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JP6917794B2 - Vehicle air conditioner - Google Patents

Vehicle air conditioner Download PDF

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JP6917794B2
JP6917794B2 JP2017116678A JP2017116678A JP6917794B2 JP 6917794 B2 JP6917794 B2 JP 6917794B2 JP 2017116678 A JP2017116678 A JP 2017116678A JP 2017116678 A JP2017116678 A JP 2017116678A JP 6917794 B2 JP6917794 B2 JP 6917794B2
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air
compressor
rotation speed
refrigerant
mode
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JP2019001269A (en
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竜 宮腰
竜 宮腰
耕平 山下
耕平 山下
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Sanden Automotive Climate Systems Corp
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Sanden Automotive Climate Systems Corp
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Priority to JP2017116678A priority Critical patent/JP6917794B2/en
Priority to PCT/JP2018/019422 priority patent/WO2018230266A1/en
Priority to CN201880039062.XA priority patent/CN110740889B/en
Priority to CN202310372215.5A priority patent/CN116141920A/en
Publication of JP2019001269A publication Critical patent/JP2019001269A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00735—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00735—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models
    • B60H1/0075—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models the input being solar radiation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00735—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models
    • B60H1/00764—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models the input being a vehicle driving condition, e.g. speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00821—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being ventilating, air admitting or air distributing devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00899—Controlling the flow of liquid in a heat pump system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
    • B60H1/2215—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant the heat being derived from electric heaters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3205—Control means therefor

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Air-Conditioning For Vehicles (AREA)

Description

本発明は、車両の車室内を空調するヒートポンプ方式の空気調和装置、特に電動式の圧縮機を使用した車両用空気調和装置に関するものである。 The present invention relates to a heat pump type air conditioner for air-conditioning the interior of a vehicle, particularly a vehicle air conditioner using an electric compressor.

近年の環境問題の顕在化から、ハイブリッド自動車や電気自動車が普及するに至っている。そして、このような車両に適用することができる空気調和装置として、冷媒を圧縮して吐出する電動式の圧縮機（電動圧縮機）と、車室内側に設けられて冷媒を放熱させる放熱器（室内凝縮器）と、車室内側に設けられて冷媒を吸熱させる吸熱器（室内蒸発器）と、車室外側に設けられて冷媒を放熱又は吸熱させる室外熱交換器等から冷媒回路を構成し、圧縮機から吐出された冷媒を放熱器において放熱させ、この放熱器において放熱した冷媒を室外熱交換器において吸熱させる暖房モードや、圧縮機から吐出された冷媒を放熱器において放熱させ、放熱器において放熱した冷媒を吸熱器において吸熱させる除湿モード、圧縮機から吐出された冷媒を室外熱交換器において放熱させ、吸熱器において吸熱させる冷房モード等の各運転モードを切り換えて実行するものが開発されている。 Due to the emergence of environmental problems in recent years, hybrid vehicles and electric vehicles have become widespread. As an air conditioner that can be applied to such a vehicle, an electric compressor (electric compressor) that compresses and discharges the refrigerant, and a radiator (radiator) that is provided on the vehicle interior side to dissipate the refrigerant. The refrigerant circuit is composed of an indoor condenser), a heat absorber (indoor evaporator) provided on the vehicle interior side to absorb the refrigerant, and an outdoor heat exchanger provided on the outside of the vehicle interior to dissipate or absorb the refrigerant. , The heating mode in which the refrigerant discharged from the compressor is dissipated in the radiator and the refrigerant dissipated in this radiator is absorbed in the outdoor heat exchanger, and the refrigerant discharged from the compressor is dissipated in the radiator to dissipate the radiator. A dehumidifying mode in which the radiated refrigerant is absorbed in the heat absorber and a cooling mode in which the refrigerant discharged from the compressor is radiated in the outdoor heat exchanger and absorbed in the heat absorber are switched and executed. ing.

また、電動式の圧縮機は高回転時に比較的大きな駆動音を発生するため、車室内の音のレベルが低くなり、静かになるとこの駆動音が搭乗者にとって耳障りとなる。そこで、係る圧縮機が発生する騒音が車室内の搭乗者に及ぼす影響を考慮し、車室内の音のレベルが低くなる（静かになる）状況、即ち、シフト位置が前進位置以外の場合や、外気温度、設定温度、車室内温度が高い、或いは、低い状況以外の場合には、圧縮機の上限回転数（上限値）を低下させるように制御していた（例えば、特許文献１参照）。 In addition, since the electric compressor generates a relatively loud driving noise at high rpm, the sound level in the passenger compartment becomes low, and when it becomes quiet, this driving noise becomes annoying to the passengers. Therefore, in consideration of the influence of the noise generated by the compressor on the passengers in the passenger compartment, the sound level in the passenger compartment becomes low (quiet), that is, when the shift position is other than the forward position, or When the outside air temperature, the set temperature, and the vehicle interior temperature are not high or low, the compressor is controlled so as to reduce the upper limit rotation speed (upper limit value) (see, for example, Patent Document 1).

特開２０１３−６３７１１号公報Japanese Unexamined Patent Publication No. 2013-63711

しかしながら、圧縮機の回転数の上限値を低下させれば、当然に車室内の空調性能は低下する。従って、空調性能を考慮すれば出来るだけ上記のような上限回転数の低下は行いたくない。また、車室内の音のレベルが高ければ、圧縮機が発生する駆動音が搭乗者に耳障りとなることも無くなるが、従来の制御では未だこれを的確に把握して適切な圧縮機の上限回転数の変更を行えなかった。 However, if the upper limit of the number of revolutions of the compressor is lowered, the air conditioning performance in the vehicle interior is naturally lowered. Therefore, considering the air conditioning performance, we do not want to reduce the upper limit rotation speed as much as possible. In addition, if the sound level in the passenger compartment is high, the driving sound generated by the compressor will not be offensive to the passengers, but conventional control still accurately grasps this and the appropriate upper limit rotation of the compressor. The number could not be changed.

また、暖房モードでは圧縮機に吸い込まれる冷媒の密度が低下するため、冷房モードの場合よりも大きな圧縮機の吐出容積が必要となる。そのため、冷媒回路を構成する圧縮機としては、通常は暖房モードの場合に必要な吐出容積のものを選定する必要があるが、この吐出容積は冷房モードでは過剰となるものであった。 Further, in the heating mode, the density of the refrigerant sucked into the compressor decreases, so that a larger discharge volume of the compressor than in the cooling mode is required. Therefore, as the compressor constituting the refrigerant circuit, it is usually necessary to select a compressor having a discharge volume required in the heating mode, but this discharge volume is excessive in the cooling mode.

本発明は、係る従来の技術的課題を解決するために成されたものであり、電動式の圧縮機の上限回転数を適切に制御して快適で効率的な車室内空調を実現することができる車両用空気調和装置を提供することを目的とする。 The present invention has been made to solve the above-mentioned conventional technical problems, and it is possible to appropriately control the upper limit rotation speed of an electric compressor to realize comfortable and efficient vehicle interior air conditioning. It is an object of the present invention to provide an air conditioner for a vehicle capable of providing an air conditioner for a vehicle.

請求項１の発明の車両用空気調和装置は、車室内に供給する空気が流通する空気流通路と、冷媒を圧縮する電動式の圧縮機、及び、空気流通路から車室内に供給する空気と冷媒とを直接、若しくは、間接的に熱交換させるための熱交換器を有する冷媒回路と、空気流通路に空気を流通させるための室内送風機と、空気流通路から車室内に空気を吹き出すためＶＥＮＴ吹出口、及び、ＦＯＯＴ吹出口と、制御装置とを備え、この制御装置により、圧縮機及び室内送風機を制御することで車室内を空調すると共に、車室内に空気を吹き出す吹出モードを、少なくともＶＥＮＴ吹出口から吹き出すＶＥＮＴモードと、ＦＯＯＴ吹出口から吹き出すＦＯＯＴモードに切り換え可能とされたものであって、制御装置は、ＦＯＯＴモードの場合、ＶＥＮＴモードの場合に比して圧縮機の制御上の上限回転数を下げる方向で変更することを特徴とする。 The vehicle air conditioner according to claim 1 has an air flow passage through which air supplied into the vehicle interior flows, an electric compressor that compresses a refrigerant, and air supplied from the air flow passage into the vehicle interior. A compressor circuit having a heat exchanger for directly or indirectly exchanging heat with the refrigerant, an indoor blower for circulating air through the air flow passage, and a VENT for blowing air from the air flow passage into the vehicle interior. It is equipped with an air outlet, a FOOT air outlet, and a control device, and the control device controls the compressor and the indoor blower to air-condition the vehicle interior and at least VENT the air outlet mode that blows air into the vehicle interior. It is possible to switch between the VENT mode that blows out from the air outlet and the FOOT mode that blows out from the FOOT air outlet. It is characterized by changing in the direction of lowering the number of rotations.

請求項２の発明の車両用空気調和装置は、上記発明において制御装置は、車両が停車している場合、走行時よりも圧縮機の制御上の上限回転数を下げる方向で変更することを特徴とする。 The vehicle air conditioner according to the second aspect of the present invention is characterized in that, in the above invention , the control device is changed in a direction of lowering the upper limit rotation speed for controlling the compressor than when the vehicle is running. And.

請求項３の発明の車両用空気調和装置は、上記各発明において制御装置は、外気温度が低くなる程、圧縮機の制御上の上限回転数を下げる方向で変更することを特徴とする。 The vehicle air conditioner according to the third aspect of the present invention is characterized in that, in each of the above inventions, the control device is changed in the direction of lowering the control upper limit rotation speed of the compressor as the outside air temperature becomes lower.

請求項４の発明の車両用空気調和装置は、上記各発明において空気流通路に設けられた補助加熱装置を備え、制御装置は、圧縮機から吐出された冷媒を熱交換器にて放熱させることで車室内を暖房すると共に、圧縮機の制御上の上限回転数を下げたことで熱交換器による暖房能力が不足する場合、補助加熱装置による加熱を実行することを特徴とする。 The vehicle air conditioner according to claim 4 includes an auxiliary heating device provided in the air flow passage in each of the above inventions, and the control device dissipates heat from the refrigerant discharged from the compressor by a heat exchanger. It is characterized in that when the heating capacity of the heat exchanger is insufficient due to lowering the upper limit rotation speed for controlling the compressor while heating the passenger compartment, the auxiliary heating device is used for heating.

請求項５の発明の車両用空気調和装置は、上記各発明において冷媒回路は、冷媒を放熱させて空気流通路から車室内に供給する空気を直接、若しくは、間接的に加熱するための熱交換器としての放熱器と、冷媒を吸熱させて空気流通路から車室内に供給する空気を冷却するための熱交換器としての吸熱器と、車室外に設けられて冷媒を放熱又は吸熱させる室外熱交換器を有し、制御装置は、圧縮機から吐出された冷媒を放熱器にて放熱させ、放熱した当該冷媒を減圧した後、室外熱交換器にて吸熱させる暖房モードと、圧縮機から吐出された冷媒を室外熱交換器にて放熱させ、放熱した当該冷媒を減圧した後、吸熱器にて吸熱させる冷房モードを少なくとも実行すると共に、冷房モードでの圧縮機の制御上の上限回転数ＴＧＮＣｃＬｉｍＨｉを、暖房モードでの圧縮機の制御上の上限回転数ＴＧＮＣｈＬｉｍＨｉよりも下げる方向で変更することを特徴とする。 In the vehicle air conditioner according to the fifth aspect , in each of the above inventions, the refrigerant circuit is a heat exchange for directly or indirectly heating the air supplied from the air flow passage to the vehicle interior by dissipating the refrigerant. A radiator as a container, a heat exchanger as a heat exchanger for absorbing heat of the refrigerant and cooling the air supplied to the passenger compartment from the air flow passage, and outdoor heat provided outside the passenger compartment to dissipate or absorb the refrigerant. It has a exchanger, and the control device has a heating mode in which the refrigerant discharged from the compressor is radiated by the radiator, the radiated refrigerant is depressurized, and then the heat is absorbed by the outdoor heat exchanger, and the refrigerant is discharged from the compressor. The generated refrigerant is radiated by the outdoor heat exchanger, the radiated refrigerant is depressurized, and then at least the cooling mode in which the heat is absorbed by the heat absorber is executed, and the upper limit rotation speed of the compressor in the cooling mode is TGNCcLimHi. Is changed in a direction lower than the upper limit rotation speed TGNChLimHi in the control of the compressor in the heating mode.

請求項６の発明の車両用空気調和装置は、上記発明において圧縮機の吐出容積は、暖房モードにおいて必要な吐出容積ＤＶ１に設定されており、吐出容積ＤＶ１に対する冷房モードにおいて必要な圧縮機の吐出容積ＤＶ２の比率Ｄ２／Ｄ１と、暖房モードでの圧縮機の制御上の上限回転数ＴＧＮＣｈＬｉｍＨｉに基づいて、冷房モードでの圧縮機の制御上の上限回転数ＴＧＮＣｃＬｉｍＨｉが設定されていることを特徴とする。 In the vehicle air conditioner according to claim 6 , the discharge volume of the compressor is set to the discharge volume DV1 required in the heating mode in the above invention, and the discharge volume of the compressor required in the cooling mode with respect to the discharge volume DV1 is set. Based on the ratio D2 / D1 of the volume DV2 and the upper limit rotation speed TGNChLimHi for controlling the compressor in the heating mode, the upper limit rotation speed TGNCcLimHi for controlling the compressor in the cooling mode is set. do.

空気流通路から車室内に空気を吹き出すためＶＥＮＴ吹出口、及び、ＦＯＯＴ吹出口を備え、制御装置により、車室内に空気を吹き出す吹出モードを、少なくともＶＥＮＴ吹出口から吹き出すＶＥＮＴモードと、ＦＯＯＴ吹出口から吹き出すＦＯＯＴモードに切り換え可能とされた車両用空気調和装置では、搭乗者の耳から遠いＦＯＯＴ吹出口から空気を吹き出すＦＯＯＴモードの場合は、ＶＥＮＴ吹出口から吹き出すＶＥＮＴモードの場合に比して、搭乗者の耳に届く車室内の音のレベルは低くなり、圧縮機の駆動音も目立つようになって、搭乗者に耳障りとなる。 A VENT outlet and a FOOT outlet are provided to blow air into the vehicle interior from the air flow passage , and the control device provides an outlet mode that blows air into the vehicle interior, at least the VENT mode that blows air from the VENT outlet, and the FOOT outlet. In the vehicle air conditioner that can be switched to the FOOT mode that blows out from the FOOT mode, the FOOT mode that blows out air from the FOOT outlet far from the passenger's ear is compared to the VENT mode that blows out from the VENT outlet. The level of sound in the passenger compartment that reaches the passengers' ears becomes lower, and the driving noise of the compressor becomes more noticeable, which is annoying to the passengers.

そこで、請求項１の発明では制御装置が、ＦＯＯＴモードの場合、ＶＥＮＴモードの場合に比して圧縮機の制御上の上限回転数を下げる方向で変更するようにしたので、ＦＯＯＴモードにおいては圧縮機の駆動音を低減し、搭乗者に快適な車室内空調を実現することができるようになる。 Therefore, in the invention of claim 1 , in the case of the FOOT mode, the control device is changed in the direction of lowering the upper limit rotation speed in terms of control of the compressor as compared with the case of the VENT mode. It will be possible to reduce the driving noise of the aircraft and realize comfortable air conditioning in the passenger compartment.

ここで、上記発明に加えて請求項２の発明の如く制御装置が、車両が停車している場合、走行時よりも圧縮機の制御上の上限回転数を下げる方向で変更することで、車室内の音のレベルが低くなる停車時にも圧縮機の駆動音を低減することができるようになり、快適性を更に向上させることができるようになる。 Here, in addition to the above invention, as in the invention of claim 2, when the vehicle is stopped, the control device is changed in the direction of lowering the upper limit rotation speed for controlling the compressor than when the vehicle is running. It becomes possible to reduce the driving noise of the compressor even when the vehicle is stopped when the sound level in the room becomes low, and it becomes possible to further improve the comfort.

また、上記各発明に加えて請求項３の発明の如く制御装置が、外気温度が低くなる程、圧縮機の制御上の上限回転数を下げる方向で変更することで、車両を構成する機器が低外気温下で硬化し、振動による騒音が大きくなる状況下においても圧縮機の上限回転数を下げ、振動に伴う騒音の発生を低減することができるようになる。 Further, in addition to the above inventions, as in the invention of claim 3 , the device constituting the vehicle can be changed by changing the control device in the direction of lowering the upper limit rotation speed for controlling the compressor as the outside air temperature becomes lower. Even in a situation where the compressor hardens under a low outside temperature and the noise caused by vibration becomes large, the upper limit rotation speed of the compressor can be lowered to reduce the generation of noise caused by vibration.

一方、圧縮機から吐出された冷媒を熱交換器にて放熱させることで車室内を暖房する場合に、上記各発明の如く圧縮機の上限回転数を下げると暖房能力が低下することになるが、その場合には請求項４の発明の如く補助加熱装置を空気流通路に設け、補助加熱装置による加熱を実行することにより、快適な車室内暖房を維持することが可能となる。 On the other hand, when heating the vehicle interior by dissipating the refrigerant discharged from the compressor with a heat exchanger, lowering the upper limit rotation speed of the compressor as in each of the above inventions lowers the heating capacity. In that case, a comfortable vehicle interior heating can be maintained by providing an auxiliary heating device in the air flow passage as in the invention of claim 4 and performing heating by the auxiliary heating device.

他方、上記各発明に加えて、冷媒を放熱させて空気流通路から車室内に供給する空気を直接、若しくは、間接的に加熱するための熱交換器としての放熱器と、冷媒を吸熱させて空気流通路から車室内に供給する空気を冷却するための熱交換器としての吸熱器と、車室外に設けられて冷媒を放熱又は吸熱させる室外熱交換器を冷媒回路に設け、圧縮機から吐出された冷媒を放熱器にて放熱させ、放熱した当該冷媒を減圧した後、室外熱交換器にて吸熱させる暖房モードと、圧縮機から吐出された冷媒を室外熱交換器にて放熱させ、放熱した当該冷媒を減圧した後、吸熱器にて吸熱させる冷房モードを少なくとも実行する車両用空気調和装置では、冷媒回路を構成する圧縮機として、通常は暖房モードの場合に必要な吐出容積のものが選定されるが、この吐出容積は冷房モードでは過剰となる。 On the other hand, in addition to the above inventions, a radiator as a heat exchanger for directly or indirectly heating the air supplied from the air flow passage to the vehicle interior by radiating the refrigerant, and the refrigerant are absorbed. A heat absorber as a heat exchanger for cooling the air supplied to the passenger compartment from the air flow passage and an outdoor heat exchanger provided outside the passenger compartment to dissipate or absorb heat of the refrigerant are provided in the refrigerant circuit and discharged from the compressor. A heating mode in which the radiated refrigerant is radiated by a radiator, the radiated refrigerant is decompressed, and then heat is absorbed by the outdoor heat exchanger, and the refrigerant discharged from the compressor is radiated by the outdoor heat exchanger to dissipate heat. In a vehicle air conditioner that at least executes a cooling mode in which the refrigerant is decompressed and then absorbed by a heat absorber, the compressor constituting the refrigerant circuit usually has a discharge volume required in the heating mode. Although selected, this discharge volume is excessive in cooling mode.

そこで、請求項５の発明の如く制御装置が、冷房モードでの圧縮機の制御上の上限回転数ＴＧＮＣｃＬｉｍＨｉを、暖房モードでの圧縮機の制御上の上限回転数ＴＧＮＣｈＬｉｍＨｉよりも下げる方向で変更するようにすれば、暖房モードで要求される能力を実現しながら、冷房モードでの過剰な能力での運転を回避し、消費電力の削減や騒音の低減を実現し、制御性の向上も図ることができるようになる。 Therefore, as in the invention of claim 5 , the control device changes the upper limit rotation speed TGNCcLimHi for controlling the compressor in the cooling mode to be lower than the upper limit rotation speed TGNChLimHi for controlling the compressor in the heating mode. By doing so, while achieving the capacity required in the heating mode, avoiding operation with excessive capacity in the cooling mode, reducing power consumption and noise, and improving controllability. Will be able to.

この場合、請求項６の発明の如く圧縮機の吐出容積を、暖房モードにおいて必要な吐出容積ＤＶ１に設定し、吐出容積ＤＶ１に対する冷房モードにおいて必要な圧縮機の吐出容積ＤＶ２の比率Ｄ２／Ｄ１と、暖房モードでの圧縮機の制御上の上限回転数ＴＧＮＣｈＬｉｍＨｉに基づいて、冷房モードでの圧縮機の制御上の上限回転数ＴＧＮＣｃＬｉｍＨｉを設定することで、冷房モードでの上限回転数ＴＧＮＣｃＬｉｍＨｉを適切に設定することができるようになる。 In this case, as in the invention of claim 6 , the discharge volume of the compressor is set to the discharge volume DV1 required in the heating mode, and the ratio of the discharge volume DV2 of the compressor required in the cooling mode to the discharge volume DV1 is D2 / D1. By setting the upper limit rotation speed TGNCcLimHi for the control of the compressor in the cooling mode based on the upper limit rotation speed TGNCcLimHi for the control of the compressor in the heating mode, the upper limit rotation speed TGNCcLimHi in the cooling mode can be appropriately set. You will be able to set it.

本発明を適用した一実施形態の車両用空気調和装置の構成図である。It is a block diagram of the air conditioner for a vehicle of one Embodiment to which this invention was applied. 図１の車両用空気調和装置のコントローラの電気回路のブロック図である。It is a block diagram of the electric circuit of the controller of the air conditioner for a vehicle of FIG. 図２のコントローラの圧縮機制御に関する制御ブロック図である。It is a control block diagram concerning the compressor control of the controller of FIG. 図２のコントローラの圧縮機制御に関するもう一つの制御ブロック図である。It is another control block diagram concerning the compressor control of the controller of FIG. 図２のコントローラによる室内送風機の風量に基づく圧縮機の上限回転数変更値の算出の一例を説明する図である。It is a figure explaining an example of the calculation of the upper limit rotation speed change value of a compressor based on the air volume of the indoor blower by the controller of FIG. 図２のコントローラによる吹出モードに基づく圧縮機の上限回転数変更値の算出の一例を説明する図である。It is a figure explaining an example of the calculation of the upper limit rotation speed change value of a compressor based on the blowout mode by the controller of FIG. 図２のコントローラによる内外気モードに基づく圧縮機の上限回転数変更値の算出の一例を説明する図である。It is a figure explaining an example of the calculation of the upper limit rotation speed change value of a compressor based on the inside / outside air mode by the controller of FIG. 図２のコントローラによる音響機器の音量（オーディオレベル）に基づく圧縮機の上限回転数変更値の算出の一例を説明する図である。It is a figure explaining an example of the calculation of the upper limit rotation speed change value of a compressor based on the volume (audio level) of the audio equipment by the controller of FIG. 図２のコントローラによる車速に基づく圧縮機の上限回転数変更値の算出の一例を説明する図である。It is a figure explaining an example of calculation of the upper limit rotation speed change value of a compressor based on a vehicle speed by the controller of FIG. 図２のコントローラによる車速に基づく圧縮機の上限回転数変更値の算出の他の例を説明する図である。It is a figure explaining another example of calculation of the upper limit rotation speed change value of a compressor based on a vehicle speed by the controller of FIG. 図２のコントローラによる外気温度に基づく圧縮機の上限回転数変更値の算出の一例を説明する図である。It is a figure explaining an example of the calculation of the upper limit rotation speed change value of a compressor based on the outside air temperature by the controller of FIG. 本発明を適用した他の実施例の車両用空気調和装置の構成図である。It is a block diagram of the air conditioner for a vehicle of another Example to which this invention was applied. 本発明を適用したもう一つの他の実施例の車両用空気調和装置の構成図である。It is a block diagram of the air conditioner for a vehicle of another Example to which this invention is applied. 本発明を適用した更にもう一つの他の実施例の車両用空気調和装置の構成図である。It is a block diagram of the air conditioner for a vehicle of still another Example to which this invention is applied. 本発明を適用した更にもう一つの他の実施例の車両用空気調和装置の構成図である。It is a block diagram of the air conditioner for a vehicle of still another Example to which this invention is applied. 本発明を適用した更にもう一つの他の実施例の車両用空気調和装置の構成図である。It is a block diagram of the air conditioner for a vehicle of still another Example to which this invention is applied. 本発明を適用した更にもう一つの他の実施例の車両用空気調和装置の構成図である。It is a block diagram of the air conditioner for a vehicle of still another Example to which this invention is applied. 本発明を適用した更にもう一つの他の実施例の車両用空気調和装置の構成図である。It is a block diagram of the air conditioner for a vehicle of still another Example to which this invention is applied.

