WO2018079121A1

WO2018079121A1 - Vehicle air-conditioning device

Info

Publication number: WO2018079121A1
Application number: PCT/JP2017/033166
Authority: WO
Inventors: 耕平山下; 竜宮腰
Original assignee: サンデン・オートモーティブクライメイトシステム株式会社
Priority date: 2016-10-27
Filing date: 2017-09-07
Publication date: 2018-05-03
Also published as: CN109890635A; JP6831209B2; JP2018069876A; CN109890635B

Abstract

Provided is a vehicle air-conditioning device capable of maintaining heating in the passenger compartment to the maximum extent possible even in cases where a heat pump device and an auxiliary heating device cannot be controlled. A vehicle air-conditioning device (1) in which a heat pump controller causes a refrigerant discharged from a compressor to release heat through a radiator (4) and/or causes an auxiliary heater (23) to generate heat, thereby heating the passenger compartment, wherein, in case one of a heat pump device (HP) and the auxiliary heater (23) cannot be controlled, the heat pump controller maintains heating in the passenger compartment using the other device.

Description

Air conditioner for vehicles

The present invention relates to a heat pump type air conditioner that air-conditions the interior of a vehicle.

Recently, hybrid vehicles and electric vehicles have become popular due to the emergence of environmental problems. As an air conditioner that can be applied to such a vehicle, a compressor that compresses and discharges the refrigerant, a radiator that is provided on the vehicle interior side and dissipates the refrigerant, and is provided on the vehicle exterior side. A heat pump device having an outdoor heat exchanger that absorbs heat from the refrigerant is provided, the refrigerant discharged from the compressor is dissipated in the radiator, and the refrigerant dissipated in the radiator is absorbed in the outdoor heat exchanger to heat the vehicle interior. In addition, an auxiliary heating means using an electric heater is provided to contribute to the heating of the passenger compartment (for example, see Patent Document 1).

JP 2014-213765 A

Here, in such an air conditioning apparatus for a vehicle, when an equipment failure occurs in the heat pump apparatus and it becomes uncontrollable, the operation is conventionally stopped. For this reason, there is a problem that heating in the passenger compartment is stopped and the passengers feel uncomfortable.
The present invention has been made to solve the conventional technical problems, and even when the heat pump device or the auxiliary heating device falls out of control, the heating of the vehicle interior can be continued as much as possible. An object of the present invention is to provide a vehicle air conditioner that can be used.

The air conditioner for a vehicle according to the present invention heats the air supplied to the vehicle interior from the air flow passage by dissipating heat from the air flow passage through which the air supplied to the vehicle compartment flows, the compressor for compressing the refrigerant, and the refrigerant. A heat pump device having a heat radiator, an auxiliary heating device for heating the air supplied to the vehicle interior from the air flow passage, and a control device. With this control device, the refrigerant discharged from the compressor is radiated by the heat radiator. The vehicle interior can be heated by dissipating heat at the heat source and / or by heating the auxiliary heating device, and the control device has either one of the heat pump device and the auxiliary heating device. When the vehicle falls out of control, heating of the passenger compartment is continued using the other.
According to a second aspect of the present invention, there is provided the vehicle air conditioner according to the first aspect, wherein the heat pump device is provided outside the vehicle cabin, and a heat absorber for absorbing the refrigerant to cool the air supplied from the air flow passage to the vehicle cabin. The controller further includes an outdoor heat exchanger, and the controller switches between the first operation mode in which the refrigerant flows through the radiator and the second operation mode in which the refrigerant does not flow through the radiator, and the auxiliary heating device controls When the second operation mode is executed when it becomes impossible, it is switched to the first operation mode.
According to a third aspect of the present invention, in the vehicle air conditioner according to the third aspect of the present invention, in the first aspect of the invention, the control device causes the refrigerant discharged from the compressor to flow through the radiator to dissipate the heat and depressurizes the refrigerant that has radiated After that, the heating mode in which heat is absorbed by the outdoor heat exchanger, and the refrigerant discharged from the compressor is allowed to flow from the radiator to the outdoor heat exchanger to dissipate the heat in the radiator and the outdoor heat exchanger, and the radiated refrigerant is After depressurization, it has a dehumidifying and cooling mode in which heat is absorbed by a heat sink, and when the outside air temperature is low or when there is no need to dehumidify the passenger compartment, the heating mode is executed and the outside air temperature is high, When it is necessary to dehumidify, the dehumidifying and cooling mode is executed.
According to a fourth aspect of the present invention, there is provided the vehicle air conditioner according to the second or third aspect of the present invention, wherein the control device, as the second operation mode, does not allow the refrigerant discharged from the compressor to flow to the radiator without passing through the outdoor heat. Dehumidifying and heating mode in which heat is released by flowing through the exchanger, depressurizing the refrigerant that has been radiated, and then absorbed by the heat absorber, and the auxiliary heating device generates heat, and the refrigerant discharged from the compressor is not flown to the outdoor It is characterized by having either one or both of the maximum cooling modes in which the refrigerant flows through the heat exchanger to dissipate the heat, depressurizes the dissipated refrigerant, and absorbs heat by the heat absorber.
The vehicle air conditioner according to a fifth aspect of the present invention is characterized in that, in each of the above inventions, the control device stops the operation when both the heat pump device and the auxiliary heating device become uncontrollable.
According to a sixth aspect of the present invention, there is provided the air conditioning apparatus for a vehicle according to any one of the above aspects, wherein the control device includes any one of a device failure, a sensor failure, and a communication abnormality in the heat pump device and / or the auxiliary heating device. If it occurs, it is determined that control is impossible.

