JP2015128926A - Air conditioner - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an air conditioner for properly heating the blown air to be blown to an air-conditioning target space by using a heat medium heated by a refrigeration cycle device, as a heat source.SOLUTION: An air conditioner comprises: a refrigeration cycle device 10 having a water-coolant heat exchanger 12 for heat-exchanging the coolant discharged by a compressor 11 and the hot water (or a heat medium) to heat the hot water, thereby to constitute a gas injection cycle; and a heat medium circulation circuit 25 having a heater core 26 using the hot water heated by the water-coolant heat exchanger 12, as a heat source, to heat the blown air to be blown to the car inside (or a space to be air-conditioned). When the temperature TAV of the blown air cannot be heated in the heater core 26 to a target blownout temperature TAO, the flow rate of the hot water to flow into the water-coolant heat exchanger 12 is reduced. As a result, the hot water temperature to flow into the heater core 26 is raised so that the flown air is properly heated to a desired temperature by the heater core 26.

Description

  The present invention relates to an air conditioner including a vapor compression refrigeration cycle apparatus, and is effective when applied to a vehicle air conditioner.

  Conventionally, Patent Document 1 discloses a vehicle air conditioner applied to an electric vehicle that obtains a driving force for vehicle travel from an electric motor. The vehicle air conditioner of Patent Document 1 includes a vapor compression refrigeration cycle apparatus that heats blown air that is blown into the vehicle interior when heating the vehicle interior, which is a space to be air-conditioned.

  More specifically, the refrigeration cycle apparatus of Patent Document 1 is configured as a so-called gas injection cycle (economizer-type refrigeration cycle) in which intermediate-pressure refrigerant generated in the cycle is merged with refrigerant in a compression process by a compressor. And an indoor condenser that heats the blown air by exchanging heat between the high-temperature and high-pressure refrigerant discharged from the compressor and the blown air.

  Furthermore, in the refrigeration cycle apparatus of Patent Document 1, when the heating capacity (heating capacity) of the blown air in the indoor condenser is insufficient due to a decrease in the outside air temperature or the like, the flow rate of the intermediate pressure refrigerant to be merged with the refrigerant in the compression process ( By increasing the injection amount), the heating capacity of the blown air in the indoor condenser is improved.

JP-A-9-86149

  By the way, in a general vehicle air conditioner applied to an ordinary vehicle that obtains driving force for traveling from an engine (internal combustion engine), heat is exchanged between engine coolant (heat medium) and blown air. A heater core (heating heat exchanger) for heating air is provided. That is, in this heater core, when heating the vehicle interior, the blown air is heated using the waste heat of the engine stored in the cooling water as a heat source.

  Furthermore, a general vehicle air conditioner has an indoor air conditioning unit that adjusts the temperature of the blown air and blows it out into the passenger compartment. The heater core is housed inside the indoor air conditioning unit. For this reason, in the structure which heats blowing air with the indoor condenser of a refrigeration cycle apparatus without providing a heater core like the vehicle air conditioner of patent document 1, the indoor air conditioner applied to a general vehicle air conditioner The unit cannot be used as it is.

  However, in recent years, with the spread of electric vehicles, in order to reduce the manufacturing cost of vehicle air conditioners for electric vehicles, there is a need to make indoor air conditioning units for electric vehicles and ordinary vehicle air conditioning units common. Is growing. As means for meeting this need, a means for applying a normal vehicle indoor air conditioning unit to an electric vehicle and heating a heat medium flowing into the heater core in the refrigeration cycle apparatus can be considered.

  However, in the configuration in which the heat medium flowing into the heater core is simply heated by the refrigeration cycle apparatus, the blown air may not be appropriately heated until the desired temperature is reached.

  In view of the above points, the first object of the present invention is to appropriately heat the blown air in an air conditioner that heats the blown air blown to the air-conditioning target space using the heat medium heated by the refrigeration cycle apparatus as a heat source. And

  Moreover, in this invention, it is the 2nd objective to improve the heating capability of blowing air in the air conditioning apparatus which heats the ventilation air ventilated by using the heat medium heated by the refrigerating cycle apparatus as a heat source to air-conditioning object space. .

The present invention has been devised in order to achieve the above-mentioned object. In the invention according to claim 1, the compressor has a compressor (11) for compressing and discharging a refrigerant, and an intermediate generated in a cycle. A refrigeration cycle device (10) for joining the pressurized refrigerant to the refrigerant in the pressure increasing process by the compressor (11), and a heat medium circulation circuit (25) for circulating the heat medium,
The refrigeration cycle apparatus (10) has a heat medium-refrigerant heat exchanger (12) that heats the heat medium by exchanging heat between the high-pressure refrigerant discharged from the compressor (11) and the heat medium, and circulates the heat medium. The circuit (25) is characterized by an air conditioner having a heating heat exchanger (26) that heats the blown air by exchanging heat between the blown air blown into the air-conditioning target space and the heat medium.

  According to this, by supplying the heating medium heated by the heating medium-refrigerant heat exchanger (12) to the heating heat exchanger (26), the blowing air blown into the air-conditioning target space is heated. Can do.

  Further, since the refrigeration cycle apparatus (10) is configured as a gas injection cycle in which the intermediate pressure refrigerant generated in the cycle is merged with the refrigerant in the pressure increasing process by the compressor (11), heat medium-refrigerant heat exchange is performed. The pressure of the refrigerant flowing into the vessel (12) can be increased to a relatively high pressure, and the heat medium flowing into the heat medium-refrigerant heat exchanger (12) can be heated to a relatively high temperature. .

  Accordingly, the temperature of the heat medium heated by the heat medium-refrigerant heat exchanger (12) can be easily adjusted, and heat is exchanged with the heat medium by the heat exchanger for heating (26). The blown air can also be appropriately heated so as to have a desired temperature.

  According to a second aspect of the present invention, in the air conditioner according to the first aspect, the heat medium circulation circuit (25) includes heat for adjusting a flow rate of the heat medium flowing into the heat medium-refrigerant heat exchanger (12). A medium flow rate adjusting means (27, 29, 29a) is provided.

  According to this, since the heat medium flow rate adjusting means (27, 29, 29a) is provided in the heat medium circulation circuit (25), the heat medium-refrigerant heat exchanger is described as will be described in an embodiment described later. By adjusting the flow rate of the heat medium flowing into (12), the heating capacity of the blown air in the heating heat exchanger (26) can be improved.

  The heating air heating capacity in the heating heat exchanger (26) is the capacity to heat the blowing air at a desired flow rate until reaching a desired temperature. For example, the inlet of the heating heat exchanger (26) It can be defined using a value obtained by integrating the temperature difference obtained by subtracting the outlet side heat medium temperature from the side heat medium temperature and the flow rate of the hot water flowing into the heating heat exchanger (26).

  According to a third aspect of the present invention, in the air conditioner according to the second aspect, specifically, the heat medium circulation circuit (25) bypasses the heat medium-refrigerant heat exchanger (12) to form a heat medium. -A heat medium bypass passage (28) that guides the heat medium to the downstream side of the refrigerant heat exchanger (12) is provided, and the heat medium flow rate adjusting means is the heat that flows into the heat medium-refrigerant heat exchanger (12). It is characterized by comprising flow rate adjusting means (29, 29a) for adjusting the flow rate ratio between the flow rate of the medium and the flow rate of the heat medium flowing into the heat medium bypass passage (28).

  According to this, since the heat medium flow rate adjusting means is constituted by the flow rate ratio adjusting means (29, 29a), even if the flow rate of the heat medium flowing into the heat medium-refrigerant heat exchanger (12) is adjusted, The flow rate of the heat medium flowing into the heating heat exchanger (26) does not change. Therefore, it is possible to suppress the temperature distribution of the blown air heated by the heating heat exchanger (26) from being expanded due to a change in the flow rate of the heat medium flowing into the heating heat exchanger (26).

  Further, as in the invention according to claim 4, in the air conditioner according to claim 3, the air conditioner includes an auxiliary heating heat exchanger (26a) for heating the blown air, and the auxiliary heating heat exchanger (26a) includes: In addition, heat exchange may be performed between the blown air and the heat medium that has passed through the heat medium bypass passage (28). According to this, the heat of the heat medium that has passed through the heat medium bypass passage (28) can be effectively utilized for heating the blown air.

  In the present invention, the term “heat medium that has passed through the heat medium bypass passage (28)” is not limited to the heat medium that has passed through the heat medium bypass passage (28). 28) means that the heat medium that has passed through at least part of the heat medium, that is, the heat medium that flows through the heat medium bypass passage (28).

  Further, “to exchange heat between the blown air and the heat medium that has passed through the heat medium bypass passage (28)” in this claim means that only the heat medium that has passed through the blown air and the heat medium bypass passage (28) is heated. The meaning is not limited to what is to be exchanged, but is meant to include heat exchange between the blown air and at least the heat medium including the heat medium that has passed through the heat medium bypass passage (28).

  Further, as in the invention described in claim 6, in the air conditioner having the above-described characteristics, an air flow rate adjusting means (34) for adjusting the air flow rate of the blown air flowing into the heating heat exchanger (26) is provided. Also good. According to this, since the blast volume adjusting means (34) is provided, the blast air in the heating heat exchanger (26) is adjusted by adjusting the volume of the blast air flowing into the heating heat exchanger (26). The heating ability can be improved.

  In addition, the code | symbol in the bracket | parenthesis of each means described in this column and the claim is an example which shows a corresponding relationship with the specific means as described in embodiment mentioned later.

It is a whole block diagram of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the control processing at the time of the heating mode of the vehicle air conditioner of 1st Embodiment. It is a Mollier diagram which shows the change of the state of the refrigerant | coolant at the time of the heating mode of the refrigerating-cycle apparatus of 1st Embodiment. It is a graph which shows the relationship between the warm water flow rate of the water-refrigerant heat exchanger of 1st Embodiment, and the heating capability of the ventilation air in a heater core. It is a whole block diagram of the vehicle air conditioner of 2nd Embodiment. It is a graph which shows the relationship between the warm water flow rate of the water-refrigerant heat exchanger of 2nd Embodiment, and the maximum temperature difference of the ventilation air in a heater core. It is a graph which shows the relationship between the warm water flow rate of the water-refrigerant heat exchanger of 2nd Embodiment, and the heating capability of the ventilation air in a heater core. It is a whole block diagram of the vehicle air conditioner of 3rd Embodiment. It is a whole block diagram of the vehicle air conditioner of 4th Embodiment. It is explanatory drawing which showed typically the flow of the warm water in the heat-medium circulation circuit at the time of the normal heating control of 4th Embodiment. It is explanatory drawing which showed typically the flow of the warm water in the heat-medium circulation circuit at the time of the strong heating control of 4th Embodiment. It is a whole block diagram of the vehicle air conditioner of 5th Embodiment. It is explanatory drawing which showed typically the flow of the warm water in the heat-medium circulation circuit at the time of the normal heating control of 5th Embodiment. It is explanatory drawing which showed typically the flow of the warm water in the heat-medium circulation circuit at the time of the strong heating control of 5th Embodiment. It is explanatory drawing which showed typically the flow of the ventilation air in the indoor air-conditioning unit at the time of normal heating control of 6th Embodiment. It is explanatory drawing which showed typically the flow of the ventilation air in the indoor air-conditioning unit at the time of the strong heating control of 6th Embodiment. It is a whole block diagram of the air conditioner for vehicles of other embodiment. It is a whole block diagram of another vehicle air conditioner of other embodiment.

(First embodiment)
A first embodiment of the present invention will be described with reference to FIGS. In the present embodiment, the air conditioner according to the present invention is applied to a vehicle air conditioner 1 for an electric vehicle that obtains a driving force for driving the vehicle from an electric motor for traveling.

  The vehicle air conditioner 1 of the present embodiment includes a vapor compression refrigeration cycle apparatus 10 that heats or cools blown air blown into a vehicle interior that is an air-conditioning target space, hot water (specifically, ethylene). A heat medium circulation circuit 25 that circulates an antifreeze solution made of an aqueous glycol solution) and an indoor air conditioning unit 30 that blows out the temperature-adjusted blown air into the passenger compartment.

  And in this vehicle air conditioner 1, when heating blowing air and heating a vehicle interior, the refrigeration cycle apparatus 10 heats the warm water which circulates through the heat-medium circulation circuit 25, and uses the heated warm water as a heat source. The blown air is heated.

  Furthermore, the refrigeration cycle apparatus 10 of the present embodiment is cooled by a cooling mode refrigerant circuit that cools the blown air to cool the vehicle interior, a heating mode refrigerant circuit that heats the blown air and heats the vehicle interior, By reheating the blown air that has been dehumidified, the refrigerant circuit can be switched to a dehumidifying and heating mode refrigerant circuit that performs heating while dehumidifying the vehicle interior.