以下、本発明の実施の形態について、図面に基づき詳細に説明する。 Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

図１は本発明の一実施例の車両用空気調和装置１の構成図を示している。本発明を適用する実施例の車両は、エンジン（内燃機関）が搭載されていない電気自動車（ＥＶ）であって、バッテリに充電された電力で走行用の電動モータを駆動して走行するものであり（何れも図示せず）、本発明の車両用空気調和装置１（圧縮機２等）も、車両に搭載されたバッテリの電力で駆動されるものとする。即ち、実施例の車両用空気調和装置１は、エンジン廃熱による暖房ができない電気自動車において、冷媒回路を用いたヒートポンプ運転により暖房を行い、更に、除湿暖房や内部サイクル、冷房除湿、冷房の各運転モードを選択的に実行するものである。 FIG. 1 shows a configuration diagram of an air conditioner 1 for a vehicle according to an embodiment of the present invention. The vehicle of the embodiment to which the present invention is applied is an electric vehicle (EV) in which an engine (internal combustion engine) is not mounted, and travels by driving an electric motor for traveling with electric power charged in a battery. Yes (neither is shown), and the vehicle air conditioner 1 (compressor 2, etc.) of the present invention is also driven by the power of the battery mounted on the vehicle. That is, in the vehicle air conditioner 1 of the embodiment, in an electric vehicle that cannot be heated by waste heat of the engine, heating is performed by a heat pump operation using a refrigerant circuit, and further, dehumidifying heating, internal cycle, cooling dehumidification, and cooling are performed. The operation mode is selectively executed.

尚、車両として電気自動車に限らず、エンジンと走行用の電動モータを供用する所謂ハイブリッド自動車にも本発明は有効であり、更には、エンジンで走行する通常の自動車にも適用可能であることは云うまでもない。 It should be noted that the present invention is effective not only for electric vehicles as vehicles but also for so-called hybrid vehicles that use an engine and an electric motor for traveling, and further, it can be applied to ordinary vehicles traveling with an engine. Needless to say.

実施例の車両用空気調和装置１は、電気自動車の車室内の空調（暖房、冷房、除湿、及び、換気）を行うものであり、冷媒を圧縮する電動式の圧縮機（電動圧縮機）２と、車室内空気が通気循環されるＨＶＡＣユニット１０の空気流通路３内に設けられ、圧縮機２から吐出された高温高圧の冷媒が冷媒配管１３Ｇを介して流入し、この冷媒を車室内に放熱させる熱交換器としての放熱器４と、暖房時に冷媒を減圧膨張させる電動弁から成る室外膨張弁６と、冷房時には放熱器として機能し、暖房時には蒸発器として機能すべく冷媒と外気との間で熱交換を行わせる室外熱交換器７と、冷媒を減圧膨張させる電動弁から成る室内膨張弁８と、空気流通路３内に設けられて冷房時及び除湿時に車室内外から冷媒に吸熱させる熱交換器としての吸熱器９と、吸熱器９における蒸発能力を調整する蒸発能力制御弁１１と、アキュムレータ１２等が冷媒配管１３により順次接続され、冷媒回路Ｒが構成されている。 The vehicle air conditioner 1 of the embodiment air-conditions (heating, cooling, dehumidifying, and ventilating) the interior of the electric vehicle, and is an electric compressor (electric compressor) 2 that compresses the refrigerant. The high-temperature and high-pressure refrigerant discharged from the compressor 2 flows into the vehicle interior through the refrigerant pipe 13G, which is provided in the air flow passage 3 of the HVAC unit 10 through which the vehicle interior air is ventilated and circulated. A radiator 4 as a heat exchanger that dissipates heat, an outdoor expansion valve 6 including an electric valve that decompresses and expands the refrigerant during heating, and a refrigerant and outside air that function as a radiator during cooling and as an evaporator during heating. An outdoor heat exchanger 7 that exchanges heat between them, an indoor expansion valve 8 including an electric valve that decompresses and expands the refrigerant, and an indoor expansion valve 8 provided in the air flow passage 3 that absorbs heat from the inside and outside of the vehicle during cooling and dehumidification. A heat absorber 9 as a heat exchanger to be operated, an evaporation capacity control valve 11 for adjusting the evaporation capacity of the heat absorber 9, an accumulator 12 and the like are sequentially connected by a refrigerant pipe 13, and a refrigerant circuit R is formed.

尚、上記圧縮機２としては、スクロール型、ロータリ型等の種々の形式の圧縮機が採用可能であるが、少なくとも後述する暖房モードで必要な吐出容積ＤＶ１のものが使用される。また、室外熱交換器７には、室外送風機１５が設けられている。この室外送風機１５は、室外熱交換器７に外気を強制的に通風することにより、外気と冷媒とを熱交換させるものであり、これにより停車中（即ち、車速が０ｋｍ／ｈ）にも室外熱交換器７に外気が通風されるよう構成されている。 As the compressor 2, various types of compressors such as a scroll type and a rotary type can be adopted, but at least the compressor having a discharge volume of DV1 required in the heating mode described later is used. Further, the outdoor heat exchanger 7 is provided with an outdoor blower 15. The outdoor blower 15 forcibly ventilates the outdoor air to the outdoor heat exchanger 7 to exchange heat between the outside air and the refrigerant, whereby the outdoor air is outdoors even when the vehicle is stopped (that is, the vehicle speed is 0 km / h). The heat exchanger 7 is configured to ventilate outside air.

また、室外熱交換器７は冷媒下流側にレシーバドライヤ部１４と過冷却部１６を順次有し、室外熱交換器７から出た冷媒配管１３Ａは冷房時に開放される電磁弁（冷房用の電磁弁）１７を介してレシーバドライヤ部１４に接続され、過冷却部１６の出口が逆止弁１８を介して室内膨張弁８に接続されている。尚、レシーバドライヤ部１４及び過冷却部１６は構造的に室外熱交換器７の一部を構成しており、逆止弁１８は室内膨張弁８側が順方向とされている。 Further, the outdoor heat exchanger 7 has a receiver dryer portion 14 and a supercooling portion 16 in sequence on the downstream side of the refrigerant, and the refrigerant pipe 13A discharged from the outdoor heat exchanger 7 is an electromagnetic valve (electromagnetism for cooling) that is opened during cooling. It is connected to the receiver dryer unit 14 via the valve) 17, and the outlet of the supercooling unit 16 is connected to the indoor expansion valve 8 via the check valve 18. The receiver dryer section 14 and the supercooling section 16 structurally form a part of the outdoor heat exchanger 7, and the check valve 18 has the indoor expansion valve 8 side in the forward direction.

また、逆止弁１８と室内膨張弁８間の冷媒配管１３Ｂは、吸熱器９の出口側に位置する蒸発能力制御弁１１を出た冷媒配管１３Ｃと熱交換関係に設けられ、両者で内部熱交換器１９を構成している。これにより、冷媒配管１３Ｂを経て室内膨張弁８に流入する冷媒は、吸熱器９を出て蒸発能力制御弁１１を経た低温の冷媒により冷却（過冷却）される構成とされている。 Further, the refrigerant pipe 13B between the check valve 18 and the indoor expansion valve 8 is provided in a heat exchange relationship with the refrigerant pipe 13C that exits the evaporation capacity control valve 11 located on the outlet side of the endothermic device 9, and both of them provide internal heat. It constitutes the exchanger 19. As a result, the refrigerant flowing into the indoor expansion valve 8 via the refrigerant pipe 13B is configured to be cooled (supercooled) by the low-temperature refrigerant that has passed through the heat absorber 9 and the evaporation capacity control valve 11.

また、室外熱交換器７から出た冷媒配管１３Ａは分岐しており、この分岐した冷媒配管１３Ｄは、暖房時に開放される電磁弁（暖房用の電磁弁）２１を介して内部熱交換器１９の下流側における冷媒配管１３Ｃに連通接続されている。この冷媒配管１３Ｃがアキュムレータ１２に接続され、アキュムレータ１２は圧縮機２の冷媒吸込側に接続されている。 Further, the refrigerant pipe 13A coming out of the outdoor heat exchanger 7 is branched, and the branched refrigerant pipe 13D is connected to the internal heat exchanger 19 via an electromagnetic valve (solenoid valve for heating) 21 opened at the time of heating. It is connected to the refrigerant pipe 13C on the downstream side of the above. The refrigerant pipe 13C is connected to the accumulator 12, and the accumulator 12 is connected to the refrigerant suction side of the compressor 2.

更に、放熱器４の出口側の冷媒配管１３Ｅは室外膨張弁６の手前で分岐しており、この分岐した冷媒配管１３Ｆは除湿時に開放される電磁弁（除湿用の電磁弁）２２を介して逆止弁１８の下流側の冷媒配管１３Ｂに連通接続されている。即ち、この除湿用の電磁弁２２は室外熱交換器７（及び室外膨張弁６等）に対して並列に接続されたかたちとなる。 Further, the refrigerant pipe 13E on the outlet side of the radiator 4 is branched in front of the outdoor expansion valve 6, and the branched refrigerant pipe 13F is via an electromagnetic valve (solenoid valve for dehumidification) 22 that is opened at the time of dehumidification. It is communicatively connected to the refrigerant pipe 13B on the downstream side of the check valve 18. That is, the dehumidifying solenoid valve 22 is connected in parallel to the outdoor heat exchanger 7 (and the outdoor expansion valve 6 and the like).

また、室外膨張弁６には並列にバイパス配管１３Ｊが接続されており、このバイパス配管１３Ｊには、冷房モードにおいて開放され、室外膨張弁６をバイパスして冷媒を流すための電磁弁（バイパス用の電磁弁）２０が介設されている。尚、これら室外膨張弁６及び電磁弁２０と室外熱交換器７との間の配管は１３Ｉとする。 Further, a bypass pipe 13J is connected in parallel to the outdoor expansion valve 6, and the bypass pipe 13J is opened in the cooling mode to bypass the outdoor expansion valve 6 and allow the refrigerant to flow through the solenoid valve (for bypass). Solenoid valve) 20 is installed. The piping between the outdoor expansion valve 6 and the solenoid valve 20 and the outdoor heat exchanger 7 is 13I.

また、吸熱器９の空気上流側における空気流通路３には、外気吸込口と内気吸込口の各吸込口が形成されており（図１では吸込口２５で代表して示す）、この吸込口２５には空気流通路３内に流入する空気の導入モードを、内気循環モードと外気導入モードとに切り換えるための吸込切換ダンパ２６が設けられている。内気循環モードでは、吸込切換ダンパ２６によって車室内の空気である内気が空気流通路３内に流入し、外気導入モードでは、車室外の空気である外気が空気流通路３内に流入するように切り換えられる。更に、この吸込切換ダンパ２６の空気下流側には、導入した内気や外気を空気流通路３に送給するための室内送風機（ブロワファン）２７が設けられている。 Further, in the air flow passage 3 on the air upstream side of the heat absorber 9, each suction port of the outside air suction port and the inside air suction port is formed (represented by the suction port 25 in FIG. 1), and this suction port is formed. The suction switching damper 26 for switching the introduction mode of the air flowing into the air flow passage 3 between the inside air circulation mode and the outside air introduction mode is provided in 25. In the inside air circulation mode, the inside air, which is the air inside the vehicle interior, flows into the air flow passage 3 by the suction switching damper 26, and in the outside air introduction mode, the outside air, which is the air outside the vehicle interior, flows into the air flow passage 3. Can be switched. Further, an indoor blower fan 27 for supplying the introduced inside air and outside air to the air flow passage 3 is provided on the air downstream side of the suction switching damper 26.

また、図１において２３は実施例の車両用空気調和装置１に設けられた熱媒体循環回路を示している。この熱媒体循環回路２３は循環手段を構成する循環ポンプ３０と、熱媒体加熱電気ヒータ３５と、空気流通路３の空気の流れに対して、放熱器４の空気上流側となる空気流通路３内に設けられた熱媒体−空気熱交換器４０（本発明における補助加熱装置）とを備え、これらが熱媒体配管２３Ａにより順次環状に接続されている。尚、この熱媒体循環回路２３内で循環される熱媒体としては、例えば水、ＨＦＯ−１２３４ｙｆのような冷媒、クーラント等が採用される。 Further, in FIG. 1, 23 shows a heat medium circulation circuit provided in the vehicle air conditioner 1 of the embodiment. The heat medium circulation circuit 23 includes a circulation pump 30 constituting a circulation means, a heat medium heating electric heater 35, and an air flow passage 3 which is on the air upstream side of the radiator 4 with respect to the air flow in the air flow passage 3. A heat medium-air heat exchanger 40 (auxiliary heating device in the present invention) provided inside is provided, and these are sequentially connected in an annular shape by a heat medium pipe 23A. As the heat medium circulated in the heat medium circulation circuit 23, for example, water, a refrigerant such as HFO-1234yf, a coolant, or the like is adopted.

そして、循環ポンプ３０が運転され、熱媒体加熱電気ヒータ３５に通電されて発熱すると、この熱媒体加熱電気ヒータ３５により加熱された熱媒体が熱媒体−空気熱交換器４０に循環されるよう構成されている。即ち、この熱媒体循環回路２３の熱媒体−空気熱交換器４０（補助加熱装置）が所謂ヒータコアとなり、車室内の暖房を補完する。係る熱媒体循環回路２３を採用することで、搭乗者の電気的な安全性を向上することができるようになる。 Then, when the circulation pump 30 is operated and the heat medium heating electric heater 35 is energized to generate heat, the heat medium heated by the heat medium heating electric heater 35 is circulated to the heat medium-air heat exchanger 40. Has been done. That is, the heat medium-air heat exchanger 40 (auxiliary heating device) of the heat medium circulation circuit 23 serves as a so-called heater core and complements the heating of the vehicle interior. By adopting the heat medium circulation circuit 23, the electrical safety of the passenger can be improved.

また、熱媒体−空気熱交換器４０の空気上流側における空気流通路３内には、内気や外気が熱媒体−空気熱交換器４０及び放熱器４に流通する度合いを調整するためのエアミックスダンパ２８が設けられている。更に、放熱器４の空気下流側における空気流通路３には、ＦＯＯＴ、ＶＥＮＴ、ＤＥＦの各吹出口（図１では代表して吹出口２９で示す）が形成されている。この場合、ＦＯＯＴ吹出口は空気流通路３内の空気を、搭乗者（運転手他）の耳から通り足下に吹き出す吹出口であり、ＶＥＮＴ吹出口は搭乗者の胸や顔に吹き出す吹出口、ＤＥＦ吹出口は車両のフロントガラスの内側に空気を吹き出す吹出口である。 Further, an air mix for adjusting the degree of circulation of inside air and outside air to the heat medium-air heat exchanger 40 and the radiator 4 in the air flow passage 3 on the air upstream side of the heat medium-air heat exchanger 40. A damper 28 is provided. Further, FOOT, VENT, and DEF outlets (represented by outlet 29 in FIG. 1) are formed in the air flow passage 3 on the air downstream side of the radiator 4. In this case, the FOOT outlet is an outlet that blows the air in the air flow passage 3 from the ears of the passenger (driver or the like) to the feet, and the VENT outlet is an outlet that blows out to the passenger's chest or face. The DEF outlet is an outlet that blows air inside the windshield of the vehicle.

そして、この吹出口２９には上記各吹出口からの空気の吹出モードを切換制御するための吹出口切換ダンパ３１が設けられている。実施例では吹出口切換ダンパ３１は、吹出モードをＦＯＯＴ吹出口から空気を吹き出すＦＯＯＴモードと、ＶＥＮＴ吹出口から吹き出すＶＥＮＴモードと、ＦＯＯＴ吹出口及びＶＥＮＴ吹出口の両方から吹き出すＢ／Ｌモードと、ＤＥＦ吹出口から吹き出すＤＥＦモードに切り換え可能とされている。 The outlet 29 is provided with an outlet switching damper 31 for switching and controlling the air outlet mode from each of the outlets. In the embodiment, the outlet switching damper 31 has a FOOT mode in which air is blown out from the FOOT outlet, a VENT mode in which air is blown out from the VENT outlet, and a B / L mode in which the air outlet is blown out from both the FOOT outlet and the VENT outlet. It is possible to switch to the DEF mode that blows out from the DEF outlet.

次に、図２において３２はマイクロコンピュータから構成された制御手段としてのコントローラ（ＥＣＵ）であり、このコントローラ３２の入力には車両の外気温度Ｔａｍを検出する外気温度センサ３３と、外気湿度を検出する外気湿度センサ３４と、吸込口２５から空気流通路３に吸い込まれる空気の温度を検出するＨＶＡＣ吸込温度センサ３６と、車室内の空気（内気）の温度を検出する内気温度センサ３７と、車室内の空気の湿度を検出する内気湿度センサ３８と、車室内の二酸化炭素濃度を検出する室内ＣＯ2濃度センサ３９と、吹出口２９から車室内に吹き出される空気の温度を検出する吹出温度センサ４１と、圧縮機２の吐出冷媒圧力を検出する吐出圧力センサ４２と、圧縮機２の吐出冷媒温度を検出する吐出温度センサ４３と、圧縮機２の吸込冷媒圧力を検出する吸込圧力センサ４４と、放熱器４の温度（放熱器４を経た空気の温度、又は、放熱器４自体の温度）を検出する放熱器温度センサ４６と、放熱器４の冷媒圧力（放熱器４内、又は、放熱器４を出た直後の冷媒の圧力）を検出する放熱器圧力センサ４７と、吸熱器９の温度（吸熱器９を経た空気の温度、又は、吸熱器９自体の温度）を検出する吸熱器温度センサ４８と、吸熱器９の冷媒圧力（吸熱器９内、又は、吸熱器９を出た直後の冷媒の圧力）を検出する吸熱器圧力センサ４９と、車室内への日射量を検出するための例えばフォトセンサ式の日射センサ５１と、車両の移動速度（車速ＶＳＰ）を検出するための車速センサ５２と、設定温度や運転モードの切り換えを設定するための空調（エアコン）操作部５３と、室外熱交換器７の温度（室外熱交換器７から出た直後の冷媒の温度、又は、室外熱交換器７自体の温度）を検出する室外熱交換器温度センサ５４と、室外熱交換器７の冷媒圧力（室外熱交換器７内、又は、室外熱交換器７から出た直後の冷媒の圧力）を検出する室外熱交換器圧力センサ５６の各出力が接続されている。 Next, in FIG. 2, reference numeral 32 denotes a controller (ECU) as a control means composed of a microcomputer, and the input of the controller 32 includes an outside air temperature sensor 33 that detects the outside air temperature Tam of the vehicle and an outside air humidity that detects the outside air humidity. The outside air humidity sensor 34, the HVAC suction temperature sensor 36 that detects the temperature of the air sucked into the air flow passage 3 from the suction port 25, the inside air temperature sensor 37 that detects the temperature of the air (inside air) in the vehicle interior, and the vehicle. An inside air humidity sensor 38 that detects the humidity of the air in the room, an indoor CO 2 concentration sensor 39 that detects the carbon dioxide concentration in the vehicle interior, and a blowout temperature sensor that detects the temperature of the air blown into the vehicle interior from the outlet 29. 41, a discharge pressure sensor 42 that detects the discharge refrigerant pressure of the compressor 2, a discharge temperature sensor 43 that detects the discharge refrigerant temperature of the compressor 2, and a suction pressure sensor 44 that detects the suction refrigerant pressure of the compressor 2. , The radiator temperature sensor 46 that detects the temperature of the radiator 4 (the temperature of the air that has passed through the radiator 4 or the temperature of the radiator 4 itself), and the refrigerant pressure of the radiator 4 (inside the radiator 4 or heat dissipation). A radiator pressure sensor 47 that detects the pressure of the refrigerant immediately after leaving the container 4, and a heat absorber that detects the temperature of the heat absorber 9 (the temperature of the air that has passed through the heat absorber 9 or the temperature of the heat absorber 9 itself). The temperature sensor 48, the heat absorber pressure sensor 49 that detects the refrigerant pressure of the heat absorber 9 (the pressure of the refrigerant in the heat absorber 9 or immediately after leaving the heat absorber 9), and the amount of solar radiation into the vehicle interior are detected. For example, a photosensor type solar radiation sensor 51, a vehicle speed sensor 52 for detecting the moving speed (vehicle speed VSP) of the vehicle, and an air conditioning (air conditioner) operation unit 53 for setting a set temperature and switching of an operation mode. , The outdoor heat exchanger 7 temperature sensor 54 for detecting the temperature of the outdoor heat exchanger 7 (the temperature of the refrigerant immediately after exiting the outdoor heat exchanger 7 or the temperature of the outdoor heat exchanger 7 itself), and the outdoor heat exchanger Each output of the outdoor heat exchanger pressure sensor 56 that detects the refrigerant pressure of 7 (the pressure of the refrigerant in the outdoor heat exchanger 7 or immediately after exiting from the outdoor heat exchanger 7) is connected.

また、コントローラ３２の入力には更に、熱媒体循環回路２３の熱媒体加熱電気ヒータ３５の温度（熱媒体加熱電気ヒータ３５で加熱された直後の熱媒体の温度、又は、熱媒体加熱電気ヒータ３５に内蔵された図示しない電気ヒータ自体の温度）を検出する熱媒体加熱電気ヒータ温度センサ５０と、熱媒体−空気熱交換器４０の温度（熱媒体−空気熱交換器４０を経た空気の温度、又は、熱媒体−空気熱交換器４０自体の温度）を検出する熱媒体−空気熱交換器温度センサ５５の各出力も接続されている。また、コントローラ３２の入力には、車両に搭載された音響機器（オーディオ）の音量ＡＵＤ（図２中のオーディオレベル）に関する情報が車両側から入力される。 Further, the input of the controller 32 is further the temperature of the heat medium heating electric heater 35 of the heat medium circulation circuit 23 (the temperature of the heat medium immediately after being heated by the heat medium heating electric heater 35, or the heat medium heating electric heater 35. The temperature of the heat medium heating electric heater temperature sensor 50 that detects the temperature of the electric heater itself (not shown) built in the heat medium-air heat exchanger 40 (the temperature of the air that has passed through the heat medium-air heat exchanger 40). Alternatively, each output of the heat medium-air heat exchanger temperature sensor 55 that detects the heat medium-the temperature of the air heat exchanger 40 itself) is also connected. Further, in the input of the controller 32, information regarding the volume AUD (audio level in FIG. 2) of the audio device (audio) mounted on the vehicle is input from the vehicle side.

一方、コントローラ３２の出力には、前記圧縮機２と、室外送風機１５と、室内送風機（ブロワファン）２７と、吸込切換ダンパ２６と、エアミックスダンパ２８と、吹出口切換ダンパ３１と、室外膨張弁６、室内膨張弁８と、電磁弁２２（除湿）、電磁弁１７（冷房）、電磁弁２１（暖房）、電磁弁２０（バイパス）の各電磁弁と、循環ポンプ３０と、熱媒体加熱電気ヒータ３５と、蒸発能力制御弁１１が接続されている。そして、コントローラ３２は各センサの出力と空調操作部５３にて入力された設定に基づいてこれらを制御する。 On the other hand, the output of the controller 32 includes the compressor 2, the outdoor blower 15, the indoor blower (blower fan) 27, the suction switching damper 26, the air mix damper 28, the outlet switching damper 31, and the outdoor expansion. Valve 6, indoor expansion valve 8, solenoid valve 22 (dehumidification), solenoid valve 17 (cooling), solenoid valve 21 (heating), solenoid valve 20 (bypass), circulation pump 30, heat medium heating The electric heater 35 and the evaporation capacity control valve 11 are connected. Then, the controller 32 controls these based on the output of each sensor and the setting input by the air conditioning operation unit 53.

以上の構成で、次に実施例の車両用空気調和装置１の動作を説明する。コントローラ３２は実施例では暖房モードと、除湿暖房モードと、内部サイクルモードと、除湿冷房モードと、冷房モードの各運転モードを切り換えて実行する。また、必要に応じて圧縮機２から吐出された高温の冷媒ガスを室外熱交換器７に流入させて除霜する除霜モードも有している。 With the above configuration, the operation of the vehicle air conditioner 1 of the embodiment will be described next. In the embodiment, the controller 32 switches between a heating mode, a dehumidifying heating mode, an internal cycle mode, a dehumidifying cooling mode, and a cooling mode for execution. It also has a defrosting mode in which the high-temperature refrigerant gas discharged from the compressor 2 is allowed to flow into the outdoor heat exchanger 7 to defrost as needed.

