JP6917773B2 - Vehicle air conditioner - Google Patents

Description

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

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, a compressor that compresses and discharges the refrigerant, a radiator that is provided on the vehicle interior side to dissipate the refrigerant, and a radiator that is provided on the outside of the vehicle interior are provided. A heating mode is provided that is equipped with an outdoor heat exchanger that absorbs the refrigerant, dissipates the refrigerant discharged from the compressor in the radiator, and absorbs the refrigerant dissipated in this radiator in the outdoor heat exchanger to heat the vehicle interior. Something to do has been developed (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2014-94676

Here, in the heating mode, the refrigerant evaporates in the outdoor heat exchanger and absorbs heat from the outside air, so that the outdoor heat exchanger is frosted. If the operation of the compressor is continued with the frost on the outdoor heat exchanger progressing, the operation efficiency is significantly reduced because the endothermic capacity from the outside air is reduced. Therefore, it is necessary to stop the heating mode to defrost the outdoor heat exchanger, but in that case, the interior of the vehicle is not heated, so that there is a problem that comfort is impaired.

On the other hand, depending on the degree of frost formation on the outdoor heat exchanger, the heating mode may be continued to maintain the comfort inside the vehicle, and conversely, overfrosting may occur and the outdoor heat exchanger may be defrosted. It can be difficult.

The present invention has been made to solve the above-mentioned conventional technical problems, and it is possible to suppress a decrease in operating efficiency due to frost formation of an outdoor heat exchanger while comfortably heating and air-conditioning a vehicle interior. 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.

The vehicle air conditioner of the present invention heats a compressor that compresses a refrigerant, an air flow passage through which air supplied to the vehicle interior flows, and air that dissipates the refrigerant and supplies air to the vehicle interior from the air flow passage. A radiator for this purpose, an outdoor heat exchanger provided outside the vehicle interior for absorbing heat of the refrigerant, and a control device are provided. With this control device, at least the refrigerant discharged from the compressor is dissipated by the radiator. After depressurizing the radiated refrigerant, the outdoor heat exchanger absorbs heat to heat the passenger compartment, and the control device executes a heating mode in which the refrigerant evaporation temperature TXO of the outdoor heat exchanger does not arrive. Difference between the refrigerant evaporation temperature TXO of the outdoor heat exchanger when it is lower than the refrigerant evaporation temperature TXObase of the outdoor heat exchanger at the time of frost and the refrigerant evaporation temperature TXObase of the outdoor heat exchanger at the time of no frost ΔTXO = TXObase-TXO Based on, or when the refrigerant evaporation pressure PXO of the outdoor heat exchanger is lower than the refrigerant evaporation pressure PXObase of the outdoor heat exchanger when there is no frost, the refrigerant evaporation pressure PXO of the outdoor heat exchanger and when there is no frost. Based on the difference ΔPXO = PXObase-PXO from the refrigerant evaporation pressure PXObase of the outdoor heat exchanger, the progress state of frost formation on the outdoor heat exchanger is determined, and the difference ΔTXO or the difference ΔPXO is a predetermined normal frost formation. When the judgment condition is satisfied, the normal frost flag is set, and when this normal frost flag is set, a predetermined defrost request is made, and the state of the normal frost flag is set even when the power is turned off. Hold and allow the execution of the heating mode, and if the defrosting request is made, determine whether or not the outdoor heat exchanger can be defrosted, and if permitted, defrost the outdoor heat exchanger. It is characterized by performing and resetting the normal frost flag.

In the vehicle air conditioner according to the second aspect of the present invention, in the above invention, the compressor is driven by the battery mounted on the vehicle, and the control device has no air conditioning requirement in the vehicle interior and the battery is being charged. It is characterized in that defrosting of the outdoor heat exchanger is permitted on condition that the remaining amount of the battery is equal to or more than a predetermined value.

In the vehicle air conditioner according to the third aspect , in each of the above inventions, the control device is an air conditioning controller to which an air conditioning operation unit for performing an air conditioning setting operation in the vehicle interior is connected, and a heat pump that controls the operation of the compressor. It is composed of a controller, and the air conditioning controller and the heat pump controller transmit and receive information via the vehicle communication bus, and the heat pump controller calculates the difference ΔTXO or the difference ΔPXO, and the difference ΔTXO or the difference ΔPXO. When the normal frosting judgment condition is satisfied, the normal frosting flag is set, the defrosting request is made to the air conditioning controller, and when the air conditioning controller notifies the defrosting permission, the outdoor heat exchanger is defrosted. When the heat pump controller requests the defrosting, the air conditioning controller determines whether or not the outdoor heat exchanger can be defrosted, and if permitted, the outdoor heat exchange. It is characterized in that the heat pump controller is notified of the defrosting permission of the vessel.

In the vehicle air conditioner according to the fourth aspect of the present invention, in each of the above inventions, the control device has a predetermined severe frost formation for determining that frost formation on the outdoor heat exchanger has progressed more than the normal frost formation determination condition. If there is a frost determination condition and the difference ΔTXO or the difference ΔPXO satisfies the severe frost determination condition, a heavy frost flag is set, and if this heavy frost flag is set, the defrosting is performed. It is characterized in that the state of the severe frost flag is maintained even when the power is cut off by making a request, and the operation of the compressor in the heating mode is prohibited.

The vehicle air conditioner according to the fifth aspect of the present invention includes an auxiliary heating device provided in the air flow passage in the above invention, and the control device has the difference ΔTXO or the difference ΔPXO as a condition for determining severe frost formation. When the operation of the compressor is prohibited due to the filling, the vehicle interior is heated by the auxiliary heating device.

The vehicle air conditioner according to the sixth aspect of the present invention is permitted by the control device according to the fourth or fifth aspect of the present invention by determining whether or not the outdoor heat exchanger can be defrosted when the defrosting request is made. If so, the outdoor heat exchanger is defrosted and the severe frosting flag is reset.

In the vehicle air conditioner according to the invention of claim 7 , in the above invention, the compressor is driven by the battery mounted on the vehicle, and the control device has no air conditioning requirement in the vehicle interior and the battery is being charged. It is characterized in that defrosting of the outdoor heat exchanger is permitted on condition that the remaining amount of the battery is equal to or more than a predetermined value.

In the vehicle air conditioner according to the invention of claim 8 , the control device according to the invention of claims 4 to 7 is an air conditioning controller to which an air conditioning operation unit for performing an air conditioning setting operation in the vehicle interior is connected, and a compressor. The air conditioning controller and the heat pump controller transmit and receive information via the vehicle communication bus, and the heat pump controller calculates the difference ΔTXO or the difference ΔPXO and the difference. When ΔTXO or difference ΔPXO satisfies the condition for determining severe frost formation, the heavy frost formation flag is set, the defrosting request is made to the air conditioning controller, and when the air conditioning controller notifies the defrosting permission, the room is outdoors. When defrosting the heat exchanger, resetting the heavy frost flag, and when the air conditioning controller determines whether or not to defrost the outdoor heat exchanger when the heat pump controller requests the defrosting, and permits it. Is characterized in that the heat pump controller is notified of the defrosting permission of the outdoor heat exchanger.

In the vehicle air conditioner according to claim 9, in the inventions of claims 4 to 8 , the normal frost formation determination condition is that the difference ΔTXO or the difference ΔPXO is larger than the first threshold value A1. The condition for determining severe frost formation is that the difference ΔTXO or the state in which the difference ΔPXO is larger than the second threshold value A2 continues for the second predetermined time t2. It is characterized in that at least the second threshold value A2 is larger than the first threshold value A1.

In each of the above inventions, the control device according to the invention of claim 10 is the refrigerant evaporation temperature TXObase of the outdoor heat exchanger at the time of no frost based on the environmental conditions and / or the index indicating the operating condition. Alternatively, it is characterized in that the refrigerant evaporation pressure PXObase of the outdoor heat exchanger at the time of no frost is estimated.

According to the present invention, a compressor that compresses the refrigerant, an air flow passage through which air supplied to the vehicle interior flows, and a radiator for radiating the refrigerant and heating the air supplied from the air flow passage to the vehicle interior. An outdoor heat exchanger provided outside the vehicle interior for absorbing heat of the refrigerant and a control device are provided, and the control device dissipates at least the refrigerant discharged from the compressor by the radiator to dissipate heat. In a vehicle air conditioner that executes a heating mode that heats the vehicle interior by absorbing heat with an outdoor heat exchanger after depressurizing the refrigerant, the control device is used when the refrigerant evaporation temperature TXO of the outdoor heat exchanger is non-frosted. Based on the difference ΔTXO = TXObase-TXO between the refrigerant evaporation temperature TXO of the outdoor heat exchanger when it is lower than the refrigerant evaporation temperature TXObase of the outdoor heat exchanger and the refrigerant evaporation temperature TXObase of the outdoor heat exchanger when there is no frost. Or, when the refrigerant evaporation pressure PXO of the outdoor heat exchanger is lower than the refrigerant evaporation pressure PXObase of the outdoor heat exchanger when there is no frost, the refrigerant evaporation pressure PXO of the outdoor heat exchanger and the outdoor heat when there is no frost. Based on the difference ΔPXO = PXObase-PXO from the refrigerant evaporation pressure PXObase of the exchanger, the progress of frost formation on the outdoor heat exchanger is determined, and the difference ΔTXO or the difference ΔPXO is a predetermined normal frost determination. When the conditions are met, the normal frost flag is set, and when this normal frost flag is set, a predetermined defrost request is made and the state of the normal frost flag is maintained even when the power is turned off. However, since the execution of the heating mode is permitted, the heating inside the vehicle interior will be continued even if the progress of frost formation of the outdoor heat exchanger satisfies the normal frost formation determination condition. In addition, since the state of the normal frost flag is maintained even when the power is turned off, the execution of the heating mode is permitted even when the vehicle is stopped and then started.

That is, when the degree of frost formation of the outdoor heat exchanger is such that the normal frost formation determination condition is satisfied, the heating inside the vehicle interior is continued during operation, or the heating is started from the start of the vehicle. You will be able to go and maintain comfort.

Then, when the defrosting request is made, the control device determines whether or not the outdoor heat exchanger can be defrosted, and if permitted, defrosts the outdoor heat exchanger and normally frosts the frost flag. Is reset, so that it is possible to defrost the outdoor heat exchanger and suppress the decrease in operating efficiency due to frost formation. In this case, since the control device normally maintains the state of the frost formation flag even when the power is turned off, the outdoor heat exchanger is used even after the vehicle is stopped and the power of the vehicle air conditioner is turned off. Defrosting will be surely done.