  In FIG. 1, the refrigerant flow in the cooling mode refrigerant circuit is indicated by a white arrow, the refrigerant flow in the heating mode refrigerant circuit is indicated by a solid arrow, and the refrigerant flow in the dehumidifying heating mode refrigerant circuit is hatched. Shown with hatched arrows.

  The refrigeration cycle apparatus 10 employs an HFC-based refrigerant (specifically, R134a) as the refrigerant, and a vapor compression subcritical refrigeration cycle in which the high-pressure side refrigerant pressure Pd of the cycle does not exceed the critical pressure of the refrigerant. Is configured. Of course, you may employ | adopt HFO type refrigerant | coolants (for example, R1234yf). Furthermore, refrigeration oil for lubricating the compressor 11 is mixed in the refrigerant, and a part of the refrigeration oil circulates in the cycle together with the refrigerant.

  Among the components of the refrigeration cycle apparatus 10, the compressor 11 is disposed in the hood of the vehicle, and in the refrigeration cycle apparatus 10, refrigerant is sucked, compressed, and discharged. The compressor 11 accommodates two compression mechanisms, a low-stage compression mechanism and a high-stage compression mechanism, and an electric motor that rotationally drives both compression mechanisms in a housing that forms an outer shell thereof. Is a two-stage booster type electric compressor configured as described above.

  The compressor 11 has a low-pressure suction port 11a for sucking low-pressure refrigerant from the outside of the housing into the low-stage compression mechanism, and a compression process from low pressure to high pressure by flowing intermediate-pressure refrigerant from the outside of the housing into the housing. An intermediate pressure suction port 11b for joining the refrigerant and a discharge port 11c for discharging the high-pressure refrigerant discharged from the high-stage compression mechanism to the outside of the housing are provided.

  More specifically, the intermediate pressure suction port 11b is connected to the refrigerant discharge port side of the low-stage compression mechanism (that is, the refrigerant suction port side of the high-stage compression mechanism). The low-stage side compression mechanism and the high-stage side compressor can adopt various types such as a scroll-type compression mechanism, a vane-type compression mechanism, and a rolling piston-type compression mechanism.

  The operation (rotation speed) of the electric motor is controlled by a control signal output from the air conditioning control device 40 described later, and either an AC motor or a DC motor may be adopted. And the refrigerant | coolant discharge capability of the compressor 11 is changed by this rotation speed control.

  In addition, in this embodiment, although the compressor 11 which accommodated two compression mechanisms in one housing is employ | adopted, the format of a compressor is not limited to this. That is, if the intermediate pressure refrigerant can be introduced from the intermediate pressure suction port 11b and can be merged with the refrigerant in the compression process from low pressure to high pressure, one fixed capacity type compression mechanism and this compression are provided inside the housing. An electric compressor configured to house an electric motor that rotationally drives the mechanism may be used.

  Further, the two compressors are connected in series, and the suction port of the low-stage compressor disposed on the low-stage side serves as the low-pressure suction port 11a, and the discharge port of the high-stage compressor disposed on the high-stage side. Is provided with an intermediate pressure suction port 11b at the connecting portion connecting the discharge port of the low-stage compressor and the suction port of the high-stage compressor, and the low-stage compressor and the high-stage compressor Both of them may constitute one two-stage booster type compressor 11.

  The refrigerant inlet side of the refrigerant passage of the water-refrigerant heat exchanger 12 is connected to the discharge port 11 c side of the compressor 11. The water-refrigerant heat exchanger 12 is a heat medium-refrigerant heat exchanger that heats the hot water by exchanging heat between the high-pressure refrigerant discharged from the compressor 11 and the hot water circulating through the heat medium circulation circuit 25.

  As such a water-refrigerant heat exchanger 12, a plurality of tubes that circulate high-pressure refrigerant are provided as high-pressure refrigerant passages, water passages that circulate hot water between adjacent tubes are formed, and these water passages are formed. A heat exchanger or the like configured by disposing inner fins that promote heat exchange between the refrigerant and the hot water can be employed.

  The inlet side of the heating expansion valve 13 a is connected to the outlet side of the refrigerant passage of the water-refrigerant heat exchanger 12. The heating expansion valve 13a is a decompression means for decompressing the high-pressure refrigerant that has flowed out of the water-refrigerant heat exchanger 12 at least in the heating mode, and includes a valve body configured to be able to change the throttle opening, and the valve body. This is an electric variable throttle mechanism that includes an electric actuator including a stepping motor that is displaced to change the throttle opening.

  Furthermore, the heating expansion valve 13a of the present embodiment is configured by a variable throttle mechanism with a fully open function that functions as a mere refrigerant passage with almost no refrigerant decompression effect by fully opening the throttle opening. The operation of the heating expansion valve 13 a is controlled by a control signal output from the air conditioning control device 40.

  Connected to the outlet side of the heating expansion valve 13a is a refrigerant inlet of a gas-liquid separator 14 which is a gas-liquid separation means for separating the gas-liquid of the refrigerant flowing out of the heating expansion valve 13a. In this embodiment, the gas-liquid separator 14 employs a centrifugal separation type that separates the gas-liquid refrigerant by the action of centrifugal force generated by swirling the refrigerant flowing into the internal space of the cylindrical main body. ing.

  Furthermore, the internal volume of the gas-liquid separator 14 of the present embodiment is such that the surplus refrigerant cannot be substantially accumulated even when the load fluctuation occurs in the cycle and the refrigerant circulation flow rate circulating in the cycle fluctuates. It has become.

  An intermediate pressure suction port 11 b of the compressor 11 is connected to the gas-phase refrigerant outlet of the gas-liquid separator 14. Further, in the refrigerant passage connecting the gas-phase refrigerant outlet of the gas-liquid separator 14 and the intermediate pressure suction port 11b of the compressor 11, a gas-phase refrigerant passage opening / closing valve 15a for opening and closing the refrigerant passage is disposed. . The gas-phase refrigerant passage opening / closing valve 15 a is an electromagnetic valve whose opening / closing operation is controlled by a control voltage output from the air conditioning control device 40.

  When the air-conditioning control device 40 opens the gas-phase refrigerant passage opening / closing valve 15a, the gas-phase refrigerant flowing out from the gas-phase refrigerant outlet of the gas-liquid separator 14 is on the intermediate pressure inlet 11b side of the compressor 11. The refrigerant circuit is switched to the refrigerant circuit. When the air-conditioning control device 40 closes the gas-phase refrigerant passage opening / closing valve 15a, the refrigerant circuit is switched to a refrigerant circuit that does not flow out of the gas-phase refrigerant outlet of the gas-liquid separator 14.

  Therefore, the gas-phase refrigerant passage opening / closing valve 15a of the present embodiment constitutes a refrigerant circuit switching means for switching the refrigerant circuit of the refrigerant circulating in the cycle.

  On the other hand, the liquid-phase refrigerant outlet of the gas-liquid separator 14 is connected to the inlet side of an intermediate pressure fixed throttle 16 as decompression means for depressurizing the liquid-phase refrigerant separated by the gas-liquid separator 14. As the intermediate pressure fixed throttle 16, a nozzle, an orifice, a capillary tube or the like having a fixed throttle opening can be used. The refrigerant inlet side of the outdoor heat exchanger 17 is connected to the outlet side of the intermediate pressure fixed throttle 16.

  Further, at the liquid-phase refrigerant outlet of the gas-liquid separator 14, the liquid-phase refrigerant separated by the gas-liquid separator 14 is guided to the refrigerant inlet side of the outdoor heat exchanger 17 by bypassing the intermediate pressure fixed throttle 16. A fixed throttle bypass passage 16a is connected. A bypass passage opening / closing valve 15b for opening and closing the fixed throttle bypass passage 16a is disposed in the fixed throttle bypass passage 16a. The basic configuration of the bypass passage opening / closing valve 15b is the same as that of the gas-phase refrigerant passage opening / closing valve 15a.

  Further, the pressure loss that occurs when the refrigerant passes through the bypass passage opening / closing valve 15 b is extremely small with respect to the pressure loss that occurs when the refrigerant passes through the intermediate pressure fixed throttle 16. Therefore, when the air conditioning controller 40 opens the bypass passage opening / closing valve 15b, the liquid-phase refrigerant that has flowed out of the gas-liquid separator 14 flows into the outdoor heat exchanger 17 through the fixed throttle bypass passage 16a.

  On the other hand, when the air-conditioning control device 40 closes the bypass passage opening / closing valve 15b, the outdoor heat exchanger 17 after all the liquid-phase refrigerant flowing out from the gas-liquid separator 14 is depressurized by the intermediate pressure fixed throttle 16. Flow into.

  Instead of the intermediate pressure fixed throttle 16, the fixed throttle bypass passage 16a, and the bypass passage on-off valve 15b, a refrigerant pipe extending from the liquid-phase refrigerant outlet of the gas-liquid separator 14 to the refrigerant inlet of the outdoor heat exchanger 17 is provided. You may arrange | position the variable throttle mechanism with a full open function similar to the expansion valve 13a for heating.

  The outdoor heat exchanger 17 is a heat exchanger that is disposed in the bonnet and exchanges heat between the refrigerant circulating inside and the outside air blown from a blower fan (not shown). More specifically, the outdoor heat exchanger 17 of the present embodiment functions as a radiator that radiates high-pressure refrigerant at least in the cooling mode, and the low-pressure refrigerant decompressed by the intermediate pressure fixed throttle 16 at least in the heating mode. It functions as an evaporator that evaporates and exerts an endothermic effect.

  The blower fan (not shown) is an electric blower in which the operation rate, that is, the rotation speed (air blowing capacity) is controlled by the control voltage output from the air conditioning control device 40.

  The refrigerant outlet side of the outdoor heat exchanger 17 is connected to the refrigerant inlet of the branching portion 18a that branches the flow of the refrigerant that has flowed out of the outdoor heat exchanger 17. The branch portion 18a is configured by a three-way joint, and one of the three inflow / outflow ports is a refrigerant inflow port, and the remaining two are the refrigerant outflow ports. Such a three-way joint may be formed by joining pipes having different pipe diameters, or may be formed by providing a plurality of refrigerant passages in a metal block or a resin block.

  One refrigerant outlet of the branch portion 18a is connected to the inlet side of the cooling expansion valve 13b via a check valve 19, and the refrigerant flowing out of the branch portion 18a is expanded for cooling to the other refrigerant outlet. An inlet side of an accumulator side passage 21 that bypasses the valve 13b and the like and leads to an upstream side of an accumulator 22 described later is connected.

  The check valve 19 allows only the refrigerant flowing out from one refrigerant outlet of the branch portion 18a to flow from the branch portion 18a to the cooling expansion valve 13b side.

  The basic configuration of the cooling expansion valve 13b is the same as that of the heating expansion valve 13a. Furthermore, the cooling expansion valve 13b of the present embodiment has only a fully open function that fully opens the refrigerant passage from the refrigerant outlet side of the outdoor heat exchanger 17 to the refrigerant inlet side of the indoor evaporator 20 when the throttle opening is fully opened. First, it is composed of a variable throttle mechanism with a full-close function that closes the refrigerant passage when the throttle opening is fully closed.

  In the refrigeration cycle apparatus 10 of the present embodiment, the refrigerant circuit for circulating the refrigerant can be switched by the cooling expansion valve 13b closing the refrigerant passage. Therefore, the cooling expansion valve 13b of this embodiment constitutes a refrigerant circuit switching means together with the gas phase refrigerant passage opening / closing valve 15a.

  The refrigerant inlet side of the indoor evaporator 20 is connected to the outlet side of the cooling expansion valve 13b. The indoor evaporator 20 is arranged in a casing 31 of an indoor air conditioning unit 30 to be described later, and at least during the cooling mode and the dehumidifying heating mode, the refrigerant that circulates in the interior is heat-exchanged with the blown air and evaporated. It is a heat exchanger for cooling which cools air.

  The inlet side of the accumulator 22 is connected to the refrigerant outlet side of the indoor evaporator 20 via the junction 18b. The accumulator 22 is a gas-liquid separator that separates the gas-liquid refrigerant flowing into the accumulator 22 and stores excess refrigerant in the cycle. The merge portion 18b is configured by a three-way joint similar to the branch portion 18a, and two of the three inlet / outlet ports are refrigerant inlets, and the other one is a refrigerant outlet port.