（１）暖房モード
次に、各運転モードについて説明する。コントローラ３２により或いは空調操作部５３へのマニュアル操作により暖房モードが選択されると、コントローラ３２は電磁弁２１（暖房用）を開放し、電磁弁１７、電磁弁２２、及び、電磁弁２０を閉じる。 (1) Heating mode Next, each operation mode will be described. When the heating mode is selected by the controller 32 or by manual operation of the air conditioning operation unit 53, the controller 32 opens the solenoid valve 21 (for heating) and closes the solenoid valve 17, the solenoid valve 22, and the solenoid valve 20. ..

そして、圧縮機２、及び、各送風機１５、２７を運転し、エアミックスダンパ２８は室内送風機２７から吹き出された空気が熱媒体−空気熱交換器４０及び放熱器４に通風される状態とする。これにより、圧縮機２から吐出された高温高圧のガス冷媒は放熱器４に流入する。放熱器４には空気流通路３内の空気が通風されるので、空気流通路３内の空気は放熱器４内の高温冷媒により加熱され、一方、放熱器４内の冷媒は空気に熱を奪われて冷却され、凝縮液化する。 Then, the compressor 2 and the blowers 15 and 27 are operated, and the air mix damper 28 is in a state where the air blown from the indoor blower 27 is ventilated to the heat medium-air heat exchanger 40 and the radiator 4. .. As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is ventilated through the radiator 4, the air in the air flow passage 3 is heated by the high temperature refrigerant in the radiator 4, while the refrigerant in the radiator 4 heats the air. It is deprived, cooled, and condensed.

放熱器４内で液化した冷媒は放熱器４を出た後、冷媒配管１３Ｅを経て室外膨張弁６に至る。尚、熱媒体循環回路２３の動作及び作用については後述する。室外膨張弁６に流入した冷媒はそこで減圧された後、室外熱交換器７に流入する。室外熱交換器７に流入した冷媒は蒸発し、走行により、或いは、室外送風機１５にて通風される外気中から熱を汲み上げる。即ち、冷媒回路Ｒがヒートポンプとなる。そして、室外熱交換器７を出た低温の冷媒は冷媒配管１３Ａ及び電磁弁２１及び冷媒配管１３Ｄを経て冷媒配管１３Ｃからアキュムレータ１２に入り、そこで気液分離された後、ガス冷媒が圧縮機２に吸い込まれる循環を繰り返す。放熱器４にて加熱された空気は熱媒体−空気熱交換器４０を経て吹出口２９から吹き出されるので、これにより車室内の暖房が行われることになる。 The refrigerant liquefied in the radiator 4 exits the radiator 4 and then reaches the outdoor expansion valve 6 via the refrigerant pipe 13E. The operation and operation of the heat medium circulation circuit 23 will be described later. The refrigerant that has flowed into the outdoor expansion valve 6 is decompressed there, and then flows into the outdoor heat exchanger 7. The refrigerant that has flowed into the outdoor heat exchanger 7 evaporates and draws heat by running or from the outside air that is ventilated by the outdoor blower 15. That is, the refrigerant circuit R serves as a heat pump. Then, the low-temperature refrigerant that has exited the outdoor heat exchanger 7 enters the accumulator 12 from the refrigerant pipe 13C via the refrigerant pipe 13A, the solenoid valve 21, and the refrigerant pipe 13D, and after gas-liquid separation there, the gas refrigerant is used in the compressor 2. Repeat the circulation sucked into. Since the air heated by the radiator 4 is blown out from the air outlet 29 via the heat medium-air heat exchanger 40, the interior of the vehicle is heated by this.

コントローラ３２は吐出圧力センサ４２又は放熱器圧力センサ４７が検出する冷媒回路Ｒの高圧圧力に基づいて後述する如く圧縮機２の回転数ＮＣを制御すると共に、放熱器温度センサ４６が検出する放熱器４の温度及び放熱器圧力センサ４７が検出する放熱器４の冷媒圧力に基づいて室外膨張弁６の弁開度を制御し、放熱器４の出口における冷媒の過冷却度を制御する。 The controller 32 controls the rotation speed NC of the compressor 2 based on the high pressure of the refrigerant circuit R detected by the discharge pressure sensor 42 or the radiator pressure sensor 47 as described later, and the radiator detected by the radiator temperature sensor 46. The valve opening degree of the outdoor expansion valve 6 is controlled based on the temperature of 4 and the refrigerant pressure of the radiator 4 detected by the radiator pressure sensor 47, and the degree of supercooling of the refrigerant at the outlet of the radiator 4 is controlled.

（２）除湿暖房モード
次に、除湿暖房モードでは、コントローラ３２は上記暖房モードの状態において電磁弁２２（除湿用）を開放する。これにより、放熱器４を経て冷媒配管１３Ｅを流れる凝縮冷媒の一部が分流され、電磁弁２２を経て冷媒配管１３Ｆ及び１３Ｂより内部熱交換器１９を経て室内膨張弁８に至るようになる。室内膨張弁８にて冷媒は減圧された後、吸熱器９に流入して蒸発する。このときの吸熱作用で室内送風機２７から吹き出された空気中の水分が吸熱器９に凝結して付着するので、空気は冷却され、且つ、除湿される。 (2) Dehumidifying and heating mode Next, in the dehumidifying and heating mode, the controller 32 opens the solenoid valve 22 (for dehumidifying) in the heating mode. As a result, a part of the condensed refrigerant flowing through the refrigerant pipe 13E via the radiator 4 is diverted, and reaches the indoor expansion valve 8 from the refrigerant pipes 13F and 13B via the solenoid valve 22 via the internal heat exchanger 19. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the endothermic device 9 and evaporates. Due to the endothermic action at this time, the moisture in the air blown out from the indoor blower 27 condenses and adheres to the endothermic device 9, so that the air is cooled and dehumidified.

吸熱器９で蒸発した冷媒は蒸発能力制御弁１１、内部熱交換器１９を経て冷媒配管１３Ｃにて冷媒配管１３Ｄからの冷媒と合流した後、アキュムレータ１２を経て圧縮機２に吸い込まれる循環を繰り返す。吸熱器９にて除湿された空気は放熱器４を通過する過程で再加熱されるので、これにより車室内の除湿暖房が行われることになる。 コントローラ３２は吸熱器９の温度、又は、前述した冷媒回路Ｒの高圧圧力に基づいて圧縮機２の回転数ＮＣを制御する。このとき、コントローラ３２は吸熱器９の温度によるか高圧圧力によるか、何れかの演算から得られる圧縮機目標回転数の低い方を選択して圧縮機２を制御する。また、コントローラ３２は吸熱器温度センサ４８が検出する吸熱器９の温度に基づいて室外膨張弁６の弁開度を大口径と小口径に切り換えて制御する。 The refrigerant evaporated by the heat absorber 9 merges with the refrigerant from the refrigerant pipe 13D through the refrigerant pipe 13C via the evaporation capacity control valve 11 and the internal heat exchanger 19, and then repeatedly sucked into the compressor 2 via the accumulator 12. .. The air dehumidified by the endothermic 9 is reheated in the process of passing through the radiator 4, so that the dehumidifying and heating of the vehicle interior is performed. The controller 32 controls the rotation speed NC of the compressor 2 based on the temperature of the heat absorber 9 or the high pressure of the refrigerant circuit R described above. At this time, the controller 32 controls the compressor 2 by selecting the lower of the compressor target rotation speed obtained from either calculation, whether it is due to the temperature of the endothermic absorber 9 or the high pressure. Further, the controller 32 controls by switching the valve opening degree of the outdoor expansion valve 6 between a large diameter and a small diameter based on the temperature of the heat absorber 9 detected by the heat absorber temperature sensor 48.

（３）内部サイクルモード
次に、内部サイクルモードでは、コントローラ３２は上記除湿暖房モードの状態において室外膨張弁６を全閉とする（全閉位置）と共に、電磁弁２１（暖房用）を閉じる。この室外膨張弁６と電磁弁２１が閉じられることにより（電磁弁２０も閉じられている）、室外熱交換器７への冷媒の流入、及び、室外熱交換器７からの冷媒の流出は阻止されることになるので、放熱器４を経て冷媒配管１３Ｅを流れる凝縮冷媒は電磁弁２２を経て冷媒配管１３Ｆに全て流れるようになる。そして、冷媒配管１３Ｆを流れる冷媒は冷媒配管１３Ｂより内部熱交換器１９を経て室内膨張弁８に至る。室内膨張弁８にて冷媒は減圧された後、吸熱器９に流入して蒸発する。このときの吸熱作用で室内送風機２７から吹き出された空気中の水分が吸熱器９に凝結して付着するので、空気は冷却され、且つ、除湿される。 (3) Internal Cycle Mode Next, in the internal cycle mode, the controller 32 closes the outdoor expansion valve 6 (fully closed position) and the solenoid valve 21 (for heating) in the dehumidifying and heating mode. By closing the outdoor expansion valve 6 and the solenoid valve 21 (the solenoid valve 20 is also closed), the inflow of the refrigerant into the outdoor heat exchanger 7 and the outflow of the refrigerant from the outdoor heat exchanger 7 are prevented. Therefore, all the condensed refrigerant flowing through the refrigerant pipe 13E via the radiator 4 flows to the refrigerant pipe 13F via the solenoid valve 22. Then, the refrigerant flowing through the refrigerant pipe 13F reaches the indoor expansion valve 8 from the refrigerant pipe 13B via the internal heat exchanger 19. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the endothermic device 9 and evaporates. Due to the endothermic action at this time, the moisture in the air blown out from the indoor blower 27 condenses and adheres to the endothermic device 9, so that the air is cooled and dehumidified.

吸熱器９で蒸発した冷媒は蒸発能力制御弁１１、内部熱交換器１９を経て冷媒配管１３Ｃを流れ、アキュムレータ１２を経て圧縮機２に吸い込まれる循環を繰り返す。吸熱器９にて除湿された空気は放熱器４を通過する過程で再加熱されるので、これにより、車室内の除湿暖房が行われることになるが、この内部サイクルモードでは室内側の空気流通路３内にある放熱器４（放熱）と吸熱器９（吸熱）の間で冷媒が循環されることになるので、外気からの熱の汲み上げは行われず、圧縮機２の消費動力分の暖房能力が発揮される。除湿作用を発揮する吸熱器９には冷媒の全量が流れるので、上記除湿暖房モードに比較すると除湿能力は高いが、暖房能力は低くなる。 The refrigerant evaporated by the heat absorber 9 flows through the refrigerant pipe 13C through the evaporation capacity control valve 11 and the internal heat exchanger 19, and repeats the circulation of being sucked into the compressor 2 through the accumulator 12. Since the air dehumidified by the endothermic 9 is reheated in the process of passing through the radiator 4, dehumidifying and heating the interior of the vehicle is performed by this, but in this internal cycle mode, the air flow on the indoor side. Since the refrigerant is circulated between the radiator 4 (heat dissipation) and the endothermic 9 (endothermic) in the path 3, the heat from the outside air is not pumped up, and the heating for the power consumed by the compressor 2 is not performed. The ability is demonstrated. Since the entire amount of the refrigerant flows through the endothermic absorber 9 that exerts a dehumidifying action, the dehumidifying capacity is higher than that of the dehumidifying and heating mode, but the heating capacity is lower.

コントローラ３２はこの場合も吸熱器９の温度、又は、前述した冷媒回路Ｒの高圧圧力に基づいて圧縮機２の回転数ＮＣを制御する。このとき、コントローラ３２は吸熱器９の温度によるか高圧圧力によるか、何れかの演算から得られる圧縮機目標回転数の低い方を選択して圧縮機２を制御する。 In this case as well, the controller 32 controls the rotation speed NC of the compressor 2 based on the temperature of the heat absorber 9 or the high-pressure pressure of the refrigerant circuit R described above. At this time, the controller 32 controls the compressor 2 by selecting the lower of the compressor target rotation speed obtained from either calculation, whether it is due to the temperature of the endothermic absorber 9 or the high pressure.

（４）除湿冷房モード
次に、除湿冷房モードでは、コントローラ３２は電磁弁１７（冷房用）を開放し、電磁弁２１、電磁弁２２、及び、電磁弁２０を閉じる。そして、圧縮機２、及び、各送風機１５、２７を運転し、エアミックスダンパ２８は室内送風機２７から吹き出された空気が熱媒体−空気熱交換器４０及び放熱器４に通風される状態とする。これにより、圧縮機２から吐出された高温高圧のガス冷媒は放熱器４に流入する。放熱器４には空気流通路３内の空気が通風されるので、空気流通路３内の空気は放熱器４内の高温冷媒により加熱され、一方、放熱器４内の冷媒は空気に熱を奪われて冷却され、凝縮液化していく。 (4) Dehumidifying / cooling mode Next, in the dehumidifying / cooling mode, the controller 32 opens the solenoid valve 17 (for cooling) and closes the solenoid valve 21, the solenoid valve 22, and the solenoid valve 20. Then, the compressor 2 and the blowers 15 and 27 are operated, and the air mix damper 28 is in a state where the air blown from the indoor blower 27 is ventilated to the heat medium-air heat exchanger 40 and the radiator 4. .. As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is ventilated through the radiator 4, the air in the air flow passage 3 is heated by the high temperature refrigerant in the radiator 4, while the refrigerant in the radiator 4 heats the air. It is deprived, cooled, and condensed.

放熱器４を出た冷媒は冷媒配管１３Ｅを経て室外膨張弁６に至り、開き気味で制御される室外膨張弁６を経て室外熱交換器７に流入する。室外熱交換器７に流入した冷媒はそこで走行により、或いは、室外送風機１５にて通風される外気により空冷され、凝縮する。室外熱交換器７を出た冷媒は冷媒配管１３Ａから電磁弁１７を経てレシーバドライヤ部１４、過冷却部１６と順次流入する。ここで冷媒は過冷却される。 The refrigerant exiting the radiator 4 reaches the outdoor expansion valve 6 via the refrigerant pipe 13E, and flows into the outdoor heat exchanger 7 via the outdoor expansion valve 6 which is slightly opened and controlled. The refrigerant flowing into the outdoor heat exchanger 7 is air-cooled and condensed by traveling there or by the outside air ventilated by the outdoor blower 15. The refrigerant exiting the outdoor heat exchanger 7 flows sequentially from the refrigerant pipe 13A through the solenoid valve 17 to the receiver dryer section 14 and the supercooling section 16. Here the refrigerant is supercooled.

室外熱交換器７の過冷却部１６を出た冷媒は逆止弁１８を経て冷媒配管１３Ｂに入り、内部熱交換器１９を経て室内膨張弁８に至る。室内膨張弁８にて冷媒は減圧された後、吸熱器９に流入して蒸発する。このときの吸熱作用で室内送風機２７から吹き出された空気中の水分が吸熱器９に凝結して付着するので、空気は冷却され、且つ、除湿される。 The refrigerant exiting the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13B via the check valve 18, and reaches the indoor expansion valve 8 via the internal heat exchanger 19. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the endothermic device 9 and evaporates. Due to the endothermic action at this time, the moisture in the air blown out from the indoor blower 27 condenses and adheres to the endothermic device 9, so that the air is cooled and dehumidified.

吸熱器９で蒸発した冷媒は蒸発能力制御弁１１、内部熱交換器１９を経て冷媒配管１３Ｃを介し、アキュムレータ１２に至り、そこを経て圧縮機２に吸い込まれる循環を繰り返す。吸熱器９にて冷却され、除湿された空気は放熱器４を通過する過程で再加熱（暖房時よりも放熱能力は低い）されるので、これにより車室内の除湿冷房が行われることになる。コントローラ３２は吸熱器温度センサ４８が検出する吸熱器９の温度に基づいて圧縮機２の回転数ＮＣを制御すると共に、前述した冷媒回路Ｒの高圧圧力に基づいて室外膨張弁６の弁開度を制御し、放熱器４の冷媒圧力（放熱器圧力ＰＣＩ）を制御する。 The refrigerant evaporated by the heat absorber 9 reaches the accumulator 12 via the refrigerant pipe 13C via the evaporation capacity control valve 11 and the internal heat exchanger 19, and repeats the circulation of being sucked into the compressor 2 through the accumulator 12. The air cooled by the endothermic absorber 9 and dehumidified is reheated (the heat dissipation capacity is lower than that during heating) in the process of passing through the radiator 4, so that the interior of the vehicle is dehumidified and cooled. .. The controller 32 controls the rotation speed NC of the compressor 2 based on the temperature of the heat absorber 9 detected by the heat absorber temperature sensor 48, and the valve opening degree of the outdoor expansion valve 6 based on the high pressure of the refrigerant circuit R described above. Controls the refrigerant pressure (radiator pressure PCI) of the radiator 4.

（５）冷房モード
次に、冷房モードでは、コントローラ３２は上記除湿冷房モードの状態において電磁弁２０（バイパス）を開き（この場合、室外膨張弁６は全開（弁開度を制御上限）を含む何れの弁開度でもよい）、エアミックスダンパ２８は熱媒体−空気熱交換器４０及び放熱器４に空気が通風されない状態とする。但し、多少通風するようにしても差し支えない。 (5) Cooling mode Next, in the cooling mode, the controller 32 opens the electromagnetic valve 20 (bypass) in the state of the dehumidifying cooling mode (in this case, the outdoor expansion valve 6 includes the fully open (the valve opening is controlled upper limit). (Any valve opening may be used), the air mix damper 28 is in a state where air is not ventilated to the heat medium-air heat exchanger 40 and the radiator 4. However, there is no problem even if it is slightly ventilated.

これにより、圧縮機２から吐出された高温高圧のガス冷媒は放熱器４に流入する。放熱器４には空気流通路３内の空気は通風されないので、ここは通過するのみとなり、放熱器４を出た冷媒は冷媒配管１３Ｅを経て電磁弁２０及び室外膨張弁６に至る。このとき電磁弁２０は開放されているので冷媒は室外膨張弁６を迂回してバイパス配管１３Ｊを通過し、そのまま室外熱交換器７に流入し、そこで走行により、或いは、室外送風機１５にて通風される外気により空冷され、凝縮液化する。室外熱交換器７を出た冷媒は冷媒配管１３Ａから電磁弁１７を経てレシーバドライヤ部１４、過冷却部１６と順次流入する。ここで冷媒は過冷却される。 As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is not ventilated to the radiator 4, only the air passes through the radiator 4, and the refrigerant leaving the radiator 4 reaches the solenoid valve 20 and the outdoor expansion valve 6 via the refrigerant pipe 13E. At this time, since the solenoid valve 20 is open, the refrigerant bypasses the outdoor expansion valve 6 and passes through the bypass pipe 13J and flows into the outdoor heat exchanger 7 as it is, where it is ventilated by traveling or by the outdoor blower 15. It is air-cooled by the outside air to be condensed and liquefied. The refrigerant exiting the outdoor heat exchanger 7 flows sequentially from the refrigerant pipe 13A through the solenoid valve 17 to the receiver dryer section 14 and the supercooling section 16. Here the refrigerant is supercooled.

室外熱交換器７の過冷却部１６を出た冷媒は逆止弁１８を経て冷媒配管１３Ｂに入り、内部熱交換器１９を経て室内膨張弁８に至る。室内膨張弁８にて冷媒は減圧された後、吸熱器９に流入して蒸発する。このときの吸熱作用で室内送風機２７から吹き出された空気中の水分が吸熱器９に凝結して付着するので、空気は冷却される。 The refrigerant exiting the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13B via the check valve 18, and reaches the indoor expansion valve 8 via the internal heat exchanger 19. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the endothermic device 9 and evaporates. Due to the endothermic action at this time, the moisture in the air blown out from the indoor blower 27 condenses and adheres to the endothermic device 9, so that the air is cooled.

吸熱器９で蒸発した冷媒は蒸発能力制御弁１１、内部熱交換器１９を経て冷媒配管１３Ｃを介し、アキュムレータ１２に至り、そこを経て圧縮機２に吸い込まれる循環を繰り返す。吸熱器９にて冷却され、除湿された空気は放熱器４を通過すること無く吹出口２９から車室内に吹き出されるので（多少通過しても差し支えない）、これにより車室内の冷房が行われることになる。この冷房モードにおいては、コントローラ３２は後述する如く吸熱器温度センサ４８が検出する吸熱器９の温度に基づいて圧縮機２の回転数ＮＣを制御する。 The refrigerant evaporated by the heat absorber 9 reaches the accumulator 12 via the refrigerant pipe 13C via the evaporation capacity control valve 11 and the internal heat exchanger 19, and repeats the circulation of being sucked into the compressor 2 through the accumulator 12. The air cooled by the heat absorber 9 and dehumidified is blown out into the vehicle interior from the air outlet 29 without passing through the radiator 4 (it does not matter if it passes a little), so that the interior of the vehicle can be cooled. Will be struck. In this cooling mode, the controller 32 controls the rotation speed NC of the compressor 2 based on the temperature of the heat absorber 9 detected by the heat absorber temperature sensor 48, as will be described later.

（６）運転モードの切換
コントローラ３２は、下記式（Ｉ）から前述した目標吹出温度ＴＡＯを算出する。この目標吹出温度ＴＡＯは、車室内に吹き出される空気の温度の目標値である。
ＴＡＯ＝（Ｔｓｅｔ−Ｔｉｎ）×Ｋ＋Ｔｂａｌ（ｆ（Ｔｓｅｔ、ＳＵＮ、Ｔａｍ））
・・（Ｉ）
ここで、Ｔｓｅｔは空調操作部５３で設定された車室内の設定温度、Ｔｉｎは内気温度センサ３７が検出する車室内の空気の温度（内気温度）、Ｋは係数、Ｔｂａｌは設定温度Ｔｓｅｔや、日射センサ５１が検出する日射量ＳＵＮ、外気温度センサ３３が検出する外気温度Ｔａｍから算出されるバランス値である。そして、一般的に、この目標吹出温度ＴＡＯは外気温度Ｔａｍが低い程高く、外気温度Ｔａｍが上昇するに伴って低下する。 (6) Operation mode switching The controller 32 calculates the target blowout temperature TAO described above from the following formula (I). This target blowing temperature TAO is a target value of the temperature of the air blown into the vehicle interior.
TAO = (Tset-Tin) x K + Tbal (f (Tset, SUN, Tam))
・ ・ (I)
Here, Tset is the set temperature in the vehicle interior set by the air conditioning operation unit 53, Tin is the temperature of the air in the vehicle interior (inside air temperature) detected by the inside air temperature sensor 37, K is a coefficient, Tbal is the set temperature Tset, and so on. It is a balance value calculated from the amount of solar radiation SUN detected by the solar radiation sensor 51 and the outside air temperature Tam detected by the outside air temperature sensor 33. In general, the target blowing temperature TAO increases as the outside air temperature Tam decreases, and decreases as the outside air temperature Tam increases.

コントローラ３２は、起動時には外気温度Ｔａｍ（外気温度センサ３３が検出する）と目標吹出温度ＴＡＯとに基づいて上記各運転モードのうちの何れかの運転モードを選択する。また、コントローラ３２は、起動後は外気温度Ｔａｍ、車室内の湿度、目標吹出温度ＴＡＯ、後述する加熱温度ＴＨ（放熱器４の風下側の空気の温度。推定値）、目標ヒータ温度ＴＣＯ、吸熱器温度Ｔｅ、目標吸熱器温度ＴＥＯ、車室内の除湿要求の有無、等のパラメータに基づいて各運転モードの切り換えを行うことで、環境条件や除湿の要否に応じて的確に暖房モード、除湿暖房モード、内部サイクルモード、除湿冷房モード、及び、冷房モードを切り換えて車室内に吹き出される空気の温度を目標吹出温度ＴＡＯに制御し、快適、且つ、効率的な車室内空調を実現する。 At startup, the controller 32 selects one of the above operation modes based on the outside air temperature Tam (detected by the outside air temperature sensor 33) and the target blowout temperature TAO. Further, after the controller 32 is started, the outside air temperature Tam, the humidity in the vehicle interior, the target blowing temperature TAO, the heating temperature TH (the temperature of the air on the leeward side of the radiator 4), the target heater temperature TCO, and the heat absorption, which will be described later, are used. By switching each operation mode based on parameters such as the device temperature Te, the target heat absorber temperature TEO, and the presence / absence of dehumidification request in the vehicle interior, the heating mode and dehumidification can be performed accurately according to the environmental conditions and the necessity of dehumidification. By switching between the heating mode, the internal cycle mode, the dehumidifying cooling mode, and the cooling mode, the temperature of the air blown into the vehicle interior is controlled to the target blowing temperature TAO to realize comfortable and efficient vehicle interior air conditioning.

