JP5957232B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner mounted on a vehicle.

  Conventionally, a vehicle air conditioner including a refrigeration cycle apparatus having an electric compressor is known. This refrigeration cycle apparatus comprises an electric compressor, an exterior heat exchanger disposed outside the passenger compartment, an expansion valve, and an interior heat exchanger disposed within the passenger compartment, which are sequentially connected by a refrigerant pipe. The operation | movement according to an air-conditioning load is possible by changing the rotation speed of. For example, when the load is low, the necessary refrigerant circulation amount is small, so the rotation speed of the electric compressor is set low, and the refrigerant pressure is lowered.

  Further, for example, as disclosed in Patent Documents 1 and 2, a cooling fan that sends air to the vehicle exterior heat exchanger is mounted on the vehicle so that, for example, the refrigerant pressure is detected and the vehicle operates when necessary. It has become.

Japanese Patent Laid-Open No. 55-107016 JP 59-93160

  By the way, when the electric compressor is operated at a low speed at a low load, the refrigerant circulation amount is reduced, so that the high pressure of the refrigerant is lowered. When the high pressure is lowered, it becomes difficult to take subcooling at the outlet side of the vehicle exterior heat exchanger (the refrigerant is less likely to be in a supercooled state).

  If a subcool cannot be taken at the outlet side of the vehicle exterior heat exchanger, the gas-liquid two-phase refrigerant that is not completely liquefied passes through the expansion valve. At this time, a refrigerant passing sound is generated due to the presence of the gas phase. As the refrigerant passing sound, the sound that propagates directly from the expansion valve itself and reaches the passenger's ear (direct propagation sound), and the sound that propagates from the expansion valve to the passenger compartment heat exchanger and reaches the passenger's ear (indirect propagation sound) All of which will cause discomfort for the passengers.

  As a measure against direct propagation sound, there is a method of covering the expansion valve with a sound insulating material, but it is difficult to completely prevent it. In addition, for indirectly transmitted sound, the vehicle interior heat exchanger is for cooling the air and supplying it to the vehicle interior, so it cannot be covered with a sound insulating material and there is no effective solution. Is the current situation.

  In recent years, for example, in hybrid vehicles and electric vehicles, there is a demand to suppress the power consumed by the vehicle as much as possible. On the other hand, ensuring air conditioning performance is also an important matter.

  The present invention has been made in view of the above points, and the object of the present invention is to reduce the high pressure when securing the air conditioning performance while suppressing the power consumption of the air conditioner having the electric compressor. It is also possible to reduce the refrigerant passing sound by enabling subcooling.

  In order to solve the above-described object, the present invention increases the discharge temperature by giving priority to the discharge amount reduction operation of the electric compressor, while the refrigerant does not enter the subcool state on the refrigerant inlet side of the expansion valve. Has given priority to the operation to increase the air flow of the cooling fan over the operation to increase the discharge amount of the electric compressor.

The first invention is an electric compressor configured to be able to change the discharge amount per unit time , a vehicle exterior heat exchanger disposed outside the vehicle interior, an expansion valve, and an air conditioner disposed within the vehicle interior. A refrigeration cycle apparatus in which a vehicle interior cooling heat exchanger that cools air is connected in an annular shape by a refrigerant pipe;
A heat exchanger for heating the vehicle interior that is disposed on the downstream side in the air flow direction of the heat exchanger for cooling the vehicle interior in the vehicle interior, and heats the air for air conditioning;
A casing for accommodating the heat exchanger for cooling the vehicle interior and the heat exchanger for heating the vehicle interior;
An air mix that adjusts the temperature of the conditioned air that is blown into the vehicle interior by changing the amount of the air that has been accommodated in the casing and passed through the vehicle interior cooling heat exchanger to the vehicle interior heating heat exchanger. Door,
A cooling fan that blows air to the vehicle exterior heat exchanger;
Subcool detection means for detecting the subcool degree of the refrigerant on the refrigerant inlet side of the expansion valve;
A vehicle speed information output device that outputs information on the vehicle speed of the vehicle;
In a vehicle air conditioner comprising the electric compressor and a control device for controlling the air mix door,
The control device
When a request signal for increasing the temperature of the conditioned air blown into the passenger compartment is received, the discharge of the electric compressor is more than the operation of increasing the air flow to the heat exchanger for heating the passenger compartment by opening and closing the air mix door. On the other hand, when it is determined that the refrigerant does not enter the subcool state on the refrigerant inlet side of the expansion valve based on the signal from the subcool detection means, the output from the vehicle speed information output device is performed. when the vehicle speed is equal to or less than the predetermined vehicle speed based on the information, the than the ejection amount increase operation of the electric compressor, have rows give priority to air volume increase operation of the cooling fan, the upper limit of the cooling fan The present invention is characterized in that the rotational speed is set to be lower than that in a case where the rotational speed is higher than a predetermined vehicle speed .