  Furthermore, the outlet side of the accumulator side passage 21 is connected to the other refrigerant inlet of the junction 18b of the present embodiment. The accumulator side passage 21 is provided with a heating on-off valve 15 c that opens and closes the accumulator side passage 21. The basic configuration of the heating on-off valve 15c is the same as that of the gas-phase refrigerant passage on-off valve 15a. The heating on-off valve 15c constitutes a refrigerant circuit switching means together with the gas-phase refrigerant passage on-off valve 15a and the cooling expansion valve 13b. ing.

  The gas-phase refrigerant outlet of the accumulator 22 is connected to the low-pressure inlet 11 a side of the compressor 11. Therefore, the accumulator 22 functions to prevent liquid compression of the compressor 11 by suppressing the liquid phase refrigerant from being sucked into the compressor 11.

  Next, the heat medium circulation circuit 25 will be described. The heat medium circulation circuit 25 is a heat medium circulation circuit that circulates hot water between the water-refrigerant heat exchanger 12 and the heater core 26.

  The heater core 26 is disposed in the casing 31 of the indoor air conditioning unit 30, and exchanges heat between the hot water heated by the water-refrigerant heat exchanger 12 and the blown air after passing through the indoor evaporator 20. A heat exchanger for heating. In the present embodiment, a so-called all-pass type tank and tube type heat exchanger is employed as the heater core 26.

  More specifically, the heater core 26 of the present embodiment includes a plurality of hot water tubes through which hot water communicates, and a header tank that distributes and collects hot water. Then, a plurality of hot water tubes are stacked in the longitudinal direction of the header tank to form a heat exchanging portion (heat exchanging core portion) for exchanging heat between the hot water and the blown air, and the flow of hot water flowing through each hot water tube The direction is configured to be the same direction.

  Further, the heat medium circulation circuit 25 is provided with a water pump 27 that pumps hot water flowing out of the water-refrigerant heat exchanger 12 toward the heater core 26. The water pump 27 is an electric pump whose rotational speed (water pressure feeding capacity) is controlled by a control voltage output from the air conditioning control device 40.

  Then, when the air conditioning control device 40 operates the water pump 27, in the heat medium circulation circuit 25, as indicated by the solid line arrow in FIG. 1, the water pump 27 → the water passage of the water-refrigerant heat exchanger 12 → Hot water circulates in the order of the heater core 26 → the water pump 27. Thereby, at the time of heating mode etc., warm water heated with the water-refrigerant heat exchanger 12 can be flowed into the heater core 26, and blowing air can be heated.

  Further, the air conditioning control device 40 can adjust the flow rate of the hot water flowing into the water-refrigerant heat exchanger 12 by controlling the rotation speed (water pressure feeding capacity) of the water pump 27. Therefore, the water pump 27 of this embodiment constitutes a heat medium flow rate adjusting means.

  Next, the indoor air conditioning unit 30 will be described. The indoor air conditioning unit 30 is for blowing out the temperature-adjusted blown air into the vehicle interior, and is disposed inside the instrument panel (instrument panel) at the forefront of the vehicle interior. Furthermore, the indoor air conditioning unit 30 is configured by housing a blower 32, an indoor evaporator 20, a heater core 26, and the like in a casing 31 that forms an outer shell thereof.

  The casing 31 forms an air passage for blown air blown into the vehicle interior, and is formed of a resin (for example, polypropylene) having a certain degree of elasticity and excellent in strength. On the most upstream side of the blast air flow in the casing 31, an inside / outside air switching device 33 is arranged as an inside / outside air switching means for switching and introducing the inside air (vehicle compartment air) and the outside air (vehicle compartment outside air) into the casing 31. ing.

  The inside / outside air switching device 33 continuously adjusts the opening area of the inside air introduction port through which the inside air is introduced into the casing 31 and the outside air introduction port through which the outside air is introduced by the inside / outside air switching door, so that the air volume of the inside air and the air volume of the outside air are adjusted. The air volume ratio is continuously changed. The inside / outside air switching door is driven by an electric actuator for the inside / outside air switching door, and the operation of the electric actuator is controlled by a control signal output from the air conditioning control device 40.

  On the downstream side of the blown air flow of the inside / outside air switching device 33, a blower (blower) 32 is disposed as a blowing means for blowing the air sucked through the inside / outside air switching device 33 toward the vehicle interior. The blower 32 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) with an electric motor, and the number of rotations (air flow rate) is controlled by a control voltage output from the air conditioning control device 40.

  On the downstream side of the blower air flow of the blower 32, the indoor evaporator 20 and the heater core 26 are arranged in this order with respect to the flow of the blown air. In the casing 31, an air bypass passage 35 is formed in which the blown air that has passed through the indoor evaporator 20 is caused to bypass the heater core 26 and flow downstream.

  On the downstream side of the blower air flow of the indoor evaporator 20 and on the upstream side of the blower air flow of the heater core 26, of the blown air after passing through the indoor evaporator 20, the air that adjusts the air volume ratio passing through the heater core 26 A mix door 34 is arranged.

  Further, a mixing space for mixing the blown air heated by the heater core 26 and the blown air that has passed through the air bypass passage 35 and is not heated by the heater core 26 is provided on the downstream side of the blower air flow of the heater core 26. ing. Furthermore, the opening hole which blows off the ventilation air (air-conditioning wind) mixed in the mixing space to the vehicle interior which is an air-conditioning object space is arrange | positioned in the most downstream part of the ventilation air flow of the casing 31. FIG.

  Specifically, the opening hole includes a face opening hole that blows air-conditioned air toward the upper body of the passenger in the passenger compartment, a foot opening hole that blows air-conditioned air toward the feet of the passenger, and an inner surface of the front window glass of the vehicle. A defroster opening hole (both not shown) for blowing the conditioned air toward is provided. The air flow downstream of these face opening holes, foot opening holes, and defroster opening holes is connected to the face air outlet, foot air outlet, and defroster air outlet provided in the vehicle interior via ducts that form air passages, respectively. Neither is shown).

  Accordingly, the air mix door 34 adjusts the air volume ratio (air volume ratio) between the air volume passing through the heater core 26 and the air volume passing through the air bypass passage 35, thereby adjusting the temperature of the conditioned air mixed in the mixing space. Thus, the temperature of the blast air (air conditioned air) blown out from each outlet into the vehicle compartment is adjusted.

  That is, the air mix door 34 constitutes an air volume adjusting means for adjusting the air volume of the blown air flowing into the heater core 26 that is a heat exchanger for heating, and adjusts the temperature of the conditioned air blown into the vehicle interior. Fulfills the function. The air mix door 34 is driven by an electric actuator for driving the air mix door, and the operation of the electric actuator is controlled by a control signal output from the air conditioning control device 40.

  Further, on the upstream side of the air flow of the face opening hole, foot opening hole, and defroster opening hole, a face door for adjusting the opening area of the face opening hole, a foot door for adjusting the opening area of the foot opening hole, and a defroster opening, respectively. A defroster door (both not shown) for adjusting the opening area of the hole is disposed.

  These face doors, foot doors, and defroster doors constitute opening hole mode switching means for switching the opening hole mode, and are linked to an electric actuator for driving the outlet mode door via a link mechanism or the like. And rotated. The operation of this electric actuator is also controlled by a control signal output from the air conditioning control device 40.

  Specifically, as the air outlet mode switched by the air outlet mode switching means, a face mode in which the face air outlet is fully opened and air is blown out from the face air outlet toward the upper body of the passenger in the passenger compartment, the face air outlet and the foot air outlet The bi-level mode that opens both of the air outlets and blows air toward the upper body and feet of passengers in the passenger compartment, fully opens the foot outlet and opens the defroster outlet by a small opening, and mainly draws air from the foot outlet. There is a foot mode for blowing air, and a foot defroster mode for opening air from both the foot air outlet and the defroster air outlet by opening the foot air outlet and the defroster air outlet to the same extent.

  Furthermore, it can also be set as the defroster mode which fully opens a defroster blower outlet and blows air from a defroster blower outlet to the vehicle front window glass inner surface by a passenger's manual operation of the blowout mode changeover switch provided in the operation panel.

  Next, the electric control unit of this embodiment will be described. The air conditioning control device 40 is composed of a well-known microcomputer including a CPU, ROM, RAM, etc. and its peripheral circuits, and performs various calculations and processing based on an air conditioning control program stored in the ROM, and is connected to the output side. The operation of the various air conditioning control devices (the compressor 11, the heating expansion valve 13a, the cooling expansion valve 13b, the open / close valves 15a to 15c, the water pump 27, the blower 32, etc.) is controlled.

  Further, on the input side of the air-conditioning control device 40, an inside air sensor as an inside air temperature detecting means for detecting the vehicle interior temperature (inside air temperature) Tr and an outside air as an outside air temperature detecting means for detecting the outside air temperature (outside air temperature) Tam. A sensor, a solar radiation sensor as a solar radiation amount detecting means for detecting the solar radiation amount As irradiated into the passenger compartment, a discharge temperature sensor for detecting the refrigerant discharge temperature Td of the refrigerant discharged from the compressor 11, and a refrigerant discharge pressure of the refrigerant discharged from the compressor 11 ( A discharge pressure sensor for detecting high-pressure side refrigerant pressure (Pd), an evaporator temperature sensor for detecting refrigerant evaporation temperature (evaporator temperature) Tefin in the indoor evaporator 20, and an air temperature TAV for blowing air from the mixed space into the vehicle interior Air temperature sensor to detect, outdoor heat exchanger temperature sensor to detect the outdoor temperature Ts of the outdoor heat exchanger 17, and temperature Tw of hot water flowing into the heater core 26 are detected. Hot water temperature sensor such as a medium temperature detecting means is connected to sensors for controlling the air conditioning, the detection signals of these sensors are input.

  Note that the evaporator temperature sensor of this embodiment detects the heat exchange fin temperature of the indoor evaporator 20, but as the evaporator temperature sensor, temperature detecting means for detecting the temperature of other parts of the indoor evaporator 20 Or a temperature detecting means for detecting the temperature of the refrigerant flowing through the indoor evaporator 20 may be adopted.

  Moreover, although the outdoor heat exchanger temperature sensor of this embodiment has detected the temperature of the refrigerant | coolant in the refrigerant | coolant outflow port of the outdoor heat exchanger 17, the other heat exchanger 17 of an outdoor heat exchanger 17 is detected as an outdoor heat exchanger temperature sensor. A temperature detecting means for detecting the temperature of the part may be adopted, or a temperature detecting means for detecting the temperature of the refrigerant flowing through the outdoor heat exchanger 17 may be adopted.

  Moreover, in this embodiment, although the ventilation air temperature sensor which detects blowing air temperature TAV is provided, the value calculated based on evaporator temperature Tefin, discharge refrigerant temperature Td, etc. is employ | adopted as this blowing air temperature TAV. May be.

  Further, an operation panel (not shown) disposed near the instrument panel in the front part of the passenger compartment is connected to the input side of the air conditioning control device 40, and operation signals from various operation switches provided on the operation panel are input. .

  Specifically, various operation switches provided on the operation panel include an auto switch for setting or canceling the automatic control operation of the vehicle air conditioner 1, and a refrigerant switch (A / A for setting whether or not to cool the vehicle interior). C switch), an air volume setting switch for manually setting the air volume of the blower 32, a temperature setting switch as a target temperature setting means for setting the vehicle interior set temperature Tset, and a blow mode switching switch for manually setting the blow mode.

  In addition, the air-conditioning control device 40 of the present embodiment is configured such that control means for controlling various control target devices connected to the output side is integrally configured, but the configuration for controlling the operation of each control target device. (Hardware and software) constitutes a control means for controlling the operation of each control target device.

  For example, in the air conditioning control device 40, the configuration (hardware and software) for controlling the operation of the heat medium flow rate adjusting means (in this embodiment, the water pump 27) constitutes the heat medium flow rate control means 40a and adjusts the air flow rate. The structure for controlling the operation of the means (in this embodiment, the air mix door 34) constitutes the air flow control means 40b. Of course, the heat medium flow rate control means 40a, the air flow rate control means 40b and the like may be configured as separate control devices for the air conditioning control device 40.

  Next, the operation of the vehicle air conditioner 1 according to the present embodiment having the above-described configuration will be described with reference to FIGS. As described above, the vehicle air conditioner 1 of the present embodiment can be operated in the cooling mode, the dehumidifying heating mode, and the heating mode. These operation modes are switched by executing an air conditioning control program stored in advance by the air conditioning control device 40.

  FIG. 2 is a flowchart showing a control process as a main routine of the air conditioning control program. This control process starts when the auto switch of the vehicle air conditioner 1 provided on the operation panel is turned on. Each control step in the flowcharts of FIG. 2 and FIG. 3 constitutes various function realizing means that the air conditioning control device 40 has.