Regarding the permission to defrost the outdoor heat exchanger, for example , as in the invention of claim 2 , whether the control device does not require air conditioning in the vehicle interior and the battery for driving the compressor is being charged. Defrosting of the outdoor heat exchanger may be permitted provided that the remaining amount of the battery is equal to or higher than a predetermined value.

Further, as in the invention of claim 3 , the control device is composed of an air conditioning controller to which an air conditioning operation unit for performing an air conditioning setting operation in the vehicle interior is connected and a heat pump controller for controlling the operation of the compressor. When the heat pump controller transmits and receives information via the vehicle communication bus, the heat pump controller calculates the difference ΔTXO or the difference ΔPXO, and the difference ΔTXO or the difference ΔPXO is usually determined to be frosted. When the conditions are met, the normal defrosting flag is set, the defrosting request is made to the air conditioning controller, and when the air conditioning controller notifies the defrosting permission, the outdoor heat exchanger is defrosted and the normal landing is performed. When the frost flag is reset and the heat pump controller requests the defrosting, the air conditioning controller determines whether or not the outdoor heat exchanger can be defrosted, and if permitted, the defrosting of the outdoor heat exchanger. By notifying the heat pump controller of the permission, it is possible to comfortably heat and air-condition the passenger compartment and appropriately suppress a decrease in operating efficiency due to frost formation of the outdoor heat exchanger.

Further, according to the invention of claim 4 , in each of the above inventions, the control device determines a predetermined severe frost formation for determining that the frost formation on the outdoor heat exchanger has progressed more than the normal frost formation determination condition. If there is a condition and the difference ΔTXO or the difference ΔPXO satisfies the severe frost determination condition, the heavy frost flag is set, and if this heavy frost flag is set, the defrost request is made. Even if the power is cut off, the state of the severe frost flag is maintained and the operation of the compressor in the heating mode is prohibited. Therefore, the outdoor heat exchanger is more than the normal frost judgment condition described above. If frost on the surface progresses and the conditions for determining severe frost formation are met, the compressor may be stopped to prevent further deterioration in operating efficiency and occurrence of over-frosting. You will be able to do it.

Further , according to the invention of claim 5 , an auxiliary heating device is provided in the air flow passage, and the control device operates the compressor when the difference ΔTXO or the difference ΔPXO satisfies the condition for determining severe frost formation. In the case of prohibition, the auxiliary heating device is used to heat the interior of the vehicle. The heating device makes it possible to continue heating the interior of the vehicle.

Even when the progress of frost formation of the outdoor heat exchanger satisfies the severe frost formation determination condition and the defrosting request is made as described above, the control device defrosts the outdoor heat exchanger as in the invention of claim 6. If it is judged whether or not it is possible, and if permitted, the outdoor heat exchanger is defrosted, and if the severe frost flag is reset, the outdoor heat exchanger is defrosted and frosted. It is possible to suppress the accompanying decrease in operating efficiency. In this case, the control device retains the state of the severe frost flag even when the power is cut off, so that the outdoor heat exchanger is used even after the vehicle is stopped and the power of the vehicle air conditioner is turned off. Defrosting will be surely done.

Regarding the permission to defrost the outdoor heat exchanger, for example , as in the invention of claim 7 , in this case as well, the control device does not require air conditioning in the vehicle interior, and the battery for driving the compressor is being charged. However, defrosting of the outdoor heat exchanger may be permitted provided that the remaining amount of the battery is equal to or higher than a predetermined value.

Further, as in the invention of claim 8 , the control device includes an air conditioning controller to which an air conditioning operation unit for performing an air conditioning setting operation in the vehicle interior is connected, and a heat pump controller that controls the operation of the compressor. When the heat pump controller transmits and receives information via the vehicle communication bus, the heat pump controller also calculates the difference ΔTXO or the difference ΔPXO, and the difference ΔTXO or the difference ΔPXO is severe. When the frosting judgment condition is satisfied, the heavy frosting flag is set, the defrosting request is made to the air conditioning controller, and when the air conditioning controller notifies the defrosting permission, the outdoor heat exchanger is defrosted. When the heat pump controller requests the defrosting, the air conditioning controller determines whether or not the outdoor heat exchanger can be defrosted, and if it permits, the outdoor heat exchanger of the outdoor heat exchanger is reset. By notifying the heat pump controller of the defrosting permission, it becomes possible to appropriately heat and air-condition the passenger compartment and appropriately suppress a decrease in operating efficiency due to frost formation of the outdoor heat exchanger. ..

Further, as in the invention of claim 9 , the normal frost formation determination condition is that the difference ΔTXO or the state in which the difference ΔPXO is larger than the first threshold value A1 continues for the first predetermined time t1, and the severe frost determination is determined. The condition is that the difference ΔTXO or the state in which the difference ΔPXO is larger than the second threshold value A2 continues for a second predetermined time t2, and at least the second threshold value A2 is larger than the first threshold value A1. For example, depending on the degree of frost formation in the outdoor heat exchanger, it is possible to accurately make a stepwise judgment as to whether to operate the compressor to continue the heating mode or to prohibit the operation of the compressor. become.

Further, as in the invention of claim 10 , when the control device is based on the environmental conditions and / or the index indicating the operating condition, the refrigerant evaporation temperature TXObase of the outdoor heat exchanger at the time of no frost, or at the time of no frost. By estimating the refrigerant evaporation pressure PXObase of the outdoor heat exchanger, it becomes possible to accurately detect the progress of frost formation in the outdoor heat exchanger.

It is a block diagram of the air conditioner for a vehicle of one Embodiment to which this invention was applied. It is a block diagram of the control device of the air conditioner for a vehicle of FIG. It is a schematic diagram of the air flow passage of the air conditioner for a vehicle of FIG. It is a control block diagram concerning the compressor control in the heating mode of the heat pump controller of FIG. It is a control block diagram concerning the compressor control in the dehumidifying heating mode of the heat pump controller of FIG. It is a control block diagram concerning the control of the auxiliary heater (auxiliary heating device) in the dehumidifying heating mode of the heat pump controller of FIG. It is a flowchart explaining the frost formation determination control of the outdoor heat exchanger by the heat pump controller of FIG. It is a timing chart for explaining the frost formation determination of the outdoor heat exchanger by the heat pump controller of FIG. 2 based on TXObase and TXO. It is a timing chart for explaining the frost formation determination of the outdoor heat exchanger by the heat pump controller of FIG. 2 based on PXObase and PXO. It is a block diagram of the air conditioner for a vehicle of another Example of this invention.

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

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 engine) is not mounted, and is used for traveling with electric power charged in a battery 75 (FIG. 2) mounted on the vehicle. It is driven by an electric motor to travel (neither is shown), and the vehicle air conditioner 1 of the present invention is also driven by the power of the battery 75.

That is, the vehicle air conditioner 1 of the embodiment performs the heating mode by the heat pump operation using the refrigerant circuit in the electric vehicle that cannot be heated by the waste heat of the engine, and further, the dehumidifying heating mode, the dehumidifying cooling mode, the cooling mode, Each operation mode of the MAX cooling mode (maximum cooling mode) and the auxiliary heater independent mode is selectively executed.

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.

The vehicle air conditioner 1 of the embodiment air-conditions (heats, cools, dehumidifies, and ventilates) the interior of the electric vehicle, and is an electric type that is driven by being supplied with power from the battery 75 to compress the refrigerant. The high-temperature and high-pressure refrigerant discharged from the compressor 2 is provided in the air flow passage 3 of the HVAC unit 10 through which the air inside the vehicle is ventilated and circulated, and the high-temperature and high-pressure refrigerant discharged from the compressor 2 flows in through the refrigerant pipe 13G. An outdoor expansion valve 6 (decompression device) consisting of a radiator 4 for heating the air supplied to the vehicle interior by radiating heat, and an electric valve for decompressing and expanding the refrigerant during heating, and an outdoor expansion valve 6 (decompression device) provided outside the vehicle interior to dissipate heat during cooling. An outdoor heat exchanger 7 that functions as a container and exchanges heat between the refrigerant and the outside air to function as an evaporator during heating, and an indoor expansion valve 8 (pressure reducing device) composed of an electric valve that decompresses and expands the refrigerant. A heat absorber 9 provided in the air flow passage 3 for cooling the air supplied to the vehicle interior by sucking the refrigerant from the outside of the vehicle interior during cooling and dehumidification, and an accumulator 12 and the like are provided by the refrigerant pipe 13. The refrigerant circuits R are sequentially connected to form a refrigerant circuit R.

The refrigerant circuit R 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 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.

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 coming out of the outdoor heat exchanger 7 receives the receiver via a solenoid valve 17 that is opened during cooling. The refrigerant pipe 13B on the outlet side of the supercooling unit 16 is connected to the dryer unit 14 and is connected to the inlet side of the heat exchanger 9 via the indoor expansion valve 8. The receiver dryer section 14 and the supercooling section 16 structurally form a part of the outdoor heat exchanger 7.

Further, the refrigerant pipe 13B between the supercooling unit 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 both of them constitute the internal heat 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 leaving the heat absorber 9.

Further, the refrigerant pipe 13A coming out of the outdoor heat exchanger 7 is branched into the refrigerant pipe 13D, and the branched refrigerant pipe 13D is on the downstream side of the internal heat exchanger 19 via the electromagnetic valve 21 opened at the time of heating. Is connected to the refrigerant pipe 13C in 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. 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.

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 30 (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 35 on the upstream side of the solenoid valve 30, and the bypass pipe 35 also constitutes the solenoid valve 40 (which also constitutes the flow path switching device) that is opened during dehumidifying heating and MAX cooling. ) Is communicated with the refrigerant pipe 13E on the downstream side of the outdoor expansion valve 6. The bypass device 45 is composed of the bypass pipe 35, the solenoid valve 30, and the solenoid valve 40.

By configuring the bypass device 45 with such a bypass pipe 35, a solenoid valve 30, and a solenoid valve 40, 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 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 air introduced into the air flow passage 3 into the inside air (inside air circulation mode), which is the air inside the vehicle interior, and the outside air (outside air introduction mode), which is the air outside the vehicle interior, is provided. There is. 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.

Further, in FIG. 1, 23 is an auxiliary heater as an auxiliary heating device 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 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 of the air flow passage 3. It is provided in. Then, when the auxiliary heater 23 is energized to generate heat, the air in the air flow passage 3 flowing into the radiator 4 via the endothermic 9 is heated. That is, the auxiliary heater 23 serves as a so-called heater core, which heats or complements the interior of the vehicle.

Here, the air flow passage 3 on the leeward side (downstream side of the air) of the heat absorber 9 of the HVAC unit 10 is partitioned by the partition wall 10A, and the heat exchange passage 3A for heating and the bypass passage 3B bypassing the heat exchange passage 3A are formed. The above-mentioned radiator 4 and auxiliary heater 23 are arranged in the heating heat exchange passage 3A.