  According to this configuration, when raising the blowing temperature, in the heat exchanger for cooling the vehicle interior, priority is given to the discharge amount decreasing operation of the electric compressor over the air flow increasing operation to the vehicle interior heating heat exchanger. Since the evaporating temperature of the refrigerant is increased, the work of the electric compressor is reduced, and the power consumption can be reduced.

  In addition, when the refrigerant does not enter the subcooled state on the refrigerant inlet side of the expansion valve, the vehicle is generally operated without increasing the refrigerant discharge amount of the electric compressor and increasing the blowing amount of a cooling fan that generally consumes less power than the electric compressor. By increasing the heat exchange amount of the outdoor heat exchanger, it is possible to avoid a subcool shortage and to prevent the gas-liquid two-phase refrigerant from passing through the expansion valve.

In general, when the power consumption due to the increase in the discharge amount of the electric compressor is compared with the power consumption due to the increase in the air flow rate of the cooling fan, the number of cooling fans can be reduced. In the present invention, it is possible to achieve both suppression of power consumption and suppression of refrigerant passing sound by prioritizing the operation of increasing the air flow rate of the cooling fan at a low vehicle speed at which heat dissipation from the vehicle exterior heat exchanger cannot be expected due to traveling wind. It becomes possible.

Further, when the vehicle speed is low and road noise is small, the upper limit number of rotations of the cooling fan is suppressed, so that the wind noise of the cooling fan is less noticeable. In addition, when the vehicle speed is high and the road noise is large, the upper limit number of rotations of the cooling fan is increased to ensure a sufficient amount of heat dissipated by the outdoor heat exchanger. At this time, the wind noise of the cooling fan is drowned out by the road noise. Wind noise is less noticeable.

According to a second invention, in the first invention,
High pressure side pressure detection means for detecting the refrigerant pressure on the high pressure side of the refrigeration cycle apparatus,
When the control device determines that the high-pressure side refrigerant pressure is equal to or lower than a predetermined pressure based on a signal from the high-pressure side pressure detecting means, the upper limit number of rotations of the cooling fan is higher than when the pressure is higher than the predetermined pressure. Is set low .

That is, in the refrigeration cycle apparatus, the load is greater when the refrigerant pressure on the high pressure side is high than when it is low. In the present invention, when the refrigerant pressure on the high-pressure side is low and the load of the refrigeration cycle apparatus is low, the upper limit number of rotations of the cooling fan is suppressed, so the wind noise of the cooling fan is reduced. In addition, when the load on the refrigeration cycle apparatus is high, the upper limit number of rotations of the cooling fan can be increased to sufficiently secure the heat radiation amount of the vehicle exterior heat exchanger .

  According to the first invention, when the blowing temperature is increased, the discharge amount reduction operation of the electric compressor is prioritized, so that power consumption can be suppressed without substantially reducing the air conditioning performance. In addition, when the refrigerant does not enter the subcooled state on the refrigerant inlet side of the expansion valve, priority is given to the operation of increasing the air flow rate of the cooling fan over the operation of increasing the discharge amount of the electric compressor. A refrigerant can be made into a subcooled state, and a refrigerant passage sound can be reduced.

In addition, when the signal from the vehicle speed information output device is less than or equal to a predetermined value, priority is given to the operation of increasing the air flow rate of the cooling fan over the operation of increasing the discharge rate of the electric compressor. And both.

  Further, when the vehicle speed is determined to be equal to or lower than the predetermined vehicle speed, the upper limit number of rotations of the cooling fan is set low, so that noise from the cooling fan can be made inconspicuous.

According to the second invention, when the refrigerant pressure on the high pressure side is equal to or lower than the predetermined pressure, the upper limit number of rotations of the cooling fan is set low. Noise from the cooling fan can be reduced.

It is a schematic block diagram of the vehicle air conditioner and vehicle equipment cooling device concerning embodiment. It is a block diagram of a vehicle air conditioner. It is a flowchart which shows the control procedure by an air-conditioning control apparatus.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the following description of the preferred embodiment is merely illustrative in nature, and is not intended to limit the present invention, its application, or its use.

  FIG. 1 is a schematic diagram showing a schematic structure of a vehicle air conditioner 1 and an in-vehicle equipment cooling device 2 according to an embodiment of the present invention. The vehicle on which the vehicle air conditioner 1 is mounted is an electric vehicle including a traveling storage battery and a traveling motor.

