-conditioning air is once cooled in the vehicle interior heat exchangers 3 and 5, it is necessary to further reheat the air. However, as in an electric vehicle, when waste heat from an engine or the like cannot be obtained and a sufficient reheat heat source cannot be supplied, the heating capacity is insufficient, and there is a possibility that the heating performance cannot be secured at all. It is also possible to reheat by providing another heat source such as an electric heater, but in this case, there is a problem that a great amount of power consumption is required to secure a sufficient heating capacity.

In order to cope with this, the present applicant has proposed a new heat pump type air conditioner for vehicles as Japanese Patent Application No. 3-345950. In this device, a heat-dissipating vehicle interior heat exchanger is provided in addition to a heat-absorbing vehicle interior heat exchanger, and switching is performed by a three-way valve. According to such a device, it is possible to improve the cooling and heating capacity with stable control irrespective of climatic conditions outside the vehicle compartment, without requiring a significant design change, suitable for electric vehicles, etc., and to perform dehumidifying heating. Can be.

Specifically, as shown in FIG. 13, during the heating operation, the three-way valve 32 is switched as shown by the solid line, and the refrigerant is compressed by the compressor 31 → the three-way valve 32 → the heat exchanger 33 for radiating the vehicle → the liquid. The air circulated through the tank 36 → the expansion valve 34 → the heat absorbing vehicle interior heat exchanger 35 → the compressor 31, and the air introduced by the blower fan was cooled by heat exchange in the heat absorbing vehicle interior heat exchanger 35 to be cooled and dehumidified. Thereafter, the air is heated by heat exchange in the heat-dissipating vehicle interior heat exchanger 33 to generate warm air for vehicle interior heating.

During the cooling operation, the three-way valve 32 is switched as shown by the dotted line, and the refrigerant is supplied from the compressor 31 → the three-way valve 32 → the heat exchanger 38 outside the vehicle interior → the check valve 70 → the heat exchanger 33 for heat radiation inside the vehicle. → Liquid tank 36 → Expansion valve 34 → Heat-absorbing vehicle interior heat exchanger 35 → Circuit 31 circulates, and vehicle exterior heat exchanger 38 radiates heat of the high-temperature refrigerant discharged from compressor 1 to the outside air, and blower fan Is introduced into the heat exchanger 35, the heat is exchanged by the heat absorbing vehicle interior heat exchanger 35 to be cooled, and cool air for vehicle interior cooling is produced.

As described above, in the new air conditioner, the dehumidification is performed by cooling the heat absorbing heat exchanger 35 during the heating operation, and the heat is reheated by the heat exchanger 33 for heat radiation. Is used as the heating heat, and the dehumidifying and heating operation can be performed without requiring a heat source such as an electric heater. Therefore, by increasing the input of the compressor 31, a sufficient dehumidifying and heating operation can be performed.

However, there is a problem that when the input of the compressor 31 increases significantly, the power consumption also increases.

Further, the increase in the input of the compressor 31 is as follows.
In normal operation, it is necessary to set the input of the compressor 31 to a certain range and perform the dehumidifying heating in a range where the heat absorbing vehicle interior heat exchanger 35 does not freeze because there is a possibility that the heat absorbing vehicle interior heat exchanger may freeze. is there. For this reason, there is a limit in the heating capacity, and there is a limit in achieving both reduction in power consumption, window clearness by dehumidification, and sufficient heating capacity.

Therefore, the present invention can increase the heating capacity without increasing the compressor input, and can improve the cooling / heating capacity with stable control irrespective of climatic conditions outside the vehicle compartment. It does not require any design changes, is suitable for electric vehicles, etc., and can increase the heating capacity without increasing the compressor input.Furthermore, it is possible to reduce power consumption, clean windows, and adequate heating capacity It is an object of the present invention to provide a heat pump type air conditioner for a vehicle that can be established.

[0014]

According to a first aspect of the present invention, there is provided a compressor for adding work to a refrigerant, and the compressor is connected to a refrigerant discharge side of the compressor to transfer heat of the refrigerant to outside air. A heat exchanger outside the vehicle compartment that radiates heat to the refrigerant, a heat exchanger that is connected to the refrigerant discharge side of the compressor, and that exchanges heat of the refrigerant with air introduced by the blowing means to generate warm conditioned air; Expansion means connected to the refrigerant outflow side of the heat-radiating vehicle interior heat exchanger; connected to the refrigerant outflow side of the expansion means and the refrigerant suction side of the compressor; A heat absorbing vehicle interior heat exchanger for exchanging heat with a refrigerant supplied from at least one of the vehicle exterior heat exchanger and the heat radiating vehicle interior heat exchanger through the expansion means to produce cold conditioned air; The refrigerant that is provided between the outlet side and the refrigerant inflow side of the exterior heat exchanger and the heat radiation interior heat exchanger and that is discharged from the compressor is introduced into at least the exterior heat exchanger during cooling operation. A refrigerant flow switching means for avoiding the heat exchanger outside the cabin during the heating operation and introducing the heat exchanger for the heat radiation inside the car, and a work value of the compressor to a target value determined based on a thermal environment condition of the vehicle. Compressor control means variably controlled in accordance with, and recovery means for recovering waste heat from another heat source of the vehicle via a heat medium,
A heat exchanger for heat recovery and heat absorption, which is connected to the recovery means and exchanges heat between the refrigerant sucked into the compressor and the heat medium having recovered the waste heat; and a heat exchanger for heat recovery and heat recovery, And an endothermic selecting means for selectively introducing the heat medium into the recovered heat absorbing heat exchanger during a heating operation.

According to a second aspect of the present invention, there is provided the heat pump type cooling / heating device for a vehicle according to the first aspect, wherein the heat absorption selecting means sets a cooling state of the heat absorbing vehicle interior heat exchanger within a set temperature range. The method is characterized in that the heat medium is introduced so as to increase the amount of heat exchange in the heat exchanger for heat recovery and heat absorption while maintaining the heat medium.

According to a third aspect of the present invention, there is provided the heat pump type cooling and heating apparatus for a vehicle according to the first aspect, wherein the heat absorption selecting means determines a cooling state of the heat absorbing vehicle interior heat exchanger by a vehicle interior air temperature. In addition, the amount of heat exchange in the recovered heat absorbing heat exchanger is maintained at a temperature lower than a temperature at which window fogging does not occur in relation to the outside air temperature and higher than a freezing temperature of the heat absorbing vehicle interior heat exchanger. The method is characterized in that the heat medium is introduced so as to increase the size.

According to a fourth aspect of the present invention, there is provided a heat pump type cooling / heating apparatus for a vehicle according to the first, second or third aspect , wherein a signal from a means for detecting a running load of the vehicle is provided.
When the running load is high , the target
Set the value to reduce the operating rate of the dresser, and the running load is low
Sometimes set to a value that increases compressor utilization
It is characterized by having a target value increase / decrease changing means .

According to a fifth aspect of the present invention, there is provided the heat pump type cooling / heating device for a vehicle according to the first, second, third or fourth aspect, wherein the heat absorption selecting means is provided with a heat recovery means. When the temperature of the medium is lower than the temperature of the refrigerant sucked into the compressor, the introduction of the heat medium into the recovered heat absorbing heat exchanger is stopped.