According to the present invention, the air flow passage through which the air supplied to the vehicle interior circulates, the compressor for compressing the refrigerant, and the radiator for heating the air supplied to the vehicle interior from the air flow passage by dissipating the refrigerant. A heat pump device, an auxiliary heating device for heating air supplied from the air flow passage to the vehicle interior, and a control device, and the control device radiates the refrigerant discharged from the compressor with a radiator. In a vehicle air conditioner that is capable of heating the interior of the vehicle by generating heat and / or heating the auxiliary heating device, the control device cannot control either the heat pump device or the auxiliary heating device. When the vehicle falls into the state, the heating of the vehicle interior is continued using the other, so that, for example, as in the invention of claim 6, the control device is connected to either the heat pump device or the auxiliary heating device. Disabled, sensor failure, occurs any one of the communication abnormality, if it is determined that the uncontrollable also, it is possible to continue the vehicle interior heating by the other. Thus, even when an abnormality occurs in which either the heat pump device or the auxiliary heating device becomes uncontrollable, the passenger compartment can be heated as much as possible to reduce passenger discomfort.
Here, the heat pump device further includes a heat absorber for absorbing the refrigerant to cool the air supplied from the air flow passage to the vehicle interior, and an outdoor heat exchanger provided outside the vehicle interior, and the control device includes: When the first operation mode in which the refrigerant flows through the radiator and the second operation mode in which the refrigerant does not flow through the radiator are switched and executed, the second operation mode is set when the auxiliary heating device falls out of control. When the operation is being performed, by switching to the first operation mode, the vehicle interior can be heated without any problem by heat radiation from the radiator even when the auxiliary heating device is abnormal.
The second operation mode executed by the control device is, for example, as in the invention of claim 4, the refrigerant discharged from the compressor is allowed to flow through the outdoor heat exchanger without flowing through the radiator, and the heat is released. After depressurizing the refrigerant, the heat is absorbed by the heat sink, and the auxiliary heating device generates heat, or the refrigerant discharged from the compressor flows to the outdoor heat exchanger without flowing to the heat radiator to dissipate the heat. This is a maximum cooling mode in which the refrigerant is depressurized and then absorbed by a heat absorber.
Further, as a first operation mode executed by the control device as in the third aspect of the invention, the refrigerant discharged from the compressor is caused to flow through the radiator to dissipate the heat, and after the decompressed refrigerant is decompressed, the outdoor heat exchanger A heating mode in which heat is absorbed by the compressor, and after the refrigerant discharged from the compressor flows from the radiator to the outdoor heat exchanger to dissipate heat in the radiator and the outdoor heat exchanger, the heat dissipated refrigerant is decompressed, and then the heat absorber When there is a dehumidifying and cooling mode that absorbs heat at the outside, when the outside air temperature is low, or when there is no need to dehumidify the passenger compartment, the heating mode is executed and the outside air temperature is high and the passenger compartment needs to be dehumidified. If the dehumidifying and cooling mode is executed, heating and dehumidification of the passenger compartment can be performed without any trouble even when the auxiliary heating device is abnormal.
Furthermore, when both the heat pump device and the auxiliary heating device have become uncontrollable, the risk of further damage to the equipment is eliminated by stopping the operation by the control device as in the invention of claim 5. It is.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram of the air conditioning apparatus for vehicles of one Embodiment to which this invention is applied (Example 1). It is a block diagram of the control apparatus of the air conditioning apparatus for vehicles of FIG. It is a schematic diagram of the airflow path of the vehicle air conditioner of FIG. It is a control block diagram regarding the compressor control in the heating mode of the heat pump controller of FIG. It is a control block diagram regarding the compressor control in the dehumidification heating mode of the heat pump controller of FIG. It is a control block diagram regarding auxiliary heater (auxiliary heating apparatus) control in the dehumidification heating mode of the heat pump controller of FIG. It is a figure explaining the switching control of the operation mode regarding the heat pump apparatus of the Example of FIG. It is a block diagram of the air conditioning apparatus for vehicles of the other Example of this invention (Example 2). It is a figure explaining the switching control of the operation mode regarding the heat pump apparatus of the Example of FIG.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1 shows a configuration diagram of a vehicle air conditioner 1 according to an embodiment of the present invention. A vehicle according to an 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 (both not shown), the vehicle air conditioner 1 of the present invention is also driven by the power of the battery. That is, the vehicle air conditioner 1 of the embodiment performs a heating mode by a heat pump operation using a refrigerant circuit in an electric vehicle that cannot be heated by engine waste heat, and further includes a dehumidifying heating mode, a dehumidifying cooling mode, a cooling mode, Each operation mode of the MAX cooling mode (maximum cooling mode) and the auxiliary heater single mode is selectively executed.
The heating mode, the dehumidifying and cooling mode, and the cooling mode are the first operation modes in the present invention in which the refrigerant flows to the radiator 4 to be described later. The dehumidifying and heating mode, the MAX cooling mode, and the auxiliary heater single mode are the radiator 4. This is the second operation mode in the present invention in which no refrigerant is allowed to flow. Further, the present invention is not limited to an electric vehicle as a vehicle, but is also applicable to a so-called hybrid vehicle that uses an engine and an electric motor for traveling. Further, the present invention is applicable to a normal vehicle that travels with an engine. Needless to say.
The vehicle air conditioner 1 according to the embodiment performs air conditioning (heating, cooling, dehumidification, and ventilation) in a vehicle interior of an electric vehicle, and includes an electric compressor 2 that compresses refrigerant and vehicle interior air. Is provided in the air flow passage 3 of the HVAC unit 10 through which air is circulated, and the high-temperature and high-pressure refrigerant discharged from the compressor 2 flows in through the refrigerant pipe 13G, dissipates the refrigerant, and supplies it to the vehicle interior. A radiator 4 as a heater for heating air, an outdoor expansion valve 6 (pressure reducing device) composed of an electric valve that decompresses and expands the refrigerant during heating, and a heat radiator that is provided outside the passenger compartment and is cooled during cooling. Sometimes an outdoor heat exchanger 7 that exchanges heat between the refrigerant and the outside air so as to function as an evaporator, an indoor expansion valve 8 (decompression device) that includes an electric valve that decompresses and expands the refrigerant, and an air flow passage 3 For cooling and removal A heat absorber 9 that cools the air that is sometimes absorbed from outside the vehicle interior and cools the air supplied to the vehicle interior, and an accumulator 12 are sequentially connected by the refrigerant pipe 13 to constitute a refrigerant circuit of the heat pump device HP. Yes.
The refrigerant circuit of the heat pump apparatus HP is filled with a predetermined amount of refrigerant and lubricating oil. The outdoor heat exchanger 7 is provided with an outdoor blower 15. The outdoor blower 15 exchanges heat between the outside air and the refrigerant by forcibly passing outside air through the outdoor heat exchanger 7, so that the outdoor air blower 15 can also be used outdoors even when the vehicle is stopped (that is, the vehicle speed is 0 km / h). It is comprised so that external air may be ventilated by the heat exchanger 7. FIG.
The outdoor heat exchanger 7 has a receiver dryer section 14 and a supercooling section 16 sequentially on the downstream side of the refrigerant, and the refrigerant pipe 13A exiting from the outdoor heat exchanger 7 is received via an electromagnetic valve 17 opened during cooling. The refrigerant pipe 13 B connected to the dryer unit 14 and on the outlet side of the supercooling unit 16 is connected to the inlet side of the heat absorber 9 via the indoor expansion valve 8. In addition, the receiver dryer part 14 and the supercooling part 16 structurally constitute a part of the outdoor heat exchanger 7.
The refrigerant pipe 13B between the subcooling section 16 and the indoor expansion valve 8 is provided in a heat exchange relationship with the refrigerant pipe 13C on the outlet side of the heat absorber 9, and constitutes an internal heat exchanger 19 together. Thus, the refrigerant flowing into the indoor expansion valve 8 through the refrigerant pipe 13B is cooled (supercooled) by the low-temperature refrigerant that has exited the heat absorber 9.
Further, the refrigerant pipe 13A exiting from the outdoor heat exchanger 7 is branched into a refrigerant pipe 13D, and this branched refrigerant pipe 13D is downstream of the internal heat exchanger 19 via an electromagnetic valve 21 opened during heating. The refrigerant pipe 13C is connected in communication. The refrigerant pipe 13 C is connected to the accumulator 12, and the accumulator 12 is connected to the refrigerant suction side of the compressor 2. Further, the refrigerant pipe 13E on the outlet side of the radiator 4 is connected to the inlet side of the outdoor heat exchanger 7 via the outdoor expansion valve 6.
A 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 30 (which constitutes a flow path switching device) that is closed during dehumidification heating and MAX cooling described later. Yes. In this case, the refrigerant pipe 13G is branched into a bypass pipe 35 on the upstream side of the electromagnetic valve 30, and the bypass pipe 35 is opened by the electromagnetic valve 40 (which also constitutes a flow path switching device) during dehumidifying heating and MAX cooling. ) Through the refrigerant pipe 13E on the downstream side of the outdoor expansion valve 6. Bypass pipe 45, solenoid valve 30 and solenoid valve 40 constitute bypass device 45.
Since the bypass device 45 is configured by the bypass pipe 35, the electromagnetic valve 30, and the electromagnetic valve 40, the dehumidifying heating mode or the MAX for allowing the refrigerant discharged from the compressor 2 to directly flow into the outdoor heat exchanger 7 as will be described later. Switching between the cooling mode and the heating mode in which the refrigerant discharged from the compressor 2 flows into the radiator 4, the dehumidifying cooling mode, and the cooling mode can be performed smoothly.
The air flow passage 3 on the air upstream side of the heat absorber 9 is formed with each of an outside air inlet and an inside air inlet (represented by the inlet 25 in FIG. 1). 25 is provided with a suction switching damper 26 for switching the air introduced into the air flow passage 3 between the inside air (inside air circulation mode) which is air inside the passenger compartment and the outside air (outside air introduction mode) which is outside the passenger compartment. Yes. Furthermore, an indoor blower (blower fan) 27 for supplying the introduced inside air or outside air to the air flow passage 3 is provided on the air downstream side of the suction switching damper 26.
Moreover, in FIG. 1, 23 is an auxiliary heater as an auxiliary heating device (another heater) provided in the vehicle air conditioner 1 of the embodiment. The auxiliary heater 23 of the embodiment is composed of a PTC heater which is an electric heater, and is in 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. Is provided. When the auxiliary heater 23 is energized and generates heat, the air in the air flow passage 3 flowing into the radiator 4 through the heat absorber 9 is heated. In other words, the auxiliary heater 23 serves as a so-called heater core, which heats or complements the passenger compartment. In this embodiment, the radiator 4 and the auxiliary heater 23 described above serve as a heater.
Here, the air flow passage 3 on the leeward side (air downstream side) from the heat absorber 9 of the HVAC unit 10 is partitioned by a partition wall 10A, and a heating heat exchange passage 3A and a bypass passage 3B that bypasses it are formed. The radiator 4 and the auxiliary heater 23 described above are disposed in the heating heat exchange passage 3A.
Further, the air (inside air or outside air) in the air flow passage 3 after flowing into the air flow passage 3 and passing through the heat absorber 9 is supplemented into the air flow passage 3 on the windward side of the auxiliary heater 23. An air mix damper 28 is provided for adjusting the rate of ventilation through the heating heat exchange passage 3A in which the heater 23 and the radiator 4 are disposed.
Further, the HVAC unit 10 on the leeward side of the radiator 4 includes a FOOT (foot) outlet 29A (first outlet) and a VENT (vent) outlet 29B (FOOT outlet 29A). For the outlet and the DEF outlet 29C, first outlets) and DEF (def) outlets 29C (second outlets) are formed. The FOOT air outlet 29A is an air outlet for blowing air under the feet in the passenger compartment, and is at the lowest position. Further, the VENT outlet 29B is an outlet for blowing out air near the driver's chest and face in the passenger compartment, and is located above the FOOT outlet 29A. The DEF air outlet 29C is an air outlet for blowing air to the inner surface of the windshield of the vehicle, and is located at the highest position above the