  Before explaining the structure of the vehicle air conditioner 1, the structure of the on-vehicle equipment cooling device 2 will be explained. The in-vehicle device cooling device 2 is for cooling a traveling inverter device, a DC / DC converter, or the like as the in-vehicle device 10, and includes an in-vehicle device radiator 11 through which cooling water for the in-vehicle device circulates, and cooling water. Is provided with an electric pump 12 that pumps the cooling water and a cooling water temperature sensor 15 that detects the temperature of the cooling water. The in-vehicle device 10, the electric pump 12, and the in-vehicle device radiator 11 are sequentially connected by a cooling water pipe 16 so as to form an annular shape. The on-vehicle equipment radiator 11 is disposed in the vicinity of the front end portion of the vehicle, and is adapted to receive traveling wind when the vehicle is traveling.

  The electric pump 12 is controlled by an in-vehicle device control device (not shown). A cooling water temperature sensor 15 is connected to the on-vehicle equipment control device, and the electric pump 12 is activated when the cooling water reaches a predetermined temperature or higher.

  Next, the structure of the vehicle air conditioner 1 will be described. The vehicle air conditioner 1 includes a refrigeration cycle device 20, a vehicle interior heating heat exchanger 21, a casing 22, an air mix door 23, a cooling fan 24, and an air conditioning control device 25.

  The refrigeration cycle apparatus 20 includes an electric compressor 30, an exterior heat exchanger 31 that is disposed outside the vehicle and functions as a condenser, an expansion valve 32, and an evaporator that is disposed within the vehicle and cools air for air conditioning. The vehicle interior cooling heat exchanger 34 that functions as an annular connection by a refrigerant pipe 35.

  The electric compressor 30 is a conventionally well-known vehicle-mounted one, and can change the discharge amount per unit time by changing the rotation speed. The electric compressor 30 is connected to the air conditioning control device 25 so that ON and OFF switching and the rotation speed are controlled. Electric power is supplied to the electric compressor 30 from the traveling storage battery.

  The electric compressor 30 is provided with a compressor rotation speed detection sensor (compressor rotation speed detection means) 30 a that detects the rotation speed of the compressor 30. The compressor rotation speed detection sensor 30 a is connected to the air conditioning control device 25.

  The vehicle exterior heat exchanger 31 is disposed in the vicinity of the front end portion of the vehicle in the same manner as the above-described radiator 11 for on-vehicle equipment, and is adapted to receive traveling wind. The exterior heat exchanger 31 is located on the front side of the vehicle, that is, on the upstream side in the flow direction of the traveling wind with respect to the radiator 11 for in-vehicle equipment.

  The refrigerant discharged from the electric compressor 30 is introduced into the vehicle exterior heat exchanger 31 through the refrigerant pipe 35. The vehicle exterior heat exchanger 31 is a condenser configured to condense the introduced refrigerant by exchanging heat with external air (air outside the vehicle interior).

  In FIG. 1, the flow of the refrigerant is indicated by white arrows.

  The expansion valve 32 is for depressurizing the refrigerant that has flowed out of the vehicle exterior heat exchanger 31.

  In the vehicle interior cooling heat exchanger 34, the refrigerant that has been decompressed through the expansion valve 32 is introduced. The vehicle interior cooling heat exchanger 34 is configured to cool the air-conditioning air by exchanging heat between the introduced refrigerant and external air (air-conditioning air). The refrigerant flowing out of the vehicle interior cooling heat exchanger 34 is sucked into the electric compressor 30.

  The refrigeration cycle apparatus 20 is provided with a refrigerant pressure sensor 40, a refrigerant temperature sensor 41, a high pressure side pressure sensor (high pressure side pressure detection means) 42, and an air temperature sensor (air temperature detection means) 43. As shown in FIG. 2, the refrigerant pressure sensor 40, the refrigerant temperature sensor 41, the high pressure side pressure sensor 42, and the air temperature sensor 43 are connected to the air conditioning control device 25.

  The refrigerant pressure sensor 40 is for detecting the refrigerant pressure on the refrigerant inlet side of the expansion valve 32. The refrigerant temperature sensor 41 is for detecting the temperature of the refrigerant on the refrigerant inlet side of the expansion valve 32.

  The refrigerant inlet side of the expansion valve 32 includes the refrigerant inlet of the expansion valve 32, and includes a predetermined region upstream of the inlet in the refrigerant flow direction. Therefore, the refrigerant pressure sensor 40 and the refrigerant temperature sensor 41 may be provided at the refrigerant inlet of the expansion valve 32, or may be provided in the refrigerant pipe 35 between the expansion valve 32 and the vehicle exterior heat exchanger 31. Further, the refrigerant pressure sensor 40 and the refrigerant temperature sensor 41 may be provided on the outlet side of the vehicle exterior heat exchanger 31.