  First, in step S1, initialization (initialization processing) such as initialization of flags, memories, timers, and initial alignment of various air conditioning control devices is performed, and the process proceeds to step S2. In the initialization process in step S1, some of the flags and memories maintain the values stored at the end of the previous operation of the vehicle air conditioner 1.

  In step S2, the operation signal of the operation panel is read, and in the subsequent step S3, the detection signal of the sensor group for air conditioning control is read and the process proceeds to step S4. In step S4, based on the operation signal read in step S2 and the detection signal read in step S3, a target blow temperature TAO of blown air blown into the vehicle interior is calculated. That is, the control step S4 constitutes a target temperature determining unit.

Specifically, in step S4, the target blowing temperature TAO is calculated using the following formula F1.
TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × As + C (F1)
Note that Tset is the vehicle interior set temperature set by the temperature setting switch, Tr is the vehicle interior temperature (inside air temperature) detected by the inside air sensor, Tam is the outside air temperature detected by the outside air sensor, and As is detected by the solar radiation sensor. The amount of solar radiation. Kset, Kr, Kam, and Ks are control gains, and C is a correction constant.

  In subsequent step S5, the number of rotations (blower capacity) of the blower 32, that is, the blower motor voltage applied to the electric motor of the blower 32 is determined, and the process proceeds to step S6. Specifically, in step S5, the blower motor voltage is determined with reference to a control map stored in advance in the air conditioning control device 40 based on the target outlet temperature TAO determined in step S4.

  More specifically, in this embodiment, the blower motor voltage is set to a high voltage near the maximum value in the extremely low temperature range and the extremely high temperature range of the target blowing temperature TAO, and the air volume of the blower 32 is controlled to be near the maximum air volume. Further, when the target blowing temperature TAO rises from the extremely low temperature range toward the intermediate temperature range, the blower motor voltage is decreased according to the increase of the target blowing temperature TAO, and the air volume of the blower 32 is reduced.

  Further, when the target blowing temperature TAO decreases from the extremely high temperature range toward the intermediate temperature range, the blower motor voltage is decreased according to the decrease in the target blowing temperature TAO, and the air volume of the blower 32 is decreased. Further, when the target blowing temperature TAO enters a predetermined intermediate temperature range, the blower motor voltage is set to the minimum value and the air volume of the blower 32 is set to the minimum value.

  In step S6, an operation mode is determined based on the operation signal read in step S2 and the target outlet temperature TAO. Specifically, in step S6, when the A / C switch is turned on (ON) and the target blowing temperature TAO is lower than a predetermined cooling reference temperature α, the operation mode is set to cooling. The mode is determined and the process proceeds to step S7.

  In step S6, when the A / C switch is turned on (ON) and the target outlet temperature TAO is equal to or higher than the cooling reference temperature α, the operation mode is determined as the dehumidifying heating mode, Proceed to step S8.

  In Step S6, when the A / C switch is not turned on (OFF), the operation mode is determined as the heating mode, and the process proceeds to Step S9. In steps S7 to S9, a control process corresponding to each operation mode is executed, and the process proceeds to step S10. The detailed contents of the control processing of these steps S7 to S9 will be described later.

  In subsequent step S10, the control signal output to the suction port mode, that is, the electric actuator for the inside / outside air switching door is determined, and the process proceeds to step S11. Specifically, in step S10, the inlet mode is determined with reference to a control map stored in advance in the air conditioning control device 40 based on the target outlet temperature TAO. In the present embodiment, priority is given mainly to the outside air mode in which outside air is introduced, but the inside air mode is selected when the target blowing temperature TAO is in a very low temperature range and high cooling performance is desired.

  In step S11, the control signal output to the blower outlet mode, that is, the electric actuator for driving the blower outlet mode door is determined, and the process proceeds to step S12. Specifically, in step S11, a blower outlet mode is determined with reference to the control map previously memorize | stored in the air-conditioning control apparatus 40 based on the target blowing temperature TAO. In the present embodiment, as the target outlet temperature TAO decreases from the high temperature region to the low temperature region, the outlet mode is sequentially switched from the foot mode to the bi-level mode to the face mode.

  In step S12, a control signal and a control voltage are output from the air conditioning control device 40 to various control target devices connected to the output side so that the control state determined in the above-described steps S6 to S11 is obtained. The In the subsequent step S13, the process waits for the control period τ, and returns to step S2 when it is determined that the control period τ has elapsed.

  As described above, in the main routine shown in FIG. 2, reading of the detection signal and the operation signal → determination of the control state of each control target device → output of the control signal and control voltage to each control target device is repeated. This is executed until the stop of the operation of the vehicle air conditioner 1 is requested. Next, details of each operation mode executed in steps S7 to S9 will be described.

(A) Cooling mode First, the cooling mode executed in step S7 will be described. In the cooling mode, the air-conditioning control device 40 fully opens the heating expansion valve 13a, sets the cooling expansion valve 13b to a throttle state that exerts a pressure reducing action, closes the gas-phase refrigerant passage opening / closing valve 15a, and bypasses the opening / closing valve 15b. And the heating on-off valve 15c is closed.

  As a result, in the refrigeration cycle apparatus 10 in the cooling mode, as indicated by the white arrow in FIG. 1, the compressor 11 → (water-refrigerant heat exchanger 12 → heating expansion valve 13a → gas-liquid separator 14 → fixed throttle Bypass passage 16a →) outdoor heat exchanger 17 → (branch portion 18a → check valve 19) → cooling expansion valve 13b → indoor evaporator 20 → (merging portion 18b →) accumulator 22 → compressor 11 in this order. A refrigeration cycle is configured.

  Furthermore, with this refrigerant circuit configuration, the air-conditioning control device 40 controls the control state in the cooling mode of other various control target devices based on the target blowing temperature TAO calculated in the control step S4, the detection signal of the sensor group, and the like. (Control signals to be output to various control target devices) are determined.

  For example, the rotational speed Nc (refrigerant discharge capacity) of the compressor 11, that is, the control signal output to the electric motor of the compressor 11 is determined as follows. First, the target evaporator outlet temperature TEO of the indoor evaporator 20 is determined based on the target outlet temperature TAO with reference to a control map stored in the air conditioning controller 40 in advance.

  Specifically, in this control map, the target evaporator blowout temperature TEO is determined to rise as the target blowout temperature TAO increases so that the blown air temperature TAV approaches the target blowout temperature TAO. Furthermore, in order to prevent the frost formation (frost) of the indoor evaporator 20, the target evaporator outlet temperature TEO is equal to or higher than a predetermined temperature (1 ° C. in this embodiment) higher than the frost formation temperature (0 ° C.). To be determined.

  Then, based on the deviation between the target evaporator outlet temperature TEO and the evaporator temperature Tefin detected by the evaporator temperature sensor, the evaporator temperature Tefin approaches the target evaporator outlet temperature TEO using a feedback control method. The rotational speed Nc of the compressor 11 is determined. The rotational speed Nc of the compressor 11 is determined to be equal to or lower than the maximum rotational speed Ncmax determined from the durability performance of the compressor 11.

  As for the control signal output to the cooling expansion valve 13b, the degree of supercooling of the refrigerant flowing into the cooling expansion valve 13b is set so that the coefficient of performance (COP) of the cycle is substantially maximized. It is determined to approach the degree of cooling.

  Further, the control signal output to the water pump 27 is determined so that the water pump 27 exhibits a predetermined reference water pressure feeding capability. As for the control signal output to the electric actuator for the air mix door 34, the air mix door 34 closes the air passage on the heater core 26 side, and the total air volume of the blown air after passing through the indoor evaporator 20 is the air bypass passage. 35 is determined to pass.

  Therefore, when the cooling mode is selected in the control step S <b> 6, in the refrigeration cycle apparatus 10, the high-pressure refrigerant discharged from the discharge port 11 c of the compressor 11 enters the refrigerant passage of the water-refrigerant heat exchanger 12. Inflow. At this time, when the temperature of the hot water flowing into the water passage of the water-refrigerant heat exchanger 12 is lower than the temperature of the high-pressure refrigerant flowing into the water-refrigerant heat exchanger 12, the heat of the high-pressure refrigerant is transferred to the hot water. The hot water that is radiated and circulates through the heat medium circuit 25 is heated.

  Here, in the cooling mode, since the air mix door 34 closes the air passage on the heater core 26 side, even if the hot water circulating through the heat medium circulation circuit 25 flows into the heater core 26, it almost exchanges heat with the blown air. Without flowing out of the heater core 26. Therefore, the temperature of the hot water circulating through the heat medium circulation circuit 25 rises until it becomes equal to the temperature of the high-pressure refrigerant after the start of the cooling mode.

  When the temperature of the hot water circulating through the heat medium circuit 25 rises to be equal to the temperature of the high-pressure refrigerant, even if the high-pressure refrigerant flows into the water-refrigerant heat exchanger 12, the hot water and the heat are mostly heated. It flows out of the water-refrigerant heat exchanger 12 without replacement. The refrigerant flowing out from the refrigerant passage of the water-refrigerant heat exchanger 12 flows into the gas-liquid separator 14 without being depressurized by the heating expansion valve 13a because the heating expansion valve 13a is fully opened. .

  At this time, the refrigerant and the hot water hardly exchange heat in the water-refrigerant heat exchanger 12, so that the refrigerant flowing into the gas-liquid separator 14 becomes a gas phase refrigerant. Therefore, in the gas-liquid separator 14, the gas-phase refrigerant flows out from the liquid-phase refrigerant outlet without separating the gas-liquid refrigerant. Further, since the gas-phase refrigerant passage opening / closing valve 15a is closed, the gas-phase refrigerant does not flow out from the gas-phase refrigerant outlet of the gas-liquid separator 14.

  The gas-phase refrigerant that has flowed out of the liquid-phase refrigerant outlet of the gas-liquid separator 14 flows into the outdoor heat exchanger 17 through the fixed throttle bypass passage 16a because the bypass passage opening / closing valve 15b is open. The refrigerant flowing into the outdoor heat exchanger 17 exchanges heat with the outside air blown from the blower fan in the outdoor heat exchanger 17 to radiate heat.

  Since the heating on-off valve 15c is closed, the refrigerant flowing out of the outdoor heat exchanger 17 is reduced in pressure until it flows into the cooling expansion valve 13b via the branch portion 18a and becomes a low-pressure refrigerant. The refrigerant decompressed by the cooling expansion valve 13b flows into the indoor evaporator 20, absorbs heat from the blown air blown from the blower 32, and evaporates. Thereby, blowing air is cooled.

  The refrigerant that has flowed out of the indoor evaporator 20 flows into the accumulator 22 through the junction 18b and is separated into gas and liquid. The gas-phase refrigerant separated by the accumulator 22 is sucked into the low-pressure suction port 11a of the compressor 11 and compressed again.

  As described above, in the cooling mode, the vehicle interior can be cooled by blowing the blown air cooled by the indoor evaporator 20 into the vehicle interior.

(B) Dehumidification heating mode Next, the dehumidification heating mode performed in step S8 is demonstrated. In the dehumidifying and heating mode, the air conditioning control device 40 sets the heating expansion valve 13a and the cooling expansion valve 13b to a fully open state or a throttle state, closes the gas-phase refrigerant passage opening / closing valve 15a, and opens the bypass passage opening / closing valve 15b, The on-off valve 15c is closed.

  Thereby, in the refrigeration cycle apparatus 10 in the dehumidifying and heating mode, as indicated by the hatched arrows in FIG. 1, the compressor 11 → the water-refrigerant heat exchanger 12 → the heating expansion valve 13a → (the gas-liquid separator 14 → Refrigerant of fixed throttle bypass passage 16a →) outdoor heat exchanger 17 → (branch portion 18a → check valve 19) → cooling expansion valve 13b → indoor evaporator 20 → (merging portion 18b →) accumulator 22 → compressor 11 in this order. A refrigeration cycle is configured to circulate. That is, in the dehumidifying and heating mode, a refrigeration cycle in which the refrigerant circulates in the same order as in the cooling mode is configured.

  Furthermore, with this refrigerant circuit configuration, the air-conditioning control device 40 determines the control state in the dehumidifying heating mode of other various devices to be controlled based on the target blowing temperature TAO, the detection signal of the sensor group, and the like. For example, the control signal output to the electric motor of the compressor 11 is determined similarly to the cooling mode.

  Further, the control signal output to the water pump 27 is determined so that the water pump 27 exhibits a predetermined reference water pressure feeding capability. As for the control signal output to the electric actuator for the air mix door 34, the air mix door 34 closes the air bypass passage 35, and the total amount of the blown air after passing through the indoor evaporator 20 is the air on the heater core 26 side. It is determined to pass through the passage.