Further, in the air flow passage 3 on the wind side of the auxiliary heater 23, the air (inside air or outside air) in the air flow passage 3 that has flowed into the air flow passage 3 and passed through the heat absorber 9 is assisted. An air mix damper 28 for adjusting the ratio of ventilation to the heating heat exchange passage 3A in which the heater 23 and the radiator 4 are arranged is provided.

Further, the HVAC unit 10 on the leeward side of the radiator 4 has a FOOT (foot) outlet 29A (first outlet) and a VENT outlet 29B (a second outlet for the FOOT outlet 29A). Each outlet is formed with respect to the outlet and the DEF outlet 29C (first outlet) and the DEF (diff) outlet 29C (second outlet). The FOOT outlet 29A is an outlet for blowing air under the feet in the vehicle interior, and is located at the lowest position. The VENT outlet 29B is an outlet for blowing air near the driver's chest and face in the vehicle interior, and is above the FOOT outlet 29A. The DEF outlet 29C is an outlet for blowing air onto the inner surface of the windshield of the vehicle, and is located at the highest position above the other outlets 29A and 29B.

The FOOT outlet 29A, the VENT outlet 29B, and the DEF outlet 29C are provided with a FOOT outlet damper 31A, a VENT outlet damper 31B, and a DEF outlet damper 31C, respectively, which control the amount of air blown out. Has been done.

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 is composed of an air conditioning controller 20 and a heat pump controller 32, each of which is composed of a microcomputer which is an example of a computer equipped with a processor, and these are CAN (Controller Area Network) and LIN (Local Interconnect Network). It is connected to the vehicle communication bus 65 constituting the above. Further, 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 done.

The air conditioning controller 20 is a higher-level controller that controls the air conditioning inside the vehicle interior, and the input of the air conditioning controller 20 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 sensor 34, the HVAC suction temperature sensor 36 that detects the temperature of the air that is sucked into the air flow passage 3 from the suction port 25 and flows into the heat absorber 9 (suction air temperature Tas), and the temperature of the air (inside air) in the vehicle interior. An inside air temperature sensor 37 that detects (indoor temperature Tin), an inside air humidity sensor 38 that detects the humidity of the air inside the vehicle, an indoor CO ₂ concentration sensor 39 that detects the carbon dioxide concentration inside the vehicle, and a blowout into the vehicle interior. A blowout temperature sensor 41 that detects the temperature of the air to be generated, a discharge pressure sensor 42 that detects the discharge refrigerant pressure Pd of the compressor 2, and a photosensor type solar radiation sensor 51 for detecting the amount of solar radiation into the vehicle interior. And each output of the vehicle speed sensor 52 for detecting the moving speed (vehicle speed) of the vehicle, and the air conditioner operation unit (air conditioner operation unit) 53 for performing the air conditioner setting operation in the vehicle interior such as switching the set temperature and the operation mode. Is connected.

Further, an outdoor blower 15, an indoor blower (blower fan) 27, a suction switching damper 26, an air mix damper 28, and outlet dampers 31A to 31C are connected to the output of the air conditioning controller 20, and they are air-conditioned. It is controlled by the controller 20. The battery 75 has a built-in controller, and the controller of the battery 75 sends and receives data to and from the air conditioning controller 20 via the vehicle communication bus 65, and whether or not the battery 75 is charging in the air conditioning controller 20. Information and information on the remaining amount (charge amount) of the battery 75 are transmitted.

The heat pump controller 32 is a controller that mainly controls the refrigerant circuit R, and the input of the heat pump controller 32 includes a discharge temperature sensor 43 that detects the discharge refrigerant temperature Td of the compressor 2 and a suction refrigerant of the compressor 2. A suction pressure sensor 44 that detects the pressure Ps, 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 the radiator temperature sensor 46. The radiator pressure sensor 47 that detects the refrigerant pressure (radiator pressure PCI) of the radiator 4, the heat absorber temperature sensor 48 that detects the refrigerant temperature (heat absorber temperature Te) of the heat absorber 9, and the refrigerant pressure of the heat absorber 9. The heat absorber pressure sensor 49 that detects the above, the auxiliary heater temperature sensor 50 that detects the temperature of the auxiliary heater 23 (auxiliary heater temperature Tptc), and the refrigerant temperature at the outlet of the outdoor heat exchanger 7 (refrigerant evaporation of the outdoor heat exchanger 7). The outdoor heat exchanger temperature sensor 54 that detects temperature TXO, outdoor heat exchanger temperature TXO) and the refrigerant pressure at the outlet of the outdoor heat exchanger 7 (refrigerant evaporation pressure PXO of outdoor heat exchanger 7, outdoor heat exchanger pressure PXO) ) Is connected to each output of the outdoor heat exchanger pressure sensor 56.

Further, the outputs of the heat pump controller 32 include an outdoor expansion valve 6, an indoor expansion valve 8, a solenoid valve 30 (for reheating), a solenoid valve 17 (for cooling), a solenoid valve 21 (for heating), and a solenoid valve 40 (bypass). Each solenoid valve is connected and they 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 transmit and receive data to and from the heat pump controller 32 via the vehicle communication bus 65, and the heat pump controller 32 transmits and receives data. Be controlled.

The heat pump controller 32 and the air conditioning controller 20 send and receive data to and from each other via the vehicle communication bus 65, and control each device based on the output of each sensor and the settings 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 volume air volume Ga of the air flowing into the air flow passage 3 (calculated by the air conditioning controller 20), and the air volume ratio SW by the air mix damper 28 ( (Calculated by the air conditioning controller 20), the output of the air conditioning operation unit 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.

With the above configuration, the operation of the vehicle air conditioner 1 of the embodiment will be described next. In this embodiment, the control device 11 (air conditioning controller 20, heat pump controller 32) sets each operation mode of heating mode, dehumidifying heating mode, dehumidifying cooling mode, cooling mode, MAX cooling mode (maximum cooling mode), and auxiliary heater independent mode. Switch and execute. First, the outline of the flow and control of the refrigerant 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 the manual air conditioning setting operation (manual mode) to the air conditioning operation unit 53, the heat pump controller 32 presses the electromagnetic valve 21 (for heating). Open and close the electromagnetic valve 17 (for cooling). Further, the solenoid valve 30 (for reheating) is opened, and the solenoid valve 40 (for bypass) is closed. Then, the compressor 2 is operated. The air conditioning controller 20 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 to heat the heat exchange passage 3A for heating. Although the state is such that the auxiliary heater 23 and the radiator 4 of the above are ventilated, 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 solenoid valve 30. Since the air in the air flow passage 3 is ventilated through the radiator 4, the air in the air flow passage 3 is the high-temperature refrigerant in the radiator 4 (when the auxiliary heater 23 operates, the auxiliary heater 23 and the radiator 4 are used. ), On the other hand, the refrigerant in the radiator 4 is deprived of heat by the air and cooled to be condensed.

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 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 (when the auxiliary heater 23 operates, the auxiliary heater 23 and the radiator 4) is blown out from the outlets 29A to 29C, the interior of the vehicle is heated by this. 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. The rotation speed NC of the compressor 2 is controlled based on the radiator pressure PCO and the refrigerant pressure of the radiator 4 (radiator pressure PCI. High pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47, and the radiator 4 Control the heating by. 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 is controlled, and the degree of supercooling SC of the refrigerant at the outlet of the radiator 4 is controlled.

Further, in this heating mode, when the heating capacity of the radiator 4 is insufficient for the heating capacity required for the air conditioning in the vehicle interior, the heat pump controller 32 compensates for the shortage with the heat generated by the auxiliary heater 23. Controls the energization of the auxiliary heater 23. As a result, 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 arranged on the upstream side of the air of the radiator 4, the air flowing through the air flow passage 3 is ventilated to the auxiliary heater 23 in front of the radiator 4.

Here, if the auxiliary heater 23 is arranged on the downstream side of the air of the radiator 4, when the auxiliary heater 23 is configured by the PTC heater as in the embodiment, the temperature of the air flowing into the auxiliary heater 23 is the radiator. Since the temperature is increased by 4, the resistance value of the PTC heater becomes large, the current value also becomes low, and the calorific value decreases. However, by arranging the auxiliary heater 23 on the air upstream side of the radiator 4, in the embodiment, As described above, the ability of the auxiliary heater 23 composed of the PTC heater can be fully exhibited.

(2) Dehumidifying and heating mode Next, in the dehumidifying and heating mode, the heat pump controller 32 opens the solenoid valve 17 and closes the solenoid valve 21. Further, the solenoid valve 30 is closed, the solenoid 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 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 to heat the heat exchange passage 3A for heating. The auxiliary heater 23 and the radiator 4 of the above 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 to the refrigerant pipe 13G flows into the bypass pipe 35 without going to the radiator 4, passes through the solenoid valve 40, and flows into the refrigerant pipe on the downstream side of the outdoor expansion valve 6. It will reach 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 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.

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.

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 heat pump controller 32 energizes the auxiliary heater 23 to generate heat. As a result, the air cooled and dehumidified by the endothermic heater 9 is further heated in the process of passing through the auxiliary heater 23, and the temperature rises, so that the dehumidifying and heating of the vehicle interior 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 the target heat absorber temperature TEO which is a target value of the heat absorber temperature Te calculated by the air conditioner controller 20. While controlling the rotation speed NC of 2, the auxiliary heater 23 is based on the auxiliary heater temperature Tptc detected by the auxiliary heater temperature sensor 50 and the target heater temperature TCO described above (in this case, the target value of the auxiliary heater temperature Tptc). By controlling the energization (heating by heat generation), the air temperature that is blown into the vehicle interior from each outlet 29A to 29C by heating by the auxiliary heater 23 while appropriately cooling and dehumidifying the air in the heat absorber 9 Accurately prevent the decline. 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.

Since the auxiliary heater 23 is arranged on the upstream side of the air of the radiator 4, the air heated by the auxiliary heater 23 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 23 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.

(3) Dehumidifying / cooling mode Next, in the dehumidifying / cooling mode, the heat pump controller 32 opens the solenoid valve 17 and closes the solenoid valve 21. Further, the solenoid valve 30 is opened and the solenoid valve 40 is closed. Then, the compressor 2 is operated. The air conditioning controller 20 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 to heat the heat exchange passage 3A for heating. The auxiliary heater 23 and the radiator 4 of the above 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 solenoid valve 30. 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.

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.

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. 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.

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. In this dehumidifying / cooling mode, since the heat pump controller 32 does not energize the auxiliary heater 23, it is cooled by the endothermic 9 and the dehumidified air is reheated in the process of passing through the radiator 4 (the heat dissipation capacity is lower than that during heating). Will be done. As a result, the interior of the vehicle is dehumidified and cooled.