According to a sixth aspect of the present invention, there is provided a heat pump type cooling and heating apparatus for a vehicle according to the first, second, third, fourth or fifth aspect, wherein the heating and cooling apparatus is connected to the recovery means. Providing a recovered heat radiating heat exchanger for radiating the heat of the heat medium that has recovered the waste heat to the vicinity of the representative component of the vehicle, wherein when the temperature of the representative part is lower than a set temperature, the recovered heat radiating heat is provided. The heat medium is introduced into the exchanger.

[0020]

According to the first aspect of the present invention, during the heating operation, by driving the compressor, the refrigerant flows from the compressor to the flow path switching means, the heat radiating vehicle interior heat exchanger, the expansion means, and the heat absorbing vehicle interior heat exchanger in order. The heat is then circulated to the compressor, and the heat-exchange vehicle interior heat exchanger radiates the heat of the high-temperature refrigerant discharged from the compressor to the air introduced by the blowing means to produce warm air. Absorbs the heat of the air introduced by the blowing means into the refrigerant to produce cool air. During the cooling operation, the compressor drives the refrigerant to switch the flow path from the compressor to the compressor, only the exterior heat exchanger or both the exterior heat exchanger and the heat radiation interior heat exchanger, expansion means,
The heat is circulated to the compressor via the heat-absorbing heat exchanger inside the compressor, and the heat of the high-temperature refrigerant discharged from the external heat exchanger or the compressor is radiated to the outside air, and the heat-absorbing heat exchanger is introduced by the blowing means. The heat of the air thus absorbed is absorbed by the refrigerant to produce cool air.

Further, the compressor control means variably controls the work amount of the compressor according to a target value determined based on the thermal environment conditions of the vehicle.

During the heating operation, the heat absorbing selection means selectively introduces the heat medium into the heat exchanger for heat recovery and heat absorption, and waste heat recovered from another heat source of the vehicle by the recovery means is sucked into the compressor. Heat is absorbed by the refrigerant. Thereby, even if the compressor input is reduced, waste heat can be recovered, and the recovered heat can be supplied to the air introduced by the blowing means, so that sufficient heating heat can be obtained.

According to the second aspect of the present invention, the heat absorbing selecting means can reduce the work of the compressor while maintaining the cooling state of the heat absorbing vehicle interior heat exchanger within a set temperature range. Further, waste heat can be recovered and the amount of heat can be supplied to the air introduced by the blowing means.

According to the third aspect of the present invention, the heat absorption selecting means lowers a cooling state of the heat absorbing vehicle interior heat exchanger below a temperature at which window fogging does not occur due to a relationship between a vehicle interior air temperature and an outside air temperature, and Since the workload of the compressor is reduced while maintaining the temperature above the freezing temperature of the heat exchanger for heat absorption, the workload of the compressor is reduced while preventing both window fogging and freezing of the heat exchanger for heat absorption. Can be reduced. Further, waste heat can be recovered and the amount of heat can be supplied to the air introduced by the blowing means.

According to the fourth aspect of the present invention, the compressor control means includes a signal from the means for detecting a running load of the vehicle.
When the running load is high , the target
Set the value to reduce the operating rate of the dresser, and the running load is low
Sometimes set to a value that increases compressor utilization
Since the target value increase / decrease changing means is provided, it is possible to avoid a temporary increase in energy load.

According to the fifth aspect of the present invention, when the temperature of the heat medium of the recovery means is lower than the temperature of the refrigerant sucked into the compressor, the heat absorption selecting means introduces the heat medium into the heat exchanger for heat recovery. Since the work is stopped, the work input from the compressor is not unnecessarily dissipated to the heat medium via the refrigerant, so that the pressure of the refrigerant sucked into the compressor is prevented from decreasing and the work of the compressor is reliably reduced. Can

According to the sixth aspect of the present invention, when the temperature of the representative part is lower than the set temperature, the heat medium is introduced into the heat exchanger for recovering and radiating heat, so that the temperature of the representative part can be prevented from lowering. it can.

[0028]

Embodiments of the present invention will be described below. FIG.
FIG. 1 is a schematic configuration diagram of a vehicle heat pump type air conditioner of a first embodiment of the present invention, and FIG. 2 is a schematic configuration diagram showing only a refrigerant cycle.

As shown in FIGS. 1 and 2, the compressor 31 is provided outside the vehicle compartment such as an engine room, and the input value can be directly changed like an electric compressor or a hydraulic drive compressor. I have. A heat exchanger 38 outside the vehicle compartment and a heat exchanger 33 inside the vehicle compartment for heat dissipation are connected to the discharge side of the compressor 31 via a three-way valve 32 as a refrigerant flow switching means.

The outside heat exchanger 38 is provided outside the vehicle room such as an engine room, and is a vehicle outside condenser for radiating heat of the refrigerant discharged from the compressor 31 to the outside air.

The heat-dissipating vehicle interior heat exchanger 33 is provided in a duct 39 serving as an apparatus body disposed at the front of the vehicle interior, such as on the back side of the instrument panel, and heats the refrigerant discharged from the compressor 31. Is a heat radiation type vehicle interior condenser that radiates heat to air introduced by a blower fan 37 as a blowing means.

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

The check valve 70 permits the flow of the refrigerant from the heat exchanger 38 outside the vehicle compartment to the heat exchanger 33 for heat dissipation, and exchanges heat from the heat exchanger 33 for heat dissipation to the heat exchanger outside the vehicle compartment. Vessel 3
8 to prevent the flow of the refrigerant.

On the refrigerant outflow side of the heat radiating vehicle interior heat exchanger 33, the refrigerant inflow side of the heat absorbing vehicle interior heat exchanger 35 provided on the upstream side in the duct 39 is provided outside the liquid tank 36 and the vehicle interior. The expansion means is connected via an expansion valve 34 which adiabatically expands the liquid refrigerant to form a mist.

The heat absorbing passenger compartment heat exchanger 35 is a blower
The heat of the air introduced by the blower fan 37 as a stage is transferred from at least one of the exterior heat exchanger 38 and the heat radiation interior heat exchanger 33 to an expansion valve 34 as expansion means.
This is an endothermic evaporator that absorbs the heat of the refrigerant supplied through the heat exchanger to produce cool air. A refrigerant suction side of the compressor 31 is connected to a refrigerant outflow side of the heat absorbing vehicle interior heat exchanger 35.

An auxiliary heater 76 is provided on the air inflow side of the heat exchanger 33 for heat dissipation. The auxiliary heater 76 in the electric heater of the variable type that can arbitrarily set the output by the input voltage, the input voltage compressor system
It is controlled by a control device 43 as control means . When the auxiliary heater 76 is turned on, the air passing through the heat dissipation vehicle interior heat exchanger 33 is heated, and the temperature of the refrigerant flowing through the heat dissipation vehicle interior heat exchanger 33 increases.

On the upstream side of the heat absorbing heat exchanger 35 in the duct 39, there are provided an inside air introducing pipe 40 for introducing the air inside the vehicle, and an outside air introducing pipe 41 for introducing the outside air by receiving the traveling wind pressure. It is connected. At a portion where the inside air introduction pipe 40 and the outside air introduction pipe 41 are branched, an intake that opens and closes so that the inside air introduced from the inside air introduction pipe 40 and the outside air introduced from the outside air introduction pipe 41 are supplied at an arbitrary ratio. Door 4
2 are provided. The intake door 42 is opened and closed by an intake door actuator (not shown) driven by the control device 43.