other air outlets

29A and 29B.
The FOOT air outlet 29A, the VENT air outlet 29B, and the DEF air outlet 29C are respectively provided with a FOOT air outlet damper 31A, a VENT air outlet damper 31B, and a DEF air outlet damper 31C that control the amount of air blown out. It has been.
Next, FIG. 2 shows a block diagram of the control device 11 of the vehicle air conditioner 1 of the embodiment. The control device 11 includes an air-conditioning controller 20 and a heat pump controller 32 each of which is a microcomputer that is an example of a computer including a processor, and these include a CAN (Controller Area Network) and a LIN (Local Interconnect Network). Is connected to a vehicle communication bus 65. The compressor 2 and the auxiliary heater 23 are also connected to the vehicle communication bus 65, and the air conditioning controller 20, the heat pump controller 32, the compressor 2 and the auxiliary heater 23 are configured to transmit and receive data via the vehicle communication bus 65. Has been.
The air conditioning controller 20 is an upper controller that controls the air conditioning of the vehicle interior of the vehicle. The input of the air conditioning controller 20 detects an outside air temperature sensor 33 that detects the outside air temperature (Tam) of the vehicle and an outside air humidity. An outside air humidity sensor 34, an HVAC suction temperature sensor 36 that detects the temperature of the air (suction air temperature Tas) that is sucked into the air flow passage 3 from the suction port 25 and flows into the heat sink 9, and the air in the vehicle interior (inside air) An indoor air temperature sensor 37 for detecting the temperature of the vehicle (indoor temperature Tin), an indoor air humidity sensor 38 for detecting the humidity of the air in the vehicle interior, an indoor CO2 concentration sensor 39 for detecting the carbon dioxide concentration in the vehicle interior, A blowing temperature sensor 41 that detects the temperature of the blown air, a discharge pressure sensor 42 that detects the discharge refrigerant pressure (discharge pressure Pd) of the compressor 2, and the vehicle interior. For example, a photosensor-type solar radiation sensor 51 for detecting the amount of solar radiation, each output of the vehicle speed sensor 52 for detecting the moving speed (vehicle speed) of the vehicle, and air conditioning for setting the set temperature and operation mode. An (air conditioner) operation unit 53 is connected.
The output of the air conditioning controller 20 is connected to an outdoor blower 15, an indoor blower (blower fan) 27, a suction switching damper 26, an air mix damper 28, and air outlet dampers 31A to 31C. It is controlled by the controller 20.
The heat pump controller 32 is a controller mainly responsible for controlling the heat pump device HP. The input of the heat pump controller 32 includes a discharge temperature sensor 43 that detects the discharge refrigerant temperature of the compressor 2 and the suction refrigerant pressure of the compressor 2. A suction pressure sensor 44 that detects the refrigerant, a suction temperature sensor 55 that detects the suction refrigerant temperature Ts of the compressor 2, a radiator temperature sensor 46 that detects the refrigerant temperature (radiator temperature TCI) of the radiator 4, and a radiator 4, a radiator pressure sensor 47 for detecting the refrigerant pressure (radiator pressure PCI), a heat absorber temperature sensor 48 for detecting the refrigerant temperature (heat absorber temperature Te) of the heat absorber 9, and a refrigerant pressure of the heat absorber 9 are detected. A heat absorber pressure sensor 49 that detects the temperature of the auxiliary heater 23 (auxiliary heater temperature Tptc), and an output from the outdoor heat exchanger 7. Outdoor heat exchanger temperature sensor 54 for detecting the refrigerant temperature (outdoor heat exchanger temperature TXO) and the outdoor heat exchanger pressure sensor for detecting the refrigerant pressure (outdoor heat exchanger pressure PXO) at the outlet of the outdoor heat exchanger 7 Each of the 56 outputs is connected.
The output of the heat pump controller 32 includes an outdoor expansion valve 6, an indoor expansion valve 8, an electromagnetic valve 30 (for reheating), an electromagnetic valve 17 (for cooling), an electromagnetic valve 21 (for heating), and an electromagnetic valve 40 (bypass). Are connected to each other and are controlled by the heat pump controller 32. The compressor 2 and the auxiliary heater 23 each have a built-in controller, and the controllers of the compressor 2 and the auxiliary heater 23 send and receive data to and from the heat pump controller 32 via the vehicle communication bus 65. Be controlled.
The heat pump controller 32 and the air conditioning controller 20 transmit / receive data to / from each other via the vehicle communication bus 65, and control each device based on the output of each sensor and the setting input by the air conditioning operation unit 53. In the embodiment in this case, the outside air temperature sensor 33, the discharge pressure sensor 42, the vehicle speed sensor 52, the volumetric air volume Ga of air flowing into the air flow passage 3 (calculated by the air conditioning controller 20), and the air volume ratio SW ( The output from the air conditioning controller 53 is transmitted from the air conditioning controller 20 to the heat pump controller 32 via the vehicle communication bus 65, and is used for control by the heat pump controller 32.
Next, the operation of the vehicle air conditioner 1 having the above-described configuration will be described. In this embodiment, the control device 11 (the air conditioning controller 20 and the heat pump controller 32) has each operation mode of heating mode, dehumidifying heating mode, dehumidifying cooling mode, cooling mode, MAX cooling mode (maximum cooling mode), and auxiliary heater single mode. Switch and execute. First, an outline of refrigerant flow and control in each operation mode will be described.
(1) Heating mode When the heating mode is selected by the heat pump controller 32 (auto mode) or by manual operation (manual mode) to the air conditioning operation unit 53, the heat pump controller 32 opens the electromagnetic valve 21 (for heating), The electromagnetic valve 17 (for cooling) is closed. Further, the electromagnetic valve 30 (for reheating) is opened, and the electromagnetic valve 40 (for bypass) is closed. Then, the compressor 2 is operated. The air conditioning controller 20 operates each of the