  The high pressure side pressure sensor 42 is provided in the refrigerant pipe 35 between the electric compressor 30 and the vehicle exterior heat exchanger 31, and detects the pressure of the refrigerant discharged from the electric compressor 30. The air temperature sensor 43 is attached to, for example, the vehicle front side of the vehicle exterior heat exchanger 31 and detects the temperature of the air outside the vehicle flowing into the vehicle exterior heat exchanger 31.

  The casing 22 is disposed inside an instrument panel (not shown) in the vehicle interior. The casing 22 is provided with a blower 28. The blower 28 is for selecting one of the air inside the passenger compartment and the air outside the passenger compartment and blowing it into the casing 22 as air conditioning air.

  The casing 22 accommodates the vehicle interior cooling heat exchanger 34 and the vehicle interior heating heat exchanger 21. The vehicle interior cooling heat exchanger 34 is disposed upstream of the vehicle interior heating heat exchanger 21 in the air flow direction, and the entire amount of air-conditioning air blown from the blower 28 is the vehicle interior cooling heat exchanger. 34 is passed.

  A heat medium such as hot water heated by heating means such as an electric heater (not shown) is circulated in the heat exchanger 21 for heating the passenger compartment. The air-conditioning air is heated by heat exchange between the air-conditioning air blown from the blower 28 and the hot water in the vehicle interior heating heat exchanger 21. Electric power is supplied to the heating means from the traveling storage battery.

  The casing 22 accommodates an air mix door 23 between the vehicle interior cooling heat exchanger 34 and the vehicle interior heating heat exchanger 21. The air mix door 23 is for adjusting the temperature of the conditioned air blown into the vehicle interior by changing the amount of the air that has passed through the vehicle interior cooling heat exchanger 34 to the vehicle interior heating heat exchanger 21. It is.

  Specifically, the air mix door 23 is operated by an air mix door actuator 45. The air mix door actuator 45 is connected to the air conditioning control device 25 and operates according to an output signal from the air conditioning control device 25. When the air mix door 23 is at a position where the ventilation amount to the vehicle interior heating heat exchanger 21 is 0, only the cold air that has passed through the vehicle interior cooling heat exchanger 34 is supplied to the vehicle interior. On the other hand, when the air mix door 23 is in a position where the amount of ventilation to the vehicle interior heating heat exchanger 21 is secured, the cold air that has passed through the vehicle interior cooling heat exchanger 34 and the vehicle interior heating heat exchanger 21 are The warm air that has passed through is mixed on the downstream side of the heat exchanger 21 for heating the passenger compartment and supplied to the passenger compartment.

  The opening degree of the air mix door 23 can be arbitrarily set, and the temperature of the conditioned air supplied to the passenger compartment can be adjusted by the opening degree.

  On the downstream side of the air mix door 23 of the casing 22, a defroster outlet 22 a, a vent outlet 22 b and a heat outlet 22 c are formed. Each of these air outlets 22a to 22c is opened and closed by a door (not shown), and can be switched to various air outlet modes such as a defroster mode and a vent mode, for example.

  The cooling fan 24 is for sending air outside the vehicle compartment to the vehicle exterior heat exchanger 31 and the on-vehicle equipment radiator 11 for cooling. The cooling fan 24 is connected to an air-conditioning control device 25, and the air-conditioning control device 25 controls switching between ON and OFF and the rotation speed (air flow rate).

  The power consumption of the cooling fan 24 is lower than the power consumption of the electric compressor 30.

  For example, the air conditioning control device 25 sets the air volume of the blower 28 and the opening degree of the air mix door 23 based on information such as a set temperature by the occupant, an outside air temperature, a passenger compartment temperature, and an amount of solar radiation. The blower 28 and the air mix door actuator 45 are controlled so as to have a degree, and are configured by a known central processing unit, ROM, RAM, and the like. In addition, the electric compressor 30 and the cooling fan 24 are also controlled in accordance with the air conditioning load.

  The air conditioning control device 25 is provided with a subcool detection unit (subcool detection means) 25 a that detects the subcool degree of the refrigerant on the refrigerant inlet side of the expansion valve 32. Signals output from the refrigerant pressure sensor 40 and the refrigerant temperature sensor 41 are input to the subcool detection unit 25a. Moreover, the information regarding the saturation temperature of the refrigerant (information based on the physical properties of the refrigerant) is stored. Although details will be described later, the air conditioning control device 25 determines whether or not the refrigerant is in the subcooled state on the refrigerant inlet side of the expansion valve 32 based on a signal from the subcool detection unit 25a.

  A vehicle speed sensor 29 is connected to the air conditioning control device 25. The vehicle speed sensor 29 is a vehicle speed information output device that outputs information related to the vehicle speed of the vehicle, and is a component of the vehicle air conditioner 1.