The blower fan 37 is disposed between the air outlet side (downstream side of the air flow) of the inside air introduction pipe 40 and the outside air introduction pipe 41 and the heat absorbing vehicle interior heat exchanger 35. The motor 44 is driven to rotate.

An air mixing door 46 is provided on the upstream side of the heat exchanger 33 for heat dissipation. The air mixing door 46 is driven by an air mixing 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 dissipating the heat. A ratio (a distribution of the air volume between the cold air and the hot air) that separates the cold air that is kept cold while avoiding the air 33 and the warm air that has been heated by passing through the heat exchanger 33 is adjusted. The air mix door opening Xdsc, which is the opening of the air mix door 46, is the air mix door opening when the air mix door 46 is at the position indicated by the dashed line and the distribution of the flow rate of the cool air and the hot air is 100%. When Xdsc = 0% (fully closed) is set, the air mix door 46 is located at the position indicated by the two-dot chain line, and when the air volume distribution between the cold air and the hot air is 100%, the air mix door opening Xdsc = 100% (fully open) is set.

The heat exchanger 3 for radiating heat in the duct 39
Downstream from 3, an air mix chamber 47 is provided as a room for creating a temperature-conditioned conditioned air by improving the mixing of the cold air and the hot air. In the air mix chamber 47, a ventilator outlet 51 (51a, 51b) that blows out conditioned air toward the upper body of the target occupant.
b, 51c, 51d), a foot outlet 52 (52a) for blowing conditioned air toward the feet of the target occupant, and a defroster outlet 53 (53a) for blowing conditioned air toward the front window. I have. In the air mixing chamber 47, a ventilator door 55 and a foot door 5 are provided.
6 and a defroster door 57 are provided. The ventilator door 55 opens and closes the ventilator outlet 51 with a ventilator door actuator (not shown) 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 introduction pipe 40 is connected to the air mix chamber 47. An opening 72 from the circulation passage 71 to the air mixing chamber 47 is provided with an entrance-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.
Is provided with an exit-side door 75. Entrance side door 7
4, the opening 72 is opened and closed by an entrance door actuator (not shown) driven by the control device 43, and the exit 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 entrance side door 74 and the exit side door 75 are open (the exit side door 75 closes the inside air introduction pipe 40), the conditioned air circulates from the air mix chamber 47 to the upstream side of the blower fan 37.

The control device 43 includes a heat absorption sensor 58 for the heat absorption inside the heat exchanger of the vehicle interior, a temperature sensor 59 for the air flow for blowing out the heat exchanger for the vehicle interior for heat absorption, a ventilator outlet temperature sensor 60, and a solar radiation sensor 61. And the outside air temperature sensor 62,
A room temperature sensor 63 and a room temperature setting device 64 provided on the air conditioning setting panel 79 (in FIG. 1, indicated by signal lines for convenience).
And an air mix door based on thermal environment information from an air outlet mode switch 65 (same), a blower fan switch 66 (same), a refrigerant temperature sensor 67, a heat-dissipating vehicle interior heat exchanger blow air temperature sensor 68, and the like. The opening degree Xdsc, the input value Wcomp of the compressor 31, and the heat absorbing interior heat exchanger 35
The air conditioner calculates the target air-conditioning conditions such as the air flow volume Veva passing through the air conditioner and the target outlet air temperature To, and controls the compressor 31, the blower fan motor 44, and the air mixing door so that the air-conditioning conditions in the vehicle cabin maintain the calculated target air-conditioning conditions. It drives actuators, ventilator door actuators, foot door actuators, defroster door actuators, and the like. The thermal environment information includes the inlet air temperature Tsuc of the heat absorbing passenger compartment heat exchanger 35, the outlet air temperature Tout of the heat absorbing passenger compartment heat exchanger 35, and the outlet air temperature of the heat releasing passenger compartment heat exchanger 33. Tv, the air temperature Tvent blown out of the ventilator outlet 51, the amount of solar radiation Qsun of the vehicle, the outside air temperature Tamb outside the vehicle compartment, the detected room temperature (vehicle interior air temperature) Troom and the set temperature Tptc in the vehicle compartment.
And the refrigerant temperature Tref on the outlet side of the heat exchanger 33 for heat dissipation.

On the other hand, the switching of the cooling and heating of the heat pump type cooling and heating device for the vehicle is performed by controlling the three-way valve 32 by the control device 43.
This is performed by switching control at a set temperature. The set temperature is determined such that the temperature at the boundary where no window fogging occurs in the relationship between the detected room temperature Troom and the outside temperature Tamb substantially coincides with the target air-conditioning air temperature according to the thermal environment information. In addition, the air-conditioning air control during the heating operation is performed in such a manner that the blow-out temperature of the heat-absorbing vehicle interior heat exchanger 35 falls below the temperature Tfine at which no window fogging occurs in the relationship between the detected room temperature Troom and the outside air temperature Tamb, and It is preferentially performed that the temperature exceeds the freezing limit temperature Tseto of the heat exchanger 35.

A driving motor 83, which is another heat source for driving the vehicle, is provided with a waste heat recovery unit 83a for recovering waste heat from the motor 83, and the waste heat recovery unit 83a is provided with a water or heat medium as a heat medium. Cooling line 8 that circulates coolant such as oil
6 is connected. In the cooling pipe line 86, the coolant outflow side of the waste heat absorbing portion 83a is connected to a radiator 81 as a heat exchanger for recovering and radiating heat to radiate the heat of the coolant to the outside air, and the coolant outflow side of the radiator 81 is , Pump 8 for flowing coolant to motor 83
2 connected. That is, the coolant absorbs the waste heat of the motor 83 as another heat source to maintain the temperature of the motor 83 within a predetermined range, and the waste heat recovery unit 83a and the pump 82 constitute a recovery unit. .

On the coolant outflow side of the radiator 81, a second valve 8 which opens and closes so that the amount of coolant outflow can be adjusted.
The downstream side of the second valve 87 and the coolant outflow side of the motor 83 are connected by a bypass passage 88. On the downstream side of the second valve 87 and on the downstream side of the junction with the bypass passage 88, a cooling pipe 86 branches into two branches. The heat exchanger 85 is connected to the coolant outflow side.

The coolant inflow side of the recovered heat absorbing heat exchanger 85 is connected to the coolant outflow side of the motor 83, and the recovered heat absorbing heat exchanger 85 transfers coolant heat to the refrigerant flowing into the compressor 31. Dissipates heat.
A first valve 84 is provided between the heat exchanger 85 for recovering heat absorption and the motor 83 as a heat absorption selecting means for opening and closing the amount of coolant flowing out of the heat exchanger 85 for recovering heat absorption. ing. On the refrigerant inflow side of the recovered heat absorbing heat exchanger 85, a refrigerant for detecting the operating temperature Tref.eva of the refrigerant flowing into the recovered heat absorbing heat exchanger 85 from the heat absorbing vehicle interior heat exchanger 35. A temperature sensor 77 is provided, and the detected operating temperature Tref.eva of the refrigerant is input to the control device 43.