blowers

15 and 27, and the air mix damper 28 basically heats all the air in the air flow passage 3 that is blown out from the indoor blower 27 and passes through the heat absorber 9 to the heat exchange passage 3A for heating. The auxiliary heater 23 and the radiator 4 are ventilated, but the air volume may be adjusted.
As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 from the refrigerant pipe 13G via the electromagnetic valve 30. Since the air in the airflow passage 3 is passed through the radiator 4, the air in the airflow passage 3 is converted into the high-temperature refrigerant in the radiator 4 (when the auxiliary heater 23 operates, the auxiliary heater 23 and the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by being deprived of heat by the air, and is condensed and liquefied.
The refrigerant liquefied in the radiator 4 exits the radiator 4 and then reaches the outdoor expansion valve 6 through the refrigerant pipe 13E. The refrigerant flowing into the outdoor expansion valve 6 is decompressed there and then flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates, and pumps up heat from the outside air that is ventilated by traveling or by the outdoor blower 15. That is, the refrigerant circuit of the heat pump device HP serves as a heat pump. Then, the low-temperature refrigerant exiting the outdoor heat exchanger 7 enters the accumulator 12 from the refrigerant pipe 13C through the refrigerant pipe 13A, the electromagnetic valve 21 and the refrigerant pipe 13D, and is separated into gas and liquid there. Repeated circulation inhaled. The air heated by the radiator 4 (when the auxiliary heater 23 is operated, the auxiliary heater 23 and the radiator 4) is blown out from the outlets 29A to 29C, so that the vehicle interior is heated. become.
The heat pump controller 32 calculates the target radiator pressure PCO (target value of the radiator pressure PCI) from the target heater temperature TCO (target value of the radiator temperature TCI) calculated by the air conditioning controller 20 from the target outlet temperature TAO, and this target. Based on the radiator pressure PCO and the refrigerant pressure of the radiator 4 detected by the radiator pressure sensor 47 (radiator pressure PCI. High pressure of the refrigerant circuit of the heat pump HP), the rotational speed NC of the compressor 2 is controlled to radiate heat. The heating by the vessel 4 is controlled. Further, the heat pump controller 32 opens the outdoor expansion valve 6 based on the refrigerant temperature (radiator temperature TCI) of the radiator 4 detected by the radiator temperature sensor 46 and the radiator pressure PCI detected by the radiator pressure sensor 47. The degree of supercooling of the refrigerant at the outlet of the radiator 4 is controlled.
Further, in this heating mode, when the heating capability by the radiator 4 is insufficient with respect to the heating capability required for the cabin air conditioning, the heat pump controller 32 supplements the shortage with the heat generated by the auxiliary heater 23. The energization of the auxiliary heater 23 is controlled. That is, by performing cooperative operation of the heat pump device HP and the auxiliary heater 23, comfortable vehicle interior heating is realized, and frost formation of the outdoor heat exchanger 7 is also suppressed. At this time, since the auxiliary heater 23 is disposed on the air upstream side of the radiator 4, the air flowing through the air flow passage 3 is vented to the auxiliary heater 23 before the radiator 4.
Here, when the auxiliary heater 23 is disposed on the air downstream side of the radiator 4, when the auxiliary heater 23 is configured by a PTC heater as in the embodiment, the temperature of the air flowing into the auxiliary heater 23 is determined by the radiator. 4, the resistance value of the PTC heater increases, the current value also decreases, and the heat generation amount decreases. However, by arranging the auxiliary heater 23 on the air upstream side of the radiator 4, Thus, the capacity of the auxiliary heater 23 composed of the PTC heater can be sufficiently exhibited.
(2) Dehumidifying heating mode Next, in the dehumidifying heating mode, the heat pump controller 32 opens the electromagnetic valve 17 and closes the electromagnetic valve 21. Further, the electromagnetic valve 30 is closed, the electromagnetic valve 40 is opened, and the valve opening degree of the outdoor expansion valve 6 is fully closed. Then, the compressor 2 is operated. The air conditioning controller 20 operates each of the

blowers

15 and 27, and the air mix damper 28 basically heats all the air in the air flow passage 3 that is blown out from the indoor blower 27 and passes through the heat absorber 9 to the heat exchange passage 3A for heating. The auxiliary heater 23 and the radiator 4 are ventilated, but the air volume is also adjusted.
Accordingly, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 to the refrigerant pipe 13G flows into the bypass pipe 35 without going to the radiator 4, passes through the electromagnetic valve 40, and is connected to the refrigerant pipe on the downstream side of the outdoor expansion valve 6. 13E. 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 cooled and condensed by running there or by the outside air ventilated by the outdoor blower 15. The refrigerant that has exited the outdoor heat exchanger 7 sequentially flows from the refrigerant pipe 13 A through the electromagnetic valve 17 into the receiver dryer unit 14 and the supercooling unit 16. Here, the refrigerant is supercooled.
The refrigerant that has exited the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13 B, reaches the indoor expansion valve 8 through the internal heat exchanger 19. 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 by the heat absorption action at this time is cooled, and 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 Dehumidified. The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 through the refrigerant pipe 13C through the internal heat exchanger 19, and repeats circulation that is sucked into the compressor 2 there through.
At this time, since the valve opening degree of the outdoor expansion valve 6 is fully closed, it is possible to suppress or prevent inconvenience that the refrigerant discharged from the compressor 2 flows backward from the outdoor expansion valve 6 into the radiator 4. It becomes. Thereby, the fall of a refrigerant | coolant circulation amount can be suppressed or eliminated and air-conditioning capability can be ensured now. Further, in this dehumidifying and heating mode, the heat pump controller 32 energizes the auxiliary heater 23 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 23 and the temperature rises, so that the dehumidifying heating in the passenger compartment is performed.
The heat pump 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 a target heat absorber temperature TEO that is a target value of the heat absorber temperature Te calculated by the air conditioning controller 20. 2, and the auxiliary heater temperature Tptc detected by the auxiliary heater temperature sensor 50 and the above-described target heater temperature TCO (in this case, the target value of the auxiliary heater temperature Tptc) is used. By controlling energization (heating by heat generation), the air temperature of the air blown out from the outlets 29A to 29C by the heating by the auxiliary heater 23 while appropriately cooling and dehumidifying the air in the heat absorber 9 is controlled. Prevent the decline accurately. As a result, it is possible to control the temperature to an appropriate heating temperature while dehumidifying the air blown into the vehicle interior, and it is possible to realize comfortable and efficient dehumidification heating in the vehicle interior.
In addition, since the auxiliary heater 23 is disposed on the air upstream side of the radiator 4, the air heated by the auxiliary heater 23 passes through the radiator 4. In this dehumidifying heating mode, the refrigerant is supplied to the radiator 4. Therefore, the disadvantage that the radiator 4 absorbs heat from the air heated by the auxiliary heater 23 is also eliminated. That is, the temperature of the air blown out into the vehicle compartment by the radiator 4 is suppressed, and the COP is improved.
(3) Dehumidifying and Cooling Mode Next, in the dehumidifying and cooling mode, the heat pump controller 32 opens the electromagnetic valve 17 and closes the electromagnetic valve 21. Further, the electromagnetic valve 30 is opened and the electromagnetic valve 40 is closed. Then, the compressor 2 is operated. The air conditioning controller 20 operates each of the

blowers

15 and 27, and the air mix damper 28 basically heats all the air in the air flow passage 3 that is blown out from the indoor blower 27 and passes through the heat absorber 9 to the heat exchange passage 3A for heating. The auxiliary heater 23 and the radiator 4 are ventilated, but the air volume is also adjusted.
As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 from the refrigerant pipe 13G via the electromagnetic valve 30. Since the air in the air flow passage 3 is passed 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 and cooled, and condensates.
The refrigerant that has exited the radiator 4 reaches the outdoor expansion valve 6 through the refrigerant pipe 13E, and flows into the outdoor heat exchanger 7 through the outdoor expansion valve 6 that is controlled to open. The refrigerant flowing into the outdoor heat exchanger 7 is cooled and condensed by running there or by the outside air ventilated by the outdoor blower 15. The refrigerant that has exited the outdoor heat exchanger 7 sequentially flows from the refrigerant pipe 13 A through the electromagnetic valve 17 into the receiver dryer unit 14 and the supercooling unit 16. Here, the refrigerant is supercooled.
The refrigerant that has exited the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13 B, reaches the indoor expansion valve 8 through the internal heat exchanger 19. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. Since the moisture in the air blown out from the indoor blower 27 by the heat absorption action at this time condenses and adheres to the heat absorber 9, the air is cooled and dehumidified.
The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 through the refrigerant pipe 13C through the internal heat exchanger 19, and repeats circulation that is sucked into the compressor 2 there through. In this dehumidifying and cooling mode, the heat pump controller 32 does not energize the auxiliary heater 23, so that the air that has been cooled and dehumidified by the heat absorber 9 is reheated in the process of passing through the radiator 4 (the heat dissipation capability is lower than that during heating). Is done. As a result, dehumidifying and cooling in the passenger compartment is performed.
The heat pump controller 32 determines the temperature of the compressor 2 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 (transmitted from the air conditioning controller 20) that is the target value. The rotational speed NC is controlled. The heat pump controller 32 calculates the target radiator pressure PCO from the target heater temperature TCO described above, and the target radiator pressure PCO and the refrigerant pressure (radiator pressure PCI) of the radiator 4 detected by the radiator pressure sensor 47. The valve opening degree of the outdoor expansion valve 6 is controlled based on the high pressure of the refrigerant circuit of the heat pump device HP, and heating by the radiator 4 is controlled.
(4) Cooling mode Next, in the cooling mode, the heat pump controller 32 fully opens the valve opening degree of the outdoor expansion valve 6 in the dehumidifying and cooling mode. Then, the compressor 2 is operated and the auxiliary heater 23 is not energized. The air-conditioning controller 20 operates each of the