  Further, the heating expansion valve 13a and the cooling expansion valve 13b are changed according to the target blowing temperature TAO. Specifically, the air conditioning control device 40 decreases the throttle opening of the heating expansion valve 13a and increases the throttle opening of the cooling expansion valve 13b as the target blowing temperature TAO increases.

  Therefore, when the dehumidifying and heating mode is selected in the control step S6, the refrigeration cycle apparatus 10 has four operation modes from the first mode to the fourth mode described below according to the target blowing temperature TAO. Will be executed.

(B-1) 1st mode 1st mode is performed when the target blowing temperature TAO is more than the cooling reference temperature (alpha) and below the predetermined 1st reference temperature (alpha) 1 at the time of dehumidification heating mode.

  In the first mode, the air-conditioning control device 40 fully opens the throttle opening of the heating expansion valve 13a and sets the cooling expansion valve 13b to the throttle state. Accordingly, in the first mode, although the cycle configuration of the refrigeration cycle apparatus 10 is exactly the same as that in the cooling operation mode, the air mix door 34 is fully cooled by the indoor evaporator 20 because the air passage on the heater core 26 side is fully open. The blown air can be reheated by the heater core 26.

  Therefore, in the first mode, the blown air cooled and dehumidified by the indoor evaporator 20 can be reheated by the heater core 26 and blown out into the vehicle interior. Thereby, dehumidification heating of a vehicle interior can be performed.

(B-2) 2nd mode 2nd mode is performed when the target blowing temperature TAO is higher than 1st reference temperature (alpha) 1 and becomes below 2nd predetermined reference temperature (alpha) 2 at the time of dehumidification heating mode. .

  In the second mode, the air conditioning control device 40 places the heating expansion valve 13a in the throttle state, and increases the throttle opening of the cooling expansion valve 13b as compared with that in the first mode. At this time, the throttle opening degree of the heating expansion valve 13a is determined so that the saturation temperature (condensation temperature) of the refrigerant flowing out of the heating expansion valve 13a is higher than the outside air temperature Tam.

  Therefore, in the second mode, as in the first mode, the blown air cooled and dehumidified by the indoor evaporator 20 can be heated by the heater core 26 and blown out into the vehicle interior. Thereby, dehumidification heating of a vehicle interior can be performed.

  Furthermore, in the second mode, the air conditioning control device 40 is in the throttled state of the heating expansion valve 13a, so that the temperature of the refrigerant flowing into the outdoor heat exchanger 17 can be lowered compared to the first mode. Therefore, the temperature difference between the temperature of the refrigerant in the outdoor heat exchanger 17 and the outside air temperature can be reduced, and the amount of heat released from the refrigerant in the outdoor heat exchanger 17 can be reduced.

  As a result, with respect to the first mode, the hot water heated in the water-refrigerant heat exchanger 12 by increasing the refrigerant pressure in the water-refrigerant heat exchanger 12 without increasing the refrigerant circulation flow rate circulating in the cycle. Therefore, the temperature blown out from the heater core 26 can be increased more than in the first mode.

(B-3) Third Mode The third mode is executed when the target blowing temperature TAO is higher than the second reference temperature α2 and lower than a predetermined third reference temperature α3 in the dehumidifying heating mode. .

  In the third mode, the air-conditioning control device 40 decreases the throttle opening of the heating expansion valve 13a than in the second mode, and increases the throttle opening of the cooling expansion valve 13b than in the second mode. At this time, the opening degree of the heating expansion valve 13a is determined so that the saturation temperature (evaporation temperature) of the refrigerant flowing out of the heating expansion valve 13a is lower than the outside air temperature Tam.

  Accordingly, in the third mode, as in the first and second modes, the blown air cooled and dehumidified by the indoor evaporator 20 can be heated by the heater core 26 and blown out into the vehicle interior. Thereby, dehumidification heating of a vehicle interior can be performed.

  Furthermore, in the third mode, the air conditioning control device 40 causes the outdoor heat exchanger 17 to function as an evaporator by reducing the throttle opening of the heating expansion valve 13a. The absorbed heat can be radiated to the blown air by the heater core 26. Therefore, the temperature blown out from the heater core 26 can be increased more than in the second mode.

  As a result, with respect to the second mode, the hot water heated in the water-refrigerant heat exchanger 12 by increasing the refrigerant pressure in the water-refrigerant heat exchanger 12 without increasing the refrigerant circulation flow rate circulating in the cycle. Therefore, the temperature blown out from the heater core 26 can be increased more than in the second mode.

(B-4) 4th mode 4th mode is performed when the target blowing temperature TAO becomes higher than 3rd reference temperature (alpha) 3 at the time of dehumidification heating mode. In the fourth mode, the air conditioning control device 40 reduces the throttle opening of the heating expansion valve 13a compared to the third mode, and fully opens the cooling expansion valve 13b.

  Accordingly, in the fourth mode, the blown air cooled and dehumidified by the indoor evaporator 20 can be heated by the heater core 26 and blown out into the vehicle interior, as in the first to third modes. Thereby, dehumidification heating of a vehicle interior can be performed.

  Furthermore, in the fourth mode, as in the third mode, the outdoor heat exchanger 17 functions as an evaporator, and the throttle opening of the heating expansion valve 13a is reduced as compared with the third mode. The refrigerant evaporation temperature in the exchanger 17 can be lowered. Therefore, the temperature difference between the refrigerant temperature and the outside air temperature in the outdoor heat exchanger 17 can be increased more than in the third mode, and the heat absorption amount of the refrigerant in the outdoor heat exchanger 17 can be increased.

  As a result, with respect to the third mode, the hot water heated in the water-refrigerant heat exchanger 12 by increasing the refrigerant pressure in the water-refrigerant heat exchanger 12 without increasing the refrigerant circulation flow rate circulating in the cycle. Therefore, the temperature blown out from the heater core 26 can be increased more than in the third mode.

  As described above, in the dehumidifying heating mode, by switching to the first to fourth modes according to the target blowing temperature TAO, the blown air cooled and dehumidified by the indoor evaporator 20 is heated to an appropriate temperature by the heater core 26. It can be reheated until it becomes, and appropriate dehumidification heating in a vehicle interior can be performed.

(C) Heating mode Next, the heating mode performed in step S9 is demonstrated using FIG. 3, FIG. FIG. 3 is a flowchart showing a control process executed as a subroutine of the main routine described in FIG.

  First, in step S91 of FIG. 3, the control state in the heating mode of other various devices to be controlled is determined. Specifically, the heating expansion valve 13a is in the throttled state, the cooling expansion valve 13b is fully closed, the gas-phase refrigerant passage opening / closing valve 15a is opened, the bypass passage opening / closing valve 15b is closed, and the heating opening / closing valve 15c is opened. .

  As a result, in the refrigeration cycle apparatus 10 in the heating mode, as indicated by the black arrows in FIG. 1, the compressor 11, the water-refrigerant heat exchanger 12, the heating expansion valve 13a, the gas-liquid separator 14, and the intermediate pressure fixed. The refrigerant circulates in the order of the throttle 16 → the outdoor heat exchanger 17 (→ the accumulator side passage 21) → the accumulator 22 → the compressor 11, and from the gas-phase refrigerant outlet of the gas-liquid separator 14 to the intermediate pressure inlet of the compressor 11. A gas injection cycle is formed in which an intermediate-pressure gas-phase refrigerant flows into 11b.

  Furthermore, the rotational speed Nc of the compressor 11, that is, the control signal output to the electric motor of the compressor 11 is determined as follows. First, based on the target blowing temperature TAO, the target refrigerant pressure TPd in the water-refrigerant heat exchanger 12 is determined with reference to a control map stored in the air conditioning control device 40 in advance.

  Specifically, in this control map, the target refrigerant pressure TPd is determined to increase as the target blowing temperature TAO increases so that the blown air temperature TAV approaches the target blowing temperature TAO. Therefore, the rotational speed Nc of the compressor 11 increases as the target blowing temperature TAO increases.

  Then, based on the deviation between the target refrigerant pressure TPd and the discharge refrigerant pressure Pd detected by the discharge pressure sensor, the feedback control method is used to bring the discharge refrigerant pressure Pd closer to the target refrigerant pressure TPd. The rotational speed Nc is determined. Note that the rotational speed Nc of the compressor 11 is determined to be equal to or lower than the maximum rotational speed Ncmax determined from the durability performance of the compressor 11, similarly to the cooling mode or the like.

  Further, with respect to the control signal output to the heating expansion valve 13a, the supercooling degree of the refrigerant flowing into the heating expansion valve 13a approaches the target subcooling degree determined so that the COP becomes substantially maximum. It is determined.

  Further, the control signal output to the water pump 27 is determined so that the water pump 27 exhibits a predetermined reference water pressure feeding capability. As for the control signal output to the electric actuator for the air mix door 34, the air mix door 34 closes the air bypass passage 35, and the total amount of the blown air after passing through the indoor evaporator 20 is the air on the heater core 26 side. It is determined to pass through the passage.

  Next, in step S92 of FIG. 3, it is determined whether or not the current rotational speed Nc of the compressor 11 is the maximum rotational speed Ncmax, that is, whether or not Nc = Ncmax. If Nc = Ncmax is not satisfied in step S92, the process proceeds to step S93, and normal heating control is executed. On the other hand, when Nc = Ncmax is established in step S92, the process proceeds to step S94, and the strong heating control is executed.

  In the normal heating control in step S93, the process returns to step S10 without changing the control state of the various control target devices determined in step S91. That is, the normal heating control in step S93 adjusts the valve opening degree of the heating expansion valve 13a when the blown air temperature TAV can be brought close to the target blowing temperature TAO by adjusting the rotation speed Nc of the compressor 11. Thus, the control is executed so as to bring the COP of the cycle close to the maximum.

  In the strong heating control in step S94, the water pumping capacity (rotational speed) of the water pump 27 determined in step S91 is decreased by a predetermined amount, and the process returns to step S10. That is, in the strong heating control in step S94, the blown air temperature TAV cannot be brought close to the target outlet temperature TAO by adjusting the rotation speed Nc of the compressor 11 as in the case where the outside air temperature becomes extremely low. It is the control executed in

  In other words, in the strong heating control, when the blown air temperature TAV is lower than the target blow temperature TAO, the blown air temperature TAV approaches the target blow temperature TAO without adjusting the rotation speed Nc of the compressor 11. In addition, the flow rate of the hot water flowing into the water-refrigerant heat exchanger 12 is reduced.

  In the heating mode, since the above control process is executed, in the refrigeration cycle apparatus 10, the state of the refrigerant changes as shown in the Mollier diagram of FIG. In FIG. 4, the change in the state of the refrigerant during the normal heating control is indicated by a thick solid line, and the change in the state of the refrigerant when the normal heating control is shifted to the strong heating control is indicated by a thick broken line.

  First, when the normal heating control in the heating mode is executed, in the refrigeration cycle apparatus 10, the state of the refrigerant changes as indicated by the solid line in the Mollier diagram of FIG. Specifically, the high-temperature and high-pressure refrigerant (point a in FIG. 4) discharged from the discharge port 11 c of the compressor 11 flows into the water-refrigerant heat exchanger 12 and circulates through the heat medium circulation circuit 25 and the hot water and heat. Exchange and dissipate heat (point a → b in FIG. 4). Thereby, warm water is heated.

  Further, in the heating mode, since the air mix door 34 fully opens the air passage on the heater core 26 side, the heated warm water flows into the heater core 26, whereby the blown air after passing through the indoor evaporator 20 is heated.

  The refrigerant flowing out of the water-refrigerant heat exchanger 12 is depressurized until it flows into the heating expansion valve 13a and becomes an intermediate pressure refrigerant. (Point b in FIG. 4 → point c1). The intermediate-pressure refrigerant decompressed by the heating expansion valve 13a flows into the gas-liquid separator 14 and is separated into gas and liquid (point c1 → c2 and point c1 → c3 in FIG. 4).

  The gas-phase refrigerant separated by the gas-liquid separator 14 (point c2 in FIG. 4) is sucked from the intermediate pressure suction port 11b of the compressor 11 because the gas-phase refrigerant passage opening / closing valve 15a is open, and is low. It merges with the intermediate pressure refrigerant (point a1 in FIG. 4) discharged from the stage side compression mechanism (point c2 → a2 point, point a1 → a2 in FIG. 4), and is sucked into the high stage compression mechanism.