The waste heat recovery section 83a of the motor 83 and the cooling pipe 86 downstream of the motor 83 on the coolant outflow side are provided with:
Coolant temperature sensors 69a and 69b for detecting an operating temperature Tcool of the coolant are provided, and the detected operating temperature Tcool is input to the control device 43. Control device 43
The pump 82 and the first and second valves 84 and 87
The operation temperature Tcool is controlled by controlling the
Is maintained in a predetermined range.

When the heat pump type cooling / heating device for a vehicle is performing a cooling operation, or when the operating temperature Tcool of the coolant cannot be recovered due to the low temperature of the coolant, the control device 43 determines whether the coolant is used to absorb the recovered heat. Heat exchanger 85
The first valve 84 is fully closed so as not to flow into the valve. On the other hand, when the vehicle heat pump air conditioner performs the heating operation and the operating temperature Tcool of the coolant has risen to a temperature at which heat can be recovered, the first valve 84 is opened, and the recovered heat absorbing heat exchanger 85 is opened. Heat is recovered by flowing coolant. Here, the heat absorbing interior heat exchanger 3
5 If the downstream air-conditioning temperature is within the temperature
The degree of opening of the valve 84 is increased, and the heat exchanger
5 to increase the amount of heat exchange by increasing the flow rate of the coolant into the coolant. Conversely, if the air-conditioning temperature downstream of the heat absorbing vehicle interior heat exchanger 35 is within a temperature range where window fogging can occur, the opening of the first valve 84 is reduced, and the recovered heat absorbing heat exchanger 85 The amount of heat exchange is reduced by reducing the flow of coolant into the system.

The heat pump type cooling and heating apparatus for a vehicle according to the above embodiment is controlled based on the flowcharts shown in FIGS.

The process is started by turning on the switch of the cooling / heating device and operating the control device. At step S1, the constants (A to H, P,
The setting of Q) is performed. That is, the target outlet temperature Tof
, F, G, H used in the formula for calculating the opening degree X of the air mix door, and P, Q used for correcting the set room temperature.

In step S2, various sensor outputs are read. That is, the vehicle interior temperature Troom, which is the output of the room temperature sensor 63, and the solar radiation amount Q, which is the output of the solar radiation sensor 61.
It reads the sun, the outside air temperature Tamb output from the outside air temperature sensor 62, the set room temperature Tptc output from the room temperature setting device 64, and the fan switch setting Vfan, set.

In step S3, since the air flow of the blower fan is controlled by the applied voltage, the application of the blower fan for generating the conditioned air according to the deviation (Troom-Tptc) between the room temperature set value Tptc set by the occupant and the room temperature Troom. Set the voltage Vfan. Specifically, the applied voltage is increased as the deviation is larger, and the room temperature is quickly brought closer to the set room temperature.

In step S4, the set room temperature Tptc is corrected. This correction is performed using the constants P and Q and the outside temperature Tamb according to the following equation.

Tptc ′ = Tptc + P × Tamb + Q Specifically, when the outside air temperature is low, the set room temperature is raised, and when the outside air temperature is high, the set room temperature is lowered. Normally, in human experience, lowering the room temperature in a hot environment gives a sense of warmth and coolness, such as "cool". Conversely, raising the room temperature in a cold surroundings gives a sense of warmth, such as "warm". Is obtained. By setting the temperature to be inversely proportional to the ambient temperature in this way, the sense of warmth and cold is stimulated and the user becomes comfortable.

In step S5, the target outlet temperature Tof is calculated. This calculation includes constants A, B, C, D, E, outside temperature Tamb, room temperature Troom, correction set room temperature T'ptc, and solar radiation Q
It is calculated by the following equation using sun.

[0056]

## EQU1 ## Tof = A.times.Tamb + B.times.Troom + C.times.T'ptc + D.times.Qsun + E In step S6, the opening X of the air mix door is calculated based on the target blowing temperature Tof. This calculation is a constant F,
This is performed by the following equation using G and H.

X = F × Tof2 + G × Tof + H In step S7, the blowing mode is determined based on the target blowing temperature Tof. That is, if the target outlet temperature is high, the FOOT (foot mode) mainly blows out to the feet of the front seat occupant, if the target outlet temperature is medium, BI-LEVEL (bi-level mode) blows out to the chest and feet of the front seat occupant; Select VENT (vent mode) that blows out to the chest of the seat occupant.

In step S8, it is determined whether or not the occupant has pressed the manual fan switch. If the manual fan switch has been pressed, the fan set value Vfan '= V in step S9 to respond to the operation.
Let fan, set be the final blower fan voltage. If the manual fan switch has not been pressed, step S1
At 0, the blower fan voltage automatically determined in the previous step S3 is used as it is.

In step S11, the blower fan voltage determined in step S9 or S10 is output to the blower fan motor 44.

In step S12, the output is output to each door actuator, and the door is automatically set at a predetermined position.

In step S13, the compressor and the compressor motor are controlled. This control is shown in FIGS.
This will be described later with reference to FIG.

When one loop is completed, the process returns to step S2, and the above steps are repeated.

During the heating operation, the three-way valve 32 is switched as shown by the solid line in FIGS. 1 and 2, and the refrigerant is supplied from the compressor 31 to the three-way valve 32 to the heat exchanger 33 for heat dissipation in the vehicle interior.
Liquid tank 36 → expansion valve 34 → heat exchanger 35 for heat absorption in vehicle interior
→ heat exchanger 85 for heat recovery and heat absorption → circulates with the compressor 31, and the heat exchanger 33 for heat dissipation in the vehicle interior heats the heat of the high-temperature refrigerant discharged from the compressor 31 with the air introduced by the blower fan 37 or when the vehicle travels. Heat is radiated to the air introduced by the ram pressure to generate warm air, and the heat absorbing passenger compartment heat exchanger 35 converts the heat of the air introduced by the blower fan 37 or the heat of the air introduced by the ram pressure during traveling of the vehicle into a refrigerant. Absorb heat to create cold air.

During the cooling operation, the three-way valve 32 is switched as shown by the dotted line in FIG.
1 → three-way valve 32 → external heat exchanger 38 → check valve 70 → radiator internal heat exchanger 33 → liquid tank 36 → expansion valve 34 →
Heat-absorbing heat exchanger 35 → (Heat-exchanger heat exchanger 8
5) Circulating with the compressor 31 and the heat exchanger 38 outside the vehicle compartment
Radiates the heat of the high-temperature refrigerant discharged from the compressor 31 to the outside air, and the remaining heat is introduced by the radiating vehicle interior heat exchanger 33 by the air introduced by the blower fan 37 or the ram pressure when the vehicle is running. Heat is radiated to the air 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 travels to the refrigerant to produce cool air. .

FIG. 5 to FIG. 8 show steps S1 of FIG.
3 shows a flowchart for executing Step 3.

First, FIG. 5 shows a flowchart for selecting between the cooling operation and the heating operation.

At step S131, various data are read. The reading here is performed in step S in FIG.
Read data other than the data read in step 2. That is, the output air temperature Tout of the heat absorbing vehicle interior heat exchanger 35 which is the output of the wind temperature sensor 59, the heat absorbing vehicle interior heat exchanger suction air temperature Tsuc which is the output of the wind temperature sensor 58,
The heat-dissipating vehicle interior heat exchanger 33 which is the output of the wind temperature sensor 68
With the blown air temperature Tv and the physical quantity Vcomp representing the compressor work, the compressor discharge increases in proportion to Vcomp, and the compressor work also increases (when using an electric compressor, it corresponds to the frequency).