（７）暖房モードでの熱媒体循環回路による補助加熱
また、コントローラ３２は、前記暖房モードにおいて放熱器４による暖房能力が不足すると判断した場合、熱媒体加熱電気ヒータ３５に通電して発熱させ、循環ポンプ３０を運転することにより、熱媒体循環回路２３の熱媒体−空気熱交換器４０による加熱を実行する。 (7) Auxiliary heating by the heat medium circulation circuit in the heating mode When the controller 32 determines that the heating capacity of the radiator 4 is insufficient in the heating mode, the controller 32 energizes the heat medium heating electric heater 35 to generate heat. By operating the circulation pump 30, heating by the heat medium-air heat exchanger 40 of the heat medium circulation circuit 23 is executed.

熱媒体循環回路２３の循環ポンプ３０が運転され、熱媒体加熱電気ヒータ３５に通電されると、前述したように熱媒体加熱電気ヒータ３５により加熱された熱媒体（高温の熱媒体）が熱媒体−空気熱交換器４０に循環されるので、空気流通路３の放熱器４に流入する空気を加熱することになる。これにより、暖房モードで要求される暖房能力に対して、放熱器４が発生可能な暖房能力が不足する場合、特に後述する圧縮機２の上限回転数制限制御において不足する場合、この不足する分の暖房能力を熱媒体循環回路２３にて補完することになる。 When the circulation pump 30 of the heat medium circulation circuit 23 is operated and the heat medium heating electric heater 35 is energized, the heat medium (high temperature heat medium) heated by the heat medium heating electric heater 35 becomes a heat medium as described above. -Since it is circulated to the air heat exchanger 40, the air flowing into the radiator 4 of the air flow passage 3 is heated. As a result, when the heating capacity that can be generated by the radiator 4 is insufficient with respect to the heating capacity required in the heating mode, especially when the upper limit rotation speed limit control of the compressor 2 described later is insufficient, this insufficient amount. The heating capacity of the above is complemented by the heat medium circulation circuit 23.

（８）暖房モード、除湿暖房モード、内部サイクルモードでのコントローラ３２による圧縮機２の制御
図３を用いて放熱器圧力ＰＣＩに基づく圧縮機２の制御について詳述する。図３は放熱器圧力ＰＣＩに基づいて圧縮機２の目標回転数（圧縮機目標回転数）ＴＧＮＣｈを算出するコントローラ３２の制御ブロック図であり、暖房モードで実行され、除湿暖房モード及び内部サイクルモードで選択される。コントローラ３２のＦ／Ｆ（フィードフォワード）操作量演算部５８は外気温度センサ３３から得られる外気温度Ｔａｍと、室内送風機２７のブロワ電圧ＢＬＶと、ＳＷ＝（ＴＡＯ−Ｔｅ）／（ＴＨ−Ｔｅ）で得られるエアミックスダンパ２８による風量割合ＳＷと、放熱器４の出口における過冷却度ＳＣの目標値である目標過冷却度ＴＧＳＣと、放熱器４の温度の目標値である前述した目標ヒータ温度ＴＣＯと、放熱器４の圧力の目標値である目標放熱器圧力ＰＣＯに基づいて圧縮機目標回転数のＦ／Ｆ操作量ＴＧＮＣｈｆｆを算出する。 (8) Control of Compressor 2 by Controller 32 in Heating Mode, Dehumidifying Heating Mode, and Internal Cycle Mode The control of the compressor 2 based on the radiator pressure PCI will be described in detail with reference to FIG. FIG. 3 is a control block diagram of the controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCh of the compressor 2 based on the radiator pressure PCI, is executed in the heating mode, and dehumidifies and heats the mode and the internal cycle mode. Is selected with. The F / F (feed forward) operation amount calculation unit 58 of the controller 32 has the outside air temperature Tam obtained from the outside air temperature sensor 33, the blower voltage BLV of the indoor blower 27, and SW = (TAO-Te) / (TH-Te). The air volume ratio SW by the air mix damper 28 obtained in the above, the target supercooling degree TGSC which is the target value of the supercooling degree SC at the outlet of the radiator 4, and the above-mentioned target heater temperature which is the target value of the temperature of the radiator 4 The F / F operation amount TGNChff of the compressor target rotation speed is calculated based on the TCO and the target radiator pressure PCO which is the target value of the pressure of the radiator 4.

ここで、風量割合ＳＷを算出する上記ＴＨは、放熱器４の風下側の空気の温度（以下、加熱温度と云う）であり、コントローラ３２が下記に示す一次遅れ演算の式（ＩＩ）から推定する。
ＴＨ＝（ＩＮＴＬ×ＴＨ０＋Ｔａｕ×ＴＨｚ）／（Ｔａｕ＋ＩＮＴＬ） ・・（ＩＩ）
ここで、ＩＮＴＬは演算周期（定数）、Ｔａｕは一次遅れの時定数、ＴＨ０は一次遅れ演算前の定常状態における加熱温度ＴＨの定常値、ＴＨｚは加熱温度ＴＨの前回値である。このように加熱温度ＴＨを推定することで、格別な温度センサを設ける必要がなくなる。尚、コントローラ３２は前述した運転モードによって上記時定数Ｔａｕ及び定常値ＴＨ０を変更することにより、上述した推定式（ＩＩ）を運転モードによって異なるものとし、加熱温度ＴＨを推定する。 Here, the TH for calculating the air volume ratio SW is the temperature of the air on the leeward side of the radiator 4 (hereinafter referred to as the heating temperature), and is estimated by the controller 32 from the equation (II) of the first-order lag calculation shown below. do.
TH = (INTL x TH0 + Tau x THz) / (Tau + INTL) ... (II)
Here, INTL is the calculation cycle (constant), Tau is the time constant of the first-order delay, TH0 is the steady-state value of the heating temperature TH in the steady state before the first-order delay calculation, and THH is the previous value of the heating temperature TH. By estimating the heating temperature TH in this way, it is not necessary to provide a special temperature sensor. By changing the time constant Tau and the steady-state value TH0 according to the operation mode described above, the controller 32 makes the estimation formula (II) described above different depending on the operation mode, and estimates the heating temperature TH.

前記目標放熱器圧力ＰＣＯは上記目標過冷却度ＴＧＳＣと目標ヒータ温度ＴＣＯに基づいて目標値演算部５９が算出する。更に、Ｆ／Ｂ（フィードバック）操作量演算部６０はこの目標放熱器圧力ＰＣＯと放熱器４の冷媒圧力である放熱器圧力ＰＣＩに基づいて圧縮機目標回転数のＦ／Ｂ操作量ＴＧＮＣｈｆｂを算出する。そして、Ｆ／Ｆ操作量演算部５８が算出したＦ／Ｆ操作量ＴＧＮＣｎｆｆとＦ／Ｂ操作量演算部６０が算出したＴＧＮＣｈｆｂは加算器６１で加算され、リミット設定部６２で制御上の上限回転数ＴＧＮＣｈＬｉｍＨｉと下限回転数ＴＧＮＣｈＬｉｍＬｏが付けられた後、圧縮機目標回転数ＴＧＮＣｈとして決定される。コントローラ３２は暖房モードではこの圧縮機目標回転数ＴＧＮＣｈにより、また、除湿暖房モード及び内部サイクルモードで前述した如く選択された場合はこの圧縮機目標回転数ＴＧＮＣｈにより、上限回転数ＴＧＮＣｈＬｉｍＨｉと下限回転数ＴＧＮＣｈＬｉｍＬｏの間で圧縮機２の回転数ＮＣを制御する。尚、この上限回転数ＴＧＮＣｈＬｉｍＨｉについては後述する如くコントローラ３２により変更される。 The target radiator pressure PCO is calculated by the target value calculation unit 59 based on the target supercooling degree TGSC and the target heater temperature TCO. Further, the F / B (feedback) manipulated variable calculation unit 60 calculates the F / B manipulated variable TGNChfb of the compressor target rotation speed based on the target radiator pressure PCO and the radiator pressure PCI which is the refrigerant pressure of the radiator 4. do. Then, the F / F operation amount TGNCnff calculated by the F / F operation amount calculation unit 58 and the TGNChfb calculated by the F / B operation amount calculation unit 60 are added by the adder 61, and the upper limit rotation on the control is performed by the limit setting unit 62. After the number TGNChLimHi and the lower limit rotation speed TGNChLimLo are added, it is determined as the compressor target rotation speed TGNCh. The controller 32 has an upper limit rotation speed TGNChLimHi and a lower limit rotation speed according to the compressor target rotation speed TGNCh in the heating mode, and by the compressor target rotation speed TGNCh when selected as described above in the dehumidification heating mode and the internal cycle mode. The rotation speed NC of the compressor 2 is controlled between TGNChLimLo. The upper limit rotation speed TGNChLimHi is changed by the controller 32 as described later.

（９）冷房モード、除湿冷房モード、除湿暖房モード、内部サイクルモードでのコントローラ３２による圧縮機２の制御
次に、図４を用いて吸熱器温度Ｔｅに基づく圧縮機２の制御について詳述する。図４は吸熱器温度Ｔｅに基づいて圧縮機２の目標回転数（圧縮機目標回転数）ＴＧＮＣｃを算出するコントローラ３２の制御ブロック図であり、冷房モード及び除湿冷房モードで実行され、除湿暖房モード及び内部サイクルモードで選択される。コントローラ３２のＦ／Ｆ操作量演算部６３は外気温度Ｔａｍと、室内送風機２７のブロワ電圧ＢＬＶと、吸熱器温度Ｔｅ（吸熱器９の温度の目標値である目標吸熱器温度ＴＥＯに基づいて圧縮機目標回転数のＦ／Ｆ操作量ＴＧＮＣｃｆｆを算出する。 (9) Control of the compressor 2 by the controller 32 in the cooling mode, the dehumidifying cooling mode, the dehumidifying heating mode, and the internal cycle mode Next, the control of the compressor 2 based on the endothermic temperature Te will be described in detail with reference to FIG. .. FIG. 4 is a control block diagram of the controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCc of the compressor 2 based on the heat absorber temperature Te, and is executed in the cooling mode and the dehumidifying / cooling mode, and is performed in the dehumidifying / heating mode. And selected in internal cycle mode. The F / F manipulated variable calculation unit 63 of the controller 32 compresses based on the outside air temperature Tam, the blower voltage BLV of the indoor blower 27, and the endothermic temperature Te (the target endothermic temperature TEO which is the target value of the temperature of the endothermic absorber 9). The F / F operation amount TGNCcff of the machine target rotation speed is calculated.

また、Ｆ／Ｂ操作量演算部６４は目標吸熱器温度ＴＥＯと吸熱器温度Ｔｅに基づいて圧縮機目標回転数のＦ／Ｂ操作量ＴＧＮＣｃｆｂを算出する。そして、Ｆ／Ｆ操作量演算部６３が算出したＦ／Ｆ操作量ＴＧＮＣｃｆｆとＦ／Ｂ操作量演算部６４が算出したＦ／Ｂ操作量ＴＧＮＣｃｆｂは加算器６６で加算され、リミット設定部６７で制御上の上限回転数ＴＧＮＣｃＬｉｍＨｉと下限回転数ＴＧＮＣｃＬｉｍＬｏが付けられた後、圧縮機目標回転数ＴＧＮＣｃとして決定される。コントローラ３２は冷房モード及び除湿冷房モードではこの圧縮機目標回転数ＴＧＮＣｃにより、また、除湿暖房モード及び内部サイクルモードで前述した如く選択された場合はこの圧縮機目標回転数ＴＧＮＣｃにより、上限回転数ＴＧＮＣｃＬｉｍＨｉと下限回転数ＴＧＮＣｃＬｉｍＬｏの間で圧縮機２の回転数ＮＣを制御する。尚、この上限回転数ＴＧＮＣｃＬｉｍＨｉについても後述する如くコントローラ３２により変更される。 Further, the F / B manipulated variable calculation unit 64 calculates the F / B manipulated variable TGNCcfb of the compressor target rotation speed based on the target endothermic temperature TEO and the endothermic temperature Te. Then, the F / F operation amount TGNCcff calculated by the F / F operation amount calculation unit 63 and the F / B operation amount TGNCcffb calculated by the F / B operation amount calculation unit 64 are added by the adder 66, and are added by the limit setting unit 67. After the upper limit rotation speed TGNCcLimHi and the lower limit rotation speed TGNCcLimMo for control are added, it is determined as the compressor target rotation speed TGNCc. The controller 32 has an upper limit rotation speed TGNCcLimHi according to the compressor target rotation speed TGNCc in the cooling mode and the dehumidifying cooling mode, and by the compressor target rotation speed TGNCc when selected as described above in the dehumidifying heating mode and the internal cycle mode. The rotation speed NC of the compressor 2 is controlled between and the lower limit rotation speed TGNCcLimLo. The upper limit rotation speed TGNCcLimHi is also changed by the controller 32 as described later.

（１０）コントローラ３２による圧縮機２の上限回転数の変更制御
次に、図５〜図１４を参照しながらコントローラ３２による圧縮機２の上限回転数ＴＧＮＣｈＬｉｍＨｉ及びＴＧＮＣｃＬｉｍＨｉの変更制御について説明する。前述した如く圧縮機２は車両のバッテリで駆動される電動式の圧縮機であるため、高回転では比較的大きな駆動音を発生する。そのため、車室内の音のレベルが低く、静かな状況ではこの圧縮機２の駆動音が搭乗者に聞こえて耳障りとなる。一方、車室内の音のレベルが高い状況では、圧縮機２を高回転で駆動させても駆動音は耳障りにならない。 (10) Control of Changing the Upper Limit Rotation Speed of the Compressor 2 by the Controller 32 Next, control of changing the upper limit rotation speed of the compressor 2 by the controller 32 will be described with reference to FIGS. 5 to 14. As described above, since the compressor 2 is an electric compressor driven by a vehicle battery, it generates a relatively loud driving noise at high rotation speeds. Therefore, the sound level in the vehicle interior is low, and in a quiet situation, the driving sound of the compressor 2 is heard by the passenger and becomes jarring. On the other hand, in a situation where the sound level in the vehicle interior is high, the driving sound is not jarring even if the compressor 2 is driven at a high speed.

この車室内の音のレベルに影響する要因として、圧縮機２の駆動音以外の要因、実施例では、室内送風機２７の風量、前述した各吹出口からの吹出モード、空気流通路３への空気の導入モード、車両に設けられた音響機器の音量ＡＵＤ（オーディオレベル）、車速ＶＳＰ、及び、外気温度Ｔａｍを採用する。そして、コントローラ３２はこれらの要因に基づき、実施例では式（ＩＩＩ）、（ＩＶ）を用いて前述した暖房モード等の際に使用される圧縮機目標回転数ＴＧＮＣｈの上限回転数ＴＧＮＣｈＬｉｍＨｉと、冷房モード等の際に使用される圧縮機目標回転数ＴＧＮＣｃの上限回転数ＴＧＮＣｃＬｉｍＨｉを変更する。 Factors that affect the sound level in the vehicle interior include factors other than the driving sound of the compressor 2, the air volume of the indoor blower 27 in the embodiment, the blow mode from each outlet described above, and the air to the air flow passage 3. The introduction mode, the volume AUD (audio level) of the sound equipment provided in the vehicle, the vehicle speed VSP, and the outside air temperature Tam are adopted. Then, based on these factors, the controller 32 uses the formulas (III) and (IV) in the above-described compressor to be used in the heating mode and the like, and the upper limit rotation speed TGNChLimHi of the compressor target rotation speed TGNCh and the cooling are used. The upper limit rotation speed TGNCcLimHi of the compressor target rotation speed TGNCc used in the mode or the like is changed.

ＴＧＮＣｈＬｉｍＨｉ＝ＭＡＸ（ＴＧＮＣｈＬｉｍＢＬＶ、ＴＧＮＣｈＬｉｍＭＯＤ、ＴＧＮＣｈＬｉｍＲＥＣ、ＴＧＮＣｈＬｉｍＡＵＤ、ＴＧＮＣｈＬｉｍＶＳＰ、ＴＧＮＣｈＬｉｍＴａｍ） ・・（ＩＩＩ）
ＴＧＮＣｃＬｉｍＨｉ＝ＭＡＸ（ＴＧＮＣｃＬｉｍＢＬＶ、ＴＧＮＣｃＬｉｍＭＯＤ、ＴＧＮＣｃＬｉｍＲＥＣ、ＴＧＮＣｃＬｉｍＡＵＤ、ＴＧＮＣｃＬｉｍＶＳＰ、ＴＧＮＣｃＬｉｍＴａｍ） ・・（ＩＶ）
尚、上記ＴＧＮＣｈＬｉｍＢＬＶ及びＴＧＮＣｃＬｉｍＢＬＶは、室内送風機２７の風量に基づく上限回転数変更値であり、ＴＧＮＣｈＬｉｍＭＯＤ及びＴＧＮＣｃＬｉｍＭＯＤは、前述したＦＯＯＴ吹出口、ＶＥＮＴ吹出口等の吹出口２９からの吹出モードに基づく上限回転数変更値である。また、上記ＴＧＮＣｈＬｉｍＲＥＣ及びＴＧＮＣｃＬｉｍＲＥＣは、前述した空気流通路３への空気の導入モード（内気循環モード、外気導入モード）に基づく上限回転数変更値であり、ＴＧＮＣｈＬｉｍＡＵＤ及びＴＧＮＣｃＬｉｍＡＵＤは、前述した音響機器の音量に基づく上限回転数変更値である。更に、上記ＴＧＮＣｈＬｉｍＶＳＰ及びＴＧＮＣｃＬｉｍＶＳＰは、車速に基づく上限回転数変更値であり、ＴＧＮＣｈＬｉｍＴａｍ及びＴＧＮＣｃＬｉｍＴａｍは、外気温度Ｔａｍに基づく上限回転数変更値である。 TGNChLimHi = MAX (TGNChLimBLV, TGNChLimMOD, TGNChLimREC, TGNChLimAUD, TGNChLimVSP, TGNChLimTam) ... (III)
TGNCcLimHi = MAX (TGNCcLimBLV, TGNCcLimMOD, TGNCcLimREC, TGNCcLimAUD, TGNCcLimVSP, TGNCcLimTam) ... (IV)
The TGNChLimBLV and TGNCcLimBLV are upper limit rotation speed change values based on the air volume of the indoor blower 27, and the TGNChLimMOD and TGNCcLimMOD are upper limit rotations based on the outlet mode from the outlet 29 such as the FOOT outlet and the VENT outlet described above. It is a number change value. Further, the TGNChLimREC and TGNCcLimREC are upper limit rotation speed change values based on the above-mentioned air introduction mode (inside air circulation mode, outside air introduction mode) in the air flow passage 3, and TGNChLimAUD and TGNCcLimAUD are the volume of the above-mentioned audio equipment. It is the upper limit rotation speed change value based on. Further, the TGNChLimVSP and the TGNCcLimVSP are the upper limit rotation speed change values based on the vehicle speed, and the TGNChLimTam and the TGNCcLimTam are the upper limit rotation speed change values based on the outside air temperature Tam.

即ち、実施例のコントローラ３２は、室内送風機２７の風量に基づく上限回転数変更値ＴＧＮＣｈＬｉｍＢＬＶ及びＴＧＮＣｃＬｉｍＢＬＶ、吹出モードに基づく上限回転数変更値ＴＧＮＣｈＬｉｍＭＯＤ及びＴＧＮＣｃＬｉｍＭＯＤ、導入モードに基づく上限回転数変更値ＴＧＮＣｈＬｉｍＲＥＣ及びＴＧＮＣｃＬｉｍＲＥＣ、音響機器の音量に基づく上限回転数変更値ＴＧＮＣｈＬｉｍＡＵＤ及びＴＧＮＣｃＬｉｍＡＵＤ、車速に基づく上限回転数変更値ＴＧＮＣｈＬｉｍＶＳＰ及びＴＧＮＣｃＬｉｍＶＳＰ、及び、外気温度Ｔａｍに基づく上限回転数変更値ＴＧＮＣｈＬｉｍＴａｍ及びＴＧＮＣｃＬｉｍＴａｍのうち、最も高い（ＭＡＸ）値をそれぞれ上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）及び上限回転数ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）として決定する。 That is, the controller 32 of the embodiment has upper limit rotation speed change values TGNChLimBLV and TGNCcLimBLV based on the air volume of the indoor blower 27, upper limit rotation speed change values TGNChLimMOD and TGNCcLimMOD based on the blowing mode, and upper limit rotation speed change values TGNChLimREC and TGNCcLimREC based on the introduction mode. , Upper limit rotation speed change value TGNChLimAUD and TGNCcLimAUD based on the volume of the acoustic equipment, upper limit rotation speed change value TGNChLimVSP and TGNCcLimVSP based on the vehicle speed, and upper limit rotation speed change value TGNChLimTam and TGNCcLm based on the outside air temperature Tam ) Values are determined as the upper limit rotation speed TGNChLimHi (heating mode, etc.) and the upper limit rotation speed TGNCcLimHi (cooling mode, etc.), respectively.

その理由としては、上記何れかの要因で車室内の音のレベルが高く、圧縮機２の駆動音が搭乗者の耳障りとなり難い状況では、圧縮機２の上限回転数は高い方が良く、その分、空調性能に与える悪影響を低減することができるようになるからである。次に、各要因に基づく上限回転数変更値の算出手順について説明する。 The reason is that, in a situation where the sound level in the vehicle interior is high due to any of the above factors and the driving sound of the compressor 2 is unlikely to be offensive to the passengers' ears, it is better that the upper limit rotation speed of the compressor 2 is high. This is because the adverse effect on the air conditioning performance can be reduced accordingly. Next, the procedure for calculating the upper limit rotation speed change value based on each factor will be described.

（１０−１）室内送風機２７の風量に基づく上限回転数変更値の算出
先ず、図５を用いて室内送風機２７の風量に基づく上限回転数変更値ＴＧＮＣｈＬｉｍＢＬＶ、ＴＧＮＣｃＬｉｍＢＬＶの算出手順の一例について説明する。コントローラ３２は、室内送風機２７のブロワ電圧ＢＬＶを当該室内送風機２７の風量を示す指標とし、このブロワ電圧ＢＬＶに応じて上限回転数変更値ＴＧＮＣｈＬｉｍＢＬＶ、ＴＧＮＣｃＬｉｍＢＬＶを算出する。この場合、コントローラ３２はブロワ電圧ＢＬＶが低くなる程、即ち、室内送風機２７の風量が低くなる程、下げる方向で上限回転数変更値ＴＧＮＣｈＬｉｍＢＬＶ、ＴＧＮＣｃＬｉｍＢＬＶを変更する。 (10-1) Calculation of Upper Limit Rotation Speed Change Value Based on Air Volume of Indoor Blower 27 First, an example of a procedure for calculating upper limit rotation speed change values TGNChLimBLV and TGNCcLimBLV based on the air volume of the indoor blower 27 will be described with reference to FIG. The controller 32 uses the blower voltage BLV of the indoor blower 27 as an index indicating the air volume of the indoor blower 27, and calculates the upper limit rotation speed change values TGNChLimBLV and TGNCcLimBLV according to the blower voltage BLV. In this case, the controller 32 changes the upper limit rotation speed change values TGNChLimBLV and TGNCcLimBLV in the lowering direction as the blower voltage BLV becomes lower, that is, as the air volume of the indoor blower 27 becomes lower.