blowers

15 and 27, and the air mix damper 28 is blown from the indoor blower 27 and the air in the air flow passage 3 that has passed through the heat absorber 9 is used as the auxiliary heater 23 in the heating heat exchange passage 3A. And it is set as the state which adjusts the ratio ventilated by the radiator 4.
As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 from the refrigerant pipe 13G via the electromagnetic valve 30, and the refrigerant exiting the radiator 4 passes through the refrigerant pipe 13E and the outdoor expansion valve 6. To. At this time, since the outdoor expansion valve 6 is fully opened, the refrigerant passes through it and flows into the outdoor heat exchanger 7 as it is, where it is cooled by air or by outside air that is ventilated by the outdoor blower 15 and condensed. Liquefaction. The refrigerant that has exited the outdoor heat exchanger 7 sequentially flows from the refrigerant pipe 13 A through the electromagnetic valve 17 into the receiver dryer unit 14 and the supercooling unit 16. Here, the refrigerant is supercooled.
The refrigerant that has exited the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13 B, reaches the indoor expansion valve 8 through the internal heat exchanger 19. 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 by the heat absorption action at this time is cooled. Further, moisture in the air condenses and adheres to the heat absorber 9.
The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 through the refrigerant pipe 13C through the internal heat exchanger 19, and repeats circulation that is sucked into the compressor 2 there through. Air that has been cooled and dehumidified by the heat absorber 9 is blown into the vehicle interior from each of the air outlets 29A to 29C (partly passes through the radiator 4 to exchange heat), thereby cooling the vehicle interior. Will be done. Further, in this cooling mode, the heat pump controller 32 uses the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the above-described target heat absorber temperature TEO which is the target value of the compressor 2. The number of revolutions NC is controlled.
(5) MAX cooling mode (maximum cooling mode)
Next, in the MAX cooling mode as the maximum cooling mode, the heat pump controller 32 opens the electromagnetic valve 17 and closes the electromagnetic valve 21. Further, the electromagnetic valve 30 is closed, the electromagnetic valve 40 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 23 is not energized. The air conditioning controller 20 operates the