In step S132, it is determined whether or not the defroster switch is ON. If the defroster switch is ON, the process proceeds to step S133,
If the defroster switch has been turned off, the process proceeds to step S134.

In step S133, a correction term for the case where the defroster switch is ON is given to the target cooling state of the heat absorbing vehicle interior heat exchanger 35. δTc is a correction term for the target air temperature of the heat-absorbing vehicle interior heat exchanger blown air in the cooling operation, δTH is a correction term for the upper limit cooling temperature (window clear temperature) in the heating operation, and the defroster switch is ON.
If it is, the target cooling state in the heat absorbing vehicle interior heat exchanger 35 is set lower to increase the amount of dehumidification, and the reheating amount in the heat releasing vehicle interior heat exchanger 33 is increased. The air conditioning air is blown into the vehicle interior at the target blowing temperature. Similarly, in step S134, the heat absorbing vehicle interior heat exchanger 35 when the defroster switch is not ON is set.
The correction term for the target cooling state is given.

In step S135, step S133
Using the correction term given in step S134 and step S134, a comparison is made between the cooling state in the heat-absorbing vehicle interior heat exchanger 35 in the cooling operation and the heating operation, and the cooling state in the cooling operation is When the temperature is lower than the case where the operation is performed, the process proceeds to step S136 to perform the cooling operation. Conversely, when the cooling state during the heating operation is lower than the case where the cooling operation is performed, the process proceeds to step S137 and the heating is performed. Execute the operation.

FIGS. 6 and 7 show flowcharts of compressor control during heating temperature control.

At step S1371, various data are read. Here, data other than the data read in step S2 in FIG. 3 and step S131 in FIG.
That is, the temperature of the coolant Tref.eva flowing into the heat exchanger 35 for absorbing heat and the temperature Tcool of the coolant for cooling the drive motor are read.

In step S1372, the cooling temperature Tfine for anti-fog is calculated in consideration of the thermal environment condition outside the vehicle compartment and the heat load condition inside the vehicle compartment.

In step S1373, a deviation △ θ1 between the target outlet temperature Tof calculated in step S5 and the outlet air temperature Tv of the heat-radiating vehicle interior heat exchanger detected in step S131 is calculated.

In step S1374, it is determined whether the defroster switch has been turned on.

If the defroster switch is ON in step S1374, the process proceeds to step S1375. Conversely, if the defroster switch is OFF, in step S1376, the upper limit cooling of the heat absorbing vehicle interior heat exchanger 35 during the heating operation is performed. The correction temperature δTH for the temperature is given. The value of the correction temperature δTH is set in the same manner as in steps S133 and S134. Here, correction is made only for ON / OFF of the defroster switch. However, correction may be made for heat load conditions of the vehicle, for example, solar radiation, vehicle interior temperature, outside air temperature, and air outlet temperature.

In step S1377, the set upper limit cooling temperature T5 at the time of low outside air temperature is compared with the upper limit cooling temperature (Tfine-δTH) based on the cooling temperature Tfine for anti-fog, and the larger one is subjected to the heating operation. Upper limit cooling temperature (upper limit Tou
t '). Here, as one of the factors for determining the upper limit cooling temperature, the correction value of the cooling temperature for anti-fog is represented as a correction value, but in addition to the cooling temperature for anti-fog, the outside air temperature, the thermal environment condition of the vehicle and the like. A window fogging sensor output or the like may be used.

In step S1378, the temperature Tseto (T6) based on the freezing of the heat absorbing passenger compartment heat exchanger 35 is set as the lower limit cooling temperature (lower limit Tout ').

In step S1379, it is determined whether or not heat recovery is possible. The temperature Tcool of the coolant that cools the drive motor 83 is higher than the temperature Tref.eva of the refrigerant flowing into the heat exchanger 85 for recovering heat absorption. It is determined whether or not. In the case of Tcool ≦ Tref.eva, the temperature of the coolant flowing through the cooling pipe 86 is low, and the heat exchanger 85 for recovering and absorbing heat is used.
Since heat recovery cannot be performed at step S138, step S138 is performed.
Proceeding to 1, the first valve 84 is fully closed to stop the flow of the coolant into the heat exchanger 85 for recovering heat absorption, and further proceeding to step S1382 to open and close the first valve 84 after this step. Ban. Therefore, it is possible to prevent the work load of the compressor 31 from increasing due to the heat radiation from the refrigerant to the coolant to maintain the heat radiation amount in the heat radiation interior heat exchanger 33.

On the other hand, if Tcool> Tref.eva, the coolant temperature is equal to or higher than the refrigerant temperature, and the heat can be recovered by the recovered heat absorbing heat exchanger 85.
Proceeding to 1380, the prohibition of opening and closing of the first valve 84 in step S1382 is released.

In step S1383, it is determined whether or not the heat absorbing interior heat exchanger 35 may be frozen.
That is, it is determined whether or not the blow-out air temperature Tout of the heat absorbing vehicle interior heat exchanger 35 is lower than the lower limit cooling temperature (lower limit Tout ') set in step S1378.
In the case of the lower limit Tout ', there is a possibility that the heat-absorbing heat exchanger 35 will freeze in this state.
Proceeding to 4, control for avoiding freezing is performed.

Step S1384 is the first valve 84.
To determine whether the opening can be moved in the fully closed direction.
It is determined whether or not the first valve 84 is fully open. If the first valve 84 is not fully open, the flow advances to step S1391.
In step S1391, the opening degree of the first valve 84 is increased, and the amount of heat absorbed by the refrigerant in the recovered heat absorbing heat exchanger 85 is increased. When the amount of heat absorbed by the refrigerant in the heat exchanger for heat recovery and heat absorption 85 increases, the amount of heat recovered in the refrigeration cycle increases.
, The heat absorption amount in the heat absorbing vehicle interior heat exchanger 35 decreases.
The blown air temperature Tout rises. Therefore, it is possible to prevent the heat exchanger 35 from freezing.

If it is determined in step S1384 that the first valve 84 is fully open, the flow advances to step S1393. In step S1393, the input of the compressor 31 is set to ΔVco
In this case, the air temperature Tout of the heat absorbing vehicle interior heat exchanger 35 is increased by mp so that Tout falls within the vertical cooling temperature. Therefore, it is possible to prevent the heat exchanger 35 from freezing.

If Tout ≧ lower limit Tout ′ in step S1383, there is no possibility that the heat absorbing heat exchanger 35 freezes, and the flow advances to step S1385.

In step S1385, the temperature Tout of the air blown out of the heat absorbing vehicle interior heat exchanger 35 is determined in step S1.
It is determined whether it is higher than the upper limit Tout 'set in 377. When Tout> upper limit Tout ', window fogging may occur due to insufficient cooling in the heat absorbing passenger compartment heat exchanger 35, so the flow proceeds to step S1386 to perform control for antifogging.