  Hereinafter, the control procedure by the air conditioning control device 25 will be described. In the main routine, the air volume of the blower 28, the opening degree of the air mix door 23, the switching of the blowing mode, the control of the electric compressor 30 and the cooling fan 24 are performed in the main routine, as in the case of normal auto air-conditioner control. The cooling fan 24 basically operates while the electric compressor 30 is operating, but the temperature detected by the cooling water temperature sensor 15 of the on-vehicle equipment cooling device 2 is predetermined even when the electric compressor 30 is stopped. If it is above the temperature (when cooling is required) it will work.

  The control by the air conditioning control device 25 is basically as follows. For example, when the occupant lowers the set temperature in summer, the occupant demands stronger cooling, so the cooling load of the air conditioning increases, and the number of revolutions of the electric compressor 30 is increased and the passenger compartment is increased. The air mix door 23 is operated in a direction in which the amount of cool air passing through the heating heat exchanger 21 decreases. Further, in the winter season, the cooling load of the air conditioning is reduced, and the rotation speed of the electric compressor 30 is reduced.

  When the air conditioning control device 25 receives a request signal for increasing the temperature of the conditioned air blown into the passenger compartment, the air volume increasing operation to the heat exchanger 21 for heating the passenger compartment by opening and closing the air mix door 23 is performed. The discharge amount reducing operation for reducing the rotation speed of the electric compressor 30 is prioritized and performed.

  FIG. 3 shows a flowchart of a subroutine incorporated in the main routine. The control shown in this flowchart is repeated at a predetermined cycle similarly to the main routine.

  In step S1 after the start, signals output from the vehicle speed sensor 29, the refrigerant pressure sensor 40, the refrigerant temperature sensor 41, the high pressure side pressure sensor 42, and the air temperature sensor 43 are input.

  In step S2 following step S1, the refrigerant saturation temperature on the refrigerant inlet side of the expansion valve 32 is calculated. That is, in step S2, the refrigerant pressure on the refrigerant inlet side of the expansion valve 32 output from the refrigerant pressure sensor 40 is obtained, and the refrigerant saturation temperature is calculated from the refrigerant pressure and information on the saturation temperature based on the refrigerant physical properties. To do.

  In step S3 following step S2, the subcool degree of the refrigerant on the refrigerant inlet side of the expansion valve 32 is determined. That is, the saturation temperature calculated in step S2 is compared with the refrigerant temperature on the refrigerant inlet side of the expansion valve 32 output from the refrigerant temperature sensor 41. If the refrigerant temperature is equal to or lower than the saturation temperature, the refrigerant is subcooled. On the other hand, when the refrigerant temperature is higher than the saturation temperature, it is determined that the refrigerant is not in the subcool state. Steps S2 and S3 are performed by the subcool detection unit 25a.

  In this embodiment, since the refrigerant pressure sensor 40 and the refrigerant temperature sensor 41 are provided on the refrigerant inlet side of the expansion valve 32, it is possible to accurately determine whether or not the refrigerant flowing into the expansion valve 32 is in the subcooled state. Is possible.

  It should be noted that the refrigerant pressure sensor 40 and the refrigerant temperature sensor 41 are provided away from the expansion valve 32, for example, in the vicinity of the refrigerant outlet of the vehicle exterior heat exchanger 31, and whether or not the refrigerant flowing into the expansion valve 32 is in a subcooled state. May be determined based on the prediction.

  If it is determined in step S3 that the refrigerant is not in the subcooled state, the gas-liquid two-phase refrigerant passes through the expansion valve 32. At this time, a refrigerant passing sound may be generated due to the presence of the gas phase. On the other hand, if it is determined in step S3 that the state is the subcooled state, only the liquid refrigerant passes through the expansion valve 32, so that the refrigerant passing sound is small enough not to be bothered. Therefore, when it is determined that the subcool state is set, the process proceeds to the end, the subroutine is terminated, and the process returns to the main routine.

  If it is determined in step S3 that the vehicle is not in the subcool state, the process proceeds to step S4 to determine the first vehicle speed. The first vehicle speed determination is performed based on the vehicle speed output from the vehicle speed sensor 29, and determines whether or not the vehicle speed Vs is higher than 20 km / h. If it is determined as YES in step S4 and it is determined that the vehicle speed Vs is higher than 20 km / h, road noise or the like (noise) during traveling has entered the cabin to some extent.

  If it determines with YES by this step S4, it will progress to step S5 and will perform 2nd vehicle speed determination. The second vehicle speed determination is performed based on the vehicle speed output from the vehicle speed sensor 29, and determines whether the vehicle speed Vs is higher than 50 km / h. If it is determined YES in step S5 and it is determined that the vehicle speed Vs is higher than 50 km / h, the vehicle exterior heat exchanger 31 is sufficiently exposed to traveling wind, and the rotational speed of the cooling fan 24 is increased. However, since the effect cannot be expected, the process proceeds to step S6 to increase the rotational speed of the electric compressor 30, and then proceeds to the end.