ここで、図５の左側のグラフにおいて横軸はブロワ電圧ＢＬＶであり、所定値ＢＬＶ１〜ＢＬＶ４は、ＢＬＶ４＜ＢＬＶ３＜ＢＬＶ２＜ＢＬＶ１の関係とし、室内送風機２７の風量と車室内の音のレベルの関係から予め実験により求められた値とする。また、縦軸は上限回転数変更値ＴＧＮＣｈＬｉｍＢＬＶであり、所定値ＮＣ１、ＮＣ２は、ＮＣ２＜ＮＣ１の関係とする。この所定値ＮＣ１は実施例では圧縮機２を運転する際に許容される最高の回転数である。実施例では、上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）用の上限回転数変更値ＴＧＮＣｈＬｉｍＢＬＶを、ブロワ電圧ＢＬＶが所定値ＢＬＶ１のときはＮＣ１とする。そして、ブロワ電圧ＢＬＶが低下（室内送風機２７の風量が低下）してＢＬＶ２になるまでそれを維持し、ＢＬＶ２より下がった場合、ＴＧＮＣｈＬｉｍＢＬＶを下げ始め、ＢＬＶ４でＮＣ２になるまで一定の率でＴＧＮＣｈＬｉｍＢＬＶを低下させていく。 Here, in the graph on the left side of FIG. 5, the horizontal axis is the blower voltage BLV, and the predetermined values BLV1 to BLV4 have a relationship of BLV4 <BLV3 <BLV2 <BLV1. The value is set to the value obtained by the experiment in advance from the relationship. Further, the vertical axis is the upper limit rotation speed change value TGNChLimBLV, and the predetermined values NC1 and NC2 have a relationship of NC2 <NC1. This predetermined value NC1 is the maximum rotation speed allowed when operating the compressor 2 in the embodiment. In the embodiment, the upper limit rotation speed change value TGNChLimBLV for the upper limit rotation speed TGNChLimHi (heating mode, etc.) is set to NC1 when the blower voltage BLV is the predetermined value BLV1. Then, the blower voltage BLV is maintained until it becomes BLV2 due to a decrease (the air volume of the indoor blower 27 decreases), and when it becomes lower than BLV2, TGNChLimBLV starts to be lowered, and TGNChLimBLV is reduced at a constant rate until it becomes NC2 at BLV4. I will lower it.

ＴＧＮＣｈＬｉｍＢＬＶをＮＣ２とした状態からブロワ電圧ＢＬＶが上昇（室内送風機２７の風量が上昇）した場合、ＢＬＶ３になるまではそれを維持し、ＢＬＶ３より上がった場合、ＴＧＮＣｈＬｉｍＢＬＶを上げ始め、ＢＬＶ１でＮＣ１になるまで一定の率でＴＧＮＣｈＬｉｍＢＬＶを上昇させていく。尚、ＢＬＶ１とＢＬＶ２の差、及び、ＢＬＶ３とＢＬＶ４の差はヒステリシスである。 When the blower voltage BLV rises (the air volume of the indoor blower 27 rises) from the state where TGNChLimBLV is set to NC2, it is maintained until it reaches BLV3, and when it rises above BLV3, it starts to raise TGNChLimBLV and becomes NC1 at BLV1. TGNChLimBLV is increased at a constant rate until. The difference between BLV1 and BLV2 and the difference between BLV3 and BLV4 are hysteresis.

また、図５の右側のグラフにおいて縦軸は上限回転数変更値ＴＧＮＣｃＬｉｍＢＬＶであり、所定値ＮＣ３、ＮＣ４は、ＮＣ４＜ＮＣ３の関係とし、ＮＣ３＜ＮＣ１、ＮＣ４＜ＮＣ２の関係とする。そして、実施例では上限回転数ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）用の上限回転数変更値ＴＧＮＣｃＬｉｍＢＬＶを、ブロワ電圧ＢＬＶがＢＬＶ１のときはＮＣ３とする。そして、ブロワ電圧ＢＬＶが低下してＢＬＶ２になるまでそれを維持し、ＢＬＶ２より下がった場合、ＴＧＮＣｃＬｉｍＢＬＶを下げ始め、ＢＬＶ４でＮＣ４になるまで一定の率でＴＧＮＣｃＬｉｍＢＬＶを低下させていく。 Further, in the graph on the right side of FIG. 5, the vertical axis represents the upper limit rotation speed change value TGNCcLimBLV, and the predetermined values NC3 and NC4 have a relationship of NC4 <NC3 and a relationship of NC3 <NC1 and NC4 <NC2. Then, in the embodiment, the upper limit rotation speed change value TGNCcLimBLV for the upper limit rotation speed TGNCcLimHi (cooling mode, etc.) is set to NC3 when the blower voltage BLV is BLV1. Then, the blower voltage BLV is maintained until it becomes BLV2, and when it becomes lower than BLV2, TGNCcLimBLV starts to be lowered, and TGNCcLimBLV is lowered at a constant rate until it becomes NC4 at BLV4.

ＴＧＮＣｃＬｉｍＢＬＶをＮＣ４とした状態からブロワ電圧ＢＬＶが上昇した場合、ＢＬＶ３になるまではそれを維持し、ＢＬＶ３より上がった場合、ＴＧＮＣｃＬｉｍＢＬＶを上げ始め、ＢＬＶ１でＮＣ３になるまで一定の率でＴＧＮＣｃＬｉｍＢＬＶを上昇させていく。そして、前記式（ＩＩＩ）、式（ＩＶ）で上限回転数変更値ＴＧＮＣｈＬｉｍＢＬＶ、ＴＧＮＣｃＬｉｍＢＬＶが最も高い場合（ＭＡＸ）、これら上限回転数変更値ＴＧＮＣｈＬｉｍＢＬＶ、ＴＧＮＣｃＬｉｍＢＬＶが上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）、上限回転数ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）として決定され、圧縮機２の回転数ＮＣはこれ以上に制御されなくなる。 When the blower voltage BLV rises from the state where TGNCcLimBLV is set to NC4, it is maintained until it reaches BLV3, and when it rises above BLV3, it starts to raise TGNCcLimBLV and raises TGNCcLimBLV at a constant rate until it reaches NC3 at BLV1. To go. When the upper limit rotation speed change values TGNChLimBLV and TGNCcLimBLV are the highest (MAX) in the above formulas (III) and (IV), the upper limit rotation speed change values TGNChLimBLV and TGNCcLimBLV are the upper limit rotation speed TGNChLimHi (heating mode and the like). The rotation speed is determined as TGNCcLimHi (cooling mode, etc.), and the rotation speed NC of the compressor 2 is no longer controlled.

室内送風機２７の風量（ブロワ電圧ＢＬＶ）が低下すると、風量が多い場合に比して車室内は音のレベルは低くなり、静かになる。そのため、圧縮機２の駆動音も目立つようになって、搭乗者に耳障りとなる。従って、コントローラ３２により室内送風機２７の風量に基づき、当該風量が低くなる程、圧縮機２の制御上の上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）、ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）を下げる方向で変更することで、室内送風機２７の風量が低下した状況においては圧縮機２の駆動音を低減することができるようになる。また、室内送風機２７の風量が低下することは必要な空調能力も低いことを意味するので、総じて搭乗者に快適な車室内空調を実現することができるようになる。 When the air volume (blower voltage BLV) of the indoor blower 27 decreases, the sound level in the vehicle interior becomes lower and quieter than when the air volume is large. Therefore, the driving sound of the compressor 2 becomes conspicuous, which is annoying to the passengers. Therefore, based on the air volume of the indoor blower 27 by the controller 32, the lower the air volume, the lower the upper limit rotation speed TGNChLimHi (heating mode, etc.) and TGNCcLimHi (cooling mode, etc.) in the control of the compressor 2. Therefore, in a situation where the air volume of the indoor blower 27 is reduced, the driving sound of the compressor 2 can be reduced. Further, since the decrease in the air volume of the indoor blower 27 means that the required air conditioning capacity is also low, it becomes possible to realize comfortable vehicle interior air conditioning for the passengers as a whole.

一方、上記のように圧縮機２の上限回転数ＴＧＮＣｈＬｉｍＨｉを下げると暖房モードにおける暖房能力が低下することになるが、放熱器４が発生可能な暖房能力が不足する場合は、コントローラ３２が前述した如く熱媒体加熱電気ヒータ３５に通電して発熱させ、循環ポンプ３０を運転することにより、熱媒体循環回路２３の熱媒体−空気熱交換器４０による加熱を実行し、この不足する分の暖房能力を熱媒体循環回路２３にて補完するので、快適な車室内暖房が維持されることになる。 On the other hand, if the upper limit rotation speed TGNChLimHi of the compressor 2 is lowered as described above, the heating capacity in the heating mode is lowered, but when the heating capacity capable of generating the radiator 4 is insufficient, the controller 32 is described above. By energizing the heat medium heating electric heater 35 to generate heat and operating the circulation pump 30, heating by the heat medium-air heat exchanger 40 of the heat medium circulation circuit 23 is executed, and the insufficient heating capacity is achieved. Is complemented by the heat medium circulation circuit 23, so that comfortable vehicle interior heating is maintained.

尚、実施例では圧縮機２として暖房モードで必要な吐出容積ＤＶ１のものを使用しているが、冷房モードではこの吐出容積は過剰となり、吐出容積ＤＶ１の５０％〜７０％が冷房モードで必要な吐出容積となる。そこで、実施例では冷房モードで必要な吐出容積をＤＶ２とした場合、上記ＮＣ１とＮＣ３の関係、及び、ＮＣ２とＮＣ４の関係は下記式（Ｖ）、（ＶＩ）で示す関係としている。
ＮＣ３＝ＮＣ１×（ＤＶ２／ＤＶ１） ・・・（Ｖ）
ＮＣ４＝ＮＣ２×（ＤＶ２／ＤＶ１） ・・・（ＶＩ） In the embodiment, the compressor 2 has a discharge volume of DV1 required in the heating mode, but in the cooling mode, this discharge volume becomes excessive, and 50% to 70% of the discharge volume DV1 is required in the cooling mode. The discharge volume is large. Therefore, in the embodiment, when the discharge volume required in the cooling mode is DV2, the relationship between NC1 and NC3 and the relationship between NC2 and NC4 are represented by the following equations (V) and (VI).
NC3 = NC1 × (DV2 / DV1) ... (V)
NC4 = NC2 × (DV2 / DV1) ... (VI)

従って、算出される上限回転数変更値ＴＧＮＣｃＬｉｍＢＬＶは、上限回転数変更値ＴＧＮＣｈＬｉｍＢＬＶに（ＤＶ２／ＤＶ１）を乗じた値となるので、上限回転数ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）も、上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）に（ＤＶ２／ＤＶ１）を乗じた値になって、上限回転数ＴＧＮＣｃＬｉｍＨｉがＴＧＮＣｈＬｉｍＨｉに対して低くなる（以下、同様）。 Therefore, the calculated upper limit rotation speed change value TGNCcLimBLV is a value obtained by multiplying the upper limit rotation speed change value TGNChLimBLV by (DV2 / DV1). The value is obtained by multiplying (mode, etc.) by (DV2 / DV1), and the upper limit rotation speed TGNCcLimHi becomes lower than that of TGNChLimHi (hereinafter, the same applies).

このように、コントローラ３２冷房モード等での圧縮機２の制御上の上限回転数ＴＧＮＣｃＬｉｍＨｉを、暖房モード等での圧縮機２の制御上の上限回転数ＴＧＮＣｈＬｉｍＨｉよりも下げる方向で変更することで、暖房モードで要求される能力を実現しながら、冷房モードでの過剰な能力での運転を回避し、消費電力の削減や騒音の低減を実現し、制御性の向上も図ることができるようになる。 In this way, by changing the control upper limit rotation speed TGNCcLimHi of the compressor 2 in the controller 32 cooling mode or the like in a direction lower than the control upper limit rotation speed TGNChLimHi of the compressor 2 in the heating mode or the like. While achieving the capacity required in the heating mode, it will be possible to avoid operation with excessive capacity in the cooling mode, reduce power consumption and noise, and improve controllability. ..

特に、圧縮機２の吐出容積を、暖房モードにおいて必要な吐出容積ＤＶ１に設定し、吐出容積ＤＶ１に対する冷房モードにおいて必要な圧縮機２の吐出容積ＤＶ２の比率Ｄ２／Ｄ１と、暖房モード等での圧縮機２の制御上の上限回転数ＴＧＮＣｈＬｉｍＨｉに基づいて、冷房モード等での圧縮機２の制御上の上限回転数ＴＧＮＣｃＬｉｍＨｉを設定することで、冷房モードでの上限回転数ＴＧＮＣｃＬｉｍＨｉを適切に設定することができるようになる。 In particular, the discharge volume of the compressor 2 is set to the discharge volume DV1 required in the heating mode, and the ratio D2 / D1 of the discharge volume DV2 of the compressor 2 required in the cooling mode to the discharge volume DV1 and the heating mode or the like. By setting the upper limit rotation speed TGNCcLimHi for control of the compressor 2 in the cooling mode or the like based on the upper limit rotation speed TGNChLimHi for control of the compressor 2, the upper limit rotation speed TGNCcLimHi in the cooling mode is appropriately set. You will be able to do it.

（１０−２）吹出モードに基づく上限回転数変更値の算出
次に、図６を用いて吹出口２９からの吹出モードに基づく上限回転数変更値ＴＧＮＣｈＬｉｍＭＯＤ、ＴＧＮＣｃＬｉｍＭＯＤの算出手順の一例について説明する。コントローラ３２は吹出口２９からの空気の吹出モードがＦＯＯＴ吹出口から吹き出すＦＯＯＴモードである場合、吹出モードフラグｆＭＯＤをセット（「１」）し、ＶＥＮＴ吹出口から吹き出すＶＥＮＴモードである場合は吹出モードフラグｆＭＯＤをリセット（「０」）する。 (10-2) Calculation of Upper Limit Rotation Speed Change Value Based on Blow-out Mode Next, an example of a procedure for calculating the upper limit rotation speed change values TGNChLi mMOD and TGNCcLi mMOD based on the blow-out mode from the outlet 29 will be described with reference to FIG. The controller 32 sets the blowout mode flag fMOD (“1”) when the blowout mode of the air from the blowout port 29 is the FOOT mode that blows out from the FOOT outlet, and the blowout mode if it is the VENT mode that blows out from the VENT outlet. The flag fMOD is reset (“0”).

そして、吹出モードフラグｆＭＯＤがセットされている場合、コントローラ３２は上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）用の上限回転数変更値ＴＧＮＣｈＬｉｍＭＯＤをＮＣ２とし、リセットされている場合にはＮＣ１とする。また、吹出モードフラグｆＭＯＤがセットされている場合、上限回転数ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）用の上限回転数変更値ＴＧＮＣｃＬｉｍＭＯＤをＮＣ４とし、リセットされている場合にはＮＣ３とする。 When the blowout mode flag fMOD is set, the controller 32 sets the upper limit rotation speed change value TGNChLimMOD for the upper limit rotation speed TGNChLimHi (heating mode, etc.) to NC2, and sets NC1 when it is reset. When the blowout mode flag fMOD is set, the upper limit rotation speed change value TGNCcLimMOD for the upper limit rotation speed TGNCcLimHi (cooling mode, etc.) is set to NC4, and when it is reset, it is set to NC3.

上記ＮＣ１〜ＮＣ４の関係は前述の図５の場合と同様であるので、即ち、コントローラ３２は吹出モードがＦＯＯＴモード（ｆＭＯＤがセット）である場合、ＶＥＮＴモードの場合（ｆＭＯＤリセット）に比して下げる方向で上限回転数変更値ＴＧＮＣｈＬｉｍＭＯＤ、ＴＧＮＣｃＬｉｍＭＯＤを変更することになる。そして、前記式（ＩＩＩ）、式（ＩＶ）で上限回転数変更値ＴＧＮＣｈＬｉｍＭＯＤ、ＴＧＮＣｃＬｉｍＭＯＤが最も高い場合（ＭＡＸ）、これら上限回転数変更値ＴＧＮＣｈＬｉｍＭＯＤ、ＴＧＮＣｃＬｉｍＭＯＤが上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）、上限回転数ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）として決定され、圧縮機２の回転数ＮＣはこれ以上に制御されなくなる。 The relationship between NC1 to NC4 is the same as in the case of FIG. 5, that is, when the blowout mode is the FOOT mode (fMOD is set), the controller 32 is compared with the case of the VENT mode (fMOD reset). The upper limit rotation speed change values TGNChLi mMOD and TGNCcLi mMOD will be changed in the lowering direction. When the upper limit rotation speed change values TGNChLi mMOD and TGNCcLi mMOD are the highest (MAX) in the above formulas (III) and (IV), these upper limit rotation speed change values TGNChLi mMOD and TGNCcLi mMOD are the upper limit rotation speed TGNChLimHi (heating mode and the like). The rotation speed is determined as TGNCcLimHi (cooling mode, etc.), and the rotation speed NC of the compressor 2 is no longer controlled.

搭乗者の耳から遠いＦＯＯＴ吹出口から空気を吹き出すＦＯＯＴモードの場合は、ＶＥＮＴ吹出口から吹き出すＶＥＮＴモードの場合に比して、搭乗者の耳に届く車室内の音のレベルは低くなり、圧縮機２の駆動音も目立つようになって、搭乗者に耳障りとなる。従って、コントローラ３２がＦＯＯＴモードの場合、ＶＥＮＴモードの場合に比して圧縮機２の制御上の上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）、ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）を下げる方向で変更することで、ＦＯＯＴモードにおいては圧縮機２の駆動音を低減し、搭乗者に快適な車室内空調を実現することができるようになる。 In the FOOT mode, which blows air from the FOOT outlet far from the passenger's ears, the level of sound in the passenger compartment that reaches the passenger's ears is lower and compressed than in the VENT mode, which blows air from the VENT outlet. The driving sound of the aircraft 2 also becomes noticeable, which is annoying to the passengers. Therefore, when the controller 32 is in the FOOT mode, the upper limit rotation speed TGNChLimHi (heating mode, etc.) and TGNCcLimHi (cooling mode, etc.) in the control of the compressor 2 are changed in the direction of lowering as compared with the case of the VENT mode. In the FOOT mode, the driving noise of the compressor 2 can be reduced, and the passenger can realize comfortable air conditioning in the vehicle interior.

（１０−３）空気流通路３への空気の導入モードに基づく上限回転数変更値の算出
次に、図７を用いて空気流通路３への空気の導入モード（内気循環モード、外気導入モード）に基づく上限回転数変更値ＴＧＮＣｈＬｉｍＲＥＣ、ＴＧＮＣｃＬｉｍＲＥＣの算出手順について説明する。コントローラ３２は空気流通路３への空気の導入モードが外気導入モードである場合、導入モードフラグｆＲＥＣをセット（「１」）し、内気循環モードである場合は導入モードフラグｆＲＥＣをリセット（「０」）する。 (10-3) Calculation of upper limit rotation speed change value based on the air introduction mode to the air flow passage 3 Next, the air introduction mode to the air flow passage 3 (inside air circulation mode, outside air introduction mode) is used with reference to FIG. ), The calculation procedure of the upper limit rotation speed change values TGNChLimREC and TGNCcLimREC will be described. The controller 32 sets the introduction mode flag fREC (“1”) when the air introduction mode to the air flow passage 3 is the outside air introduction mode, and resets the introduction mode flag fREC (“0”) when the air introduction mode is the inside air circulation mode. ")do.

そして、導入モードフラグｆＲＥＣがセットされている場合、コントローラ３２は上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）用の上限回転数変更値ＴＧＮＣｈＬｉｍＲＥＣをＮＣ２とし、リセットされている場合にはＮＣ１とする。また、導入モードフラグｆＲＥＣがセットされている場合、上限回転数ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）用の上限回転数変更値ＴＧＮＣｃＬｉｍＲＥＣをＮＣ４とし、リセットされている場合にはＮＣ３とする。 When the introduction mode flag fREC is set, the controller 32 sets the upper limit rotation speed change value TGNChLimREC for the upper limit rotation speed TGNChLimHi (heating mode, etc.) to NC2, and sets NC1 when it is reset. When the introduction mode flag fREC is set, the upper limit rotation speed change value TGNCcLimREC for the upper limit rotation speed TGNCcLimHi (cooling mode, etc.) is set to NC4, and when it is reset, it is set to NC3.

上記ＮＣ１〜ＮＣ４の関係は前述の図５の場合と同様であるので、即ち、コントローラ３２は空気流通路３への空気の導入モードが外気導入モードである場合、内気循環モードの場合に比して下げる方向で上限回転数変更値ＴＧＮＣｈＬｉｍＲＥＣ、ＴＧＮＣｃＬｉｍＲＥＣを変更することになる。そして、前記式（ＩＩＩ）、式（ＩＶ）で上限回転数変更値ＴＧＮＣｈＬｉｍＲＥＣ、ＴＧＮＣｃＬｉｍＲＥＣが最も高い場合（ＭＡＸ）、これら上限回転数変更値ＴＧＮＣｈＬｉｍＲＥＣ、ＴＧＮＣｃＬｉｍＲＥＣが上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）、上限回転数ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）として決定され、圧縮機２の回転数ＮＣはこれ以上に制御されなくなる。 The relationship between NC1 to NC4 is the same as in the case of FIG. 5, that is, when the mode of introducing air into the air flow passage 3 is the outside air introduction mode, the controller 32 is compared with the case of the inside air circulation mode. The upper limit rotation speed change values TGNChLimREC and TGNCcLimREC will be changed in the direction of lowering. When the upper limit rotation speed change values TGNChLimREC and TGNCcLimREC are the highest (MAX) in the above formulas (III) and (IV), these upper limit rotation speed change values TGNChLimREC and TGNCcLimREC are the upper limit rotation speed TGNChLimHi (heating mode and the like). The rotation speed is determined as TGNCcLimHi (cooling mode, etc.), and the rotation speed NC of the compressor 2 is no longer controlled.

空気流通路３に外気を導入する外気導入モードでは内気を導入する内気循環モードに比して車室内に吹き出される風量が低下するため、車室内は音のレベルは低くなり、圧縮機２の駆動音も目立つようになって、搭乗者に耳障りとなる。従って、コントローラ３２が、外気導入モードの場合、内気循環モードの場合に比して圧縮機２の制御上の上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）、ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）を下げる方向で変更することで、外気導入モードにおいては圧縮機２の駆動音を低減し、搭乗者に快適な車室内空調を実現することができるようになる。 In the outside air introduction mode in which the outside air is introduced into the air flow passage 3, the amount of air blown into the vehicle interior is lower than in the inside air circulation mode in which the inside air is introduced. The driving noise also becomes noticeable, which is annoying to the passengers. Therefore, in the case of the outside air introduction mode, the controller 32 is changed in the direction of lowering the control upper limit rotation speed TGNChLimHi (heating mode, etc.) and TGNCcLimHi (cooling mode, etc.) of the compressor 2 as compared with the case of the inside air circulation mode. As a result, in the outside air introduction mode, the driving noise of the compressor 2 can be reduced, and the passenger can realize comfortable air conditioning in the vehicle interior.

（１０−４）音響機器の音量ＡＵＤ（オーディオレベル）に基づく上限回転数変更値の算出
次に、図８を用いて音響機器の音量に基づく上限回転数変更値ＴＧＮＣｈＬｉｍＡＵＤ、ＴＧＮＣｃＬｉｍＡＵＤの算出手順の一例について説明する。コントローラ３２は、車両側から入力される情報である音響機器の音量ＡＵＤに応じて上限回転数変更値ＴＧＮＣｈＬｉｍＡＵＤ、ＴＧＮＣｃＬｉｍＡＵＤを算出する。この場合、コントローラ３２は音量ＡＵＤが低くなる程、下げる方向で上限回転数変更値ＴＧＮＣｈＬｉｍＡＵＤ、ＴＧＮＣｃＬｉｍＡＵＤを変更する。 (10-4) Calculation of upper limit rotation speed change value based on volume AUD (audio level) of audio equipment Next, an example of a procedure for calculating upper limit rotation speed change values TGNChLimAUD and TGNCcLimAUD based on the volume of audio equipment using FIG. Will be described. The controller 32 calculates the upper limit rotation speed change values TGNChLimAUD and TGNCcLimAUD according to the volume AUD of the audio device, which is information input from the vehicle side. In this case, the controller 32 changes the upper limit rotation speed change values TGNChLimAUD and TGNCcLimAUD in the lowering direction as the volume AUD becomes lower.

ここで、図８の左側のグラフにおいて横軸は音響機器の音量ＡＵＤであり、所定値ＡＵＤ１〜ＡＵＤ４は、ＡＵＤ４＜ＡＵＤ３＜ＡＵＤ２＜ＡＵＤ１の関係とし、音響機器の音量ＡＵＤと車室内の音のレベルの関係から予め実験により求められた値とする。また、縦軸は上限回転数変更値ＴＧＮＣｈＬｉｍＡＵＤであり、図５の場合と同様の所定値ＮＣ１、ＮＣ２は、ＮＣ２＜ＮＣ１の関係とする。実施例では、上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）用の上限回転数変更値ＴＧＮＣｈＬｉｍＡＵＤを、音量ＡＵＤが所定値ＡＵＤ１のときはＮＣ１とする。そして、音量ＡＵＤが低下してＡＵＤ２になるまでそれを維持し、ＡＵＤ２より下がった場合、ＴＧＮＣｈＬｉｍＡＵＤを下げ始め、ＡＵＤ４でＮＣ２になるまで一定の率でＴＧＮＣｈＬｉｍＡＵＤを低下させていく。 Here, in the graph on the left side of FIG. 8, the horizontal axis is the volume AUD of the audio equipment, and the predetermined values AUD1 to AUD4 have a relationship of AUD4 <AUD3 <AUD2 <AUD1. The value is determined in advance by experiment from the relationship of level. Further, the vertical axis represents the upper limit rotation speed change value TGNChLimAUD, and the predetermined values NC1 and NC2 similar to those in FIG. 5 have a relationship of NC2 <NC1. In the embodiment, the upper limit rotation speed change value TGNChLimAUD for the upper limit rotation speed TGNChLimHi (heating mode, etc.) is set to NC1 when the volume AUD is the predetermined value AUD1. Then, it is maintained until the volume AUD decreases to AUD2, and when it becomes lower than AUD2, TGNChLimAUD is started to be decreased, and TGNChLimAUD is decreased at a constant rate until it becomes NC2 in AUD4.