In step S1386, the first valve 8
It is determined whether or not 4 is fully closed. If the first valve 84 is not fully closed, the process proceeds to step S1389. Step S138
In 9, the degree of opening of the first valve 84 is reduced to reduce the amount of heat absorbed by the refrigerant in the recovered heat absorbing heat exchanger 85. When the amount of heat absorbed by the refrigerant in the heat exchanger 85 for recovering heat absorption decreases, the amount of heat recovered in the refrigeration cycle decreases. Accordingly, the amount of heat absorbed in the heat exchanger 35 for heat absorption increases and the heat absorption The temperature Tout of the air blown from the heat exchanger 35 for the passenger compartment of the vehicle decreases. Therefore, occurrence of window fogging can be prevented.

If it is determined in step S1386 that the first valve 84 is fully closed, the flow advances to step S1393. In step S1394, the input of the compressor 31 is set to ΔVco
In this case, the air temperature Tout of the heat absorbing vehicle interior heat exchanger 35 is decreased by mp so that Tout falls within the vertical cooling temperature.

In step S1385, if Tout ≦ upper limit Tout ′, that is, lower limit Tout ′ ≦ Tout ≦ upper limit T
In the case of "out", the process proceeds to step S1387.

In step S1387, a deviation Δθ2 between the upper limit Tout 'and the lower limit Tout' is calculated.

In step S1388, the heat absorbing passenger compartment heat exchanger 35 has a margin of cooling state (for example, Tout
out 'and a state close to the lower limit Tout'). That is, it is determined whether or not Δθ2 calculated in step S1387 is higher than the set temperature T7. If Δθ2> T7, there is a margin in the cooling state of the heat absorbing vehicle interior heat exchanger 35, and further, the recovered heat absorbing heat Since it is determined that Tout does not exceed the upper limit Tout 'even if the amount of heat absorbed in the exchanger 85 is increased, the flow advances to step S1391. In step S1391, the degree of opening of the first valve 84 is increased, the amount of heat absorbed by the refrigerant in the recovered heat absorbing heat exchanger 85 is increased, and the amount of heat recovered in the refrigeration cycle is increased.

In step S1388, Δθ2 ≦ T
In the case of 7, when Tout is close to the upper limit Tout 'and the amount of heat absorbed by the heat exchanger 85 for recovering heat absorption further increases, the operating pressure and operating temperature of the refrigerant in the heat exchanger 35 for heat absorption inside the vehicle increase. Then, the blown air temperature Tout becomes higher than the upper limit Tout ', and there is a possibility that window fogging occurs. Therefore, the process proceeds to step S1390, and the opening degree of the first valve 84 at that time is maintained.

Steps S1389, S1390, S13
In 91, when the first valve 84 is opened or closed or maintained, the process proceeds to step S1392, where the target outlet temperature Tof of the heat-dissipating vehicle interior heat exchanger 33 is within a certain range,
It is determined whether the target heating heat can be obtained. That is, the target outlet temperature Tof calculated in step S1373 and the air-conditioning temperature Tv from the heat-dissipating indoor heat exchanger.
Is compared with the set deviation S1.

In step S1392, △ θ1> S
In the case of 1, since the outlet temperature has not reached the target air-conditioning air temperature Tof, the process proceeds to step S1394, where the work amount of the compressor 31 is increased by ΔVc to increase the outlet temperature. In the case of Δθ1 <−S1, since the temperature of the air blown from the heat exchanger of the heat absorbing vehicle interior is higher than the target blown temperature,
Proceeding to step S1393, the work amount of the compressor 31 is decreased by ΔVc to lower the blowout temperature. Under other conditions, the flow advances to step S1395 to maintain the current compressor work.

In the conventional heat pump cooling / heating device for a vehicle as well, the blowout temperature can be controlled by changing the work of the compressor. Therefore, the temperature change amount of the vehicle greatly differs, and stable vehicle interior temperature control is difficult.

In this regard, in the heating operation of the vehicle air conditioner of the embodiment of the present invention, a continuous heating operation can be performed without being affected by the outside air temperature. Regardless of the temperature and running conditions, the temperature always appears as a predetermined amount of change in the outlet temperature (change in the amount of heat released into the vehicle interior).
Since the air conditioner always has a feature of being accompanied by dehumidification (cooling), the vehicle interior dehumidification temperature control without instability can be performed by the compressor control as shown in FIGS.

Further, the compressor 3 is controlled so that the temperature Tv of the air blown from the heat exchanger 33 for radiating the heat reaches the target temperature.
1, while changing the amount of work, heat exchanger 35
Is compared with the upper limit Tout 'set in consideration of the anti-fogging temperature, and within a range where the blowing air temperature T out can be cooled below the temperature at which the anti-fogging effect can be obtained, heat exchange for heat recovery and heat absorption is performed. The heat exchange amount (heat absorption amount) in the vessel 85 is increased. That is, if the opening degree of the first valve 84 increases and the amount of heat absorbed by the recovered heat absorbing heat exchanger 85 increases, the blown air temperature Tv in the heat radiating vehicle interior heat exchanger 33 increases. Is performed to reduce the work load of the compressor, and the compressor input is reduced. When the compressor input decreases and the workload of the compressor 31 decreases,
The rise of the outlet air temperature Tv of the heat-dissipating vehicle interior heat exchanger 33 is suppressed, and the outlet air temperature Tout of the heat-absorbing vehicle interior heat exchanger 35 moves in a higher direction. Even if the blown air temperature Tout of the heat absorbing vehicle interior heat exchanger 35 becomes high, if a sufficient anti-fog effect (window clearness) can be obtained,
Further, the amount of heat absorbed by the heat exchanger 85 for recovering heat absorption is increased, and the work of the compressor 31 is reduced.

On the other hand, when there is a possibility that the anti-fogging effect is deteriorated, the opening degree of the first valve 84 is reduced to reduce the amount of heat absorbed by the heat exchanger 85 for recovering heat absorption. When the amount of heat absorbed by the heat exchanger 85 for recovering and absorbing heat decreases, the air temperature Tout blown out of the heat exchanger 35 for heat absorption and the air temperature Tv blown out of the heat exchanger 33 for heat radiation decrease. Is controlled to increase the workload of the user. When the work of the compressor 31 increases, the air temperature Tout blown out of the heat exchanger 35 for heat absorption decreases, and the air temperature Tv blown out of the heat exchanger 33 for heat radiation inside the vehicle.
Rises. If the blow-out air temperature Tout of the heat-absorbing interior heat exchanger 35 decreases and there is a margin in the anti-fogging performance, control is performed to increase the amount of heat absorbed in the heat-exchanging heat-exchanging heat exchanger 85 again to prevent the fogging. The compressor input is reduced within a range that satisfies the performance, and the blown air temperature Tv of the heat radiating vehicle interior heat exchanger 33 is made closer to the target blowout temperature.

Therefore, during the heating operation, the blower air temperature Tv of the heat-radiating vehicle interior heat exchanger 33 can be set to the target temperature, and the compressor input can be reduced while maintaining the window clearness, thereby improving the heating performance. In addition, the window clearness and the power consumption can be reduced by dehumidification.

FIG. 8 shows a flowchart of the compressor control during the cooling operation. When the cooling operation is performed, it is determined in step S1360 whether or not vent blowing is performed.

In the case of vent blowing, the most energy-saving method is to cool the temperature of the air flowing into the heat absorbing interior heat exchanger 35 to the target blowing temperature and then blow it out into the vehicle cabin. Outlet temperature XM (T
of) is set to the target temperature T′int of the air temperature blown out from the heat absorbing vehicle interior heat exchanger.