  On the other hand, when it is determined NO in the first vehicle speed determination of step S4 and the vehicle speed Vs is 20 km / h or less, the process proceeds to step S7 to determine whether or not the high-pressure side refrigerant pressure is equal to or higher than a predetermined value. In step S <b> 7, the process is performed based on the refrigerant pressure output from the high-pressure side pressure sensor 42 (the refrigerant pressure on the discharge side of the electric compressor 30). When the air conditioning load is high as in the case where stronger cooling is required, the refrigerant pressure on the high pressure side becomes higher than in the case where the load is low as in the case where weaker cooling is sufficient. Therefore, if YES is determined in step S7, the air conditioning load is high, and if NO is determined, the air conditioning load is low.

  In step S8, which is determined to be NO in step S7 and advanced, the upper limit of the rotational speed of the cooling fan 24 is set to R1. R1 is a value lower than the maximum rotational speed of the cooling fan 24.

  In step S9, the number of rotations of the cooling fan 24 is increased within a range of R1 or less. As a result, the amount of air blown to the vehicle exterior heat exchanger 31 increases and the amount of heat exchange increases, so that the refrigerant on the refrigerant inlet side of the expansion valve 32 enters a subcooled state. Therefore, the refrigerant passing sound is reduced.

  At this time, since the vehicle speed Vs is lower than 20 km / h, road noise and the like are small. However, since the upper limit number of rotations of the cooling fan 24 is set to R1, the wind noise of the cooling fan 24 is small. It is difficult for passengers to feel uncomfortable.

  In step S10, which is determined as YES in step S7, the upper limit number of rotations of the cooling fan is set to R2. R2 is lower than the maximum rotational speed of the cooling fan 24, but is higher than R1.

  In step S9, the number of rotations of the cooling fan 24 is increased within a range of R2 or less. As a result, the amount of air blown to the vehicle exterior heat exchanger 31 increases and the amount of heat exchange increases, so that the refrigerant on the refrigerant inlet side of the expansion valve 32 enters a subcooled state. At this time, although the refrigerant pressure on the high-pressure side is high and the air conditioning load is high, the cooling fan 24 can rotate to a higher rotational speed than R1, and therefore can cope with a high air conditioning load.

  On the other hand, since the upper limit number of rotations of the cooling fan 24 is R2 lower than the maximum number of rotations, the wind noise of the cooling fan 24 is reduced and it is difficult for passengers to feel uncomfortable.

  When it is determined NO in the second vehicle speed determination in step S5, the vehicle speed is higher than 20 km / h and not higher than 50 km / h. In this case, the process proceeds to step S11, and in step S11, it is determined whether the refrigerant pressure on the high pressure side is equal to or higher than a predetermined value as in step S7.

  If NO is determined in step S11 and the air conditioning load is low, the process proceeds to step S12, and the upper limit number of rotations of the cooling fan 24 is set to R3. R3 is lower than the maximum number of rotations of the cooling fan 24, but is higher than R2.

  And it progresses to step S9 and the rotation speed of the cooling fan 24 is increased in the range below R3. As a result, the amount of air blown to the vehicle exterior heat exchanger 31 increases and the amount of heat exchange increases, so that the refrigerant on the refrigerant inlet side of the expansion valve 32 enters the subcooled state, and the refrigerant passing sound is reduced.

  At this time, since the vehicle speed is 50 km / h or less, road noise and the like are in a somewhat large state. Corresponding to this, the upper limit number of revolutions of the cooling fan 24 is higher than the case of 20 km / h or less, so that the subcooled state of the refrigerant can be reliably obtained without conspicuous wind noise of the cooling fan 24. it can.

  When YES is determined in step S11 and the air conditioning load is high, the process proceeds to step S13, and the upper limit rotational speed of the cooling fan 24 is set to the maximum rotational speed. The maximum rotational speed is the rotational speed at which the maximum blowing capacity by the cooling fan 24 is obtained.

  Then, the process proceeds to step S9 and the number of rotations of the cooling fan 24 is increased within the range of the maximum number of rotations or less. As a result, the amount of air blown to the vehicle exterior heat exchanger 31 increases and the amount of heat exchange increases, so that the refrigerant on the refrigerant inlet side of the expansion valve 32 enters the subcooled state, and the refrigerant passing sound is reduced.

  At this time, since the vehicle speed is 50 km / h or less and road noise and the like are slightly increased, the wind noise is less noticeable even when the cooling fan 24 is rotated at the maximum rotational speed.

  That is, the air-conditioning control device 25 is configured to prioritize the operation for increasing the rotational speed of the cooling fan 24 over the operation for increasing the discharge amount of the electric compressor 30 when the subcooling is not performed on the refrigerant inlet side of the expansion valve 32. Has been.