The heat pump controller 32 of the compressor 2 is 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) which is the target value thereof. Controls the number of revolutions NC. Further, the heat pump controller 32 calculates the target radiator pressure PCO from the above-mentioned target heater temperature TCO, 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 R), and the 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 state of the dehumidifying cooling mode. 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 in the air mix damper 28, the air in the air flow passage 3 blown out from the indoor blower 27 and passed through the heat absorber 9 is the auxiliary heater 23 of the heat exchange passage 3A for heating. And the ratio of ventilation to the radiator 4 is 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 solenoid valve 30, and the refrigerant discharged from 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 air-cooled by running or by the outside air ventilated by the outdoor blower 15 and condensed. Liquefaction. 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.

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. Further, the moisture in the air condenses and adheres to the heat absorber 9.

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. Since the dehumidified air cooled by the heat absorber 9 is blown out into the vehicle interior from the outlets 29A to 29C (a part of the air passes through the radiator 4 to exchange heat), the air inside the vehicle interior is cooled. It will be done. Further, in this cooling mode, the heat pump controller 32 uses 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 above-mentioned target heater temperature TEO which is the target value thereof. Controls the number of rotations NC.

(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 solenoid valve 17 and closes the solenoid valve 21. Further, the solenoid valve 30 is closed, the solenoid 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 in the air mix damper 28, the air in the air flow passage 3 blown out from the indoor blower 27 and passed through the heat absorber 9 is an auxiliary heater of the heat exchange passage 3A for heating. The ratio of ventilation to 23 and the radiator 4 is adjusted.

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 35 without going to the radiator 4, passes through the solenoid valve 40, and flows into the refrigerant pipe on the downstream side of the outdoor expansion valve 6. It will reach 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 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.

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. 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.

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, even in this MAX cooling mode, 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 the above-mentioned target heat absorber temperature TEO which is the target value thereof. The number of rotations NC of 2 is controlled.

(6) Auxiliary heater independent mode The control device 11 of the embodiment stops the compressor 2 and the outdoor blower 15 of the refrigerant circuit R when excessive frost is formed on the outdoor heat exchanger 7 as described later. It has an auxiliary heater independent mode in which the auxiliary heater 23 is energized and the vehicle interior is heated only by the auxiliary heater 23. Also in this case, the heat pump controller 32 controls the 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.

Further, the air conditioning controller 20 operates the indoor blower 27, and the air mix damper 28 ventilates the air in the air flow passage 3 blown out from the indoor blower 27 to the auxiliary heater 23 of the heating heat exchange passage 3A to increase the air volume. It is in a state to be adjusted. Since the air heated by the auxiliary heater 23 is blown into the vehicle interior from the outlets 29A to 29C, the interior of the vehicle is heated by this.

(7) Switching of operation mode The air conditioning controller 20 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 indoor temperature detected by the inside air temperature sensor 37, K is a coefficient, Tbal is the set temperature Tset, and the amount of solar radiation detected by the solar radiation sensor 51. It is a balance value calculated from the outside air temperature Tam detected by the SUN and 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.

The heat pump controller 32 is any 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 transmitted from the air conditioning controller 20 via the vehicle communication bus 65 at the time of activation. The operation mode is selected, and each operation mode is transmitted to the air conditioning controller 20 via the vehicle communication bus 65. After startup, the outside air temperature Tam, the humidity inside the vehicle, the target blowout 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 absorber temperature Te, which will be described later, By switching each operation mode based on parameters such as the target heat absorber temperature TEO and the presence or absence of dehumidification request in the vehicle interior, the heating mode, dehumidification heating mode, and dehumidification can be performed accurately according to the environmental conditions and the necessity of dehumidification. By switching between the cooling mode, the cooling mode, the MAX cooling mode, and the auxiliary heater independent mode, the temperature of the air blown into the vehicle interior is controlled to the target outlet temperature TAO, and comfortable and efficient vehicle interior air conditioning is realized.

(8) Control of the Compressor 2 in the Heating Mode by the Heat Pump Controller 32 Next, the control of the compressor 2 in the heating mode described above will be described in detail with reference to FIG. FIG. 4 is a control block diagram of the heat pump controller 32 that determines the target rotation speed (compressor target rotation speed) TGNCh of the compressor 2 for the heating mode. The F / F (feed forward) operation amount calculation unit 58 of the heat pump 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, 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 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 temperature TCO (transmitted from the air conditioning controller 20) and the target radiator pressure PCO which is the target value of the pressure of the radiator 4.

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 the heat pump controller 32 uses the equation (II) for the first-order lag calculation shown below. presume.
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 heat pump controller 32 makes the estimation formula (II) described above different depending on the operation mode, and estimates the heating temperature TH. Then, this 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 calculation unit 59 based on the target supercooling degree TGSC and the target heater temperature TCO. Further, the F / B (feedback) operation amount calculation unit 60 calculates the F / B operation amount 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 control upper limit value ECNpdLimHi is added by the limit setting unit 62. After the control lower limit value ECNpdLimo is set, it is determined as the compressor target rotation speed TGNCh. In the heating mode, the heat pump controller 32 controls the rotation speed NC of the compressor 2 based on the compressor target rotation speed TGNCh.

(9) Control of Compressor 2 and Auxiliary Heater 23 in Dehumidifying and Heating Mode by Heat Pump Controller 32 On the other hand, FIG. 5 determines the target rotation speed (compressor target rotation speed) TGNCc of the compressor 2 for the dehumidifying and heating mode. It is a control block diagram of a heat pump controller 32. The F / F operation amount calculation unit 63 of the heat pump controller 32 has an outside air temperature Tam, a volume air volume Ga of the air flowing into the air flow passage 3, and a target heat dissipation which is a target value of the pressure of the radiator 4 (radiator pressure PCI). The F / F manipulated variable TGNCff of the compressor target rotation speed is calculated based on the instrument pressure PCO and the target heater temperature TEO which is the target value of the temperature of the heat absorber 9 (heat absorber temperature Te).

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 (transmitted from the air conditioning controller 20) 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 limit of the control upper limit value TGNCcLimHi and the control lower limit value TGNCcLimLo is set, it is determined as the compressor target rotation speed TGNCc. In the dehumidifying / heating mode, the heat pump controller 32 controls the rotation speed NC of the compressor 2 based on the compressor target rotation speed TGNCc.

Further, FIG. 6 is a control block diagram of the heat pump controller 32 that determines the auxiliary heater requesting capacity TGQPTC of the auxiliary heater 23 in the dehumidifying heating mode. The target heater temperature TCO and the auxiliary heater temperature Tptc are input to the subtractor 73 of the heat pump controller 32, and the deviation (TCO-Tptc) between the target heater temperature TCO and the auxiliary heater temperature Tptc is calculated. This deviation (TCO-Tptc) is input to the F / B control unit 74, and the F / B control unit 74 eliminates the deviation (TCO-Tptc) so that the auxiliary heater temperature Tptc becomes the target heater temperature TCO. Calculate the required capacity F / B operation amount.

The auxiliary heater requesting capacity F / B operation amount Qafb calculated by the F / B control unit 74 is set as the auxiliary heater requesting capacity TGQPTC after the limit of the control upper limit value QptcLimHi and the control lower limit value QptcLimLo is set by the limit setting unit 76. It is determined. In the dehumidifying heating mode, the controller 32 controls the energization of the auxiliary heater 23 based on the auxiliary heater required capacity TGQPTC, so that the auxiliary heater temperature Tptc becomes the target heater temperature TCO and the auxiliary heater 23 generates heat (heating). To control.

In this way, the heat pump controller 32 controls the operation of the compressor based on the endothermic temperature Te and the target endothermic temperature TEO in the dehumidifying heating mode, and also controls the heat generation of the auxiliary heater 23 based on the target heater temperature TCO. As a result, the cooling and dehumidification by the heat absorber 9 and the heating by the auxiliary heater 23 in the dehumidification and heating mode are accurately controlled. This makes it possible to control the temperature to a more accurate heating temperature while dehumidifying the air blown into the vehicle interior more appropriately, and realize more comfortable and efficient dehumidification and heating of the vehicle interior. 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 air volume of the air flowing into the air flow passage 3 described above, Te is the temperature of the endothermic absorber, 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 has an air volume of the ratio based on the air volume ratio SW that ventilates the radiator 4 and the auxiliary heater 23 of the heat exchange passage 3A for heating calculated by the above formula (the following formula (III)). 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 volume ratio SW that ventilates the radiator 4 and the auxiliary heater 23 of the heat exchange passage 3A for heating changes in the range of 0 ≦ SW ≦ 1, and “0” does not allow ventilation to 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 ventilated to the bypass passage 3B, and the air mix fully open state in which all the air in the air flow passage 3 is ventilated to the heating heat exchange passage 3A in "1". It becomes. That is, the air volume to the radiator 4 is Ga × SW.

(11) Judgment of frost formation in the outdoor heat exchanger and control of the compressor, etc. associated therewith As described above, in the heating mode, the refrigerant evaporates in the outdoor heat exchanger 7 and absorbs heat from the outside air to become a low temperature, so that the outdoor heat exchange is performed. Moisture in the outside air forms frost and adheres to the vessel 7. When this frost formation grows, heat exchange between the outdoor heat exchanger 7 and the outside air ventilated therein is hindered, so that the operating efficiency of the compressor 2 decreases. In addition, over-frosting may cause damage to the outdoor blower 15 and the like. Therefore, the heat pump controller 32 determines the progress state of frost formation on the outdoor heat exchanger 7 as follows.

(11-1) Judgment of progress of frost formation on outdoor heat exchanger and control of compressor, etc. (Part 1)
Next, an example of determining the progress state of frost formation on the outdoor heat exchanger 7 and controlling the compressor 2 and the like based on the determination will be described with reference to FIGS. 7 and 8. In this embodiment, the heat pump controller 32 has the current refrigerant evaporation temperature TXO of the outdoor heat exchanger 7 obtained from the outdoor heat exchanger temperature sensor 54 and no frost on the outdoor heat exchanger 7 in a low humidity environment. Based on the refrigerant evaporation temperature TXObase of the outdoor heat exchanger 7 at the time of frost formation, the progress state of frost formation on the outdoor heat exchanger 7 is determined.

The heat pump controller 32 first determines whether or not the vehicle has been started in step S1 of FIG. 7 and whether or not there is an air conditioning request (hereinafter referred to as HP air conditioning request) in the vehicle interior by the vehicle air conditioner 1. .. In this case, whether or not the vehicle has been started is determined from the ignition (IG) ON information (transmitted from the air conditioning controller 20). Further, the HP air conditioning request is an operation request of the vehicle air conditioner 1, and whether or not there is this HP air conditioning request is determined by turning on the ON / OFF switch of the air conditioner provided in the air conditioning operation unit 53 in the embodiment. Judgment is made from the information (transmitted from the air conditioning controller 20) as to whether or not the condition is correct.