  On the other hand, the liquid-phase refrigerant separated by the gas-liquid separator 14 flows from the liquid-phase refrigerant outlet of the gas-liquid separator 14 to the intermediate pressure fixed throttle 16 side because the bypass passage opening / closing valve 15b is closed. The pressure is reduced by the intermediate pressure fixed throttle 16 until it becomes a low-pressure refrigerant (point c3 → point c4 in FIG. 4). The refrigerant flowing out from the intermediate pressure fixed throttle 16 flows into the outdoor heat exchanger 17, absorbs heat from the outside air blown from the blower fan, and evaporates (point c4 → d in FIG. 4).

  The refrigerant that has flowed out of the outdoor heat exchanger 17 flows into the accumulator 22 through the branch portion 18a and the accumulator side passage 21 and is separated into gas and liquid because the heating on-off valve 15c is open. The gas-phase refrigerant separated by the accumulator 22 is sucked into the low-pressure suction port 11a (point e in FIG. 4) of the compressor 11 and compressed again as in the cooling mode.

  The reason why the point d and the point e in FIG. 4 are different is that pressure loss occurs in the gas-phase refrigerant flowing through the refrigerant pipe from the accumulator 22 to the low-pressure suction port 11a of the compressor 11. Therefore, in an ideal cycle, it is desirable that the points d and e coincide.

  Therefore, in normal heating control, the hot air heated by the water-refrigerant heat exchanger 12 is supplied to the heater core 26, whereby the blown air can be heated by the heater core 26. And the inside of a vehicle interior can be heated by blowing the heated ventilation air into a vehicle interior. Further, in the normal heating control, the COP can be brought close to the maximum by controlling the valve opening degree of the heating expansion valve 13a.

  Next, strong heating control will be described. In FIG. 4, “′” is added to the code of the refrigerant in the same state during the normal heating control as the code of the refrigerant state during the strong heating control. As described above, when the strong heating control is executed, the water pumping capacity (rotation speed) of the water pump 27 is decreased by a predetermined amount.

  As a result, the flow rate of hot water flowing into the water-refrigerant heat exchanger 12 is reduced with respect to normal heating control, and the amount of heat absorbed by the hot water from the refrigerant in the water-refrigerant heat exchanger 12, that is, water-refrigerant. The amount of heat released from the refrigerant to the hot water in the heat exchanger 12 is reduced. For this reason, the cycle balance of the refrigeration cycle apparatus 10 is balanced so that the refrigerant pressure in the water-refrigerant heat exchanger 12 increases (points a 'and b' in FIG. 4).

  Accordingly, in the strong heating control, the refrigerant pressure in the water-refrigerant heat exchanger 12 is increased in the water-refrigerant heat exchanger 12 without increasing the refrigerant circulation flow rate that circulates the cycle, compared with the normal heating control. The temperature of the heated hot water can be raised. Thereby, the temperature of the warm water flowing into the heater core 26 can be increased more than the normal heating control, and the temperature of the blown air heated by the heater core 26 can be increased.

  According to the study by the present inventors, in the vehicle air conditioner 1 of the present embodiment, as shown in the graph of FIG. 5, the flow rate of hot water (warm water) that flows into the water-refrigerant heat exchanger 12 during strong heating control is shown. It is known that the heating capacity of the blown air in the heater core 26 is increased by reducing the flow rate) to about 5% to 15% during normal heating control.

  As described above, in the heating mode, by switching between the normal heating control and the strong heating control according to the rotation speed Nc of the compressor 11, the air is heated by the heater core 26 until the temperature reaches an appropriate temperature. Proper heating can be done.

  According to the vehicle air conditioner 1 of the present embodiment, as described above, by switching the refrigerant circuit of the refrigeration cycle apparatus 10, it is possible to perform cooling, dehumidification heating, and heating in the vehicle interior. Comfortable air conditioning can be realized.

  Furthermore, in the vehicle air conditioner 1 of the present embodiment, the refrigeration cycle apparatus 10 forms a gas injection cycle in the heating mode. Thus, until the pressure of the refrigerant flowing into the water-refrigerant heat exchanger 12 becomes relatively higher than that of a normal vapor compression refrigeration cycle in which the intermediate pressure refrigerant is not joined to the refrigerant in the pressurization process by the compressor 11. It is possible to raise the hot water flowing into the water-refrigerant heat exchanger 12 to a relatively high temperature.

  Therefore, the temperature of the heat medium heated by the water-refrigerant heat exchanger 12 can be easily adjusted by adjusting the rotational speed Nc (refrigerant discharge capacity) of the compressor 11 and so on. The temperature of the blown air heated by exchanging heat with warm water can also be easily adjusted.

  That is, according to the vehicle air conditioner 1 of the present embodiment, the blown air blown into the vehicle interior is heated appropriately to a desired temperature using the hot water (heat medium) heated by the refrigeration cycle apparatus 10 as a heat source. be able to.

  Moreover, in the vehicle air conditioner 1 of the present embodiment, the indoor air conditioner unit 30 is the same as the indoor air conditioner unit for a vehicle air conditioner applied to a normal vehicle that obtains the driving force for driving the vehicle from the engine. Since the thing of a structure can be employ | adopted, the reduction of the manufacturing cost of the vehicle air conditioner 1 can be aimed at.

  Moreover, in the vehicle air conditioner 1 of this embodiment, since the water pump 27 as the heat medium flow rate adjusting means is provided in the heat medium circulation circuit 25, as described in the strong heating control in the heating mode, By adjusting the flow rate of the hot water flowing into the refrigerant heat exchanger 12, the heating capacity of the blown air in the heater core 26 can be improved. As a result, the blown air can be more appropriately heated.

(Second Embodiment)
In the present embodiment, an example in which the configuration of the heat medium circulation circuit 25 is changed as shown in the overall configuration diagram of FIG. 6 with respect to the first embodiment will be described. In FIG. 6, the same or equivalent parts as those in the first embodiment are denoted by the same reference numerals. The same applies to the following drawings. Specifically, in the heat medium circulation circuit 25 of the present embodiment, a heat medium bypass passage 28 and a three-type flow rate adjustment valve 29 are added to the first embodiment.

  The heat medium bypass passage 28 is configured by a heat medium pipe that guides the hot water pumped from the water pump 27 to the upstream side of the heater core 26 by bypassing the water-refrigerant heat exchanger 12.

  The flow rate adjustment valve 29 is a flow rate that adjusts a flow rate ratio between the flow rate of hot water that flows into the water-refrigerant heat exchanger 12 and the flow rate of hot water that flows into the heat medium bypass passage 28 of the hot water pumped from the water pump 27. It is a ratio adjusting means (heat medium flow rate adjusting means). Further, the flow rate adjusting valve 29 is an electric flow rate adjusting valve whose operation is controlled by a control signal output from the air conditioning control device 40. Other configurations are the same as those of the first embodiment.

  Next, the operation of this embodiment in the above configuration will be described. In the vehicle air conditioner 1 of the present embodiment, the control signal output to the water pump 27 is determined so that the water pump 27 exhibits a predetermined reference water pressure feeding capability in any operation mode.

  Further, at the time of normal heating control in the cooling mode, the dehumidifying heating mode, and the heating mode, the air conditioning control device 40 adjusts the flow rate so that the total flow rate of the hot water pumped from the water pump 27 flows into the water-refrigerant heat exchanger 12. The operation of the valve 29 is controlled.

  As a result, in the heat medium circulation circuit 25 during normal heating control in the cooling mode, the dehumidifying heating mode, and the heating mode, as shown by the thick solid arrow in FIG. 6, the water pump 27 (→ flow rate adjusting valve 29) → water− Hot water circulates in the order of the refrigerant heat exchanger 12 → the heater core 26 → the water pump 27.

  Further, at the time of strong heating control in the heating mode, the air conditioning control device 40 causes hot water having a predetermined reference flow rate of hot water pumped from the water pump 27 to flow into the water-refrigerant heat exchanger 12 and the remaining hot water. Is controlled so as to flow into the heat medium bypass passage 28.

  Thereby, in the heat medium circulation circuit 25 at the time of the strong heating control in the heating mode, the water pump 27 (→ flow rate adjusting valve 29) → the water-refrigerant heat exchanger 12 → the heater core 26 as shown by a thick broken line arrow in FIG. The hot water circulates in the order of the water pump 27, and the hot water circulates in the order of the water pump 27 (→ flow rate adjusting valve 29 → heat medium bypass passage 28) → heater core 26 → water pump 27.

  That is, in the present embodiment, the flow rate adjustment valve 29 adjusts the flow rate ratio during the strong heating control in the heating mode, so that it flows into the water-refrigerant heat exchanger 12 without reducing the water pumping capacity of the water pump 27. The flow rate of warm water to be reduced can be reduced. Other operations are the same as those in the first embodiment. Therefore, also in the vehicle air conditioner 1 of the present embodiment, the same effect as that of the first embodiment can be obtained.

  Here, in the strong heating control in the heating mode of the first embodiment, the flow rate of the hot water flowing into the water-refrigerant heat exchanger 12 is reduced by reducing the water pumping capacity of the water pump 27. Therefore, in the strong heating control of the first embodiment, the flow rate of the hot water flowing into the heater core 26 is also reduced.

  Further, in an all-pass type tank-and-tube heat exchanger such as the heater core 26, if the flow rate of hot water flowing into the interior decreases, the amount of hot water distributed from the distribution tank to each tube is not sufficient. There is a possibility that the temperature distribution of the blown air blown out from the heater core 26 becomes uniform and the temperature distribution of the blown air is expanded.

  On the other hand, in the vehicle air conditioner 1 of the present embodiment, even if the normal heating control is switched to the strong heating control, the water pumping capacity of the water pump 27 does not decrease, and the flow rate of the hot water flowing into the heater core 26 decreases. There is no end to it.

  Therefore, according to the vehicle air conditioner 1 of the present embodiment, as shown in the graph of FIG. 7, a vehicle in which the flow rate of hot water flowing into the water-refrigerant heat exchanger 12 and the flow rate of hot water flowing into the heater core 26 match. It is possible to suppress the temperature distribution from expanding with respect to the air conditioner for a vehicle (hereinafter referred to as a comparative vehicle air conditioner). Note that the maximum temperature difference shown on the vertical axis in FIG. 7 is a temperature difference obtained by subtracting the minimum temperature from the maximum temperature of the blown air immediately after being blown from the heater core 26 during the strong heating control.

  Furthermore, in the vehicle air conditioner 1 of the present embodiment, the flow rate of hot water flowing into the heater core 26 is increased with respect to the comparative vehicle air conditioner. By appropriately adjusting, the heating capacity of the blown air in the heater core 26 can be increased as compared with the comparative vehicle air conditioner.

  According to the study by the present inventors, in the vehicle air conditioner 1 of the present embodiment, as shown in the graph of FIG. 8, the flow rate of warm water (warm water) that flows into the water-refrigerant heat exchanger 12 during strong heating control is shown. It has been found that by reducing the flow rate to about 13% to 17% during normal heating control, the heating capacity of the blower air in the heater core 26 is higher than that of the comparative vehicle air conditioner.

(Third embodiment)
In the present embodiment, as shown in the overall configuration diagram of FIG. 9, the three types of flow rate adjustment valves 29 are eliminated, and the heat medium on / off valve 29 a and the heat medium bypass passage 28 are provided in the heat medium bypass passage 28 in the second embodiment. An example in which the medium diaphragm mechanism 29b is arranged will be described. Specifically, the heat medium opening / closing valve 29 a is an electromagnetic valve that opens and closes the heat medium bypass passage 28, and its opening / closing operation is controlled by a control voltage output from the air conditioning control device 40.

  The heat medium throttle mechanism 29b generates a predetermined passage resistance in the heat medium flowing through the heat medium bypass passage 28, and can employ an orifice or the like. Further, in the present embodiment, as the heat medium throttle mechanism 29b, when the heat medium on / off valve 29a opens the heat medium bypass passage 28, the flow rate of the hot water flowing into the water-refrigerant heat exchanger 12 is the second implementation. A standard flow rate that is equivalent to the configuration is adopted.

  Further, in the vehicle air conditioner 1 of the present embodiment, the air conditioning control device 40 closes the heat medium on-off valve 29a during the cooling mode, the dehumidifying heating mode, and the normal heating control in the heating mode. Thereby, in the cooling medium, the dehumidifying heating mode, and the heat medium circulation circuit 25 during the normal heating control in the heating mode, as shown by the thick solid arrows in FIG. 9, the cooling mode, the dehumidifying heating mode, and the second embodiment The heat medium circulates similarly to the normal heating control in the heating mode.