  As described above, according to the vehicle air conditioner 1 according to this embodiment, when the blowout temperature is increased, the discharge of the electric compressor 30 is performed rather than the operation of increasing the blowing amount to the heat exchanger 21 for heating the passenger compartment. Since the refrigerant evaporation temperature in the vehicle interior cooling heat exchanger 34 is increased by giving priority to the amount reduction operation, the work amount of the electric compressor 30 is reduced and the power consumption can be reduced.

  Further, when the subcooling state does not occur on the refrigerant inlet side of the expansion valve 32, the rotational speed of the cooling fan 24 that consumes less power than the electric compressor 30 is increased without increasing the refrigerant discharge amount of the electric compressor 30. By increasing the heat exchange amount of the exterior heat exchanger 31, it is possible to avoid a subcool shortage and suppress the gas-liquid two-phase refrigerant from passing through the expansion valve 32.

  Therefore, the refrigerant on the refrigerant inlet side of the expansion valve 32 can be brought into the subcooling state while reducing the power consumption, and the refrigerant passing sound can be reduced.

  The refrigeration cycle apparatus 20 is provided with a refrigerant pressure sensor 40 that detects the refrigerant pressure on the refrigerant inlet side of the expansion valve 32 and a refrigerant temperature sensor 41 that detects the refrigerant temperature on the refrigerant inlet side of the expansion valve 32. Since the subcool degree is calculated based on the output values of the sensors 40 and 41 and the saturation temperature of the refrigerant, the subcool degree can be specifically calculated based on the actual refrigerant temperature and pressure. The two-phase refrigerant can be suppressed from passing through the expansion valve 32.

  Further, for example, when the vehicle exterior heat exchanger 31 is hit with sufficient traveling wind as in the case where the vehicle speed is higher than 50 km / h and the refrigerant is not in the subcool state (YES in step S5). In this case, the effect is low even if the number of revolutions of the cooling fan 24 is increased, and it is considered that wasteful power consumption occurs. However, according to this embodiment, the number of revolutions of the cooling fan 24 is increased. Since the operation of increasing the discharge amount of the electric compressor 30 is prioritized over the operation, it is possible to achieve both suppression of power consumption and suppression of refrigerant passing sound.

  Further, in this embodiment, when the power consumption due to the increase in the discharge amount of the electric compressor 30 is compared with the power consumption due to the increase in the number of rotations of the cooling fan 24, the cooling fan 24 requires less. By giving priority to the operation for increasing the rotational speed of the cooling fan 24 over the operation for increasing the rotational speed of the electric compressor 30 at a low vehicle speed (for example, 20 km / h or less) at which heat dissipation from the exterior heat exchanger 31 cannot be expected due to traveling wind, It is possible to achieve both suppression of power consumption and suppression of refrigerant passing sound.

  Further, in the refrigeration cycle apparatus 20, when the refrigerant pressure on the high pressure side is high, the load is larger than when the refrigerant pressure is low. In this embodiment, when the load on the refrigeration cycle apparatus 20 is low, the upper limit rotational speed of the cooling fan 24 is Since it is suppressed, the wind noise of the cooling fan 24 is reduced. Moreover, when the load of the refrigeration cycle apparatus 20 is high, the upper limit number of rotations of the cooling fan 24 can be increased to ensure a sufficient amount of heat released from the vehicle exterior heat exchanger 31.

  Further, when the vehicle speed is low and the road noise is small, the upper limit number of rotations of the cooling fan 24 is suppressed, so that the wind noise of the cooling fan 24 is less noticeable. Further, when the vehicle speed is high and the road noise is large, the upper limit number of rotations of the cooling fan 24 is increased to secure a sufficient heat radiation amount of the vehicle exterior heat exchanger 31. At this time, the wind noise of the cooling fan 24 is loaded. Noise is drowned out, making wind noise less noticeable.

  The subcool detection unit 25a uses the refrigerant pressure and temperature to determine whether or not it is in the subcool state. However, the subcool detection unit 25a includes a compressor rotation speed detection sensor 30a, a vehicle speed sensor 29, and an air temperature sensor 43. You may comprise so that a subcool degree may be calculated based on.

  In this case, the heat radiation amount of the vehicle exterior heat exchanger 31 is predicted from the output signals of the vehicle speed sensor 29 and the air temperature sensor 43. That is, the higher the vehicle speed and the lower the outside air temperature, the greater the amount of heat released from the passenger compartment heat exchanger 31. Further, the refrigerant circulation amount is predicted from the output signal of the compressor rotation speed detection sensor 30a, and the refrigerant circulation amount increases as the rotation speed of the electric compressor 30 increases.