In step S1360, if it is other than vent blowing, the flow advances to step S1362 to determine whether or not the mode is the bi-level mode.

In the case of the bi-level mode, step S
1364, otherwise, step S13
Proceeding to 63, a corrected temperature δTc of the temperature of the air blown from the heat-exchanger interior heat exchanger is given. This correction temperature is set to a larger value as the amount of reheat in the heat-radiating vehicle interior heat exchanger 33 increases.

In step S1365, the target temperature T'int of the air temperature blown out of the heat absorbing vehicle interior heat exchanger is compared with the temperature T5 used in step S1377 and the target blowout temperature Tof.
Is set to the larger of the temperature (Tof−δTc) corrected by the correction term given in step S1363 or step S1364.

In step S1366, step S13
61 or the target temperature T 'calculated in step S1365.
The difference θ between the int and the air temperature Tout blown out of the heat absorbing vehicle interior heat exchanger is calculated.

At step S1367, at step S13
If the value of θ calculated in step 66 is θ <−So, the process proceeds to step S1368, where the work amount of the compressor 1 is set to ΔVc
Blowoff air temperature Ru a <br/> lower inner heat exchanger for heat absorption is increased only. If θ> So, it is determined that the work amount of the compressor 1 is unnecessarily large, and step S
Proceed to 1370, Ru reduces the workload of the compressor 1 △ Vc only. Otherwise, the flow advances to step S1369 to maintain the current compressor work.

In short, according to the heat pump type cooling and heating apparatus of this embodiment, the cooling and heating capacity can be improved by the stable control without being influenced by the climatic conditions outside the vehicle compartment, and no significant design change is required. Suitable for automobiles, etc., and can perform dehumidifying heating.

In particular, during the heating operation, the blow-out air temperature Tv of the heat radiating vehicle interior heat exchanger 33 is set to the target temperature, and the compressor input can be reduced while maintaining the window clearness, thereby improving the heating performance. In addition, the window clearness and the power consumption can be reduced by dehumidification.

In this embodiment, one heat exchanger 85 for heat recovery and heat absorption is installed in series with the heat exchanger 35 for heat absorption in the vehicle interior, and the heat exchange for heat recovery and heat absorption is performed by opening the first valve 84. Although the amount of heat absorbed in the heat exchanger 85 is controlled, the present invention is not limited to this, and a plurality of heat exchangers 85 for heat recovery and heat absorption may be provided. Also, in the case where the heat exchanger 85 for heat recovery and heat absorption is provided in parallel with the heat exchanger 35 for heat absorption in the vehicle interior, the same effect can be obtained by controlling the heat absorption amount of the heat exchanger 85 for heat recovery for heat recovery. Can be.

Further, in this embodiment, the recovered heat absorbing heat exchanger 85 is controlled based on the blown air temperature Tout of the heat absorbing vehicle interior heat exchanger 35 and the blown air temperature Tv of the heat radiating vehicle interior heat exchanger 33. Although the heat exchange amount and the compressor input were controlled, instead of the Tout, the heat absorbing vehicle interior heat exchanger 35 was used.
And the operating temperature or operating pressure of the heat-absorbing vehicle interior heat exchanger 35. Instead of Tv, the outlet refrigerant temperature of the heat-radiating vehicle interior heat exchanger 33, The operating temperature or operating pressure of the vehicle interior heat exchanger 33 may be used.

FIG. 9 is a flowchart according to the second embodiment. The basic configuration of this embodiment is the same as that of the embodiment shown in FIG. Further, in this embodiment, the load on a battery (not shown) is reduced when the motor output is large, and the basic air-conditioning control follows the flowcharts of FIGS.

That is, in step S201, it is determined whether the input to the motor 83 is equal to or less than a set value. If the motor input is larger than the set value, the vehicle is in an uphill state or a high-speed state, and a large motor output is required. Therefore, the process proceeds to step S202 and the subsequent steps.
The target outlet temperature Tof obtained in step 5 is corrected. On the other hand, if the motor input is equal to or less than the set value, the process proceeds to step S137 without correcting the target outlet temperature Tof set in step S5.
Proceed to 2.

In step S202, it is determined whether or not the motor input exceeding the set value has been continued for a predetermined time. If the motor input over the set value is continued for more than a predetermined time,
Proceeding to step S203, the target outlet temperature Tof is lowered.
As a result, when performing the heating operation using the waste heat of the motor 83, the increase in the compressor rotation speed is suppressed, and the input to the compressor is temporarily reduced. , Temporarily reduce the load on the battery when a large motor output is required, etc.
It is possible to prevent an unreasonable load from being applied to the battery. Such a device is called a target value increase / decrease change unit.

FIG. 10 is a flowchart according to the third embodiment. The basic configuration of this embodiment is the same as that of the embodiment shown in FIG. Further, in the present embodiment, the power consumption during the operation of the pump is reduced, and the basic air-conditioning control follows the flowcharts of FIGS.

The pump in this embodiment is turned on / off by the control device 43 in accordance with the coolant temperature detected by the coolant temperature sensors 69a and 69b.

That is, in step S301, it is determined whether or not the coolant temperature is equal to or higher than the set temperature. If the temperature is equal to or higher than the set temperature, the flow proceeds to step S302 to turn on the pump 82.
If the temperature is lower than the set temperature, the process proceeds to step S303 and the pump 82 is turned off.

As a result, when the heat value of the motor 83 is small or in winter, the operation of the pump 82 can be reduced to reduce power consumption.

FIG. 11 is a flowchart according to the fourth embodiment. The basic configuration of this embodiment is the same as that of the embodiment shown in FIG. Further, in the present embodiment, the power consumption during the operation of the pump is reduced, and the basic air-conditioning control follows the flowcharts of FIGS.

In this embodiment, the radiator 81 is disposed around a typical component of the vehicle (not shown). In a severe winter or when the temperature of the component of the vehicle decreases, the heat generated by the motor 83 is recovered. The heat is absorbed by the refrigerant in the heat exchanger 85 and used for heating the vehicle interior, and is radiated from the radiator 81 to increase the ambient temperature and to prevent insulation deterioration of electrical components due to freezing and the like.

That is, in step S401, it is determined whether or not the representative part temperature of the vehicle is equal to or higher than the set temperature. If the representative part temperature of the vehicle is higher than the set temperature, it is determined that icing or the like does not occur, and the process proceeds to step S402. Conversely, if the temperature is equal to or lower than the set temperature, it is determined that icing or the like may occur. Proceed to step S403.

In step S402, the second valve 87
Is closed, the amount of heat released from the radiator 81 is suppressed, and the amount of heat absorbed by the refrigerant in the recovered heat absorbing heat exchanger 85 is increased.

In step S403, the second valve 87
Is opened, the coolant in a high temperature state flows into the radiator 81, and the heat of the motor 83 is radiated from the radiator 81,
Increase the ambient temperature of electrical components.

By opening and closing the second valve 87 in this manner, the heat generated by the motor 83 during heating can be effectively used.