Then, when the vehicle is started and there is an HP air conditioning request, the heat pump controller 32 proceeds to step S2, and if not, proceeds to step S18. In step S18, the heat pump controller 32 determines whether or not there is an HP air conditioning request, and when there is an HP air conditioning request, that is, when there is an HP air conditioning request regardless of whether or not the vehicle is started, step S2 If there is no HP air conditioning request in step S18, the process proceeds to step S19.

In step S2, the heat pump controller 32 determines whether or not the vehicle air conditioner 1 (HP) has been determined to be faulty, and if it is determined to be faulty, proceeds to step S12 to stop the compressor 2 (HP operation failure). permission). On the other hand, if the failure is not determined in step S2, the process proceeds to step S3, and it is determined whether or not the severe frost flag fFST2 is currently reset (“0”). Assuming that the heavy frost flag fFST2 is currently reset, the heat pump controller 32 proceeds to step S4 to determine whether the current operation mode is the heating mode.

Then, when the current operation mode is the heating mode, the process proceeds to step S5, and the difference ΔTXO (ΔTXO = TXObase-TXO) between the refrigerant evaporation temperature TXObase and the current refrigerant evaporation temperature TXO at the time of no frost is calculated (calculated). do. In this case, the heat pump controller 32 estimates the refrigerant evaporation temperature TXObase of the outdoor heat exchanger 7 at the time of no frost by calculating using the following equation (IV).

TXObase = f (Tam, NC, Ga * SW, VSP, PCI)
= K1 x Tam + k2 x NC + k3 x Ga * SW + k4 x VSS + k5 x PCI
・ ・ (IV)
Here, Tam, which is a parameter of the equation (IV), is the outside air temperature obtained from the outside air temperature sensor 33, NC is the rotation speed of the compressor 2, Ga * SW is the air volume to the radiator 4, and VSP is obtained from the vehicle speed sensor 52. The vehicle speed and PCI to be obtained are radiator pressures, and k1 to k5 are coefficients, which are obtained by experiments in advance.

The outside air temperature Tam is an index indicating the suction air temperature (environmental condition) of the outdoor heat exchanger 7, and the lower the outside air temperature Tam (the suction air temperature of the outdoor heat exchanger 7), the lower the TXObase tends to be. Therefore, the coefficient k1 is a positive value. Similarly, the index indicating the suction air temperature of the outdoor heat exchanger 7 is not limited to the outside air temperature Tam.
Further, the rotation speed NC of the compressor 2 is an index indicating the refrigerant flow rate (operating condition) in the refrigerant circuit R, and the higher the rotation speed NC (the larger the refrigerant flow rate), the lower the TXObase tends to be. Therefore, the coefficient k2 has a negative value.
Further, Ga * SW is an index indicating the passing air volume (operating condition) of the radiator 4, and the larger the Ga * SW (the larger the passing air volume of the radiator 4), the lower the TXObase tends to be. Therefore, the coefficient k3 has a negative value. The index indicating the amount of air passing through the radiator 4 is not limited to this, and the blower voltage BLV of the indoor blower 27 may be used.
Further, the vehicle speed VSP is an index indicating the passing wind speed (operating condition) of the outdoor heat exchanger 7, and the lower the vehicle speed VSP (the lower the passing wind speed of the outdoor heat exchanger 7), the lower the TXObase tends to be. Therefore, the coefficient k4 is a positive value. The index indicating the passing wind speed of the outdoor heat exchanger 7 is not limited to this, and the voltage of the outdoor blower 15 may be used.
Further, the radiator pressure PCI is an index indicating the refrigerant pressure (operating condition) of the radiator 4, and the higher the radiator pressure PCI, the lower the TXObase tends to be. Therefore, the coefficient k5 has a negative value.
The parameters of the formula (IV) of this embodiment are the outside air temperature Tam, the rotation speed NC of the compressor 2, the passing air volume Ga * SW of the radiator 4, the vehicle speed VSS, and the radiator pressure PCI. The parameter of IV) is not limited to all of the above, and any one of them or a combination thereof may be used.

Then, in step S5, the heat pump controller 32 substitutes the values of the current parameters into the equation (IV) to obtain the difference between the refrigerant evaporation temperature TXObase at the time of no frost and the current refrigerant evaporation temperature TXO ΔTXO (ΔTXO). = TXObase-TXO) is calculated. Next, the heat pump controller 32 determines in step S6 whether or not a predetermined time has elapsed after starting the heating mode, and if it is the initial start-up and the predetermined time has not elapsed, the process proceeds to step S17 to operate the compressor 2. (HP operation) is continued. That is, the compressor 2 does not stop and allows the execution of the heating mode.

When a predetermined time has elapsed from the activation of the heating mode in step S6, the heat pump controller 32 proceeds to step S7, the refrigerant evaporation temperature TXO is lower than the refrigerant evaporation temperature TXObase at the time of no frost, and the difference ΔTXO is predetermined. It is judged whether or not the normal frost formation judgment condition of is satisfied.

In this normal frost determination condition, in the embodiment, the refrigerant evaporation temperature TXO is lower than the refrigerant evaporation temperature TXObase at the time of no frost, and the difference ΔTXO is larger than the first threshold value A1 (for example, 3 deg). When the state is continued for the first predetermined time t1 (for example, 60 seconds) and the difference ΔTXO satisfies this normal frost determination condition, mild frost is growing on the outdoor heat exchanger 7. It can be judged as a thing.

Then, if the state in which the difference ΔTXO is still larger than the first threshold value A1 has not continued for the first predetermined time t1, the process proceeds to step S17, and the operation of the compressor 2 (HP operation) is continued. On the other hand, when the state in which the difference ΔTXO is larger than the first threshold value A1 continues for t1 for the first predetermined time in step S7, the heat pump controller 32 satisfies the normal frost formation determination condition for the difference ΔTXO (outdoor heat exchanger 7). It is determined that slight frost formation has occurred), and the process proceeds from step S7 to step S8.

Here, in FIG. 8, the solid line shows the change in the refrigerant evaporation temperature TXO of the outdoor heat exchanger 7, and the broken line shows the change in the refrigerant evaporation temperature TXObase at the time of no frost formation. In the initial state (non-frosting) when the operation is started, the refrigerant evaporation temperature TXO of the outdoor heat exchanger 7 and the refrigerant evaporation temperature TXObase at the time of no frost are substantially the same value. As the heating mode progresses, the temperature inside the vehicle interior is warmed up, and the load on the vehicle air conditioner 1 decreases, so the above-mentioned refrigerant flow rate and the amount of air passing through the radiator 4 also decrease. The calculated TXObase (broken line in FIG. 8) increases.

On the other hand, when frost is formed on the outdoor heat exchanger 7, the heat exchange performance with the outside air is hindered, so that the refrigerant evaporation temperature TXO (solid line) decreases and eventually falls below TXObase. Then, light frost grows on the outdoor heat exchanger 7, the refrigerant evaporation temperature TXO further decreases, and the difference ΔTXO (TXObase-TXO) becomes larger than the first threshold value A1, and the state is the first predetermined state. When the time t1 is continued, the heat pump controller 32 determines in step S7 that the difference ΔTXO satisfies the above-mentioned normal frost determination condition (mild frost is generated in the outdoor heat exchanger 7), and in step S8. The normal frost flag fFST1 is set (“1”) (step S7 and step S8 are normal frost determination).

Next, the heat pump controller 32 proceeds to step S9, and this time, the refrigerant evaporation temperature TXO is lower than the refrigerant evaporation temperature TXObase at the time of no frost, and the difference ΔTXO is a predetermined first severe frost determination condition (first). It is judged whether or not the condition for determining severe frost formation) is satisfied.

The first severe frost determination condition is that, in the embodiment, the refrigerant evaporation temperature TXO is lower than the refrigerant evaporation temperature TXObase at the time of no frost, and the difference ΔTXO is the second threshold value A2 (1) (for example, 15 deg, etc.). ) Continued for a second predetermined time t2 (1) (for example, 30 seconds, etc.), and when the difference ΔTXO satisfies the first severe frost determination condition, the outdoor heat exchange It can be determined that excessive frost formation on the vessel 7 is progressing in a short time.

Then, if the state in which ΔTXO is still larger than the second threshold value A2 (1) does not continue for the second predetermined time t2 (1), the process proceeds to step S16, and this time ΔTXO determines the predetermined second severe frost formation. It is judged whether or not the condition (another severe frost judgment condition) is satisfied.

The second severe frost determination condition is that, in the embodiment, the refrigerant evaporation temperature TXO is lower than the refrigerant evaporation temperature TXObase at the time of no frost, and the difference ΔTXO is another second threshold value A2 (2) (for example). , 5deg, etc.) is continued for another second predetermined time t2 (2) (for example, 60 minutes, etc.), and the difference ΔTXO satisfies this second severe frost determination condition. In this case, it can be determined that moderate frost formation continues on the outdoor heat exchanger 7 for a long time.

Then, if the state in which ΔTXO is still larger than the second threshold value A2 (2) in step S16 does not continue for the second predetermined time t2 (2), the process proceeds to step S17, and the compressor 2 is operated (HP operation). continue.

The second threshold value A2 (1) of the first severe frost determination condition is extremely larger than the first threshold value A1 of the normal frost determination condition described above, and the second predetermined time t2 (1) is the first. It is shorter than the predetermined time t1 of. Further, the second threshold value A2 (2) of the second severe frost determination condition is larger than the first threshold value A1 of the normal frost determination condition described above, and the second predetermined time t2 (2) is the second. It is extremely longer than the predetermined time t1 of 1. Then, both of the first and second severe frost determination conditions can determine that the frost on the outdoor heat exchanger 7 has progressed more than the normal frost determination conditions.

After the normal frosting flag fFST1 is set in step S8, the frosting on the outdoor heat exchanger 7 further increases and the refrigerant evaporation temperature TXO shown in FIG. 8 further decreases, and the difference ΔTXO (TXObase-TXO) When the state in which is larger than the second threshold value A2 (1) continues for the second predetermined time t2 (1), the heat pump controller 32 satisfies the difference ΔTXO in step S9 to satisfy the first severe frost determination condition. It is determined that excessive frost formation has progressed to the outdoor heat exchanger 7 in a short time, and the process proceeds to step S10.