  Further, during the strong heating control in the heating mode, the air conditioning control device 40 opens the heat medium opening / closing valve 29a. Thereby, in the heat medium circulation circuit 25 at the time of the strong heating control in the heating mode, the heat medium circulates as in the case of the strong heating control in the heating mode of the second embodiment as shown by the thick broken line arrows in FIG.

  Thereby, at the time of strong heating control, the flow rate of warm water flowing into the water-refrigerant heat exchanger 12 is lower than that at the time of normal heating control. Therefore, in the present embodiment, the heat medium opening / closing valve 29a constitutes a flow rate ratio adjusting means (heat medium flow rate adjusting means).

  Other configurations and operations are the same as those of the second embodiment. Therefore, also in the vehicle air conditioner 1 of the present embodiment, the same effect as that of the second embodiment can be obtained. Furthermore, it is possible to suppress the temperature distribution of the blown air blown out from the heater core 26 with a simple configuration from being increased as compared with the case where the three types of flow rate adjusting valves 29 are employed as in the second embodiment.

  In this embodiment, the example in which the heat medium throttle mechanism 29b is disposed in the heat medium bypass passage 28 has been described. However, when the heat medium on / off valve 29a opens the heat medium bypass passage 28, the second embodiment is described. If the flow rate of the hot water flowing into the water-refrigerant heat exchanger 12 can be reduced similarly to the above, the heat medium throttle mechanism 29b may be eliminated.

  For example, the heat medium throttle mechanism 29b is abolished, and a heat medium on / off valve 29a that generates a passage resistance equivalent to that of the heat medium throttle mechanism 29b when the heat medium bypass passage 28 is opened is adopted. May be. Further, the heat medium throttle mechanism 29b is eliminated, and the passage resistance equivalent to that of the heat medium throttle mechanism 29b is generated by adjusting the pipe diameter of the heat medium pipe forming the heat medium bypass passage 28. May be.

(Fourth embodiment)
In the present embodiment, an example in which the configuration of the heat medium circulation circuit 25 is changed as shown in the overall configuration diagram of FIG. 10 with respect to the first embodiment will be described. Specifically, in the heat medium circulation circuit 25 of the present embodiment, compared to the first embodiment, the heat medium bypass passage 28, the three types of flow rate adjusting valves 29 similar to those of the second embodiment, the third embodiment. A heat medium opening / closing valve 29a and an auxiliary heater core 26a are added.

  The heat medium bypass passage 28 of the present embodiment is configured by a heat medium pipe that guides the hot water pumped from the water pump 27 to the inlet side of the flow rate adjustment valve 29 by bypassing the water-refrigerant heat exchanger 12. The flow rate adjusting valve 29 of the present embodiment connects the discharge port side of the water pump 27 and the hot water inlet side of the heater core 26, and further, the hot water outlet side of the water-refrigerant heat exchanger 12 and the hot water inlet of the heater core 26. It is arranged to connect the side.

  Further, the hot water inlet side of the auxiliary heater core 26a is also connected to the downstream side of the hot water flow of the water-refrigerant heat exchanger 12 of the present embodiment via the heat medium opening / closing valve 29a. The auxiliary heater core 26a is disposed in the casing 31 of the indoor air conditioning unit 30 on the downstream side of the blower air flow of the heater core 26, and exchanges heat between the hot water flowing through the interior and the blown air that has passed through the heater core 26. It is a heat exchanger for auxiliary heating to be heated.

  Further, the auxiliary heater core 26 a is configured by an all-pass type tank-and-tube heat exchanger similar to the heater core 26. Furthermore, the hot water outlet side of the heater core 26 and the hot water outlet side of the auxiliary heater core 26 a are both connected to the suction side of the water pump 27. Other configurations are the same as those of the first embodiment.

  Next, the operation of this embodiment in the above configuration will be described. In the vehicle air conditioner 1 of the present embodiment, the control signal output to the water pump 27 is determined so that the water pump 27 exhibits a predetermined reference water pressure feeding capability in any operation mode.

  Further, during normal heating control in the cooling mode, the dehumidifying heating mode, and the heating mode, the air conditioning control device 40 adjusts the flow rate so as to connect the hot water outlet side of the water-refrigerant heat exchanger 12 and the hot water inlet side of the heater core 26. While controlling the operation of the valve 29, the heat medium on-off valve 29a is closed.

  As a result, in the heat medium circulation circuit 25 during the normal heating control in the cooling mode, the dehumidifying heating mode, and the heating mode, as shown by the thick solid arrow in FIG. 11, the water pump 27 → the water-refrigerant heat exchanger 12 (→ The hot water circulates in the order of the flow rate adjusting valve 29) → the heater core 26 → the water pump 27. At this time, if the flow rate of hot water pumped from the water pump 27 is GW1, the flow rate of hot water flowing through the water-refrigerant heat exchanger 12 and the flow rate of hot water flowing through the heater core 26 are GW1.

  Further, at the time of strong heating control in the heating mode, the air conditioning control device 40 controls the operation of the flow rate adjustment valve 29 so as to connect the hot water discharge port side of the water pump 27 and the hot water inlet side of the heater core 26, and the heat medium. The on-off valve 29a is opened.

  Thereby, in the heat medium circulation circuit 25 at the time of the strong heating control in the heating mode, as shown by a thick broken line arrow in FIG. 12, the water pump 27 → the water-refrigerant heat exchanger 12 (→ the heat medium on-off valve 29a) → Hot water circulates in the order of the auxiliary heater core 26 a → water pump 27, and hot water circulates in the order of the water pump 27 (→ heat medium bypass passage 28 → flow rate adjusting valve 29) → heater core 26 → water pump 27.

  At this time, if the flow rate of hot water pumped from the water pump 27 is GW1, the flow rate of warm water flowing through the heat medium bypass passage 28 and the flow rate of warm water flowing through the heater core 26 are GW2, and hot water flowing through the water-refrigerant heat exchanger 12 The flow rate and the flow rate of warm water flowing through the auxiliary heater core 26a are GW3. As is apparent from FIG. 12, the sum of GW2 and GW3 is GW1.

  That is, at the time of strong heating control of the present embodiment, the flow rate adjustment valve 29 adjusts the flow rate ratio, so that the flow rate of the hot water flowing into the water-refrigerant heat exchanger 12 without reducing the water pumping capacity of the water pump 27. Can be reduced. Other operations are the same as those in the first embodiment. Therefore, also in the vehicle air conditioner 1 of the present embodiment, the same effect as that of the first embodiment can be obtained.

  More specifically, in the dehumidifying heating mode and the normal heating control in the heating mode of the present embodiment, the blower air can be heated by the heater core 26 as in the first embodiment. Further, in the strong heating control in the heating mode, the temperature of the hot air flowing into the heater core 26 can be increased as in the first embodiment, and the temperature of the blown air heated by the heater core 26 can be increased.

  Furthermore, in the vehicle air conditioner 1 of the present embodiment, during the strong heating control, the auxiliary heater core 26a exchanges heat between the hot water that has passed through the heat medium bypass passage 28 and the blown air that has passed through the heater core 26 so as to generate blown air. Heating. Therefore, the heat of the heat medium that has passed through the heat medium bypass passage 28 can be effectively used to heat the blown air.

(Fifth embodiment)
In the present embodiment, an example in which the configuration of the heat medium circulation circuit 25 is changed as shown in the overall configuration diagram of FIG. 13 with respect to the first embodiment will be described. Specifically, in the heat medium circulation circuit 25 of the present embodiment, the heat medium bypass passage 28 that is the same as that of the fourth embodiment and the three types of flow rate adjustments that are the same as those of the second embodiment are compared to the first embodiment. A valve 29 and an auxiliary heater core 26a similar to those of the fourth embodiment are added.

  The heat medium bypass passage 28 of the present embodiment is configured by a heat medium pipe that guides the hot water pumped from the water pump 27 to the inlet side of the flow rate adjustment valve 29 by bypassing the water-refrigerant heat exchanger 12. The flow rate adjusting valve 29 of the present embodiment connects the discharge port side of the water pump 27 and the hot water inlet side of the auxiliary heater core 26a, and further connects the hot water outlet side of the heater core 26 and the hot water inlet side of the auxiliary heater core 26a. Arranged to connect.

  The hot water inlet side of the heater core 26 is connected to the downstream side of the hot water flow of the water-refrigerant heat exchanger 12 of the present embodiment. Other configurations are the same as those of the first embodiment.

  Next, the operation of this embodiment in the above configuration will be described. In the vehicle air conditioner 1 of the present embodiment, the control signal output to the water pump 27 is determined so that the water pump 27 exhibits a predetermined reference water pressure feeding capability in any operation mode.

  Further, at the time of normal heating control in the cooling mode, the dehumidifying heating mode, and the heating mode, the air conditioning control device 40 adjusts the flow rate so that the total flow rate of the hot water pumped from the water pump 27 flows into the water-refrigerant heat exchanger 12. The operation of the valve 29 is controlled.

  As a result, in the heat medium circulation circuit 25 during normal heating control in the cooling mode, the dehumidifying heating mode, and the heating mode, as shown by the thick solid line arrows in FIG. 14, the water pump 27 → the water-refrigerant heat exchanger 12 → the heater core. The hot water circulates in the order of 26 (→ flow rate adjusting valve 29) → auxiliary heater core 26a → water pump 27.

  At this time, if the flow rate of hot water pumped from the water pump 27 is GW1, the flow rate of warm water flowing through the water-refrigerant heat exchanger 12, the flow rate of warm water flowing through the heater core 26, and the flow rate of warm water flowing through the auxiliary heater core 26a are GW1. Become.

  Further, at the time of strong heating control in the heating mode, the air conditioning control device 40 causes hot water having a predetermined reference flow rate of hot water pumped from the water pump 27 to flow into the water-refrigerant heat exchanger 12 and the remaining hot water. Is controlled so as to flow into the heat medium bypass passage 28.

  Thereby, in the heat medium circulation circuit 25 at the time of the strong heating control in the heating mode, as shown by a thick broken line arrow in the schematic explanatory diagram of FIG. 15, the water pump 27 → the water-refrigerant heat exchanger 12 → the heater core 26 ( → flow rate adjusting valve 29) → warm water circulates in the order of auxiliary heater core 26a → water pump 27, and hot water in the order of water pump 27 (→ heat medium bypass passage 28 → flow rate adjusting valve 29) → auxiliary heater core 26a → water pump 27. Circulates.

  At this time, if the flow rate of hot water pumped from the water pump 27 is GW1, the flow rate of hot water flowing through the heat medium bypass passage 28 is GW2, and the flow rate of hot water flowing through the water-refrigerant heat exchanger 12 and the hot water flowing through the heater core 26 are as follows. The flow rate is GW2, and the hot water flow rate through the auxiliary heater core 26a is GW1. As is apparent from FIG. 15, the sum of GW2 and GW3 is GW1.

  That is, at the time of strong heating control of the present embodiment, the flow rate adjustment valve 29 adjusts the flow rate ratio, so that the flow rate of the hot water flowing into the water-refrigerant heat exchanger 12 without reducing the water pumping capacity of the water pump 27. Can be reduced. Other operations are the same as those in the first embodiment. Therefore, also in the vehicle air conditioner 1 of the present embodiment, the same effect as that of the first embodiment can be obtained.

  More specifically, in the normal heating control in the dehumidifying heating mode and the heating mode of the present embodiment, the blown air can be heated by the heater core 26 and the auxiliary heater core 26a. Further, in the strong heating control in the heating mode, the temperature of the hot air flowing into the heater core 26 can be increased as in the first embodiment, and the temperature of the blown air heated by the heater core 26 can be increased.

  Furthermore, in the vehicle air conditioner 1 of the present embodiment, during the strong heating control, the auxiliary heater core 26a heat-exchanges the hot water flowing out from the flow rate adjustment valve 29 and the blown air after passing through the heater core 26 to exchange the heat. doing. Therefore, the heat of the heat medium that has passed through the heat medium bypass passage 28 can be effectively used to heat the blown air.

  Further, in the vehicle air conditioner 1 of the present embodiment, the flow rate of hot water flowing into the auxiliary heater core 26a disposed on the downstream side of the blower air flow with respect to the heater core 26 during the strong heating control is lower than that during the normal heating control. There is no end. Therefore, similarly to the second embodiment, it is possible to prevent the temperature distribution of the blown air blown out from the auxiliary heater core 26a from expanding.

(Sixth embodiment)
This embodiment demonstrates the example which changed the control aspect of heating mode with respect to 1st Embodiment. Specifically, the normal heating control in the heating mode of the present embodiment is the same as that of the first embodiment. Therefore, the air-conditioning control device 40 controls the operation of the air mix door 34 that is the air flow control means so as to close the air bypass passage 35 and fully open the air passage on the heater core 26 side.