ＴＧＮＣｈＬｉｍＡＵＤをＮＣ２とした状態から音量ＡＵＤが上昇した場合、ＡＵＤ３になるまではそれを維持し、ＡＵＤ３より上がった場合、ＴＧＮＣｈＬｉｍＡＵＤを上げ始め、ＡＵＤ１でＮＣ１になるまで一定の率でＴＧＮＣｈＬｉｍＡＵＤを上昇させていく。尚、ＡＵＤ１とＡＵＤ２の差、及び、ＡＵＤ３とＡＵＤ４の差はヒステリシスである。 When the volume AUD rises from the state where TGNChLimAUD is set to NC2, it is maintained until it reaches AUD3, and when it rises above AUD3, it starts to raise TGNChLimAUD and raises TGNChLimAUD at a constant rate until it reaches NC1 at AUD1. go. The difference between AUD1 and AUD2 and the difference between AUD3 and AUD4 are hysteresis.

また、図８の右側のグラフにおいて縦軸は上限回転数変更値ＴＧＮＣｃＬｉｍＡＵＤであり、図５の場合と同様の所定値ＮＣ３、ＮＣ４は、ＮＣ４＜ＮＣ３の関係とし、ＮＣ３＜ＮＣ１、ＮＣ４＜ＮＣ２の関係とする。また、ＮＣ３とＮＣ１の関係、ＮＣ４とＮＣ２の関係も前述した図５の場合と同様とする。そして、実施例では上限回転数ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）用の上限回転数変更値ＴＧＮＣｃＬｉｍＡＵＤを、音量ＡＵＤがＡＵＤ１のときはＮＣ３とする。そして、音量ＡＵＤが低下してＡＵＤ２になるまでそれを維持し、ＡＵＤ２より下がった場合、ＴＧＮＣｃＬｉｍＡＵＤを下げ始め、ＡＵＤ４でＮＣ４になるまで一定の率でＴＧＮＣｃＬｉｍＡＵＤを低下させていく。 Further, in the graph on the right side of FIG. 8, the vertical axis is the upper limit rotation speed change value TGNCcLimAUD, and the predetermined values NC3 and NC4 similar to those in FIG. 5 have a relationship of NC4 <NC3, and NC3 <NC1, NC4 <NC2. Make a relationship. Further, the relationship between NC3 and NC1 and the relationship between NC4 and NC2 are the same as in the case of FIG. 5 described above. Then, in the embodiment, the upper limit rotation speed change value TGNCcLimAUD for the upper limit rotation speed TGNCcLimHi (cooling mode, etc.) is set to NC3 when the volume AUD is AUD1. Then, it is maintained until the volume AUD is lowered to AUD2, and when it is lower than AUD2, the TGNCcLimAUD is started to be lowered, and the TGNCcLimAUD is lowered at a constant rate until it becomes NC4 in AUD4.

ＴＧＮＣｃＬｉｍＡＵＤをＮＣ４とした状態から音量ＡＵＤが上昇した場合、ＡＵＤ３になるまではそれを維持し、ＡＵＤ３より上がった場合、ＴＧＮＣｃＬｉｍＡＵＤを上げ始め、ＡＵＤ１でＮＣ３になるまで一定の率でＴＧＮＣｃＬｉｍＡＵＤを上昇させていく。そして、前記式（ＩＩＩ）、式（ＩＶ）で上限回転数変更値ＴＧＮＣｈＬｉｍＡＵＤ、ＴＧＮＣｃＬｉｍＡＵＤが最も高い場合（ＭＡＸ）、これら上限回転数変更値ＴＧＮＣｈＬｉｍＡＵＤ、ＴＧＮＣｃＬｉｍＡＵＤが上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）、上限回転数ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）として決定され、圧縮機２の回転数ＮＣはこれ以上に制御されなくなる。 When the volume AUD rises from the state where TGNCcLimAUD is set to NC4, it is maintained until it reaches AUD3, and when it rises above AUD3, it starts to raise TGNCcLimAUD and raises TGNCcLimAUD at a constant rate until it reaches NC3 at AUD1. go. When the upper limit rotation speed change values TGNChLimAUD and TGNCcLimAUD are the highest (MAX) in the above formulas (III) and (IV), these upper limit rotation speed change values TGNChLimAUD and TGNCcLimAUD are the upper limit rotation speed TGNChLimHi (heating mode and the like). The rotation speed is determined as TGNCcLimHi (cooling mode, etc.), and the rotation speed NC of the compressor 2 is no longer controlled.

車両に設けられた音響機器の音量ＡＵＤが小さい場合、車室内は音のレベルは低くなり、圧縮機２の駆動音も目立つようになって、搭乗者に耳障りとなる。従って、コントローラ３２により、車両に設けられた音響機器の音量ＡＵＤに基づき、当該音量ＡＵＤが小さくなる程、圧縮機２の制御上の上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）、ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）を下げる方向で変更することで、音響機器の音量ＡＵＤが低い状況では圧縮機２の駆動音を低減し、搭乗者に快適な車室内空調を実現することができるようになる。 When the volume AUD of the audio equipment provided in the vehicle is low, the sound level in the vehicle interior becomes low, and the driving sound of the compressor 2 becomes conspicuous, which is jarring to the passengers. Therefore, based on the volume AUD of the audio equipment provided in the vehicle by the controller 32, the smaller the volume AUD, the higher the upper limit rotation speed TGNChLimHi (heating mode, etc.), TGNCcLimHi (cooling mode, etc.) in the control of the compressor 2. By changing in the direction of lowering, the driving sound of the compressor 2 can be reduced in a situation where the volume AUD of the audio device is low, and it becomes possible to realize comfortable air conditioning in the vehicle interior for the passenger.

（１０−５）車速ＶＳＰに基づく上限回転数変更値の算出（その１）
次に、図９を用いて車速ＶＳＰに基づく上限回転数変更値ＴＧＮＣｈＬｉｍＶＳＰ、ＴＧＮＣｃＬｉｍＶＳＰの算出手順の一例について説明する。コントローラ３２は車速センサ５２が検出する車速ＶＳＰが所定の低い値ＶＳＰ１（例えば、０〜３ｋｍ／ｈ等）以下まで低下して停車又は略停車した場合、車速フラグｆＶＳＰをセット（「１」）し、走行により車速ＶＳＰが上昇してＶＳＰ１より高いＶＳＰ２（例えば、８ｋｍ／ｈ等）以上となった場合は車速フラグｆＶＳＰをリセット（「０」）する。 (10-5) Calculation of upper limit rotation speed change value based on vehicle speed VSP (Part 1)
Next, an example of the calculation procedure of the upper limit rotation speed change values TGNChLimVSP and TGNCcLimVSP based on the vehicle speed VSS will be described with reference to FIG. The controller 32 sets the vehicle speed flag fVSP (“1”) when the vehicle speed VSP detected by the vehicle speed sensor 52 drops to a predetermined low value VSP1 (for example, 0 to 3 km / h, etc.) or less and the vehicle stops or substantially stops. When the vehicle speed VSP increases due to running and becomes VSP2 (for example, 8 km / h or the like) higher than VSP1, the vehicle speed flag fVSP is reset (“0”).

そして、車速フラグｆＶＳＰがセットされている場合、コントローラ３２は上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）用の上限回転数変更値ＴＧＮＣｈＬｉｍＶＳＰをＮＣ２とし、リセットされている場合にはＮＣ１とする。また、車速フラグｆＶＳＰがセットされている場合、上限回転数ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）用の上限回転数変更値ＴＧＮＣｃＬｉｍＶＳＰをＮＣ４とし、リセットされている場合にはＮＣ３とする。 When the vehicle speed flag fVSP is set, the controller 32 sets the upper limit rotation speed change value TGNChLimVSP for the upper limit rotation speed TGNChLimHi (heating mode, etc.) to NC2, and sets NC1 when it is reset. When the vehicle speed flag fVSP is set, the upper limit rotation speed change value TGNCcLimVSP for the upper limit rotation speed TGNCcLimHi (cooling mode, etc.) is set to NC4, and when it is reset, it is set to NC3.

上記ＮＣ１〜ＮＣ４の関係は前述の図５の場合と同様であるので、即ち、コントローラ３２は車両が停車又は略停車している場合、走行時よりも下げる方向で上限回転数変更値ＴＧＮＣｈＬｉｍＶＳＰ、ＴＧＮＣｃＬｉｍＶＳＰを変更することになる。そして、前記式（ＩＩＩ）、式（ＩＶ）で上限回転数変更値ＴＧＮＣｈＬｉｍＶＳＰ、ＴＧＮＣｃＬｉｍＶＳＰが最も高い場合（ＭＡＸ）、これら上限回転数変更値ＴＧＮＣｈＬｉｍＶＳＰ、ＴＧＮＣｃＬｉｍＶＳＰが上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）、上限回転数ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）として決定され、圧縮機２の回転数ＮＣはこれ以上に制御されなくなる。 The relationship between NC1 to NC4 is the same as in the case of FIG. 5, that is, when the vehicle is stopped or substantially stopped, the upper limit rotation speed change values TGNChLimVSP and TGNCcLimVSP in the direction of lowering than when the vehicle is running. Will be changed. When the upper limit rotation speed change values TGNChLimVSP and TGNCcLimVSP are the highest in the above formulas (III) and (IV) (MAX), the upper limit rotation speed change values TGNChLimVSP and TGNCcLimVSP are the upper limit rotation speed TGNChLimHi (heating mode and the like). The rotation speed is determined as TGNCcLimHi (cooling mode, etc.), and the rotation speed NC of the compressor 2 is no longer controlled.

車両が停止しているときは、走行時に比べて車室内の音のレベルは低くなる。従って、コントローラ３２が、車両が停車している場合、走行時よりも圧縮機２の制御上の上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）、ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）を下げる方向で変更することで、車室内の音のレベルが低くなる停車時にも圧縮機２の駆動音を低減することができるようになり、快適性を更に向上させることができるようになる。 When the vehicle is stopped, the sound level in the vehicle interior is lower than when the vehicle is running. Therefore, when the vehicle is stopped, the controller 32 is changed in the direction of lowering the upper limit rotation speed TGNChLimHi (heating mode, etc.) and TGNCcLimHi (cooling mode, etc.) under the control of the compressor 2 compared to when the vehicle is running. It becomes possible to reduce the driving sound of the compressor 2 even when the vehicle is stopped when the sound level in the vehicle interior becomes low, and it becomes possible to further improve the comfort.

（１０−６）車速ＶＳＰに基づく上限回転数変更値の算出（その２）
次に、図１０を用いて車速ＶＳＰに基づく上限回転数変更値ＴＧＮＣｈＬｉｍＶＳＰ、ＴＧＮＣｃＬｉｍＶＳＰの算出手順の他の例について説明する。コントローラ３２は車速センサ５２が検出する車速ＶＳＰに応じて上限回転数変更値ＴＧＮＣｈＬｉｍＶＳＰ、ＴＧＮＣｃＬｉｍＶＳＰを算出する。この場合、コントローラ３２は車速ＶＳＰが低くなる程、下げる方向で上限回転数変更値ＴＧＮＣｈＬｉｍＶＳＰ、ＴＧＮＣｃＬｉｍＶＳＰを変更する。 (10-6) Calculation of upper limit rotation speed change value based on vehicle speed VSP (Part 2)
Next, another example of the calculation procedure of the upper limit rotation speed change values TGNChLimVSP and TGNCcLimVSP based on the vehicle speed VSS will be described with reference to FIG. The controller 32 calculates the upper limit rotation speed change values TGNChLimVSP and TGNCcLimVSP according to the vehicle speed VSS detected by the vehicle speed sensor 52. In this case, the controller 32 changes the upper limit rotation speed change values TGNChLimVSP and TGNCcLimVSP in the direction of lowering the vehicle speed VSP.

ここで、図１０の左側のグラフにおいて横軸は車速ＶＳＰであり、所定値ＶＳＰ１〜ＶＳＰ４は、ＶＳＰ４＜ＶＳＰ３＜ＶＳＰ２＜ＶＳＰ１の関係とし、車速ＶＳＰと車室内の音のレベルの関係から予め実験により求められた値とする。尚、実施例ではＶＳＰ４は例えば、０〜３ｋｍ／ｈ等の停車又は略停車した状態の速度とし、ＶＳＰ１は例えば４５ｋｍ／ｈ以上の速度とする。また、縦軸は上限回転数変更値ＴＧＮＣｈＬｉｍＶＳＰであり、図５の場合と同様の所定値ＮＣ１、ＮＣ２は、ＮＣ２＜ＮＣ１の関係とする。実施例では、上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）用の上限回転数変更値ＴＧＮＣｈＬｉｍＶＳＰを、車速ＶＳＰが所定値ＶＳＰ１のときはＮＣ１とする。そして、車速ＶＳＰが低下してＶＳＰ２になるまでそれを維持し、ＶＳＰ２より下がった場合、ＴＧＮＣｈＬｉｍＶＳＰを下げ始め、ＶＳＰ４でＮＣ２になるまで一定の率でＴＧＮＣｈＬｉｍＶＳＰを低下させていく。 Here, in the graph on the left side of FIG. 10, the horizontal axis is the vehicle speed VSP, and the predetermined values VSP1 to VSP4 have a relationship of VSP4 <VSP3 <VSP2 <VSP1. The value obtained by In the embodiment, VSP4 has a speed of 0 to 3 km / h or the like in a stopped or substantially stopped state, and VSP1 has a speed of 45 km / h or more, for example. Further, the vertical axis represents the upper limit rotation speed change value TGNChLimVSP, and the predetermined values NC1 and NC2 similar to those in FIG. 5 have a relationship of NC2 <NC1. In the embodiment, the upper limit rotation speed change value TGNChLimVSP for the upper limit rotation speed TGNChLimHi (heating mode, etc.) is set to NC1 when the vehicle speed VSP is the predetermined value VSP1. Then, it is maintained until the vehicle speed VSP decreases to VSP2, and when it is lower than VSP2, the TGNChLimVSP is started to be decreased, and the TGNChLimVSP is decreased at a constant rate until the vehicle speed VSP becomes NC2.

ＴＧＮＣｈＬｉｍＶＳＰをＮＣ２とした状態から車速ＶＳＰが上昇した場合、ＶＳＰ３になるまではそれを維持し、ＶＳＰ３より上がった場合、ＴＧＮＣｈＬｉｍＶＳＰを上げ始め、ＶＳＰ１でＮＣ１になるまで一定の率でＴＧＮＣｈＬｉｍＶＳＰを上昇させていく。尚、ＶＳＰ１とＶＳＰ２の差、及び、ＶＳＰ３とＶＳＰ４の差はヒステリシスである。 When the vehicle speed VSP rises from the state where TGNChLimVSP is set to NC2, it is maintained until it reaches VSP3, and when it rises above VSP3, it starts to raise TGNChLimVSP and raises TGNChLimVSP at a constant rate until it reaches NC1 at VSP1. go. The difference between VSP1 and VSP2 and the difference between VSP3 and VSP4 are hysteresis.

また、図１０の右側のグラフにおいて縦軸は上限回転数変更値ＴＧＮＣｃＬｉｍＶＳＰであり、図５の場合と同様の所定値ＮＣ３、ＮＣ４は、ＮＣ４＜ＮＣ３の関係とし、ＮＣ３＜ＮＣ１、ＮＣ４＜ＮＣ２の関係とする。また、ＮＣ３とＮＣ１の関係、ＮＣ４とＮＣ２の関係も前述した図５の場合と同様とする。そして、実施例では上限回転数ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）用の上限回転数変更値ＴＧＮＣｃＬｉｍＶＳＰを、車速ＶＳＰがＶＳＰ１のときはＮＣ３とする。そして、車速ＶＳＰが低下してＶＳＰ２になるまでそれを維持し、ＶＳＰ２より下がった場合、ＴＧＮＣｃＬｉｍＶＳＰを下げ始め、ＶＳＰ４でＮＣ４になるまで一定の率でＴＧＮＣｃＬｉｍＶＳＰを低下させていく。 Further, in the graph on the right side of FIG. 10, the vertical axis is the upper limit rotation speed change value TGNCcLimVSP, and the predetermined values NC3 and NC4 similar to those in FIG. 5 have a relationship of NC4 <NC3, and NC3 <NC1, NC4 <NC2. Make a relationship. Further, the relationship between NC3 and NC1 and the relationship between NC4 and NC2 are the same as in the case of FIG. 5 described above. Then, in the embodiment, the upper limit rotation speed change value TGNCcLimVSP for the upper limit rotation speed TGNCcLimHi (cooling mode, etc.) is set to NC3 when the vehicle speed VSP is VSP1. Then, it is maintained until the vehicle speed VSP decreases to VSP2, and when it decreases below VSP2, the TGNCcLimVSP starts to decrease, and the TGNCcLimVSP is decreased at a constant rate until the vehicle speed VSP reaches NC4.

ＴＧＮＣｃＬｉｍＶＳＰをＮＣ４とした状態から車速ＶＳＰが上昇した場合、ＶＳＰ３になるまではそれを維持し、ＶＳＰ３より上がった場合、ＴＧＮＣｃＬｉｍＶＳＰを上げ始め、ＶＳＰ１でＮＣ３になるまで一定の率でＴＧＮＣｃＬｉｍＶＳＰを上昇させていく。そして、前記式（ＩＩＩ）、式（ＩＶ）で上限回転数変更値ＴＧＮＣｈＬｉｍＶＳＰ、ＴＧＮＣｃＬｉｍＶＳＰが最も高い場合（ＭＡＸ）、これら上限回転数変更値ＴＧＮＣｈＬｉｍＶＳＰ、ＴＧＮＣｃＬｉｍＶＳＰが上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）、上限回転数ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）として決定され、圧縮機２の回転数ＮＣはこれ以上に制御されなくなる。 When the vehicle speed VSP increases from the state where TGNCcLimVSP is set to NC4, it is maintained until it reaches VSP3, and when it rises above VSP3, it starts to increase TGNCcLimVSP and increases TGNCcLimVSP at a constant rate until it reaches NC3 at VSP1. go. When the upper limit rotation speed change values TGNChLimVSP and TGNCcLimVSP are the highest in the above formulas (III) and (IV) (MAX), the upper limit rotation speed change values TGNChLimVSP and TGNCcLimVSP are the upper limit rotation speed TGNChLimHi (heating mode and the like). The rotation speed is determined as TGNCcLimHi (cooling mode, etc.), and the rotation speed NC of the compressor 2 is no longer controlled.

このようにコントローラ３２によって車速ＶＳＰの変化に基づき、車速ＶＳＰが低くなる程（停車を含む）、圧縮機２の制御上の上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）、ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）を下げる方向で連続して変更することでも、停車時等に圧縮機２の駆動音を低減し、搭乗者に快適な車室内空調を実現することができるようになる。 In this way, based on the change in the vehicle speed VSP by the controller 32, the lower the vehicle speed VSP (including the stop), the lower the upper limit rotation speed TGNChLimHi (heating mode, etc.) and TGNCcLimHi (cooling mode, etc.) in the control of the compressor 2. By continuously changing the direction, the driving noise of the compressor 2 can be reduced when the vehicle is stopped, and the passenger can realize comfortable air conditioning in the vehicle interior.

（１０−７）外気温度Ｔａｍに基づく上限回転数変更値の算出
次に、図１１を用いて外気温度Ｔａｍに基づく上限回転数変更値ＴＧＮＣｈＬｉｍＴａｍ、ＴＧＮＣｃＬｉｍＴａｍの算出手順の一例について説明する。コントローラ３２は外気温度センサ３３が検出する外気温度Ｔａｍに応じて上限回転数変更値ＴＧＮＣｈＬｉｍＴａｍ、ＴＧＮＣｃＬｉｍＴａｍを算出する。この場合、コントローラ３２は外気温度Ｔａｍが低くなる程、下げる方向で上限回転数変更値ＴＧＮＣｈＬｉｍＴａｍ、ＴＧＮＣｃＬｉｍＴａｍを変更する。 (10-7) Calculation of upper limit rotation speed change value based on outside air temperature Tam Next, an example of a procedure for calculating upper limit rotation speed change values TGNChLimTam and TGNCcLimTam based on the outside air temperature Tam will be described with reference to FIG. The controller 32 calculates the upper limit rotation speed change values TGNChLimTam and TGNCcLimTam according to the outside air temperature Tam detected by the outside air temperature sensor 33. In this case, the controller 32 changes the upper limit rotation speed change values TGNChLimTam and TGNCcLimTam in the direction of lowering the outside air temperature Tam.

ここで、図１１の左側のグラフにおいて横軸は外気温度Ｔａｍであり、所定値Ｔａｍ１〜Ｔａｍ４は、Ｔａｍ４＜Ｔａｍ３＜Ｔａｍ２＜Ｔａｍ１の関係とし、外気温度Ｔａｍと車室内の音のレベルの関係から予め実験により求められた値とする。また、縦軸は上限回転数変更値ＴＧＮＣｈＬｉｍＴａｍであり、図５の場合と同様の所定値ＮＣ１、ＮＣ２は、ＮＣ２＜ＮＣ１の関係とする。実施例では、上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）用の上限回転数変更値ＴＧＮＣｈＬｉｍＴａｍを、外気温度Ｔａｍが高い所定値Ｔａｍ１のときはＮＣ１とする。そして、外気温度Ｔａｍが低下してＴａｍ２になるまでそれを維持し、Ｔａｍ２より下がった場合、ＴＧＮＣｈＬｉｍＴａｍを下げ始め、低い所定値Ｔａｍ４でＮＣ２になるまで一定の率でＴＧＮＣｈＬｉｍＴａｍを低下させていく。 Here, in the graph on the left side of FIG. 11, the horizontal axis is the outside air temperature Tam, and the predetermined values Tam1 to Tam4 have a relationship of Tam4 <Tam3 <Tam2 <Tam1 from the relationship between the outside air temperature Tam and the sound level in the vehicle interior. The value shall be the value obtained in advance by experiment. Further, the vertical axis represents the upper limit rotation speed change value TGNChLimTam, and the predetermined values NC1 and NC2 similar to those in FIG. 5 have a relationship of NC2 <NC1. In the embodiment, the upper limit rotation speed change value TGNChLimTam for the upper limit rotation speed TGNChLimHi (heating mode, etc.) is set to NC1 when the outside air temperature Tam is a predetermined value Tam1. Then, the outside air temperature Tam is maintained until it becomes Tam2, and when it falls below Tam2, TGNChLimTam starts to be lowered, and TGNChLimTam is lowered at a constant rate until NC2 is reached at a low predetermined value Tam4.

ＴＧＮＣｈＬｉｍＴａｍをＮＣ２とした状態から外気温度Ｔａｍが上昇した場合、Ｔａｍ３になるまではそれを維持し、Ｔａｍ３より上がった場合、ＴＧＮＣｈＬｉｍＴａｍを上げ始め、Ｔａｍ１でＮＣ１になるまで一定の率でＴＧＮＣｈＬｉｍＴａｍを上昇させていく。尚、Ｔａｍ１とＴａｍ２の差、及び、Ｔａｍ３とＴａｍ４の差はヒステリシスである。 When the outside air temperature Tam rises from the state where TGNChLimTam is set to NC2, it is maintained until it reaches Tam3, and when it rises above Tam3, it starts to raise TGNChLimTam and raises TGNChLimTam at a constant rate until it reaches NC1 at Tam1. To go. The difference between Tam1 and Tam2 and the difference between Tam3 and Tam4 are hysteresis.