Further, when the state in which the difference ΔTXO is larger than the other second threshold value A2 (2) continues for another second predetermined time t2 (2), the heat pump controller 32 has the difference ΔTXO in step S16. It is determined that the condition for determining severe frost formation in 2 is satisfied, moderate frost formation continues for a long time in the outdoor heat exchanger 7, and the process proceeds to step S10. Then, the heat pump controller 32 sets the heavy frost flag fFST2 (“1”) in step S10, and proceeds to step S11 (step S9, step S16, and step S10 determine severe frost).

The heat pump controller 32 includes a non-volatile memory (EEP-ROM) 80, and sets (“1”) and resets (“0”) the normal frost flag fFST1 and the heavy frost flag fFST2. Even when the air conditioner 1 for a vehicle is stopped and the power of the controller 11 (air conditioning controller 20, heat pump controller 32) is cut off by storing in the non-volatile memory 80, the normal frost flag fFST1 and the severe frost flag It is assumed that the state of fFST2 is held in the non-volatile memory 80.

In step S11, in the heat pump controller 32, is the heating temperature TH, which is the temperature of the air on the downstream side of the radiator 4, lower than the target heater temperature TCO-α (α is a relatively small differential), which is the target value of the temperature of the radiator 4. Judge whether or not. As described above, this target heater temperature TCO calculated from the target outlet temperature TAO is the required capacity of the radiator 4. The heating temperature TH indicates the current heating capacity of the radiator 4. Therefore, when TH ≧ TCO-α (that is, TCO-TH ≦ α), the heating capacity of the radiator 4 satisfies the required capacity. Then, when the heating capacity of the radiator 4 satisfies the required capacity (No in step S11), the heat pump controller 32 proceeds to step S17 to continue the operation of the compressor 2.

On the other hand, when the heating temperature TH is lower than the target heater temperature TCO in step S11 and the difference is larger than α (Yes: the heating capacity of the radiator 4 does not satisfy the required capacity), the heat pump controller 32 moves to step S12. Proceed to stop the compressor 2 (HP operation not permitted). That is, when the difference ΔTXO satisfies the above-mentioned first or second severe frost determination condition, the heavy frost flag fFST2 is set, the heating temperature TH is lower than the target heater temperature TCO, and the difference is larger than α. , The heat pump 32 prohibits the operation of the compressor 2.

Then, the heat pump controller 32 proceeds to step S13, and performs the same heating operation as the above-mentioned auxiliary heater independent mode in which the auxiliary heater 23 is energized to heat the vehicle interior. That is, the heat pump controller 32 stops the compressor 2 and the outdoor blower 15 of the refrigerant circuit R, energizes the auxiliary heater 23, and heats the vehicle interior only by the auxiliary heater 23. As long as the heavy frost flag fFST2 is set (“1”), the heat pump controller 32 will proceed from step S3 to step S11, so that in a situation where the heating capacity of the radiator 4 satisfies the required capacity (step). In S11, No), the operation of the compressor 2 is continued by proceeding to step S17, and in the situation where the condition is not satisfied (YES in step S11), the operation of the compressor 2 is prohibited by proceeding to step S12, and the auxiliary heater independent mode is set. Similar heating of the passenger compartment will be performed.

Next, it is determined in step S14 whether the above-mentioned normal frost flag fFST1 is set (“1”) or the heavy frost flag fFST2 is set (“1”), and the normal frost flag is set. If fFST1 or the severe frosting flag fFST2 is set (“1”), the process proceeds to step S15 to set the frosting request flag fDFSTReq (“1”). The heat pump controller 32 notifies the air conditioning controller 20 that the defrosting request flag fDFSTReq has been set (“1”) as a defrosting request (FIG. 2).

On the other hand, if the vehicle is started in step S1 and there is no HP air conditioning request and there is no HP air conditioning request even after proceeding to step S18, the heat pump controller 32 proceeds to step S19. In this step S19, the heat pump controller 32 determines whether or not the defrost request flag fDFSTReq is set (“1”), and if it is reset (“0”), proceeds to step S24 and is held in the non-volatile memory 80. The states of the normal frost flag fFST1 and the heavy frost flag fFST2 are kept as the previous states (previous values).

On the other hand, when the defrosting request flag fDFSTReq is set (“1”) in step S15 described above, the heat pump controller 32 proceeds from step S19 to step S20, and whether or not the air conditioning controller 20 has notified the defrosting permission. to decide.

Here, when the heat pump controller 32 notifies the air conditioning controller 20 that the defrosting request flag fDFSTReq has been set as a defrosting request, the current state of the vehicle is the defrosting permission of the outdoor heat exchanger 7. By determining whether or not the conditions are satisfied, it is determined whether or not the outdoor heat exchanger 7 can be defrosted. The defrosting permission condition in the case of the embodiment is that the above-mentioned HP air conditioning requirement is not satisfied, and the battery 75 is being charged (the vehicle is stopped) or the remaining amount of the battery 75 is equal to or more than a predetermined value.

The air conditioning controller 20 sets the defrosting permission flag fDFSTPerm (“1”) when the current state of the vehicle satisfies the above defrosting permission condition. The fact that the defrosting permission flag fDFSTPerm is set (“1”) is notified from the air conditioning controller 20 to the heat pump controller 32 as defrosting permission (FIG. 2). When the air conditioning controller 20 notifies the heat pump controller 32 of the defrosting permission, the heat pump controller 32 proceeds from step S20 to step S21 to perform the defrosting operation of the outdoor heat exchanger 7, and if not notified, proceeds to step S24.

In the defrosting operation of step S21, the heat pump controller 32 sets the refrigerant circuit R to the heating mode, fully opens the valve opening of the outdoor expansion valve 6, and sets the air volume ratio SW by the air mix damper 28 to “0”. The heating heat exchange passage 3A is not ventilated (the radiator 4 is not ventilated). Then, the compressor 2 is operated, and the high-temperature refrigerant discharged from the compressor 2 is allowed to flow into the outdoor heat exchanger 7 via the radiator 4 and the outdoor expansion valve 6, and frost is formed on the outdoor heat exchanger 7. Melt.

Then, in step S22, in the heat pump controller 32, the temperature of the outdoor heat exchanger 7 detected by the outdoor heat exchanger temperature sensor 54 (in this case, the outdoor heat exchanger temperature TXO) is a predetermined defrosting end temperature (for example, + 3 ° C., etc.). ) It is determined whether or not the higher state continues for a predetermined time (for example, several minutes) (defrosting end condition), the defrosting of the outdoor heat exchanger 7 is completed, and the outdoor heat exchanger temperature TXO is set. When the defrosting end condition is satisfied, it is assumed that the defrosting is completed by proceeding to step S23, and the above-mentioned normal frosting flag fFST1 and severe frosting flag fFST2 are reset (“0”) (steps S19 to S24). Is defrost control).

As a result, if the process proceeds from step S1 to step S2 and step S3, the process proceeds to step S4. Become.

(11-2) Judgment of the progress of frost formation on the outdoor heat exchanger and control of the compressor, etc. (Part 2)
Next, another example of determining the progress state of frost formation of the outdoor heat exchanger 7 and controlling the compressor 2 and the like will be described with reference to FIG. The heat pump controller 32 performs the same control as in FIG. 7 in this example, but the difference ΔTXO in FIG. 7 is replaced with the difference ΔPXO described later. In this embodiment, the heat pump controller 32 does not frost on the outdoor heat exchanger 7 in a low humidity environment with the current refrigerant evaporation pressure PXO of the outdoor heat exchanger 7 obtained from the outdoor heat exchanger pressure sensor 56. Based on the refrigerant evaporation pressure PXObase of the outdoor heat exchanger 7 at the time of no frost formation, the progress state of frost formation on the outdoor heat exchanger 7 is determined. In this case, the heat pump controller 32 estimates the refrigerant evaporation pressure PXObase of the outdoor heat exchanger 7 at the time of no frost by calculating using the following equation (V).

PXObase = f (Tam, NC, Ga * SW, VSP, PCI)
= K6 x Tam + k7 x NC + k8 x Ga * SW + k9 x VSS + k10 x PCI
・ ・ (V)
Since each parameter of the equation (V) is the same as that of the equation (IV), the description thereof will be omitted. Further, each coefficient k6 to k10 has the same tendency (positive or negative) as each of the above-mentioned coefficients k1 to k5.

In FIG. 9, the solid line shows the change in the refrigerant evaporation pressure PXO of the outdoor heat exchanger 7, and the broken line shows the change in the refrigerant evaporation pressure PXObase at the time of no frost formation. At the initial stage of startup (non-frosting), the refrigerant evaporation pressure PXO of the outdoor heat exchanger 7 and the refrigerant evaporation pressure PXObase at the time of no frost are substantially the same value. As the heating mode progresses, the temperature inside the vehicle interior is warmed up, and the load on the vehicle air conditioner 1 decreases, so the above-mentioned refrigerant flow rate and the amount of air passing through the radiator 4 also decrease. The calculated PXObase (broken line in FIG. 9) increases.

On the other hand, when frost is formed on the outdoor heat exchanger 7, the heat exchange performance with the outside air is hindered, so that the refrigerant evaporation pressure PXO (solid line) decreases and eventually falls below the PXObase. In the case of this embodiment, the heat pump controller 32 obtains the refrigerant evaporation pressure PXObase at the time of no frost and the current refrigerant evaporation obtained by substituting the values of the current parameters into the equation (V) in step S5 of FIG. The difference ΔPXO (ΔPXO = PXObase-PXO) from the pressure PXO is calculated (calculated). After that, the difference ΔTXO in steps S7, S9, and S16 of FIG. 7 is replaced with the difference ΔPXO for control. However, the first threshold value A1 and the second threshold values A2 (1) and A2 (2), the first predetermined time t1 and the second predetermined time t2 (1) and t2 (2) are different from the case of the difference ΔTXO. It shall be different.

As described above, in the present invention, the heat pump controller 32 does not adhere to the refrigerant evaporation temperature TXO when the refrigerant evaporation temperature TXO of the outdoor heat exchanger 7 is lower than the refrigerant evaporation temperature TXObase of the outdoor heat exchanger 7 when there is no frost. Difference from refrigerant evaporation temperature TXObase during frost Based on ΔTXO = TXObase-TXO, or the refrigerant evaporation pressure PXO of the outdoor heat exchanger 7 is lower than the refrigerant evaporation pressure PXObase of the outdoor heat exchanger 7 during non-frost. Based on the difference ΔPXO = PXObase-PXO between the refrigerant evaporation pressure PXO at the time and the refrigerant evaporation pressure PXObase at the time of no frost, the progress state of frost formation on the outdoor heat exchanger 7 is determined, and the difference ΔTXO or the difference. When ΔPXO satisfies a predetermined normal frost determination condition, the normal frost flag fFST1 is set (“1”), and when this normal frost flag fFST1 is set (“1”), the defrost request flag is set. The fDFSTReq is set (“1”) to make a predetermined defrosting request, and even when the power of the control device 11 is turned off, the state of the normal frosting flag fFST1 is maintained, and the execution of the heating mode is permitted. Therefore, even if the progress of frost formation in the outdoor heat exchanger 7 satisfies the normal frost formation determination condition, the heating inside the vehicle interior is continued. Further, since the state of the normal frost flag fFST1 is maintained even when the power supply of the control device 11 is cut off, the execution of the heating mode is permitted even when the vehicle is stopped and then started.