  As described above, by detecting whether or not the subcooled state is established based on the heat radiation amount of the vehicle exterior heat exchanger 31 and the refrigerant circulation amount, the refrigerant leakage of the refrigerant pressure sensor 40, the refrigerant temperature sensor 41, and the like. There is an advantage that it can be surely obtained whether or not it is in the subcooled state without providing a sensor for inducing the above.

  Further, the upper limit rotation speeds R1, R2, and R3 of the cooling fan 24 may be the same.

  Moreover, the speed of the 1st vehicle speed determination in step S4 of a flowchart may be lower or higher than 20 km / h, for example, can be set in the range of 10 km / h to 30 km / h.

  Further, the speed of the second vehicle speed determination in step S5 of the flowchart may be lower or higher than 50 km / h, and can be set in the range of 40 km / h to 60 km / h, for example.

  In addition, as a method for determining whether or not the refrigerant on the refrigerant inlet side of the expansion valve 32 is in the subcooled state, a method other than the method described above may be used.

  Moreover, in the said embodiment, although the amount of ventilation is changed by changing the rotation speed, when there is one cooling fan 24, it is not restricted to this, For example, the cooling fan 24 is provided with two or more independently. The air flow may be changed by turning on / off.

  Moreover, although the said embodiment demonstrated the case where the vehicle air conditioner 1 was mounted in an electric vehicle, it is not restricted to this, For example, the vehicle air conditioner 1 is mounted in the hybrid vehicle provided with the engine and the motor for driving | running | working. It is also possible.

  As described above, the vehicle air conditioner according to the present invention can be mounted on, for example, an electric vehicle.

DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 20 Refrigeration cycle apparatus 21 Heat exchanger 22 for vehicle interior heating 22 Casing 23 Air mix door 24 Cooling fan 25 Air conditioning controller 25a Subcool detection part (subcool detection means)
28 Blower 29 Vehicle speed sensor (Vehicle speed information output device)
30 Electric compressor 30a Compressor rotation speed detection sensor (Compressor rotation speed detection means)
31 Heat exchanger 32 outside the vehicle 32 Expansion valve 34 Heat exchanger 35 for cooling the vehicle interior Refrigerant piping 40 Refrigerant pressure sensor 41 Refrigerant temperature sensor 42 High pressure side pressure sensor (high pressure side pressure detection means)
43 Air temperature sensor (air temperature detection means)

Claims (2)

An electric compressor configured to be able to change the discharge amount per unit time, a vehicle exterior heat exchanger disposed outside the vehicle interior, an expansion valve, and a vehicle interior disposed in the vehicle interior for cooling air-conditioning air A refrigeration cycle apparatus in which a cooling heat exchanger is annularly connected by a refrigerant pipe;
A heat exchanger for heating the vehicle interior that is disposed on the downstream side in the air flow direction of the heat exchanger for cooling the vehicle interior in the vehicle interior, and heats the air for air conditioning;
A casing for accommodating the heat exchanger for cooling the vehicle interior and the heat exchanger for heating the vehicle interior;
An air mix that adjusts the temperature of the conditioned air that is blown into the vehicle interior by changing the amount of the air that has been accommodated in the casing and passed through the vehicle interior cooling heat exchanger to the vehicle interior heating heat exchanger. Door,
A cooling fan that blows air to the vehicle exterior heat exchanger;
Subcool detection means for detecting the subcool degree of the refrigerant on the refrigerant inlet side of the expansion valve;
A vehicle speed information output device that outputs information on the vehicle speed of the vehicle;
In a vehicle air conditioner comprising the electric compressor and a control device for controlling the air mix door,
The control device
When a request signal for increasing the temperature of the conditioned air blown into the passenger compartment is received, the discharge of the electric compressor is more than the operation of increasing the air flow to the heat exchanger for heating the passenger compartment by opening and closing the air mix door. On the other hand, when it is determined that the refrigerant does not enter the subcool state on the refrigerant inlet side of the expansion valve based on the signal from the subcool detection means, the output from the vehicle speed information output device is performed. when the vehicle speed is equal to or less than the predetermined vehicle speed based on the information, the than the ejection amount increase operation of the electric compressor, have rows give priority to air volume increase operation of the cooling fan, the upper limit of the cooling fan A vehicle air conditioner configured to set the rotational speed to be lower than when the rotational speed is higher than a predetermined vehicle speed . In the vehicle air conditioner according to claim 1,
High pressure side pressure detection means for detecting the refrigerant pressure on the high pressure side of the refrigeration cycle apparatus,
When the control device determines that the high-pressure side refrigerant pressure is equal to or lower than a predetermined pressure based on a signal from the high-pressure side pressure detecting means, the upper limit number of rotations of the cooling fan is higher than when the pressure is higher than the predetermined pressure. The vehicle air conditioner is characterized in that it is set low .

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