また、図１１の右側のグラフにおいて縦軸は上限回転数変更値ＴＧＮＣｃＬｉｍＴａｍであり、図５の場合と同様の所定値ＮＣ３、ＮＣ４は、ＮＣ４＜ＮＣ３の関係とし、ＮＣ３＜ＮＣ１、ＮＣ４＜ＮＣ２の関係とする。また、ＮＣ３とＮＣ１の関係、ＮＣ４とＮＣ２の関係も前述した図５の場合と同様とする。そして、実施例では上限回転数ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）用の上限回転数変更値ＴＧＮＣｃＬｉｍＴａｍを、外気温度ＴａｍがＴａｍ１のときはＮＣ３とする。そして、外気温度Ｔａｍが低下してＴａｍ２になるまでそれを維持し、Ｔａｍ２より下がった場合、ＴＧＮＣｃＬｉｍＴａｍを下げ始め、Ｔａｍ４でＮＣ４になるまで一定の率でＴＧＮＣｃＬｉｍＴａｍを低下させていく。 Further, in the graph on the right side of FIG. 11, the vertical axis is the upper limit rotation speed change value TGNCcLimTam, and the predetermined values NC3 and NC4 similar to those in FIG. 5 have a relationship of NC4 <NC3, and NC3 <NC1, NC4 <NC2. Make a relationship. Further, the relationship between NC3 and NC1 and the relationship between NC4 and NC2 are the same as in the case of FIG. 5 described above. Then, in the embodiment, the upper limit rotation speed change value TGNCcLimTam for the upper limit rotation speed TGNCcLimHi (cooling mode, etc.) is set to NC3 when the outside air temperature Tam is Tam1. Then, the outside air temperature Tam is maintained until it becomes Tam2, and when it falls below Tam2, TGNCcLimTam starts to be lowered, and TGNCcLimTam is lowered at a constant rate until NC4 is reached at Tam4.

ＴＧＮＣｃＬｉｍＴａｍをＮＣ４とした状態から外気温度Ｔａｍが上昇した場合、Ｔａｍ３になるまではそれを維持し、Ｔａｍ３より上がった場合、ＴＧＮＣｃＬｉｍＴａｍを上げ始め、Ｔａｍ１でＮＣ３になるまで一定の率でＴＧＮＣｃＬｉｍＴａｍを上昇させていく。そして、前記式（ＩＩＩ）、式（ＩＶ）で上限回転数変更値ＴＧＮＣｈＬｉｍＴａｍ、ＴＧＮＣｃＬｉｍＴａｍが最も高い場合（ＭＡＸ）、これら上限回転数変更値ＴＧＮＣｈＬｉｍＴａｍ、ＴＧＮＣｃＬｉｍＴａｍが上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）、上限回転数ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）として決定され、圧縮機２の回転数ＮＣはこれ以上に制御されなくなる。 When the outside air temperature Tam rises from the state where TGNCcLimTam is set to NC4, it is maintained until it reaches Tam3, and when it rises above Tam3, it starts to raise TGNCcLimTam and raises TGNCcLimTam at a constant rate until it reaches NC3 at Tam1. To go. When the upper limit rotation speed change values TGNChLimTam and TGNCcLimTam are the highest (MAX) in the above formulas (III) and (IV), these upper limit rotation speed change values TGNChLimTam and TGNCcLimTam are the upper limit rotation speed TGNChLimHi (heating mode and the like). The rotation speed is determined as TGNCcLimHi (cooling mode, etc.), and the rotation speed NC of the compressor 2 is no longer controlled.

このようにコントローラ３２により、外気温度Ｔａｍが低くなる程、圧縮機２の制御上の上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）、ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）を下げる方向で変更することで、車両を構成する機器（圧縮機２のマウントやゴムホース等）が低外気温下で硬化し、振動による騒音が大きくなる状況下においても圧縮機２の上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）、ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）を下げ、振動に伴う騒音の発生を低減することができるようになる。 In this way, the controller 32 configures the vehicle by changing the control upper limit rotation speed TGNChLimHi (heating mode, etc.) and TGNCcLimHi (cooling mode, etc.) of the compressor 2 as the outside air temperature Tam becomes lower. Even under the condition that the equipment to be used (compressor 2 mount, rubber hose, etc.) hardens in a low outside temperature and the noise due to vibration becomes loud, the upper limit rotation speed of the compressor 2 TGNChLimHi (heating mode, etc.), TGNCcLimHi (cooling mode, etc.) ) Can be lowered to reduce the generation of noise due to vibration.

（１１）他の構成例１
次に、図１２は本発明の車両用空気調和装置１の他の構成図を示している。この実施例では、熱媒体循環回路２３の熱媒体−空気熱交換器４０を放熱器４の空気下流側に設けている。その他は、図１の例と同様である。このように熱媒体−空気熱交換器４０を放熱器４の下流側に配置した車両用空気調和装置１においても本発明は有効である。 (11) Other Configuration Example 1
Next, FIG. 12 shows another configuration diagram of the vehicle air conditioner 1 of the present invention. In this embodiment, the heat medium-air heat exchanger 40 of the heat medium circulation circuit 23 is provided on the air downstream side of the radiator 4. Others are the same as the example of FIG. The present invention is also effective in the vehicle air conditioner 1 in which the heat medium-air heat exchanger 40 is arranged on the downstream side of the radiator 4.

（１２）他の構成例２
次に、図１３は本発明の車両用空気調和装置１のもう一つの他の構成図を示している。この実施例では、室外熱交換器７にレシーバドライヤ部１４と過冷却部１６が設けられておらず、室外熱交換器７から出た冷媒配管１３Ａは電磁弁１７と逆止弁１８を介して冷媒配管１３Ｂに接続されている。また、冷媒配管１３Ａから分岐した冷媒配管１３Ｄは、同様に電磁弁２１を介して内部熱交換器１９の下流側における冷媒配管１３Ｃに接続されている。その他は、図１２の例と同様である。このようにレシーバドライヤ部１４と過冷却部１６を有しない室外熱交換器７を採用した冷媒回路Ｒの車両用空気調和装置１においても本発明は有効である。 (12) Other Configuration Example 2
Next, FIG. 13 shows another configuration diagram of the vehicle air conditioner 1 of the present invention. In this embodiment, the outdoor heat exchanger 7 is not provided with the receiver dryer portion 14 and the supercooling portion 16, and the refrigerant pipe 13A coming out of the outdoor heat exchanger 7 passes through the solenoid valve 17 and the check valve 18. It is connected to the refrigerant pipe 13B. Further, the refrigerant pipe 13D branched from the refrigerant pipe 13A is similarly connected to the refrigerant pipe 13C on the downstream side of the internal heat exchanger 19 via the solenoid valve 21. Others are the same as the example of FIG. As described above, the present invention is also effective in the vehicle air conditioner 1 of the refrigerant circuit R that employs the outdoor heat exchanger 7 that does not have the receiver dryer unit 14 and the supercooling unit 16.

（１３）他の構成例３
次に、図１４は本発明の車両用空気調和装置１のもう一つの他の構成図を示している。この場合、図１３の熱媒体循環回路２３が電気ヒータ７３に置換されている。前述した熱媒体循環回路２３の場合には、熱媒体加熱電気ヒータ３５を空気流通路３の外の車室外に設けられるため、電気的な安全性が確保されるが、構成が複雑化する。一方、この図１４の如く電気ヒータ７３を空気流通路３に設けるようにすれば、構成が著しく簡素化されることになる。この場合は、電気ヒータ７３が補助加熱装置となる。そして、このような電気ヒータ７３を採用した冷媒回路Ｒの車両用空気調和装置１においても本発明は有効である。 (13) Other configuration example 3
Next, FIG. 14 shows another configuration diagram of the vehicle air conditioner 1 of the present invention. In this case, the heat medium circulation circuit 23 of FIG. 13 is replaced with the electric heater 73. In the case of the heat medium circulation circuit 23 described above, since the heat medium heating electric heater 35 is provided outside the vehicle interior outside the air flow passage 3, electrical safety is ensured, but the configuration is complicated. On the other hand, if the electric heater 73 is provided in the air flow passage 3 as shown in FIG. 14, the configuration is remarkably simplified. In this case, the electric heater 73 serves as an auxiliary heating device. The present invention is also effective in the vehicle air conditioner 1 of the refrigerant circuit R that employs such an electric heater 73.

（１４）他の構成例４
次に、図１５は本発明の車両用空気調和装置１のもう一つの他の構成図を示している。この実施例では、図１と比べて室外熱交換器７にレシーバドライヤ部１４と過冷却部１６が設けられておらず、室外熱交換器７から出た冷媒配管１３Ａは電磁弁１７と逆止弁１８を介して冷媒配管１３Ｂに接続されている。また、冷媒配管１３Ａから分岐した冷媒配管１３Ｄは、同様に電磁弁２１を介して内部熱交換器１９の下流側における冷媒配管１３Ｃに接続されている。その他は、図１の例と同様である。このようにレシーバドライヤ部１４と過冷却部１６を有しない室外熱交換器７を採用した冷媒回路Ｒの車両用空気調和装置１においても本発明は有効である。 (14) Other configuration example 4
Next, FIG. 15 shows another configuration diagram of the vehicle air conditioner 1 of the present invention. In this embodiment, the outdoor heat exchanger 7 is not provided with the receiver dryer portion 14 and the overcooling portion 16 as compared with FIG. 1, and the refrigerant pipe 13A discharged from the outdoor heat exchanger 7 is non-stop with the solenoid valve 17. It is connected to the refrigerant pipe 13B via a valve 18. Further, the refrigerant pipe 13D branched from the refrigerant pipe 13A is similarly connected to the refrigerant pipe 13C on the downstream side of the internal heat exchanger 19 via the solenoid valve 21. Others are the same as the example of FIG. As described above, the present invention is also effective in the vehicle air conditioner 1 of the refrigerant circuit R that employs the outdoor heat exchanger 7 that does not have the receiver dryer unit 14 and the supercooling unit 16.

（１５）他の構成例５
次に、図１６は本発明の車両用空気調和装置１のもう一つの他の構成図を示している。この場合、図１５の熱媒体循環回路２３が電気ヒータ７３に置換されている。このような電気ヒータ７３を採用した冷媒回路Ｒの車両用空気調和装置１においても本発明は有効である。 (15) Other configuration example 5
Next, FIG. 16 shows another configuration diagram of the vehicle air conditioner 1 of the present invention. In this case, the heat medium circulation circuit 23 of FIG. 15 is replaced with the electric heater 73. The present invention is also effective in the vehicle air conditioner 1 of the refrigerant circuit R that employs such an electric heater 73.

（１６）他の構成例６
次に、図１７は本発明の車両用空気調和装置１の更にもう一つの他の構成図を示している。この実施例の冷媒回路Ｒ及び熱媒体循環回路２３の配管構成は図１の場合と基本的に同様であるが、放熱器４は空気流通路３には設けられておらず、その外側に配置されている。その代わりに、この放熱器４にはこの場合の熱媒体−冷媒熱交換器７４が熱交換関係に配設されている。この熱媒体−冷媒熱交換器７４は、熱媒体循環回路２３の循環ポンプ３０と熱媒体加熱電気ヒータ３５の間の熱媒体配管２３Ａに接続されたもので、熱媒体循環回路２３の熱媒体−空気熱交換器４０（補助加熱装置）は空気流通路３に設けられている。 (16) Other Configuration Example 6
Next, FIG. 17 shows yet another other configuration diagram of the vehicle air conditioner 1 of the present invention. The piping configuration of the refrigerant circuit R and the heat medium circulation circuit 23 of this embodiment is basically the same as that of FIG. 1, but the radiator 4 is not provided in the air flow passage 3 and is arranged outside the air flow passage 3. Has been done. Instead, the heat medium-refrigerant heat exchanger 74 in this case is arranged in the radiator 4 in a heat exchange relationship. The heat medium-coolant heat exchanger 74 is connected to the heat medium pipe 23A between the circulation pump 30 of the heat medium circulation circuit 23 and the heat medium heating electric heater 35, and is connected to the heat medium pipe 23A of the heat medium circulation circuit 23. The air heat exchanger 40 (auxiliary heating device) is provided in the air flow passage 3.

係る構成で、循環ポンプ３０から吐出された熱媒体は放熱器４を流れる冷媒と熱交換し、当該冷媒により加熱され、次に、熱媒体加熱電気ヒータ３５（通電されて発熱している場合）で加熱された後、熱媒体−空気熱交換器４０で放熱することにより、空気流通路３から車室内に供給される空気を加熱する。即ち、空気流通路３内の空気は放熱器４により間接的に加熱されることになる。このような構成の車両用空気調和装置１においても、本発明は有効である。また、前述したような電気ヒータを空気流通路３に配設する場合に比して、電気的により安全な車室内暖房を実現することができるようになる。 In this configuration, the heat medium discharged from the circulation pump 30 exchanges heat with the refrigerant flowing through the radiator 4, is heated by the refrigerant, and then the heat medium heating electric heater 35 (when energized to generate heat). After being heated in, heat is dissipated by the heat medium-air heat exchanger 40 to heat the air supplied from the air flow passage 3 into the vehicle interior. That is, the air in the air flow passage 3 is indirectly heated by the radiator 4. The present invention is also effective in the vehicle air conditioner 1 having such a configuration. Further, as compared with the case where the electric heater as described above is arranged in the air flow passage 3, it becomes possible to realize electrically safer vehicle interior heating.

（１７）他の構成例７
次に、図１８は本発明の車両用空気調和装置１の更にもう一つの他の構成図を示している。尚、この図において図１と同一符号で示すものは同一若しくは同様の機能を奏するものである。この実施例の場合、冷媒配管１３Ｆ及び電磁弁２２は存在せず、冷媒配管１３Ｅが冷媒配管１３Ｊに繋がり、この冷媒配管１３Ｊに室外膨張弁６が接続されている。また、過冷却部１６の出口には逆止弁１８は存在せず、そのまま冷媒配管１３Ｂに接続されている。 (17) Other configuration example 7
Next, FIG. 18 shows yet another other configuration diagram of the vehicle air conditioner 1 of the present invention. In this figure, those shown by the same reference numerals as those in FIG. 1 have the same or similar functions. In the case of this embodiment, the refrigerant pipe 13F and the solenoid valve 22 do not exist, the refrigerant pipe 13E is connected to the refrigerant pipe 13J, and the outdoor expansion valve 6 is connected to the refrigerant pipe 13J. Further, the check valve 18 does not exist at the outlet of the supercooling unit 16, and is directly connected to the refrigerant pipe 13B.

また、圧縮機２の吐出側と放熱器４の入口側の間の冷媒配管１３Ｇには後述する除湿暖房とＭＡＸ冷房時に閉じられる電磁弁７６（流路切換装置を構成する）が介設されている。この場合、冷媒配管１３Ｇは電磁弁７６の上流側でバイパス配管７７に分岐しており、このバイパス配管７７は除湿暖房とＭＡＸ冷房時に開放される電磁弁７８（これも流路切換装置を構成する）を介して室外膨張弁６の下流側の冷媒配管１３Ｊに連通接続されている。これらバイパス配管７７、電磁弁７６及び電磁弁７８によりバイパス装置７９が構成されている。尚、電磁弁７６及び電磁弁７８もコントローラ３２に接続されているものとする。 Further, the refrigerant pipe 13G between the discharge side of the compressor 2 and the inlet side of the radiator 4 is provided with a solenoid valve 76 (which constitutes a flow path switching device) which is closed at the time of dehumidifying heating and MAX cooling, which will be described later. There is. In this case, the refrigerant pipe 13G branches to the bypass pipe 77 on the upstream side of the solenoid valve 76, and the bypass pipe 77 constitutes the solenoid valve 78 (which also constitutes the flow path switching device) that is opened during dehumidifying heating and MAX cooling. ) Is connected to the refrigerant pipe 13J on the downstream side of the outdoor expansion valve 6 in communication. The bypass device 79 is composed of the bypass pipe 77, the solenoid valve 76, and the solenoid valve 78. It is assumed that the solenoid valve 76 and the solenoid valve 78 are also connected to the controller 32.

このようなバイパス配管７７、電磁弁７６及び電磁弁７８によりバイパス装置７９を構成したことで、後述する如く圧縮機２から吐出された冷媒を室外熱交換器７に直接流入させる除湿暖房モードやＭＡＸ冷房モードと、圧縮機２から吐出された冷媒を放熱器４に流入させる暖房モードや除湿冷房モード、冷房モードとの切り換えを円滑に行うことができるようになる。また、この実施例では補助加熱装置を構成する補助ヒータ７０（ＰＴＣヒータ）が空気流通路３の空気の流れに対して、放熱器４の風上側（空気上流側）となる空気流通路３内に設けられ、これもコントローラ３２に接続されている。尚、この補助ヒータ７０には当該補助ヒータ７０の温度を検出する補助ヒータ温度センサ７５が設けられ、コントローラ３２に接続されているものとする。更に、この実施例では前述した蒸発能力調整弁１１は設けられていない。 By configuring the bypass device 79 with such a bypass pipe 77, a solenoid valve 76 and a solenoid valve 78, a dehumidifying heating mode or MAX in which the refrigerant discharged from the compressor 2 directly flows into the outdoor heat exchanger 7 as described later. It becomes possible to smoothly switch between the cooling mode and the heating mode, the dehumidifying cooling mode, and the cooling mode in which the refrigerant discharged from the compressor 2 flows into the radiator 4. Further, in this embodiment, the auxiliary heater 70 (PTC heater) constituting the auxiliary heating device is inside the air flow passage 3 which is on the windward side (air upstream side) of the radiator 4 with respect to the air flow in the air flow passage 3. It is also connected to the controller 32. It is assumed that the auxiliary heater 70 is provided with an auxiliary heater temperature sensor 75 that detects the temperature of the auxiliary heater 70 and is connected to the controller 32. Further, in this embodiment, the above-mentioned evaporation capacity adjusting valve 11 is not provided.

以上の構成で、この実施例の車両用空気調和装置１の動作を説明する。コントローラ３２はこの実施例では、暖房モード、除湿暖房モード、除湿冷房モード、冷房モード、ＭＡＸ冷房モード（最大冷房モード）及び補助ヒータ単独モードの各運転モードを切り換えて実行する（内部サイクルモードはこの実施例では存在しない）。尚、暖房モード、除湿冷房モード及び冷房モードが選択されたときの動作及び冷媒の流れと、補助ヒータ単独モードは前述の実施例（図１）の場合と同様であるので説明を省略する。但し、この実施例（図１８）ではこれら暖房モード、除湿冷房モード及び冷房モードにおいては電磁弁７６を開き、電磁弁７８を閉じるものとする。また、前述した各吹出モード、導入モードも同様であるので説明を省略する。 With the above configuration, the operation of the vehicle air conditioner 1 of this embodiment will be described. In this embodiment, the controller 32 switches and executes each operation mode of the heating mode, the dehumidifying heating mode, the dehumidifying cooling mode, the cooling mode, the MAX cooling mode (maximum cooling mode), and the auxiliary heater independent mode (the internal cycle mode is this). Does not exist in the examples). Since the operation and the flow of the refrigerant when the heating mode, the dehumidifying cooling mode, and the cooling mode are selected, and the auxiliary heater independent mode are the same as in the above-described embodiment (FIG. 1), the description thereof will be omitted. However, in this embodiment (FIG. 18), the solenoid valve 76 is opened and the solenoid valve 78 is closed in the heating mode, the dehumidifying cooling mode, and the cooling mode. Further, since each of the blowout modes and the introduction modes described above is the same, the description thereof will be omitted.

（１７−１）図１８の車両用空気調和装置１の除湿暖房モード
他方、除湿暖房モードが選択された場合、この実施例（図１８）ではコントローラ３２は電磁弁１７を開放し、電磁弁２１を閉じる。また、電磁弁７６を閉じ、電磁弁７８を開放すると共に、室外膨張弁６の弁開度は全閉とする。そして、圧縮機２を運転する。コントローラ３２は各送風機１５、２７を運転し、エアミックスダンパ２８は、基本的には室内送風機２７から吹き出されて吸熱器９を経た空気流通路３内の全て空気を補助ヒータ７０及び放熱器４に通風する状態とするが、風量の調整も行う。 (17-1) Dehumidifying and heating mode of the vehicle air conditioner 1 of FIG. 18 On the other hand, when the dehumidifying and heating mode is selected, in this embodiment (FIG. 18), the controller 32 opens the solenoid valve 17 and the solenoid valve 21. Close. Further, the solenoid valve 76 is closed, the solenoid valve 78 is opened, and the valve opening degree of the outdoor expansion valve 6 is fully closed. Then, the compressor 2 is operated. The controller 32 operates the blowers 15 and 27, and the air mix damper 28 basically blows out all the air in the air flow passage 3 that has been blown out from the indoor blower 27 and passed through the heat absorber 9, and the auxiliary heater 70 and the radiator 4 It will be in a state of ventilation, but the air volume will also be adjusted.

これにより、圧縮機２から冷媒配管１３Ｇに吐出された高温高圧のガス冷媒は、放熱器４に向かうこと無くバイパス配管７７に流入し、電磁弁７８を経て室外膨張弁６の下流側の冷媒配管１３Ｊに至るようになる。このとき、室外膨張弁６は全閉とされているので、冷媒は室外熱交換器７に流入する。室外熱交換器７に流入した冷媒はそこで走行により、或いは、室外送風機１５にて通風される外気により空冷され、凝縮する。室外熱交換器７を出た冷媒は冷媒配管１３Ａから電磁弁１７を経てレシーバドライヤ部１４、過冷却部１６と順次流入する。ここで冷媒は過冷却される。 As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 to the refrigerant pipe 13G flows into the bypass pipe 77 without going to the radiator 4, passes through the solenoid valve 78, and is the refrigerant pipe on the downstream side of the outdoor expansion valve 6. It will reach 13J. At this time, since the outdoor expansion valve 6 is fully closed, the refrigerant flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 is air-cooled and condensed by traveling there or by the outside air ventilated by the outdoor blower 15. The refrigerant exiting the outdoor heat exchanger 7 flows sequentially from the refrigerant pipe 13A through the solenoid valve 17 to the receiver dryer section 14 and the supercooling section 16. Here the refrigerant is supercooled.

室外熱交換器７の過冷却部１６を出た冷媒は冷媒配管１３Ｂに入り、内部熱交換器１９を経て室内膨張弁８に至る。室内膨張弁８にて冷媒は減圧された後、吸熱器９に流入して蒸発する。このときの吸熱作用で室内送風機２７から吹き出された空気は冷却され、且つ、当該空気中の水分が吸熱器９に凝結して付着するので、空気流通路３内の空気は冷却され、且つ、除湿される。吸熱器９で蒸発した冷媒は内部熱交換器１９を経て冷媒配管１３Ｃを介し、アキュムレータ１２に至り、そこを経て圧縮機２に吸い込まれる循環を繰り返す。 The refrigerant exiting the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13B, passes through the internal heat exchanger 19, and reaches the indoor expansion valve 8. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. The air blown out from the indoor blower 27 is cooled by the endothermic action at this time, and the moisture in the air condenses and adheres to the heat absorber 9, so that the air in the air flow passage 3 is cooled and It is dehumidified. The refrigerant evaporated in the heat absorber 9 passes through the internal heat exchanger 19 and reaches the accumulator 12 via the refrigerant pipe 13C, and repeats the circulation of being sucked into the compressor 2 through the accumulator 12.

このとき、室外膨張弁６の弁開度は全閉とされているので、圧縮機２から吐出された冷媒が室外膨張弁６から放熱器４に逆流入する不都合を抑制若しくは防止することが可能となる。これにより、冷媒循環量の低下を抑制若しくは解消して空調能力を確保することができるようになる。更に、この除湿暖房モードにおいてコントローラ３２は、補助ヒータ７０に通電して発熱させる。これにより、吸熱器９にて冷却され、且つ、除湿された空気は補助ヒータ７０を通過する過程で更に加熱され、温度が上昇するので車室内の除湿暖房が行われることになる。 At this time, since the valve opening degree of the outdoor expansion valve 6 is fully closed, it is possible to suppress or prevent the inconvenience that the refrigerant discharged from the compressor 2 flows back from the outdoor expansion valve 6 into the radiator 4. It becomes. As a result, it becomes possible to suppress or eliminate the decrease in the amount of refrigerant circulation and secure the air conditioning capacity. Further, in this dehumidifying / heating mode, the controller 32 energizes the auxiliary heater 70 to generate heat. As a result, the air cooled and dehumidified by the heat absorber 9 is further heated in the process of passing through the auxiliary heater 70, and the temperature rises, so that the dehumidifying and heating of the vehicle interior is performed.