That is, when the degree of frost formation of the outdoor heat exchanger 7 is such that the normal frost formation determination condition is satisfied, the heating of the vehicle interior is continued when the vehicle and the vehicle air conditioner 1 are in operation. When the vehicle and the vehicle air conditioner 1 are activated, heating can be performed from the time of activation to maintain comfort.

Then, when the heat pump controller 32 sets the defrosting request flag fDFSTReq (“1”) and makes a defrosting request, the air conditioning controller 20 determines whether or not the outdoor heat exchanger 7 can be defrosted and permits it. Since the heat pump controller 32 defrosts the outdoor heat exchanger 7 and resets (“0)” the normal frost setting flag fFST1, the outdoor heat exchanger 7 is defrosted to cause frost formation. It is possible to suppress the accompanying decrease in operating efficiency. In this case, since the heat pump controller 32 normally maintains the state of the frost formation flag fFST1 even when the power is cut off, the vehicle is temporarily stopped and the outdoor air conditioner 1 is turned off even after the power is turned off. The defrosting of the heat exchanger 7 will be surely performed.

Regarding the permission to defrost the outdoor heat exchanger 7, the air conditioning controller 20 has no air conditioning requirement (HP air conditioning requirement) in the vehicle interior as in the embodiment, and the battery 75 for driving the compressor 2 is used. Defrosting of the outdoor heat exchanger 7 may be permitted provided that the battery is being charged or the remaining amount of the battery 75 is equal to or higher than a predetermined value, or other conditions (environmental conditions such as outside air temperature). Or the state of the vehicle air conditioner 1).

Further, as in the embodiment, the control device 11 is composed of an air conditioning controller 20 to which an air conditioning operation unit 53 for performing an air conditioning setting operation in the vehicle interior is connected, and a heat pump controller 32 that controls the operation of the compressor 2. When the air conditioning controller 20 and the heat pump controller 32 transmit and receive information via the vehicle communication bus 65, the heat pump controller 32 calculates the difference ΔTXO or the difference ΔPXO as described above, and the difference ΔTXO. Or, when the difference ΔPXO satisfies the normal frosting determination condition, the normal frosting flag fFST1 is set (“1”), a defrosting request is made to the air conditioning controller 20, and the defrosting permission is granted from the air conditioning controller 20. When notified, the outdoor heat exchanger 7 is defrosted, the normal defrosting flag fFST1 is reset (“0”), and when the air conditioning controller 20 receives a defrosting request from the heat pump controller 32, the outdoor heat is removed. It is determined whether or not the exchanger 7 can be defrosted, and if it is permitted, the defrosting permission flag fDFSTPerm is set (“1”) to notify the heat pump controller 32 of the defrosting permission of the outdoor heat exchanger 7. This makes it possible to comfortably heat and air-condition the interior of the vehicle and appropriately suppress a decrease in operating efficiency due to frost formation in the outdoor heat exchanger 7.

Further, in the embodiment, the heat pump controller 32 has first and second severe frost determination conditions for determining that the frost on the outdoor heat exchanger 7 has progressed more than the normal frost determination condition. When the difference ΔTXO or the difference ΔPXO satisfies any of the severe frost determination conditions, the heavy frost flag fFST2 is set (“1”), and the heavy frost flag fFST2 is set. Also sets the defrosting request flag fDFSTReq (“1”) to make a defrosting request, and even when the power of the heat pump controller 32 is cut off, the state of the heavy frosting flag fFST2 is maintained and the compressor in the heating mode. Since the operation of No. 2 is prohibited, frost formation on the outdoor heat exchanger 7 proceeds further than the above-mentioned normal frost formation judgment condition, and the first or second severe frost formation judgment condition is satisfied. If this happens, the compressor 2 can be stopped to prevent further deterioration in operating efficiency and occurrence of over-frost formation.

In the embodiment, the first severe frost determination condition and the second severe frost determination condition are performed in two stages of severe frost determination, but the determination is made by any one of the severe frost determination conditions. You may. However, by making a two-step judgment as in the embodiment, excessive frosting progresses on the outdoor heat exchanger 7 in a short time, and moderate frosting continues on the outdoor heat exchanger 7 for a long time. It becomes possible to judge both of what is happening.

Further, in the embodiment, an auxiliary heater 23 is provided in the heating heat exchange passage 3A of the air flow passage 3, and the heat pump controller 32 determines that the difference ΔTXO or the difference ΔPXO is the first or second severe frost formation. When the operation of the compressor 2 is prohibited by satisfying the conditions, the passenger compartment is heated by the auxiliary heater 23, so that the progress of frost formation of the outdoor heat exchanger 7 is the first or second severe. Even after the frost formation determination condition is satisfied and the operation of the compressor 2 is prohibited, the auxiliary heater 23 enables the heating of the vehicle interior to be continued.

Then, even when the progress state of frost formation of the outdoor heat exchanger 7 satisfies the first or second severe frost formation determination condition and the defrosting request is made as described above, the air conditioning controller 20 also makes the outdoor heat exchanger 20. If it is determined whether or not the defrosting of 7 is possible and permitted, the heat pump controller 32 defrosts the outdoor heat exchanger 7 and resets the heavy frosting flag fFST2. By defrosting, it is possible to suppress a decrease in operating efficiency due to frost formation. In this case as well, the heat pump controller 32 maintains the state of the severe frost flag fFST2 even when the power is cut off, so that even after the vehicle is stopped once and the power of the vehicle air conditioner 1 is turned off, Defrosting of the outdoor heat exchanger 7 will be surely performed.

Regarding the permission to defrost the outdoor heat exchanger 7, the air conditioning controller 20 also has no air conditioning requirement (HP air conditioning requirement) in the vehicle interior and drives the compressor 2 as in the embodiment. Defrosting of the outdoor heat exchanger 7 may be permitted provided that the battery 75 is being charged or the remaining amount of the battery 75 is equal to or higher than a predetermined value.

Similarly, as in the embodiment, the control device 11 is composed of an air conditioning controller 20 to which an air conditioning operation unit 53 for performing an air conditioning setting operation in the vehicle interior is connected, and a heat pump controller 32 that controls the operation of the compressor 2. Then, when the air conditioning controller 20 and the heat pump controller 32 transmit and receive information via the vehicle communication bus 65, the heat pump controller 32 also calculates the difference ΔTXO or the difference ΔPXO in this case as well. When the difference ΔTXO or the difference ΔPXO satisfies the first or second severe frost determination condition, the heavy frost flag fFST2 is set (“1”) and the defrost request flag fDFSTReq is set (“1”). Then, when a defrosting request is made to the air conditioning controller 20 and the defrosting permission is notified from the air conditioning controller 20, the outdoor heat exchanger 7 is defrosted, the heavy frosting flag fFST2 is reset (“0”), and the defrosting is performed. When the heat pump controller 32 requests defrosting, the air conditioning controller 20 determines whether or not the outdoor heat exchanger 7 can be defrosted, and if it permits, sets the defrosting permission flag fDFSTPerm (“1”). By notifying the heat pump controller 32 of the defrosting permission of the outdoor heat exchanger 7, the operation efficiency due to the frost formation of the outdoor heat exchanger 7 can be appropriately reduced while comfortably heating and air-conditioning the passenger compartment. It will be possible to suppress it.

Further, as in the embodiment, the normal frost formation determination condition is that the difference ΔTXO or the state in which the difference ΔPXO is larger than the first threshold value A1 continues for the first predetermined time t1, and the first and second severe frosts are formed. The determination condition is that the difference ΔTXO or the state in which the difference ΔPXO is larger than the second threshold values A2 (1) and A2 (2) continues for the second predetermined time t2 (1) and t2 (2). If the threshold values A2 (1) and A2 (2) of 2 are larger than the first threshold value A1, the compressor 2 is operated to continue the heating mode according to the degree of frost formation of the outdoor heat exchanger 7. It becomes possible to accurately make a stepwise judgment as to whether or not to prohibit the operation of the compressor 2.

The first predetermined time t1 and the second predetermined times t2 (1) and t2 (2) of each frost formation determination condition are not limited to the conditions of the examples, and for example, the first predetermined time t1 and the second. The predetermined time t2 (1) and t2 (2) are the same, or the second predetermined time t2 (1) is longer than the first predetermined time t1 and the second predetermined time t2 (2) is the first predetermined time. The time may be shorter than t1, and it may be appropriately set according to the apparatus within a range that does not deviate from the objectives (stepwise determination) of the normal frost determination condition and the first and second severe frost determination conditions.

Further, as in the embodiment, the heat pump controller 32 determines the refrigerant evaporation temperature TXObase of the outdoor heat exchanger at the time of no frost, or the outdoor heat at the time of no frost, based on the environmental conditions and / or the index indicating the operating condition. By estimating the refrigerant evaporation pressure PXObase of the exchanger, it becomes possible to accurately detect the progress of frost formation in the outdoor heat exchanger 7.

Next, FIG. 10 shows a configuration diagram of a vehicle air conditioner 1 of another embodiment to which the present invention is applied. 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 outlet of the supercooling unit 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 is in the forward direction on the refrigerant pipe 13B (indoor expansion valve 8) side.

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 (hereinafter referred to as the second bypass pipe) 13F is the solenoid valve 22 (for dehumidification). It is communicated with the refrigerant pipe 13B on the downstream side of the check valve 18 via the check valve 18. Further, an evaporation pressure adjusting valve 70 is connected to the refrigerant pipe 13C on the outlet side of the heat absorber 9 on the downstream side of the refrigerant of the internal heat exchanger 19 and on the upstream side of the refrigerant from the confluence with the refrigerant pipe 13D. .. The solenoid valve 22 and the evaporation pressure adjusting valve 70 are also connected to the output of the heat pump controller 32. The bypass device 45 including the bypass pipe 35, the solenoid valve 30, and the solenoid valve 40 in FIG. 1 of the above-described embodiment is not provided. Others are the same as in FIG. 1, and the description thereof will be omitted.