blowers

15 and 27, and the air mix damper 28 keeps the air in the air flow passage 3 from passing through the auxiliary heater 23 and the radiator 4 of the heating heat exchange passage 3 A. However, there is no problem even if it is ventilated somewhat.
Accordingly, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 to the refrigerant pipe 13G flows into the bypass pipe 35 without going to the radiator 4, passes through the electromagnetic valve 40, and is connected to the refrigerant pipe on the downstream side of the outdoor expansion valve 6. 13E. 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 cooled and condensed by running there or by the outside air ventilated by the outdoor blower 15. The refrigerant that has exited the outdoor heat exchanger 7 sequentially flows from the refrigerant pipe 13 A through the electromagnetic valve 17 into the receiver dryer unit 14 and the supercooling unit 16. Here, the refrigerant is supercooled.
The refrigerant that has exited the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13 B, reaches the indoor expansion valve 8 through the internal heat exchanger 19. 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 by the heat absorption action at this time is cooled. In addition, since 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 reaches the accumulator 12 through the refrigerant pipe 13C through the internal heat exchanger 19, and repeats circulation that is sucked into the compressor 2 there through. At this time, since the outdoor expansion valve 6 is fully closed, similarly, it is possible to suppress or prevent the disadvantage that the refrigerant discharged from the compressor 2 flows backward from the outdoor expansion valve 6 into the radiator 4. . Thereby, the fall of a refrigerant | coolant circulation amount can be suppressed or eliminated and air-conditioning capability can be ensured now.
Here, since the high-temperature refrigerant flows through the radiator 4 in the cooling mode described above, direct heat conduction from the radiator 4 to the HVAC unit 10 occurs not a little, but in this MAX cooling mode, the refrigerant flows into the radiator 4. Therefore, the air in the air flow passage 3 from the heat absorber 9 is not heated by the heat transmitted from the radiator 4 to the HVAC unit 10. Therefore, powerful cooling of the passenger compartment is performed, and particularly in an environment where the outside air temperature Tam is high, the passenger compartment can be quickly cooled to realize comfortable air conditioning in the passenger compartment. Also in this MAX cooling mode, the heat pump controller 32 is also connected to the 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. 2 is controlled.
(6) Auxiliary heater single mode In addition, the control apparatus 11 of an Example stops the compressor 2 and the outdoor air blower 15 of the heat pump apparatus HP, when the excessive frost arises in the outdoor heat exchanger 7, etc., and the auxiliary heater 23 And an auxiliary heater single mode in which the vehicle interior is heated only by the auxiliary heater 23. Also in this case, the heat pump controller 32 controls energization (heat generation) of the auxiliary heater 23 based on the auxiliary heater temperature Tptc detected by the auxiliary heater temperature sensor 50 and the target heater temperature TCO described above.
The air conditioning controller 20 operates the indoor blower 27, and the air mix damper 28 passes the air in the air flow passage 3 blown out from the indoor blower 27 to the auxiliary heater 23 of the heat exchange passage 3A for heating, and the air volume is reduced. The state to be adjusted. Since the air heated by the auxiliary heater 23 is blown into the vehicle interior from each of the air outlets 29A to 29C, the vehicle interior is thereby heated.
(7) Switching of operation mode The air-conditioning controller 20 calculates the target blowing temperature TAO mentioned above from following formula (I). This target blowing temperature TAO is a target value of the temperature of the air blown into the passenger compartment.
TAO = (Tset−Tin) × K + Tbal (f (Tset, SUN, Tam)) (I)
Here, Tset is a set temperature in the passenger compartment set by the air conditioning operation unit 53, Tin is a room temperature detected by the inside air temperature sensor 37, K is a coefficient, Tbal is a set temperature Tset, and a solar radiation amount detected by the solar radiation sensor 51. SUN is a balance value calculated from the outside air temperature Tam detected by the outside air temperature sensor 33. And generally this target blowing temperature TAO is so high that the outside temperature Tam is low, and it falls as the outside temperature Tam rises.
When the heat pump controller 32 is activated, the heat pump controller 32 determines which one of the above operation modes based on the outside air temperature Tam (detected by the outside air temperature sensor 33) transmitted from the air conditioning controller 20 via the vehicle communication bus 65 and the target outlet temperature TAO. The operation mode is selected and each operation mode is transmitted to the air conditioning controller 20 via the vehicle communication bus 65. In addition, after startup, the outside air temperature Tam, the humidity in the passenger compartment, the target blowing temperature TAO, the heating temperature TH (the temperature of the air on the leeward side of the radiator 4, estimated value), the target heater temperature TCO, the heat sink temperature Te, By switching each operation mode based on parameters such as the target heat absorber temperature TEO and whether or not there is a dehumidification request in the passenger compartment, the heating mode, dehumidification heating mode, and dehumidification are accurately performed according to the environmental conditions and necessity of dehumidification. By switching between the cooling mode, the cooling mode, the MAX cooling mode, and the auxiliary heater single mode, the temperature of the air blown into the vehicle interior is controlled to the target blowing temperature TAO, thereby realizing comfortable and efficient vehicle interior air conditioning.
FIG. 7 is a diagram for explaining operation mode switching control related to the heat pump device HP by the heat pump controller 32. When there is no abnormality in which the auxiliary heater 23 becomes uncontrollable and there is no dehumidification request, the operation mode of the heat pump device HP is the heating mode. On the other hand, when there is no abnormality in the auxiliary heater 23 and there is a dehumidification request, one of the dehumidifying heating mode, the dehumidifying cooling mode, the cooling mode, and the MAX cooling mode is selected. The dehumidification request may be transmitted from the air conditioning controller 20 based on a manual operation to the air conditioning operation unit 53 in addition to the case where the heat pump controller 32 determines. The case where the auxiliary heater 23 is abnormal will be described in detail later.
(8) Control of compressor 2 in heating mode by heat pump controller 32 Next, control of the compressor 2 in heating mode mentioned above using FIG. 4 is explained in full detail. FIG. 4 is a control block diagram of the heat pump controller 32 that determines the target rotational speed (compressor target rotational speed) TGNCh of the compressor 2 for heating mode. The F / F (feed forward) manipulated variable calculation unit 58 of the heat pump controller 32 has an outside air temperature Tam obtained from the outside air temperature sensor 33, a blower voltage BLV of the indoor blower 27, and SW = (TAO−Te) / (TH−Te). ) Obtained by the air mix damper 28, the target supercooling degree TGSC that is the target value of the supercooling degree SC at the outlet of the radiator 4, and the target heater that is the target value of the temperature of the radiator 4 described above. Based on the temperature TCO (transmitted from the air conditioning controller 20) and the target radiator pressure PCO that is the target value of the pressure of the radiator 4, the F / F manipulated variable TGNChff of the compressor target rotational speed is calculated.
Here, the above-mentioned TH for calculating the air volume ratio SW is the temperature of the leeward air of the radiator 4 (hereinafter referred to as the heating temperature), and the heat pump controller 32 calculates the first-order lag calculation formula (II) shown below. presume.
TH = (INTL × TH0 + Tau × THz) / (Tau + INTL) (II)
Here, INTL is the calculation cycle (constant), Tau is the time constant of the primary delay, TH0 is the steady value of the heating temperature TH in the steady state before the primary delay calculation, and THz is the previous value of the heating temperature TH. By estimating the heating temperature TH in this way, there is no need to provide a special temperature sensor.
The heat pump controller 32 changes the time constant Tau and the steady value TH0 according to the operation mode described above, thereby making the above-described estimation formula (II) different depending on the operation mode, and estimates the heating temperature TH. The heating temperature TH is transmitted to the air conditioning controller 20 via the vehicle communication bus 65.
The target radiator pressure PCO is calculated by the target value calculator 59 based on the target subcooling degree TGSC and the target heater temperature TCO. Further, the F / B (feedback) manipulated variable calculator 60 calculates the F / B manipulated variable TGNChfb of the compressor target rotational speed based on the target radiator pressure PCO and the radiator pressure PCI that is the refrigerant pressure of the radiator 4. To do. The F / F manipulated variable TGNCnff computed by the F / F manipulated variable computing unit 58 and the TGNChfb computed by the F / B manipulated variable computing unit 60 are added by the adder 61, and the control upper limit value and the control are controlled by the limit setting unit 62. After the lower limit is set, it is determined as the compressor target rotational speed TGNCh. In the heating mode, the heat pump controller 32 controls the rotational speed NC of the compressor 2 based on the compressor target rotational speed TGNCh.
(9) Control of Compressor 2 and Auxiliary Heater 23 in Dehumidifying Heating Mode by Heat Pump Controller 32 On the other hand, FIG. 5 determines a target rotational speed (compressor target rotational speed) TGNCc of the compressor 2 for the dehumidifying and heating mode. 4 is a control block diagram of a heat pump controller 32. FIG. The F / F manipulated variable calculation unit 63 of the heat pump controller 32 is a target heat release that is a target value of the outside air temperature Tam, the volumetric air volume Ga of the air flowing into the air flow passage 3, and the pressure of the radiator 4 (radiator pressure PCI). Based on the compressor pressure PCO and the target heat absorber temperature TEO which is the target value of the temperature of the heat absorber 9 (heat absorber temperature Te), the F / F manipulated variable TGNCcff of the compressor target rotational speed is calculated.
Further, the F / B operation amount calculation unit 64 calculates the F / B operation amount TGNCcfb of the compressor target rotational speed based on the target heat absorber temperature TEO (transmitted from the air conditioning controller 20) and the heat absorber temperature Te. Then, the F / F manipulated variable TGNCcff computed by the F / F manipulated variable computing unit 63 and the F / B manipulated variable TGNCcfb computed by the F / B manipulated variable computing unit 64 are added by the adder 66, and the limit setting unit 67 After the control upper limit value and the control lower limit value are set, the compressor target rotational speed TGNCc is determined. In the dehumidifying and heating mode, the heat pump controller 32 controls the rotational speed NC of the compressor 2 based on the compressor target rotational speed TGNCc.
FIG. 6 is a control block diagram of the heat pump controller 32 that determines the auxiliary heater required capacity TGQPTC of the auxiliary heater 23 in the dehumidifying heating mode. The subtractor 73 of the heat pump controller 32 receives the target heater temperature TCO and the auxiliary heater temperature Tptc, and calculates a deviation (TCO−Tptc) between the target heater temperature TCO and the auxiliary heater temperature Tptc. This deviation (TCO-Tptc) is input to the F / B control unit 74. The F / B control unit 74 eliminates the deviation (TCO-Tptc) so that the auxiliary heater temperature Tptc becomes the target heater temperature TCO. The required capacity F / B manipulated variable is calculated.
The auxiliary heater required capability F / B manipulated variable calculated by the F / B control unit 74 is determined as the auxiliary heater required capability TGQPTC after the limit setting unit 76 limits the control upper limit value and the control lower limit value. . In the dehumidifying heating mode, the controller 32 controls energization of the auxiliary heater 23 based on the auxiliary heater required capacity TGQPTC, thereby generating heat (heating) of the auxiliary heater 23 so that the auxiliary heater temperature Tptc becomes the target heater temperature TCO. To control.
Thus, in the dehumidifying heating mode, the heat pump controller 32 controls the operation of the compressor based on the heat absorber temperature Te and the target heat absorber temperature TEO, and controls the heat generation of the auxiliary heater 23 based on the target heater temperature TCO. Thus, cooling and dehumidification by the heat absorber 9 and heating by the auxiliary heater 23 in the dehumidifying heating mode are accurately controlled. As a result, it is possible to control the temperature to a more accurate heating temperature while more appropriately dehumidifying the air blown into the passenger compartment, thereby realizing more comfortable and efficient dehumidifying heating in the passenger compartment. Will be able to.
(10) Control of Air Mix Damper 28 Next, control of the air mix damper 28 by the air conditioning controller 20 will be described with reference to FIG. In FIG. 3, Ga is the volumetric volume of the air flowing into the air flow passage 3 described above, Te is the heat absorber temperature, and TH is the heating temperature described above (the temperature of the air on the leeward side of the radiator 4).
The air conditioning controller 20 is based on the air volume ratio SW that is passed through the radiator 4 and the auxiliary heater 23 in the heating heat exchange passage 3A calculated by the above-described expression (the following expression (III)) so that the air volume of the ratio is obtained. Further, by controlling the air mix damper 28, the amount of ventilation to the radiator 4 (and the auxiliary heater 23) is adjusted.
SW = (TAO-Te) / (TH-Te) (III)
That is, the air flow rate ratio SW passing through the radiator 4 and the auxiliary heater 23 in the heat exchange passage 3A for heating changes in a range of 0 ≦ SW ≦ 1, and when “0”, the air is not passed through the heat exchange passage 3A for heating. The air mix fully closed state in which all the air in the air flow passage 3 is passed through the bypass passage 3B, and the air mix fully open state in which all the air in the air flow passage 3 is passed through the heating heat exchange passage 3A with "1" It becomes. That is, the air volume to the radiator 4 is Ga × SW.
(11) Fail-safe control when heat pump device HP and auxiliary heater 23 cannot be controlled Next, fail-safe control when heat pump device HP and auxiliary heater 23 of vehicle air conditioner 1 of the present invention have become uncontrollable. explain.
(11-1) Fail-safe control when the auxiliary heater 23 cannot be controlled As described above, in this embodiment, the auxiliary heater 23 is energized in the heating mode, the dehumidifying heating mode, and the auxiliary heater single mode. If an abnormality occurs that makes control impossible, the heat pump controller 32 cannot control the auxiliary heater 23 normally. Therefore, the heat pump controller 32 is, for example,
-When the auxiliary heater 23 itself has failed (disconnection, short circuit), or
-If the auxiliary heater temperature sensor 50 is broken (disconnected, shorted), or
-If data communication with the auxiliary heater 23 via the vehicle communication bus 65 is abnormal / disrupted,
It is determined that the auxiliary heater 23 cannot be controlled. Note that disconnection or short circuit is detected based on an abnormal voltage value or the like.
When the heat pump controller 32 detects the abnormality of the auxiliary heater 23 as described above in the heating mode, the dehumidifying heating mode, and the auxiliary heater single mode, and determines that the auxiliary heater 23 has become uncontrollable, the energization of the auxiliary heater 23 is performed. Stop control. And when there is no abnormality in the heat pump apparatus HP and the heating mode (1st operation mode) is being performed now, only the heat pump apparatus HP is drive | operated and the said heating mode is continued.
On the other hand, when there is no abnormality in the heat pump device HP and the dehumidifying heating mode or the auxiliary heater single mode (second operation mode) is currently being executed, only the heat pump device HP is operated and the outside air temperature Tam is a predetermined value. When the temperature is lower (at low outside air temperature) or when there is no dehumidification request, the heat pump device HP is switched to the heating mode (first operation mode), and heating of the vehicle interior is continued by heat radiation from the radiator 4. Further, when the outside air temperature Tam is high and there is a request for dehumidification, the mode is switched to the dehumidifying and cooling mode (first operation mode) (both in FIG. 7). Even in the dehumidifying and cooling mode, since the refrigerant flows through the radiator 4, a certain amount of heating is possible in relation to the set temperature in the passenger compartment.
When an abnormality of the auxiliary heater 23 is detected in the dehumidifying cooling mode, the cooling mode, and the MAX cooling mode in which the auxiliary heater 23 is not energized, the heat pump controller 32 continues the operation of the heat pump device HP in the operation mode. is there.
(11-2) Fail-safe control when the heat pump device HP is not controllable On the other hand, when an abnormality that causes the heat pump device HP to become uncontrollable occurs, the heat pump controller 32 cannot control the heat pump device HP normally. Therefore, the heat pump controller 32 is, for example,
-When the outdoor expansion valve 6 is faulty (disconnection, short circuit, step-out, controller of the outdoor expansion valve 6), or
・ When each solenoid valve fails (disconnection, short circuit), or
・ Each temperature sensor and pressure sensor has failed (disconnection, short circuit), or
When the data communication between the compressor 2 or the air conditioning controller 20 and the heat pump controller 32 via the vehicle communication bus 65 is abnormal / disrupted,
It is determined that the heat pump apparatus HP cannot be controlled. Note that disconnection or short circuit is detected based on an abnormal voltage value or the like.
When the heat pump controller 32 detects the abnormality of the heat pump apparatus HP as described above and determines that the heat pump apparatus HP has become uncontrollable in a state where the heat pump apparatus HP is in operation, the heat pump apparatus HP operates the heat pump apparatus HP. Stop. Then, the mode is switched to the auxiliary heater single mode in which only the auxiliary heater 23 is energized. Actually, when the current mode is the heating mode, the dehumidifying heating mode, or the dehumidifying cooling mode, the auxiliary heater 23 is energized to continue heating the vehicle interior.
(11-3) When both the heat pump device HP and the auxiliary heater 23 are uncontrollable When both the heat pump device HP and the auxiliary heater 23 are uncontrollable, the heat pump controller 32 and the air conditioning controller 20 are for vehicles. The operation of the air conditioner 1 is stopped, and further damage to the equipment is prevented. Then, in any case of the above abnormality, a predetermined abnormality is notified to the air conditioning operation unit 53.
As described above, the refrigerant discharged from the compressor 2 by the heat pump controller 32 dissipates heat in the radiator 4 and / or the auxiliary heater 23 generates heat, thereby heating the vehicle interior. In the harmony device 1, when one of the heat pump device HP and the auxiliary heater 23 falls out of control, the heat pump controller 32 uses the other to continue heating the vehicle interior. Even if one of the auxiliary heaters 23 has a device failure, sensor failure, communication abnormality, etc., and it is determined that control is impossible, heating of the vehicle interior can be continued by the other. Accordingly, even when an abnormality occurs in which either the heat pump device HP or the auxiliary heater 23 becomes uncontrollable, the passenger compartment can be heated as much as possible to reduce passenger discomfort.
When the heat pump device HP is in the dehumidifying heating mode, the MAX cooling mode, or the auxiliary heater single mode (second operation mode) in which the refrigerant does not flow to the radiator 4 when the auxiliary heater 23 becomes uncontrollable. In this case, since the mode is switched to the heating mode in which the refrigerant flows through the radiator 4 or the dehumidifying and cooling mode (first operation mode), the heat from the radiator 4 can be heated without any problem even when the auxiliary heater 23 is abnormal. become able to.
In this case, the heat pump controller 32 executes the heating mode when the outside air temperature Tam is low, or when it is not necessary to dehumidify the vehicle interior, and when the outside air temperature Tam is high and the vehicle interior needs to be dehumidified. Since the dehumidifying and cooling mode is executed, heating and dehumidification of the passenger compartment can be performed without any trouble even when the auxiliary heater 23 is abnormal.