  Thereby, as shown in the schematic explanatory diagram of FIG. 16, when the air volume of the blown air blown from the blower 32 is Va1 during the normal heating control, the air volume of the blown air passing through the heater core 26 is also Va1.

  Further, in the strong heating control in the heating mode, the air conditioning control device 40 controls the operation of the air mix door 34 so that the air bypass passage 35 is opened by a predetermined amount.

  Accordingly, as shown in the schematic explanatory diagram of FIG. 17, when the air volume of the blown air blown from the blower 32 is Va1, the air volume of the blown air passing through the heater core 26 is Va2, and passes through the air bypass passage 35. The air volume of the blown air is Va3. As is clear from FIG. 17, the sum of Va2 and Va3 is Va1.

  That is, during the strong heating control of the present embodiment, the air mix door 34 adjusts the air volume ratio to reduce the air volume of the blown air flowing into the heater core 26. Other configurations and operations of the vehicle air conditioner 1 are the same as those in the first embodiment. Therefore, also in the vehicle air conditioner 1 of the present embodiment, comfortable air conditioning in the vehicle compartment can be realized, as in the first embodiment.

  More specifically, in the strong heating control in the heating mode of the present embodiment, the air mix door 34 reduces the air volume of the blown air flowing into the heater core 26, so that the heat dissipation amount of the hot water in the heater core 26 is reduced. The temperature of the hot water that flows out and flows into the water-refrigerant heat exchanger 12 again increases.

  Thereby, the temperature difference between the hot water and the high-pressure refrigerant in the water-refrigerant heat exchanger 12 is reduced, and the heat radiation amount of the high-pressure refrigerant is also reduced. For this reason, the cycle balance of the refrigeration cycle apparatus 10 is balanced so that the refrigerant pressure in the water-refrigerant heat exchanger 12 increases, and hot water heated in the water-refrigerant heat exchanger 12 is more than in normal heating control. The temperature can be raised.

  Therefore, in the strong heating control, the temperature of the hot water flowing into the heater core 26 can be increased more than in the normal heating control, and the temperature of the blown air heated by the heater core 26 can be increased.

  That is, in the strong heating control of the present embodiment, the blown air temperature TAV cannot be brought close to the target blowing temperature TAO by adjusting the rotation speed Nc of the compressor 11 as in the case where the outside air temperature becomes extremely low. In this case, the air volume of the blown air flowing into the heater core 26 is reduced by the air mix door 34 so that the blown air temperature TAV approaches the target blown temperature TAO.

  In the present embodiment, an example in which the air volume of the blown air flowing into the heater core 26 is decreased by adjusting the air volume ratio during the strong heating control in the heating mode has been described. The air volume of the blown air flowing into the heater core 26 may be reduced by reducing the air blowing capacity (rotational speed) of 32. In this case, the air blower 32 becomes the air flow control means.

(Other embodiments)
The present invention is not limited to the above-described embodiment, and can be variously modified as follows without departing from the spirit of the present invention. Further, the means disclosed in each of the above embodiments may be appropriately combined within a practicable range.

  (1) In the above-mentioned embodiment, although the example which applied the air conditioner which concerns on this invention to the vehicle air conditioner 1 for electric vehicles was demonstrated, application of the air conditioner which concerns on this invention is not limited to this. For example, the present invention is effective when applied to a vehicle air conditioner for a vehicle in which engine waste heat can be insufficient as a heat source for heating, such as a hybrid vehicle that obtains driving force for vehicle travel from an engine and an electric motor for travel. Of course, you may apply to the vehicle air conditioner of the normal vehicle which obtains the driving force for vehicle travel from an engine.

  (2) In the heat medium circulation circuit 25 of the above-described embodiment, the example in which the hot water inlet side of the water-refrigerant heat exchanger 12 is connected to the discharge port side of the water pump 27 has been described. The connection mode of the pump 27, the water-refrigerant heat exchanger 12, the heater core 26, etc. is not limited to this.

  For example, the inlet side of the water pump 27 may be connected to the hot water inlet side of the water-refrigerant heat exchanger 12, as shown in FIG. As shown in FIG. 19, the inlet side of the water pump 27 may be connected to the downstream side of the hot water flow in the heat medium bypass passage 28 with respect to the heat medium circuit 25 of the second embodiment. The same applies to the heat medium circulation circuit 25 of the third to fifth embodiments.

  (3) In the second embodiment and the like described above, the temperature distribution of the blown air heated by the heater core 26 is expanded by not reducing the flow rate of the hot water flowing into the heater core 26 during the strong heating control in the heating mode. Although the example which suppressed this was demonstrated, expansion suppression of the temperature distribution of blowing air is not limited to this.

  For example, the heater core 26 according to the first embodiment may be configured so that temperature distribution hardly occurs. Specifically, the heater core 26 having a plurality of heat exchanging parts that exchange heat between hot water and the heater core is used, and the blown air that has passed through one heat exchanging part flows into another heat exchanger. A so-called direct counter flow type may be employed.

  (4) In the above-described embodiment, the rotational speed Nc of the compressor 11 is the maximum rotational speed Ncmax, and the blown air temperature TAV is brought close to the target outlet temperature TAO by adjusting the rotational speed Nc of the compressor 11. Although an example of shifting from the normal heating control to the strong heating control has been described when the heating cannot be performed, the transition from the normal heating control to the strong heating control is not limited to this.

  That is, in the normal heating control, when the blown air temperature TAV becomes lower than the target blowing temperature TAO, it is sufficient to shift to the strong heating control so that the blown air temperature TAV approaches the target blowing temperature TAO. For example, when the outside air temperature Tam (or the temperature of the air sucked into the casing 31 from the inside / outside air switching device 33) becomes equal to or lower than a predetermined reference outside air temperature Ktam, the normal heating control is shifted to the strong heating control. What should I do?

  More specifically, in the control described in the first embodiment, when the outside air temperature Tam becomes equal to or lower than a predetermined reference outside air temperature KTam, the water-refrigerant is set so that the blown air temperature TAV approaches the target blowing temperature TAO. The flow rate of hot water flowing into the heat exchanger 12 may be reduced. Further, in the control described in the sixth embodiment, when the outside air temperature Tam becomes equal to or lower than the predetermined reference outside air temperature KTam, the air flowing into the heater core 26 so that the blown air temperature TAV approaches the target blowing temperature TAO. The air volume may be reduced.

  (5) In the above-described second embodiment, the example in which the three types of flow rate adjusting valves are employed as the heat medium flow rate adjusting unit has been described, but the configuration of the heat medium flow rate adjusting unit is not limited thereto. For example, a first flow rate adjustment valve having the same configuration as the cooling expansion valve 13b is disposed between the discharge port side of the water pump 27 and the hot water inlet side of the water-refrigerant heat exchanger 12, and the heat medium bypass. A second flow rate adjusting valve having the same configuration may be arranged in the passage 28, and the heat medium flow rate adjusting means may be configured by both flow rate adjusting valves.

  (6) In the above-described fourth and fifth embodiments, the example in which the auxiliary heater core 26a is disposed on the downstream side (leeward side) of the blower air flow of the heater core 26 has been described. However, the auxiliary heater core 26a is used as the blower air flow of the heater core 26. It may be arranged on the upstream side (windward side). That is, with regard to the arrangement of the heater core 26 and the auxiliary heater core 26a, an arrangement in which the heat exchange efficiency is increased in consideration of the temperature difference between the hot water and the blown air in the heater core 26 and the temperature difference between the hot water and the blown air in the auxiliary heater core 26a. Adopt it.

  (7) In the first embodiment and the like described above, the flow rate of hot water flowing into the water-refrigerant heat exchanger 12 is reduced during the strong heating control in the heating mode, and in the sixth embodiment, the hot water flows into the heater core 26 during the strong heating control. Although the example which reduced the air volume of the ventilation air to perform was demonstrated, of course, while reducing the flow volume of the warm water which flows into the water-refrigerant heat exchanger 12 at the time of strong heating control, the air volume of the ventilation air which flows into the heater core 26 is reduced You may let them.

  In this case, when the flow rate of the hot water flowing into the water-refrigerant heat exchanger 12 is reduced, the temperature of the blown air blown out from the heater core 26 rises (temperature rise sensitivity) and flows into the heater core 26. What is necessary is just to determine the priority of both control according to the difference with the speed (temperature rise sensitivity) at which the temperature of the blown air blown out from the heater core 26 rises when the flow rate of the blown air is lowered.

  For example, after the flow rate of hot water flowing into the water-refrigerant heat exchanger 12 is preferentially reduced, the air volume of the blown air flowing into the heater core 26 may be reduced.

  (8) In the above-described embodiment, an example in which a normal chlorofluorocarbon refrigerant is employed as the refrigerant has been described. However, the type of refrigerant is not limited to this. For example, hydrocarbon refrigerant, carbon dioxide, etc. may be employed. Furthermore, the above-described refrigeration cycle apparatus 10 may be configured as a supercritical refrigeration cycle in which the high-pressure side refrigerant pressure exceeds the critical pressure of the refrigerant.

DESCRIPTION OF SYMBOLS 10 Refrigeration cycle apparatus 11 Compressor 12 Water-refrigerant heat exchanger 25 Heat medium circulation circuit 26 Heater core 27 Water pump 29 Flow control valve 29a Heat medium on / off valve

Claims (8)

A refrigeration cycle device (10) having a compressor (11) that compresses and discharges the refrigerant, and joins the intermediate-pressure refrigerant generated in the cycle with the refrigerant in the pressurization process in the compressor (11);
A heat medium circulation circuit (25) for circulating the heat medium,
The refrigeration cycle apparatus (10) includes a heat medium-refrigerant heat exchanger (12) that heats the heat medium by exchanging heat between the high-pressure refrigerant discharged from the compressor (11) and the heat medium. ,
The heat medium circulation circuit (25) has a heating heat exchanger (26) that heats the blown air by exchanging heat between the blown air blown into the air-conditioning target space and the heat medium. A featured air conditioner.   The heat medium circulation circuit (25) is provided with heat medium flow rate adjusting means (27, 29, 29a) for adjusting the flow rate of the heat medium flowing into the heat medium-refrigerant heat exchanger (12). The air conditioner according to claim 1. In the heat medium circulation circuit (25), a heat medium bypass passage that bypasses the heat medium-refrigerant heat exchanger (12) and guides the heat medium to the downstream side of the heat medium-refrigerant heat exchanger (12). (28) is provided,
The heat medium flow rate adjusting means adjusts the flow rate ratio between the flow rate of the heat medium flowing into the heat medium-refrigerant heat exchanger (12) and the flow rate of the heat medium flowing into the heat medium bypass passage (28). The air conditioner according to claim 2, wherein the air conditioner is constituted by a ratio adjusting means (29, 29a). Furthermore, an auxiliary heating heat exchanger (26a) for heating the blown air is provided,
The air conditioner according to claim 3, wherein the auxiliary heating heat exchanger (26a) exchanges heat between the blown air and the heat medium that has passed through the heat medium bypass passage (28). . A heat medium flow rate control means (40a) for controlling the operation of the heat medium flow rate adjustment means (27, 29, 29a);
The heat medium flow rate control means (40a) is configured such that the temperature (TAV) of the blown air heated by the heating heat exchanger (26) is lower than the target temperature (TAO) of the blown air. Further, the flow rate of the heat medium flowing into the heat medium-refrigerant heat exchanger (12) is reduced so that the temperature (TAV) of the blown air approaches the target temperature (TAO). The air conditioner according to any one of claims 2 to 4.   The air conditioner according to any one of claims 1 to 5, further comprising a blowing amount adjusting means (34) for adjusting a blowing amount of the blowing air flowing into the heating heat exchanger (26). The heating heat exchanger (26) is disposed in a casing (31) that forms an air passage for blown air therein,
In the casing (31), an air bypass passage (35) for circulating the blown air so as to bypass the heating heat exchanger (26) is formed,
The air volume adjusting means adjusts the air volume ratio between the air volume of the blown air flowing into the heating heat exchanger (26) and the air volume of the blown air flowing into the air bypass passage (35) (34). The air conditioner according to claim 6, wherein the air conditioner is configured by: An air flow rate control means (40b) for controlling the operation of the air flow rate adjusting means (34),
When the temperature (TAV) of the blown air heated by the heating heat exchanger (26) is lower than the target temperature (TAO) of the blown air, the blown amount control means (40b) The air volume of the blown air flowing into the heating heat exchanger (26) is reduced so that the temperature (TAV) of the blown air approaches the target temperature (TAO). The air conditioner according to 6 or 7.

Images