コントローラ３２は図４の場合と同様に吸熱器温度センサ４８が検出する吸熱器９の温度（吸熱器温度Ｔｅ）と、吸熱器温度Ｔｅの目標値である目標吸熱器温度ＴＥＯに基づいて圧縮機２の回転数ＮＣを制御すると共に、補助ヒータ温度センサ７５が検出する補助ヒータ温度Ｔｐｔｃと目標放熱器温度ＴＣＯに基づいて補助ヒータ７０の通電（発熱による加熱）を制御することで、吸熱器９での空気の冷却と除湿を適切に行いながら、補助ヒータ７０による加熱で吹出口２９から車室内に吹き出される空気温度の低下を的確に防止する。これにより、車室内に吹き出される空気を除湿しながら、その温度を適切な暖房温度に制御することが可能となり、車室内の快適且つ効率的な除湿暖房を実現することができるようになる。 The controller 32 is a compressor based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO, which is the target value of the heat absorber temperature Te, as in the case of FIG. The heat absorber 9 by controlling the rotation speed NC of 2 and controlling the energization (heating by heat generation) of the auxiliary heater 70 based on the auxiliary heater temperature Tptc detected by the auxiliary heater temperature sensor 75 and the target radiator temperature TCO. While properly cooling and dehumidifying the air in the above, the heating by the auxiliary heater 70 accurately prevents the temperature of the air blown out from the outlet 29 into the vehicle interior. As a result, it becomes possible to control the temperature to an appropriate heating temperature while dehumidifying the air blown into the vehicle interior, and it becomes possible to realize comfortable and efficient dehumidification heating in the vehicle interior.

尚、補助ヒータ７０は放熱器４の空気上流側に配置されているので、補助ヒータ７０で加熱された空気は放熱器４を通過することになるが、この除湿暖房モードでは放熱器４に冷媒は流されないので、補助ヒータ７０にて加熱された空気から放熱器４が吸熱してしまう不都合も解消される。即ち、放熱器４によって車室内に吹き出される空気の温度が低下してしまうことが抑制され、ＣＯＰも向上することになる。 Since the auxiliary heater 70 is arranged on the upstream side of the air of the radiator 4, the air heated by the auxiliary heater 70 passes through the radiator 4, but in this dehumidifying and heating mode, the refrigerant is sent to the radiator 4. Since the heat is not washed away, the inconvenience that the radiator 4 absorbs heat from the air heated by the auxiliary heater 70 is also eliminated. That is, it is suppressed that the temperature of the air blown into the vehicle interior is lowered by the radiator 4, and the COP is also improved.

（１７−２）図１８の車両用空気調和装置１のＭＡＸ冷房モード（最大冷房モード）
また、ＭＡＸ冷房モードでは、コントローラ３２は電磁弁１７を開放し、電磁弁２１を閉じる。また、電磁弁７６を閉じ、電磁弁７８を開放すると共に、室外膨張弁６の弁開度は全閉とする。そして、圧縮機２を運転し、補助ヒータ７０には通電しない。コントローラ３２は、各送風機１５、２７を運転し、エアミックスダンパ２８は、室内送風機２７から吹き出されて吸熱器９を経た空気流通路３内の空気が、補助ヒータ７０及び放熱器４に通風される割合を調整する状態とする。 (17-2) MAX cooling mode (maximum cooling mode) of the vehicle air conditioner 1 shown in FIG.
Further, in the MAX cooling mode, the controller 32 opens the solenoid valve 17 and closes the solenoid valve 21. Further, the solenoid valve 76 is closed, the solenoid valve 78 is opened, and the valve opening degree of the outdoor expansion valve 6 is fully closed. Then, the compressor 2 is operated and the auxiliary heater 70 is not energized. The controller 32 operates the blowers 15 and 27, and the air in the air flow passage 3 blown out from the indoor blower 27 and passed through the heat absorber 9 is ventilated to the auxiliary heater 70 and the radiator 4. The ratio is adjusted.

これにより、圧縮機２から冷媒配管１３Ｇに吐出された高温高圧のガス冷媒は、放熱器４に向かうこと無くバイパス配管７７に流入し、電磁弁７８を経て室外膨張弁６の下流側の冷媒配管１３Ｊに至るようになる。このとき、室外膨張弁６は全閉とされているので、冷媒は室外熱交換器７に流入する。室外熱交換器７に流入した冷媒はそこで走行により、或いは、室外送風機１５にて通風される外気により空冷され、凝縮する。室外熱交換器７を出た冷媒は冷媒配管１３Ａから電磁弁１７を経てレシーバドライヤ部１４、過冷却部１６と順次流入する。ここで冷媒は過冷却される。 As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 to the refrigerant pipe 13G flows into the bypass pipe 77 without going to the radiator 4, passes through the solenoid valve 78, and is the refrigerant pipe on the downstream side of the outdoor expansion valve 6. It will reach 13J. At this time, since the outdoor expansion valve 6 is fully closed, the refrigerant flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 is air-cooled and condensed by traveling there or by the outside air ventilated by the outdoor blower 15. The refrigerant exiting the outdoor heat exchanger 7 flows sequentially from the refrigerant pipe 13A through the solenoid valve 17 to the receiver dryer section 14 and the supercooling section 16. Here the refrigerant is supercooled.

室外熱交換器７の過冷却部１６を出た冷媒は冷媒配管１３Ｂに入り、内部熱交換器１９を経て室内膨張弁８に至る。室内膨張弁８にて冷媒は減圧された後、吸熱器９に流入して蒸発する。このときの吸熱作用で室内送風機２７から吹き出された空気は冷却される。また、空気中の水分は吸熱器９に凝結して付着するので、空気流通路３内の空気は除湿される。吸熱器９で蒸発した冷媒は内部熱交換器１９を経て冷媒配管１３Ｃを介し、アキュムレータ１２に至り、そこを経て圧縮機２に吸い込まれる循環を繰り返す。このとき、室外膨張弁６は全閉とされているので、同様に圧縮機２から吐出された冷媒が室外膨張弁６から放熱器４に逆流入する不都合を抑制若しくは防止することが可能となる。これにより、冷媒循環量の低下を抑制若しくは解消して空調能力を確保することができるようになる。 The refrigerant exiting the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13B, passes through the internal heat exchanger 19, and reaches the indoor expansion valve 8. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the endothermic device 9 and evaporates. The air blown out from the indoor blower 27 is cooled by the endothermic action at this time. Further, since the moisture in the air condenses and adheres to the heat absorber 9, the air in the air flow passage 3 is dehumidified. The refrigerant evaporated in the heat absorber 9 passes through the internal heat exchanger 19 and reaches the accumulator 12 via the refrigerant pipe 13C, and repeats the circulation of being sucked into the compressor 2 through the accumulator 12. At this time, since the outdoor expansion valve 6 is fully closed, it is possible to suppress or prevent the inconvenience that the refrigerant discharged from the compressor 2 flows back from the outdoor expansion valve 6 into the radiator 4. .. As a result, it becomes possible to suppress or eliminate the decrease in the amount of refrigerant circulation and secure the air conditioning capacity.

ここで、前述した冷房モードでは放熱器４に高温の冷媒が流れているため、放熱器４からＨＶＡＣユニット１０への直接の熱伝導が少なからず生じるが、このＭＡＸ冷房モードでは放熱器４に冷媒が流れないため、放熱器４からＨＶＡＣユニット１０に伝達される熱で吸熱器９からの空気流通路３内の空気が加熱されることも無くなる。そのため、車室内の強力な冷房が行われ、特に外気温度Ｔａｍが高いような環境下では、迅速に車室内を冷房して快適な車室内空調を実現することができるようになる。また、このＭＡＸ冷房モードにおいても、コントローラ３２は図４の場合と同様に吸熱器温度センサ４８が検出する吸熱器９の温度（吸熱器温度Ｔｅ）とその目標値である前述した目標吸熱器温度ＴＥＯに基づいて圧縮機２の回転数ＮＣを制御する。 Here, since the high-temperature refrigerant is flowing through the radiator 4 in the cooling mode described above, direct heat conduction from the radiator 4 to the HVAC unit 10 is not a little generated, but in this MAX cooling mode, the refrigerant is flowing through the radiator 4. Does not flow, so that the heat transferred from the radiator 4 to the HVAC unit 10 does not heat the air in the air flow passage 3 from the heat absorber 9. Therefore, the interior of the vehicle is strongly cooled, and particularly in an environment where the outside air temperature Tam is high, the interior of the vehicle can be quickly cooled to realize comfortable air conditioning in the vehicle interior. Further, also in this MAX cooling mode, the controller 32 has the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target value of the target heat absorber temperature described above, as in the case of FIG. The rotation speed NC of the compressor 2 is controlled based on the TEO.

この実施例の車両用空気調和装置１においても、コントローラ３２は車室内の音のレベルに影響する要因としての室内送風機２７の風量（ブロワ電圧ＢＬＶ）、各吹出口からの吹出モード、空気流通路３への空気の導入モード、車両に設けられた音響機器の音量ＡＵＤ（オーディオレベル）、車速ＶＳＰ、及び、外気温度Ｔａｍに基づき、前述した式（ＩＩＩ）、（ＩＶ）を用いて暖房モードの際に使用される圧縮機目標回転数ＴＧＮＣｈの上限回転数ＴＧＮＣｈＬｉｍＨｉと、除湿暖房モード、除湿冷房モード、冷房モード及びＭＡＸ冷房モードの際に使用される圧縮機目標回転数ＴＧＮＣｃの上限回転数ＴＧＮＣｃＬｉｍＨｉを前述同様に変更する。それにより、この実施例においても車室内の音のレベルが低くなる状況において圧縮機２の駆動音を低減することができるようになり、搭乗者に快適な車室内空調を実現することができるようになる。 Also in the vehicle air conditioner 1 of this embodiment, the controller 32 uses the air volume (blower voltage BLV) of the indoor blower 27 as a factor affecting the sound level in the vehicle interior, the blow mode from each outlet, and the air flow passage. Based on the air introduction mode to 3, the volume AUD (audio level) of the acoustic equipment provided in the vehicle, the vehicle speed VSP, and the outside air temperature Tam, the heating mode is set using the above equations (III) and (IV). The upper limit rotation speed TGNChLimHi of the compressor target rotation speed TGNCh used at the time and the upper limit rotation speed TGNCcLimHi of the compressor target rotation speed TGNCc used in the dehumidifying heating mode, the dehumidifying cooling mode, the cooling mode and the MAX cooling mode. Change in the same way as above. As a result, even in this embodiment, the driving sound of the compressor 2 can be reduced in a situation where the sound level in the vehicle interior is low, and the passenger can realize comfortable air conditioning in the vehicle interior. become.

尚、図６の実施例では吹出モードに基づく上限回転数変更値ＴＧＮＣｈＬｉｍＭＯＤ、ＴＧＮＣｃＬｉｍＭＯＤの算出を、ＦＯＯＴモードとＶＥＮＴモードとで切り換える方式としたが、ＦＯＯＴ吹出口とＶＥＮＴ吹出口からの吹出量の割合を連続して変更できる場合には、図５のブロワ電圧ＢＬＶ等の場合と同様にＦＯＯＴ吹出口からの吹出量の割合が多くなる程、下げる方向で上限回転数変更値ＴＧＮＣｈＬｉｍＭＯＤ、ＴＧＮＣｃＬｉｍＭＯＤを変更するようにしてもよい。 In the embodiment of FIG. 6, the calculation of the upper limit rotation speed change values TGNChLi mMOD and TGNCcLi mMOD based on the blowout mode is switched between the FOOT mode and the VENT mode, but the ratio of the blowout amount from the FOOT outlet and the VENT outlet. When can be continuously changed, as in the case of the blower voltage BLV in FIG. 5, as the ratio of the blowout amount from the FOOT outlet increases, the upper limit rotation speed change values TGNChLi mMOD and TGNCcLimMOD are changed in the direction of lowering. You may do so.

また、図７の実施例では導入モードに基づく上限回転数変更値ＴＧＮＣｈＬｉｍＲＥＣ、ＴＧＮＣｃＬｉｍＲＥＣの算出を、外気導入モードと内気循環モードとで切り換える方式としたが、外気導入と内気循環の割合を連続して変更できる場合には、図５のブロワ電圧ＢＬＶ等の場合と同様に外気導入の割合が多くなる程、下げる方向で上限回転数変更値ＴＧＮＣｈＬｉｍＲＥＣ、ＴＧＮＣｃＬｉｍＲＥＣを変更するようにしてもよい。 Further, in the embodiment of FIG. 7, the calculation of the upper limit rotation speed change values TGNChLimREC and TGNCcLimREC based on the introduction mode is switched between the outside air introduction mode and the inside air circulation mode, but the ratio of the outside air introduction and the inside air circulation is continuously increased. If it can be changed, the upper limit rotation speed change values TGNChLimREC and TGNCcLimREC may be changed in the direction of lowering as the ratio of introducing outside air increases, as in the case of the blower voltage BLV in FIG.

また、実施例ではコントローラ３２が、室内送風機２７の風量に基づく上限回転数変更値ＴＧＮＣｈＬｉｍＢＬＶ及びＴＧＮＣｃＬｉｍＢＬＶと、吹出モードに基づく上限回転数変更値ＴＧＮＣｈＬｉｍＭＯＤ及びＴＧＮＣｃＬｉｍＭＯＤと、導入モードに基づく上限回転数変更値ＴＧＮＣｈＬｉｍＲＥＣ及びＴＧＮＣｃＬｉｍＲＥＣと、音響機器の音量に基づく上限回転数変更値ＴＧＮＣｈＬｉｍＡＵＤ及びＴＧＮＣｃＬｉｍＡＵＤと、車速に基づく上限回転数変更値ＴＧＮＣｈＬｉｍＶＳＰ及びＴＧＮＣｃＬｉｍＶＳＰと、外気温度Ｔａｍに基づく上限回転数変更値ＴＧＮＣｈＬｉｍＴａｍ及びＴＧＮＣｃＬｉｍＴａｍのうち、最も高い値をそれぞれ上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）及び上限回転数ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）として決定するようにした。 Further, in the embodiment, the controller 32 uses the upper limit rotation speed change values TGNChLimBLV and TGNCcLimBLV based on the air volume of the indoor blower 27, the upper limit rotation speed change values TGNChLIMMOD and TGNCcLimMOD based on the blowing mode, and the upper limit rotation speed change value TGNChLimREC based on the introduction mode. And TGNCcLimREC, the upper limit rotation speed change values TGNChLimAUD and TGNCcLimAUD based on the volume of the acoustic equipment, the upper limit rotation speed change values TGNChLimVSP and TGNCcLimVSP based on the vehicle speed, and the upper limit rotation speed change values TGNCmTM The higher values are determined as the upper limit rotation speed TGNChLimHi (heating mode, etc.) and the upper limit rotation speed TGNCcLimHi (cooling mode, etc.), respectively.

しかしながら、請求項１乃至請求項３、及び、それに関連する発明では、室内送風機２７の風量に基づく上限回転数変更値ＴＧＮＣｈＬｉｍＢＬＶ及びＴＧＮＣｃＬｉｍＢＬＶ、吹出モードに基づく上限回転数変更値ＴＧＮＣｈＬｉｍＭＯＤ及びＴＧＮＣｃＬｉｍＭＯＤ、導入モードに基づく上限回転数変更値ＴＧＮＣｈＬｉｍＲＥＣ及びＴＧＮＣｃＬｉｍＲＥＣ、及び、音響機器の音量に基づく上限回転数変更値ＴＧＮＣｈＬｉｍＡＵＤ及びＴＧＮＣｃＬｉｍＡＵＤのうちの何れかの値、或いは、それらと車速に基づく上限回転数変更値ＴＧＮＣｈＬｉｍＶＳＰ及びＴＧＮＣｃＬｉｍＶＳＰや、外気温度Ｔａｍに基づく上限回転数変更値ＴＧＮＣｈＬｉｍＴａｍ及びＴＧＮＣｃＬｉｍＴａｍのうちで高い方の値をそれぞれ上限回転数ＴＧＮＣｈＬｉｍＨｉ（暖房モード等）及び上限回転数ＴＧＮＣｃＬｉｍＨｉ（冷房モード等）とするようにしてもよい。 However, in claims 1 to 3 and related inventions, the upper limit rotation speed change values TGNChLimBLV and TGNCcLimBLV based on the air volume of the indoor blower 27, the upper limit rotation speed change values TGNChLIMMOD and TGNCcLimMOD based on the blowing mode, and the introduction mode Upper limit rotation speed change value based on TGNChLimREC and TGNCcLimREC, and upper limit rotation speed change value based on the volume of the acoustic device The higher of the upper limit rotation speed change values TGNChLimTam and TGNCcLimTam based on the outside air temperature Tam may be set to the upper limit rotation speed TGNChLimHi (heating mode, etc.) and the upper limit rotation speed TGNCcLimHi (cooling mode, etc.), respectively.

その他、実施例で示した各数値や構成部材はそれに限定されるものでは無く、本発明の趣旨を逸脱しない範囲で種々変更可能である。 In addition, the numerical values and the constituent members shown in the examples are not limited thereto, and can be variously changed without departing from the spirit of the present invention.

１ 車両用空気調和装置
２ 圧縮機
３ 空気流通路
４ 放熱器
６ 室外膨張弁
７ 室外熱交換器
８ 室内膨張弁
９ 吸熱器
２３ 熱媒体循環回路
２６ 吸込切換ダンパ
２７ 室内送風機（ブロワファン）
２９ 吹出口
３０ 循環ポンプ
３１ 吹出口切換ダンパ
３２ コントローラ（制御装置）
４０ 熱媒体−空気熱交換器（補助加熱装置）
７０ 補助ヒータ（補助加熱装置）
Ｒ 冷媒回路 1 Vehicle air conditioner 2 Compressor 3 Air flow passage 4 Heater 6 Outdoor expansion valve 7 Outdoor heat exchanger 8 Indoor expansion valve 9 Heat absorber 23 Heat medium circulation circuit 26 Suction switching damper 27 Indoor blower (blower fan)
29 Outlet 30 Circulation pump 31 Outlet switching damper 32 Controller (control device)
40 Heat medium-air heat exchanger (auxiliary heating device)
70 Auxiliary heater (auxiliary heating device)
R Refrigerant circuit

Claims (6)

車室内に供給する空気が流通する空気流通路と、
冷媒を圧縮する電動式の圧縮機、及び、前記空気流通路から前記車室内に供給する空気と冷媒とを直接、若しくは、間接的に熱交換させるための熱交換器を有する冷媒回路と、
前記空気流通路に空気を流通させるための室内送風機と、
前記空気流通路から前記車室内に空気を吹き出すためＶＥＮＴ吹出口、及び、ＦＯＯＴ吹出口と、
制御装置とを備え、
該制御装置により、前記圧縮機及び前記室内送風機を制御することで前記車室内を空調すると共に、前記車室内に空気を吹き出す吹出モードを、少なくとも前記ＶＥＮＴ吹出口から吹き出すＶＥＮＴモードと、前記ＦＯＯＴ吹出口から吹き出すＦＯＯＴモードに切り換え可能とされた車両用空気調和装置において、
前記制御装置は、前記ＦＯＯＴモードの場合、前記ＶＥＮＴモードの場合に比して前記圧縮機の制御上の上限回転数を下げる方向で変更することを特徴とする車両用空気調和装置。 An air flow passage through which the air supplied to the passenger compartment flows, and
An electric compressor that compresses the refrigerant, and a refrigerant circuit having a heat exchanger for directly or indirectly exchanging heat between the air supplied from the air flow passage to the passenger compartment and the refrigerant.
An indoor blower for circulating air through the air flow passage,
A VENT outlet and a FOOT outlet for blowing air from the air flow passage into the vehicle interior,
Equipped with a control device
By controlling the compressor and the indoor blower by the control device, the passenger compartment is air-conditioned , and the blowout mode for blowing air into the passenger compartment is at least the VENT mode for blowing out from the VENT outlet and the FOOT blower. In the vehicle air conditioner that can be switched to the FOOT mode that blows out from the outlet
The control device is an air conditioner for a vehicle, characterized in that, in the case of the FOOT mode, the upper limit rotation speed in terms of control of the compressor is changed as compared with the case of the VENT mode. 前記制御装置は、車両が停車している場合、走行時よりも前記圧縮機の制御上の上限回転数を下げる方向で変更することを特徴とする請求項１に記載の車両用空気調和装置。 The vehicle air conditioner according to claim 1, wherein when the vehicle is stopped, the control device is changed in a direction of lowering the control upper limit rotation speed of the compressor as compared with the case of traveling. 前記制御装置は、外気温度が低くなる程、前記圧縮機の制御上の上限回転数を下げる方向で変更することを特徴とする請求項１又は請求項２に記載の車両用空気調和装置。 The vehicle air conditioner according to claim 1 or 2, wherein the control device is changed in a direction of lowering the control upper limit rotation speed of the compressor as the outside air temperature becomes lower. 前記空気流通路に設けられた補助加熱装置を備え、
前記制御装置は、前記圧縮機から吐出された冷媒を前記熱交換器にて放熱させることで前記車室内を暖房すると共に、前記圧縮機の制御上の上限回転数を下げたことで前記熱交換器による暖房能力が不足する場合、前記補助加熱装置による加熱を実行することを特徴とする請求項１乃至請求項３のうちの何れかに記載の車両用空気調和装置。 An auxiliary heating device provided in the air flow passage is provided.
The control device heats the passenger compartment by radiating the refrigerant discharged from the compressor with the heat exchanger, and lowers the upper limit rotation speed for control of the compressor to exchange the heat. The vehicle air conditioner according to any one of claims 1 to 3, wherein heating is performed by the auxiliary heating device when the heating capacity of the device is insufficient. 前記冷媒回路は、冷媒を放熱させて前記空気流通路から前記車室内に供給する空気を直接、若しくは、間接的に加熱するための前記熱交換器としての放熱器と、冷媒を吸熱させて前記空気流通路から前記車室内に供給する空気を冷却するための前記熱交換器としての吸熱器と、車室外に設けられて冷媒を放熱又は吸熱させる室外熱交換器を有し、
前記制御装置は、前記圧縮機から吐出された冷媒を前記放熱器にて放熱させ、放熱した当該冷媒を減圧した後、前記室外熱交換器にて吸熱させる暖房モードと、前記圧縮機から吐出された冷媒を前記室外熱交換器にて放熱させ、放熱した当該冷媒を減圧した後、前記吸熱器にて吸熱させる冷房モードを少なくとも実行すると共に、
前記冷房モードでの前記圧縮機の制御上の上限回転数ＴＧＮＣｃＬｉｍＨｉを、前記暖房モードでの前記圧縮機の制御上の上限回転数ＴＧＮＣｈＬｉｍＨｉよりも下げる方向で変更することを特徴とする請求項１乃至請求項４のうちの何れかに記載の車両用空気調和装置。 The refrigerant circuit absorbs heat from a radiator as a heat exchanger for directly or indirectly heating the air supplied from the air flow passage to the vehicle interior by dissipating the refrigerant. It has a heat exchanger as the heat exchanger for cooling the air supplied from the air flow passage into the vehicle interior, and an outdoor heat exchanger provided outside the vehicle interior to dissipate or absorb heat of the refrigerant.
The control device has a heating mode in which the refrigerant discharged from the compressor is radiated by the radiator, the radiated refrigerant is depressurized, and then heat is absorbed by the outdoor heat exchanger, and the refrigerant is discharged from the compressor. At least the cooling mode in which the radiated refrigerant is radiated by the outdoor heat exchanger, the radiated refrigerant is depressurized, and then the heat is absorbed by the heater is executed, and at the same time,
Claims 1 to 1, wherein the upper limit rotation speed TGNCcLimHi in the control of the compressor in the cooling mode is changed in a direction lower than the upper limit rotation speed TGNChLimHi in the control of the compressor in the heating mode. The vehicle air conditioner according to any one of claims 4. 前記圧縮機の吐出容積は、前記暖房モードにおいて必要な吐出容積ＤＶ１に設定されており、
前記吐出容積ＤＶ１に対する前記冷房モードにおいて必要な前記圧縮機の吐出容積ＤＶ２の比率Ｄ２／Ｄ１と、前記暖房モードでの前記圧縮機の制御上の上限回転数ＴＧＮＣｈＬｉｍＨｉに基づいて、前記冷房モードでの前記圧縮機の制御上の上限回転数ＴＧＮＣｃＬｉｍＨｉが設定されていることを特徴とする請求項５に記載の車両用空気調和装置。
 The discharge volume of the compressor is set to the discharge volume DV1 required in the heating mode.
In the cooling mode, based on the ratio D2 / D1 of the discharge volume DV2 of the compressor required in the cooling mode to the discharge volume DV1 and the control upper limit rotation speed TGNChLimHi of the compressor in the heating mode. The vehicle air conditioner according to claim 5, wherein the upper limit rotation speed TGNCcLimHi for controlling the compressor is set.
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