Next, FIG. 8 shows a block diagram of a vehicle air conditioner 1 of another embodiment to which the present invention is applied. In this figure, the same reference numerals as those in FIG. 1 indicate the same or similar functions. In the case of this embodiment, the outlet of the supercooling section 16 is connected to the check valve 18, and the outlet of the check valve 18 is connected to the refrigerant pipe 13B. The check valve 18 has a forward direction on the refrigerant pipe 13B (indoor expansion valve 8) side.
The refrigerant pipe 13E on the outlet side of the radiator 4 is branched before the outdoor expansion valve 6, and the branched refrigerant pipe (hereinafter referred to as second bypass pipe) 13F is an electromagnetic valve 22 (for dehumidification). Is connected to the refrigerant pipe 13B downstream of the check valve 18. The solenoid valve 22 is also connected to the output of the heat pump controller 32. Further, the bypass device 45 including the bypass pipe 35, the electromagnetic valve 30 and the electromagnetic valve 40 in FIG. 1 of the above-described embodiment is not provided. Others are the same as in FIG.
With the above configuration, the operation of the vehicle air conditioner 1 of this embodiment will be described. In this embodiment, the heat pump controller 32 switches between the heating mode, the dehumidifying heating mode, the internal cycle mode, the dehumidifying cooling mode, the cooling mode, and the auxiliary heater single mode (the MAX cooling mode is present in this embodiment). do not do). The operation when the heating mode, the dehumidifying and cooling mode, and the cooling mode are selected, the refrigerant flow, and the auxiliary heater single mode are the same as those in the above-described embodiment (embodiment 1), and thus the description thereof is omitted. However, in this embodiment (Example 2), the solenoid valve 22 is closed in the heating mode, the dehumidifying cooling mode, and the cooling mode. Further, in this embodiment, all except the auxiliary heater single mode are the first operation mode in the present invention.
(12) Dehumidifying and heating mode of vehicle air conditioner 1 of FIG. 8 On the other hand, when the dehumidifying and heating mode is selected, in this embodiment (Example 2), heat pump controller 32 opens electromagnetic valve 21 (for heating). The electromagnetic valve 17 (for cooling) is closed. Further, the electromagnetic valve 22 (for dehumidification) is opened. Then, the compressor 2 is operated. The air conditioning controller 20 operates each of the