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 and executes each operation mode of the heating mode, the dehumidifying heating mode, the internal cycle mode, the dehumidifying cooling mode, the cooling mode, and the auxiliary heater independent mode (MAX cooling mode exists in this embodiment). do not). 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 those in the above-described embodiment (Example 1), the description thereof will be omitted. However, in this embodiment (Example 3), the solenoid valve 22 is closed in the heating mode, the dehumidifying cooling mode, and the cooling mode.

(12) Dehumidifying and heating mode of the vehicle air conditioner 1 of FIG. 10 On the other hand, when the dehumidifying and heating mode is selected, in this embodiment, the heat pump controller 32 opens the solenoid valve 21 (for heating) and the solenoid valve 17 (for heating). Close (for cooling). Also, the solenoid valve 22 (for dehumidification) is opened. Then, the compressor 2 is operated. The air conditioning controller 20 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 to heat the heat exchange passage 3A for heating. The auxiliary heater 23 and the radiator 4 of the above 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. Since the air in the air flow passage 3 flowing into the heat exchange passage 3A for heating is ventilated to the radiator 4, the air in the air flow passage 3 is heated by the high temperature refrigerant in the radiator 4, while the radiator The refrigerant in 4 is deprived of heat by air, cooled, and condensed.

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 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.

Further, 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 second bypass pipe 13F and the refrigerant pipe 13B via the solenoid valve 22 via the internal heat exchanger 19. Will be. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 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.

The refrigerant evaporated in the heat absorber 9 joins the refrigerant from the refrigerant pipe 13D in the refrigerant pipe 13C through the internal heat exchanger 19 and the evaporation pressure adjusting valve 70 in that order, and then is sucked into the compressor 2 through the accumulator 12. repeat. 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 air conditioning controller 20 transmits the target heater temperature TCO (target value of 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 target heater temperature TCO, and the target radiator pressure PCO and the refrigerant of the radiator 4 detected by the radiator pressure sensor 47. The rotation speed NC of the compressor 2 is controlled based on the pressure (radiator pressure PCI; high pressure of the refrigerant circuit R), and the heating by the radiator 4 is controlled. Further, 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. Further, the heat pump controller 32 opens / closes the evaporation pressure adjusting valve 70 (expands the flow path) / closes (a small amount of refrigerant flows) based on the temperature Te of the heat absorber 9 detected by the heat absorber temperature sensor 48. Prevents the inconvenience of freezing due to the temperature of the

(13) Internal Cycle Mode of Vehicle Air Conditioning Device 1 of FIG. 10 In the internal cycle mode, the heat pump controller 32 fully closes the outdoor expansion valve 6 (fully closed position) in the dehumidifying and heating mode. The solenoid valve 21 is closed. By closing the outdoor expansion valve 6 and the solenoid valve 21, 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, so that the radiator 4 All of the condensed refrigerant flowing through the refrigerant pipe 13E flows through the solenoid valve 22 to the second bypass pipe 13F. Then, the refrigerant flowing through the second bypass 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.

The refrigerant evaporated in the heat absorber 9 flows through the refrigerant pipe 13C in sequence through the internal heat exchanger 19 and the evaporation pressure adjusting valve 70, 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.

The air conditioning controller 20 transmits the target heater temperature TCO (target value of 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 rotation speed NC of the compressor 2 is controlled based on the refrigerant pressure (radiator pressure PCI; high pressure of the refrigerant circuit R), and the heating by the radiator 4 is controlled.

Then, also in the case of this embodiment, by performing the frost formation determination of the outdoor heat exchanger 7 and the control of the compressor 2 and the like described above (11), the outdoor heat exchanger can be comfortably heated and air-conditioned while the interior of the vehicle is comfortably heated and air-conditioned. It becomes possible to suppress a decrease in operating efficiency due to frost formation in 7.

The numerical values and the like shown in each embodiment are not limited to them as described above, and should be appropriately set according to the device to be applied. Further, the auxiliary heating device is not limited to the auxiliary heater 23 shown in the embodiment, but is used in a heat medium circulation circuit that circulates a heat medium heated by the heater to heat the air in the air flow passage 3, or an engine. A heater core or the like that circulates heated radiator water may be used.

1 Vehicle air conditioner 2 Compressor 3 Air flow passage 4 Radiator 6 Outdoor expansion valve 7 Outdoor heat exchanger 8 Indoor expansion valve 9 Heat absorber 10 HVAC unit 11 Control device 20 Air conditioning controller 23 Auxiliary heater (auxiliary heating device)
27 Indoor blower (blower fan)
28 Air mix damper 32 Heat pump controller 33 Outside air temperature sensor 53 Air conditioning operation unit 54 Outdoor heat exchanger temperature sensor 56 Outdoor heat exchanger pressure sensor 65 Vehicle communication bus 75 Battery R Refrigerant circuit

Claims (10)

A compressor that compresses the refrigerant and
An air flow passage through which the air supplied to the passenger compartment flows, and
A radiator for radiating the refrigerant and heating the air supplied from the air flow passage to the passenger compartment,
An outdoor heat exchanger installed outside the vehicle interior to absorb the refrigerant,
Equipped with a control device
A heating mode in which at least 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 to heat the passenger compartment. In the vehicle air conditioner that performs
In the control device, the refrigerant evaporation temperature TXO of the outdoor heat exchanger and the non-adhesion of the refrigerant evaporation temperature TXO of the outdoor heat exchanger when the refrigerant evaporation temperature TXO of the outdoor heat exchanger is lower than the refrigerant evaporation temperature TXObase of the outdoor heat exchanger at the time of no frost. Difference from the refrigerant evaporation temperature TXObase of the outdoor heat exchanger during frost ΔTXO = TXObase-TXO, or when the refrigerant evaporation pressure PXO of the outdoor heat exchanger is non-frosted, the refrigerant evaporation pressure of the outdoor heat exchanger Based on the difference between the refrigerant evaporation pressure PXO of the outdoor heat exchanger when it is lower than the PXObase and the refrigerant evaporation pressure PXObase of the outdoor heat exchanger when there is no frost, ΔPXO = PXObase-PXO to the outdoor heat exchanger. Determine the progress of frost formation and
When the difference ΔTXO or the difference ΔPXO satisfies a predetermined normal frost determination condition, a normal frost flag is set, and when the normal frost flag is set, a predetermined defrost request is made. Even when the power is turned off, the state of the normal frost flag is maintained, the execution of the heating mode is permitted, and the operation of the heating mode is permitted .
When the defrosting request is made, it is determined whether or not the outdoor heat exchanger can be defrosted, and if permitted, the outdoor heat exchanger is defrosted and the normal frost formation flag is reset. An air conditioner for vehicles characterized by. The compressor is driven by a battery mounted on the vehicle and is driven by a battery.
The control device permits defrosting of the outdoor heat exchanger provided that there is no air conditioning requirement in the vehicle interior and the battery is being charged or the remaining amount of the battery is equal to or more than a predetermined value. The vehicle air conditioner according to claim 1. The control device includes an air-conditioning controller to which an air-conditioning operation unit for performing an air-conditioning setting operation in the vehicle interior is connected, and a heat pump controller that controls the operation of the compressor. , Sending and receiving information via the vehicle communication bus,
The heat pump controller calculates the difference ΔTXO or the difference ΔPXO, and when the difference ΔTXO or the difference ΔPXO satisfies the normal frost determination condition, sets the normal frost flag and sets the air conditioning controller. When the defrosting request is made to the air conditioning controller and the defrosting permission is notified from the air conditioning controller, the outdoor heat exchanger is defrosted, the normal frosting flag is reset, and the defrosting flag is reset.
When the heat pump controller requests the defrosting, the air conditioning controller determines whether or not the outdoor heat exchanger can be defrosted, and if it permits, grants the defrosting permission of the outdoor heat exchanger to the heat pump. The vehicle air conditioner according to claim 1 or 2, wherein the controller is notified. The control device has a predetermined severe frost determination condition for determining that the frost on the outdoor heat exchanger has progressed more than the normal frost determination condition.
When the difference ΔTXO or the difference ΔPXO satisfies the severe frost determination condition, the heavy frost flag is set, and when the heavy frost flag is set, the defrost request is made and the power supply is turned on. The invention according to any one of claims 1 to 3, wherein the state of the severe frost flag is maintained even when the flag is cut off, and the operation of the compressor in the heating mode is prohibited. Air conditioner for vehicles. An auxiliary heating device provided in the air flow passage is provided.
The control device is characterized in that when the difference ΔTXO or the difference ΔPXO satisfies the severe frost determination condition and prohibits the operation of the compressor, the auxiliary heating device heats the vehicle interior. The vehicle air conditioner according to claim 4. When the defrosting request is made, the control device determines whether or not the outdoor heat exchanger can be defrosted, and if permitted, defrosts the outdoor heat exchanger and causes severe frost formation. The vehicle air conditioner according to claim 4 or 5, wherein the flag is reset. The compressor is driven by a battery mounted on the vehicle and is driven by a battery.
The control device permits defrosting of the outdoor heat exchanger provided that there is no air conditioning requirement in the vehicle interior and the battery is being charged or the remaining amount of the battery is equal to or more than a predetermined value. The vehicle air conditioner according to claim 6. The control device includes an air-conditioning controller to which an air-conditioning operation unit for performing an air-conditioning setting operation in the vehicle interior is connected, and a heat pump controller that controls the operation of the compressor. , Sending and receiving information via the vehicle communication bus,
The heat pump controller calculates the difference ΔTXO or the difference ΔPXO, and when the difference ΔTXO or the difference ΔPXO satisfies the severe frost determination condition, sets the severe frost flag and sets the air conditioning controller. When the defrosting request is made to the air conditioning controller and the defrosting permission is notified from the air conditioning controller, the outdoor heat exchanger is defrosted, the severe frosting flag is reset, and the defrosting flag is reset.
When the heat pump controller requests the defrosting, the air conditioning controller determines whether or not the outdoor heat exchanger can be defrosted, and if it permits, grants the defrosting permission of the outdoor heat exchanger to the heat pump. The vehicle air conditioner according to any one of claims 4 to 7, wherein the controller is notified. The normal frost formation determination condition is that the difference ΔTXO or the state in which the difference ΔPXO is larger than the first threshold value A1 continues for the first predetermined time t1.
The severe frost determination condition is that the difference ΔTXO or the state in which the difference ΔPXO is larger than the second threshold value A2 continues for a second predetermined time t2.
The vehicle air conditioner according to any one of claims 4 to 8, wherein at least the second threshold value A2 is larger than the first threshold value A1. The control device is based on the environmental conditions and / or the index indicating the operating condition, the refrigerant evaporation temperature TXObase of the outdoor heat exchanger at the time of no frost, or the refrigerant of the outdoor heat exchanger at the time of no frost. The vehicle air conditioner according to any one of claims 1 to 9, wherein the evaporation pressure PXObase is estimated.

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