[0123]

As is apparent from the above description, according to the first aspect of the present invention, during the heating operation, heat is radiated by the heat-dissipating vehicle interior heat exchanger, and heat is absorbed by the heat-absorbing vehicle interior heat exchanger.
During cooling operation, heat is radiated by both the heat exchanger outside the vehicle compartment or both the heat exchanger outside the vehicle and the heat exchanger inside the vehicle, and heat is absorbed by the heat exchanger inside the vehicle. The heat absorption of the indoor heat exchanger and the work heat of the compressor are radiated by the heat radiator inside the vehicle heat exchanger to improve the heating capacity and to be able to operate even at low outside temperature without being influenced by the weather conditions of the outside air, and to achieve stable control. Becomes possible. After dehumidification by the heat absorbing vehicle interior heat exchanger, heating is performed by the heat radiating vehicle interior heat exchanger, so that dehumidifying and heating becomes possible. Reheating after the dehumidification of the conditioned air does not require the use of an electric heater or the like, thereby reducing power consumption. 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 case without a large heat source such as a solar car or an electric car. Since the flow direction of the refrigerant is the same between the cooling and the heating, the cooling and heating device currently used for the vehicle can be applied without much change, which is advantageous in design.

Further, at the time of the heating operation, by utilizing the waste heat recovered from another heat source, the temperature of the hot air into the vehicle compartment can be raised, and the work of the compressor can be reduced. Power consumption can be reduced while maintaining the heating capacity.

According to the second aspect of the present invention, the power consumption can be reduced by maintaining the heating capacity and maintaining the temperature of the air blown from the heat-absorbing interior heat exchanger in a predetermined temperature range.

According to the third aspect of the present invention, it is possible to prevent fogging and freezing of the window, reduce the work of the compressor, and reduce power consumption while maintaining both heating capacity and window clearness. Can be achieved.

According to the fourth aspect of the present invention, it is possible to avoid a temporary increase in energy load during the cooling / heating operation.
It is possible to prevent sudden power consumption from occurring and reduce the burden on the power supply.

According to the fifth aspect of the present invention, there is no possibility that the work amount of the compressor is increased due to heat release from the refrigerant to the heat medium, and the power consumption can be more reliably reduced.

According to the sixth aspect of the present invention, the temperature of the representative part can be quickly raised, and the durability of the representative part can be improved.

[Brief description of the 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 a 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 flowchart according to the first embodiment of the present invention.

FIG. 6 is a flowchart according to the first embodiment of the present invention.

FIG. 7 is a flowchart 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 a second embodiment of the present invention.

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

FIG. 11 is a flowchart according to a fourth embodiment of the present invention.

FIG. 12 is a configuration diagram of a refrigeration cycle according to a conventional example.

FIG. 13 is a configuration diagram of a refrigeration cycle of a new heat pump type air conditioner for a vehicle.

[Explanation of symbols]

 Reference Signs List 31 compressor 32 three-way valve (refrigerant flow path switching means) 33 heat-radiating vehicle interior heat exchanger 34 expansion valve (expansion means) 35 heat-absorbing vehicle interior heat exchanger 37 blower fan (blowing means) 38 vehicle exterior heat exchanger 43 control Device (compressor control means) 81 Recovered heat radiating heat exchanger 82 Pump (recovery means) 83 Motor (another heat source) 83a Waste heat recovery section (recovery means) 84 First valve (heat absorption selection means) 85 Recovered heat absorption Heat exchanger

Claims (6)

(57) [Claims] A compressor that adds work to the refrigerant; a vehicle exterior heat exchanger that is connected to a refrigerant discharge side of the compressor and radiates heat of the refrigerant to the outside air; and a refrigerant that is connected to a refrigerant discharge side of the compressor. A heat-exchange vehicle interior heat exchanger for exchanging heat with air introduced by a blower to generate warm air-conditioned air; an expansion device connected to a refrigerant outflow side of the heat-exchange vehicle interior heat exchanger; The expansion unit is connected to the refrigerant outlet side of the expansion unit and the refrigerant suction side of the compressor, and transfers the heat of the air introduced by the blowing unit to the expansion unit from at least one of the exterior heat exchanger and the heat radiation interior heat exchanger. A heat absorbing interior heat exchanger for exchanging heat with the refrigerant supplied through the air to generate cold conditioned air; a refrigerant discharging side of the compressor, a refrigerant of the exterior heat exchanger and a refrigerant of the heat radiation interior heat exchanger. The refrigerant discharged from the compressor, which is provided between the heat exchanger and the inlet side, is introduced into at least the exterior heat exchanger during the cooling operation, and is bypassed from the exterior heat exchanger during the heating operation so as to avoid the heat release. Refrigerant flow switching means to be introduced into the exchanger; compressor control means for variably controlling the work amount of the compressor according to a target value determined based on the thermal environment conditions of the vehicle; and waste heat from another heat source of the vehicle. A recovering means for recovering via a heat medium, a heat exchanger for recovering heat absorption connected to the recovering means and exchanging heat between the refrigerant sucked into the compressor and the heat medium recovering the waste heat, A heat absorbing means provided between the heat absorbing heat exchanger and the recovery means, and a heat absorption selecting means for selectively introducing the heat medium into the recovered heat absorbing heat exchanger during a heating operation. Heat po Flop-type air conditioner. 2. A heat pump type cooling and heating apparatus for a vehicle according to claim 1, wherein said heat absorption selecting means keeps a cooling state of said heat absorbing vehicle interior heat exchanger within a set temperature range while maintaining said cooling heat. A heat pump type air conditioner for a vehicle, wherein the heat medium is introduced so as to increase the amount of heat exchange in the heat exchanger for heat absorption. 3. The heat pump type cooling / heating device for a vehicle according to claim 1, wherein the heat absorption selecting means sets a cooling state of the heat absorbing vehicle interior heat exchanger in a window in relation to a vehicle interior air temperature and an outside air temperature. The heat exchange is performed so as to increase the amount of heat exchange in the recovered heat absorbing heat exchanger while maintaining the temperature below the temperature at which no fogging occurs and the freezing temperature of the heat absorbing interior heat exchanger. A heat pump air conditioner for a vehicle, wherein a medium is introduced. 4. The heat pump air conditioner for a vehicle according to claim 1, wherein the compressor control means detects a running load of the vehicle .
That in response to a signal from the means, the target value, the running load
When high, set a value to reduce compressor operation rate
Increases the operating rate of the compressor when running load is low
A heat pump type cooling / heating device for a vehicle, comprising a target value increasing / decreasing means for setting a value to be set . 5. The heat pump type cooling and heating apparatus according to claim 1, wherein the heat absorbing selection means is configured to control a temperature of a heat medium of the recovery means to be controlled by the compressor. A heat pump type cooling / heating device for a vehicle, wherein the introduction of a heat medium to the heat exchanger for absorbing and recovering heat is stopped when the temperature of the refrigerant sucked into the heat exchanger is lower than the temperature of the refrigerant sucked into the heat exchanger. 6. The heat pump air conditioner for a vehicle according to claim 1, 2, 3, 4, or 5, wherein the heat pump is connected to the recovery unit to recover the waste heat. Providing a recovered heat radiating heat exchanger for radiating the heat of the heat medium to the vicinity of the representative component of the vehicle, and when the temperature of the representative component is lower than a set temperature, the recovering heat radiating heat exchanger is provided with the heat medium. A heat pump type air conditioner for vehicles characterized by being introduced.