blowers

15 and 27, and the air mix damper 28 basically heats all the air in the air flow passage 3 that is blown out from the indoor blower 27 and passes through the heat absorber 9 to the heat exchange passage 3A for heating. The auxiliary heater 23 and the radiator 4 are ventilated, but the air volume is also adjusted.
[0099]
Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 from the refrigerant pipe 13G. Since the air in the air flow path 3 that has flowed into the heat exchange path 3A for heating is passed through the heat radiator 4, the air in the air flow path 3 is heated by the high-temperature refrigerant in the heat radiator 4, while the heat radiator The refrigerant in 4 is deprived of heat by the air and cooled to condense.
The refrigerant liquefied in the radiator 4 exits the radiator 4 and then reaches the outdoor expansion valve 6 through the refrigerant pipe 13E. The refrigerant flowing into the outdoor expansion valve 6 is decompressed there and then flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates, and pumps up heat from the outside air that is ventilated by traveling or by the outdoor blower 15. That is, the refrigerant circuit of the heat pump device HP serves as a heat pump. Then, the low-temperature refrigerant exiting the outdoor heat exchanger 7 enters the accumulator 12 through the refrigerant pipe 13C through the refrigerant pipe 13A, the solenoid valve 21 and the refrigerant pipe 13D, and is gas-liquid separated there. Repeated circulation inhaled.
Further, a part of the condensed refrigerant flowing through the refrigerant pipe 13E through the radiator 4 is diverted, passes through the electromagnetic valve 22, and reaches the indoor expansion valve 8 through the internal heat exchanger 19 from the second bypass pipe 13F and the refrigerant pipe 13B. It becomes like this. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. Since the moisture in the air blown out from the indoor blower 27 by the heat absorption action at this time condenses and adheres to the heat absorber 9, the air is cooled and dehumidified.
The refrigerant evaporated in the heat absorber 9 merges with the refrigerant from the refrigerant pipe 13D in the refrigerant pipe 13C through the internal heat exchanger 19, and then repeats circulation sucked into the compressor 2 through the accumulator 12. Since the air dehumidified by the heat absorber 9 is reheated in the process of passing through the radiator 4, dehumidifying heating in the passenger compartment is thereby performed.
The air conditioning controller 20 transmits the target heater temperature TCO (target value of the radiator outlet temperature TCI) calculated from the target blowing temperature TAO to the heat pump controller 32. The heat pump controller 32 calculates a target radiator pressure PCO (target value of the radiator pressure PCI) from the target heater temperature TCO, and the refrigerant of the radiator 4 detected by the target radiator pressure PCO and the radiator pressure sensor 47. The rotational speed NC of the compressor 2 is controlled based on the pressure (radiator pressure PCI. High pressure of the refrigerant circuit of the heat pump device HP), and heating by the radiator 4 is controlled. The heat pump controller 32 controls the valve opening degree of the outdoor expansion valve 6 based on the temperature Te of the heat absorber 9 detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO transmitted from the air conditioning controller 20.
(13) Internal cycle mode of the vehicle air conditioner 1 of FIG. 8 In the internal cycle mode, the heat pump controller 32 fully closes the outdoor expansion valve 6 in the dehumidifying and heating mode (fully closed position). The solenoid valve 21 is closed. Since the outdoor expansion valve 6 and the electromagnetic valve 21 are closed, the inflow of refrigerant to the outdoor heat exchanger 7 and the outflow of refrigerant from the outdoor heat exchanger 7 are blocked. The condensed refrigerant flowing through the refrigerant pipe 13E through the refrigerant flows through the electromagnetic valve 22 to the second bypass pipe 13F. The refrigerant flowing through the second bypass pipe 13F reaches the indoor expansion valve 8 via the internal heat exchanger 19 from the refrigerant pipe 13B. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. Since the moisture in the air blown out from the indoor blower 27 by the heat absorption action at this time condenses and adheres to the heat absorber 9, the air is cooled and dehumidified.
The refrigerant evaporated in the heat absorber 9 flows through the refrigerant pipe 13 C through the internal heat exchanger 19 and repeats circulation that is sucked into the compressor 2 through the accumulator 12. Since the air dehumidified by the heat absorber 9 is reheated in the process of passing through the radiator 4, dehumidifying heating in the passenger compartment is thereby performed. Since the refrigerant is circulated between the radiator 4 (radiation) and the heat absorber 9 (heat absorption) in the passage 3, heat from the outside air is not pumped up, and heating for the consumed power of the compressor 2 is performed. Ability is demonstrated. Since the entire amount of the refrigerant flows through the heat absorber 9 that exhibits the dehumidifying action, the dehumidifying capacity is higher than that in the dehumidifying and heating mode, but the heating capacity is lowered.
The air conditioning controller 20 transmits the target heater temperature TCO (target value of the radiator outlet temperature TCI) calculated from the target outlet temperature TAO to the heat pump controller 32. The heat pump controller 32 calculates the target radiator pressure PCO (target value of the radiator pressure PCI) from the transmitted target heater temperature TCO, and the target radiator pressure PCO and the radiator 4 detected by the radiator pressure sensor 47. The number of revolutions NC of the compressor 2 is controlled based on the refrigerant pressure (radiator pressure PCI, high pressure in the refrigerant circuit of the heat pump device HP), and heating by the radiator 4 is controlled.
And FIG. 9 is a figure explaining the switching control of the operation mode regarding the heat pump apparatus HP by the heat pump controller 32 in the case of this Example. When there is no abnormality in which the auxiliary heater 23 becomes uncontrollable and there is no dehumidification request, the operation mode of the heat pump device HP is the heating mode. On the other hand, when there is no abnormality in the auxiliary heater 23 and there is a dehumidification request, any one of the dehumidifying heating mode, the internal cycle mode, the dehumidifying cooling mode, and the cooling mode is selected.
(14) Fail-safe control in the embodiment of FIG. 8 And, when an abnormality that causes the heat pump device HP to become uncontrollable occurs, fail-safe by the auxiliary heater 23 is executed as in (11-2) described above. However, in the case of this embodiment, the failure of the electromagnetic valve 22 is also added to the judgment basis. The case where both the heat pump device HP and the auxiliary heater 23 become abnormal is the same as (11-3) described above. Further, in this embodiment, when the auxiliary heater 23 becomes uncontrollable, the heating in the vehicle interior is continued by executing the heating mode or the dehumidifying cooling mode according to the same determination as in (11-2) above. To do.
It should be noted that the numerical values shown in the embodiments are not limited thereto, and should be appropriately set according to the apparatus to be applied. Further, the auxiliary heating device is not limited to the auxiliary heater 23 shown in the embodiment, and a heat medium circulation circuit that heats the air in the air flow passage 3 by circulating the heat medium heated by the heater or an engine. You may utilize the heater core etc. which circulate through the heated radiator water.

DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 2 Compressor 3 Air flow path 4 Radiator 6 Outdoor expansion valve 7 Outdoor heat exchanger 8 Indoor expansion valve 9 Heat absorber 10 HVAC unit 11 Controller 20 Air conditioning controller 23 Auxiliary heater (auxiliary heating device)
27 Indoor blower
28 Air Mix Damper 32 Heat Pump Controller 65 Vehicle Communication Bus HP Heat Pump Device

Claims

An air flow passage through which air to be supplied into the passenger compartment flows;
A compressor that compresses the refrigerant, and a heat pump device having a radiator for heating the air that radiates the refrigerant and supplies the refrigerant from the air flow passage to the vehicle interior;
An auxiliary heating device for heating the air supplied from the air flow passage to the vehicle interior;
A control device,
The vehicle air conditioner in which the vehicle interior can be heated by causing the refrigerant discharged from the compressor to radiate heat by the radiator and / or by causing the auxiliary heating device to generate heat by the control device. In the device
The air conditioner for a vehicle according to claim 1, wherein when one of the heat pump device and the auxiliary heating device becomes uncontrollable, the control device continues heating the vehicle interior using the other.
The heat pump device further includes a heat absorber for absorbing the refrigerant to cool the air supplied from the air flow passage to the vehicle interior, and an outdoor heat exchanger provided outside the vehicle compartment,
The control device performs switching between a first operation mode in which refrigerant flows through the radiator and a second operation mode in which refrigerant does not flow through the radiator, and the auxiliary heating device falls out of control. 2. The vehicle air conditioner according to claim 1, wherein when the second operation mode is being executed, the vehicle is switched to the first operation mode.
In the first operation mode, the control device causes the refrigerant discharged from the compressor to flow through the radiator to dissipate heat, decompresses the dissipated refrigerant, and then absorbs heat by the outdoor heat exchanger. Mode, the refrigerant discharged from the compressor is allowed to flow from the radiator to the outdoor heat exchanger and radiated by the radiator and the outdoor heat exchanger, and the radiated refrigerant is depressurized, and then the heat absorber Has a dehumidifying and cooling mode to absorb heat,
When the outside air temperature is low, or when it is not necessary to dehumidify the passenger compartment, the heating mode is executed,
The vehicle air conditioner according to claim 2, wherein the dehumidifying and cooling mode is executed when the outside air temperature is high and it is necessary to dehumidify the vehicle interior.
In the second operation mode, the control device causes the refrigerant discharged from the compressor to flow through the outdoor heat exchanger without flowing through the heat radiator to radiate heat. A dehumidifying and heating mode in which heat is absorbed by a heat absorber and the auxiliary heating device generates heat, and the refrigerant discharged from the compressor is allowed to flow through the outdoor heat exchanger without flowing through the radiator, and the heat is released. 4. The vehicle air conditioner according to claim 2, further comprising one or both of a maximum cooling mode in which heat is absorbed by the heat absorber after the pressure is reduced. 5.
5. The vehicle air according to claim 1, wherein the control device stops operation when both of the heat pump device and the auxiliary heating device become uncontrollable. Harmony device.
The control device determines that control is impossible when any one of a device failure, a sensor failure, or a communication abnormality occurs in the heat pump device and / or the auxiliary heating device. The vehicle air conditioner according to any one of claims 1 to 5.