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WO2018123636A1 - Appareil de climatisation de véhicule - Google Patents

Appareil de climatisation de véhicule Download PDF

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Publication number
WO2018123636A1
WO2018123636A1 PCT/JP2017/045010 JP2017045010W WO2018123636A1 WO 2018123636 A1 WO2018123636 A1 WO 2018123636A1 JP 2017045010 W JP2017045010 W JP 2017045010W WO 2018123636 A1 WO2018123636 A1 WO 2018123636A1
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WO
WIPO (PCT)
Prior art keywords
compressor
rotational speed
heating
refrigerant
capacity
Prior art date
Application number
PCT/JP2017/045010
Other languages
English (en)
Japanese (ja)
Inventor
竜 宮腰
耕平 山下
Original Assignee
サンデン・オートモーティブクライメイトシステム株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by サンデン・オートモーティブクライメイトシステム株式会社 filed Critical サンデン・オートモーティブクライメイトシステム株式会社
Publication of WO2018123636A1 publication Critical patent/WO2018123636A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3205—Control means therefor
    • B60H1/3213—Control means therefor for increasing the efficiency in a vehicle heat pump
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H2001/3236—Cooling devices information from a variable is obtained
    • B60H2001/3248—Cooling devices information from a variable is obtained related to pressure
    • B60H2001/325—Cooling devices information from a variable is obtained related to pressure of the refrigerant at a compressing unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H2001/3286—Constructional features
    • B60H2001/3288—Additional heat source

Definitions

  • the present invention relates to a heat pump type air conditioner that air-conditions the interior of a vehicle.
  • Hybrid vehicles and electric vehicles have come into widespread use due to the emergence of environmental problems in recent years.
  • an air conditioner that can be applied to such a vehicle, it is provided in a compressor that is supplied with power from a battery of the vehicle and compresses and discharges the refrigerant, and an air flow passage through which air supplied to the passenger compartment flows.
  • the refrigerant discharged from the compressor is provided with a radiator that dissipates the refrigerant, a heat absorber that is provided in the air flow passage to absorb the refrigerant, and an outdoor heat exchanger that is provided outside the vehicle cabin to dissipate or absorb the refrigerant.
  • Each mode of the dehumidifying heating and dehumidifying cooling modes for absorbing heat and the cooling mode for radiating the refrigerant discharged from the compressor in the outdoor heat exchanger and absorbing heat in the heat absorber. Have been developed which perform switching (for example, see Patent Document 1).
  • the heat medium-air heat exchanger (auxiliary heating device) of the heat medium circulation circuit is arranged in the air flow passage, and the heating capacity by the radiator is insufficient with respect to the required capacity in the heating mode.
  • the heat medium heated by the electric heater fed from the battery is circulated through the heat medium-air heat exchanger to heat the air supplied into the passenger compartment to compensate for the shortage.
  • the maximum heating capacity that the radiator can generate is estimated from the maximum rotation speed NCmax of the compressor, and the required capacity of the auxiliary heating device is calculated from the difference between the required heating capacity and the estimated value of the maximum heating capacity.
  • the vehicle air conditioner limits the rotation speed of the compressor based on the suction refrigerant temperature Ts, for example, and protects the compressor. Control is performed.
  • the compressor rotation speed is generally limited so that the suction refrigerant temperature Ts does not fall below a predetermined limit target value. In that case, the rotation speed of the compressor is set to the maximum rotation. It cannot be increased to several NCmax.
  • the heating capacity of the auxiliary heating apparatus is insufficient particularly at the initial stage of startup, and the start-up of the heating is delayed.
  • the present invention has been made to solve the related art technical problem, and also in a vehicle air conditioner that performs compressor speed limit control so that heating by an auxiliary heating device can be performed appropriately. The purpose is to do.
  • An air conditioner for a vehicle includes a compressor that compresses a refrigerant, a radiator that radiates the refrigerant and heats the air that is supplied to the vehicle interior, and is provided outside the vehicle compartment to absorb the refrigerant.
  • An outdoor heat exchanger and a control device are provided.
  • the control device dissipates the refrigerant discharged from the compressor with a radiator, depressurizes the dissipated refrigerant, and then absorbs heat with the outdoor heat exchanger.
  • the vehicle interior is heated, and the rotational speed limit control is performed to protect the compressor by limiting the rotational speed of the compressor, and an auxiliary heating device for heating the air supplied to the vehicle interior is provided.
  • the control device is characterized in that, considering the rotational speed limit control, the heating capacity by the radiator is supplemented by heating by the auxiliary heating device.
  • the control device is configured so that the suction refrigerant temperature or the suction refrigerant pressure of the compressor does not fall below a predetermined limit target value in the rotational speed restriction control.
  • the number of rotations is limited, or the compressor rotation number is limited so that the discharge refrigerant temperature or discharge refrigerant pressure of the compressor does not rise above a predetermined limit target value, and heat is released based on the maximum rotation number NCmax of the compressor.
  • HP maximum capacity estimated value Qmax which is an estimated value of the maximum heating capacity of the radiator
  • the required capacity TGQhtr of the auxiliary heating device is calculated from ⁇ Qmax, heating by the auxiliary heating device is executed, and based on the rotation speed of the compressor limited by the rotation speed limit control.
  • the maximum rotational speed NCmax is changed.
  • a vehicle air conditioner according to a third aspect of the present invention is characterized in that, in the above invention, the control device sets the actual rotational speed of the compressor to the maximum rotational speed NCmax when the rotational speed limiting control is being executed.
  • a vehicle air conditioner according to the second or third aspect of the present invention, wherein the control device is limited by the rotational speed limiting control based on the outside air temperature when the rotational speed limiting control is not executed.
  • the maximum value of the rotation speed of the compressor to be performed is estimated, and the estimated maximum value is set as the maximum rotation speed NCmax.
  • the vehicle air conditioner according to a fifth aspect of the present invention is the air conditioning apparatus for a vehicle according to the second to fourth aspects of the present invention, wherein the control device is configured such that the maximum rotational speed NCmax is based on the rotational speed of the compressor that is restricted by the rotational speed restriction control at the start of startup. It is characterized by changing.
  • the control device calculates an HP actual capacity Qhp which is a heating capacity actually generated by the radiator, and a difference between the required capacity TGQ and the HP actual capacity Qhp.
  • ⁇ Qhp TGQ ⁇ Qhp is calculated, and after the initial startup period has elapsed, the required capacity TGQhtr of the auxiliary heating device is obtained from ⁇ Qhp, and heating by the auxiliary heating device is executed.
  • a compressor that compresses a refrigerant, a radiator that heats air that radiates the refrigerant and is supplied to the vehicle interior, and an outdoor heat exchanger that is provided outside the vehicle cabin and absorbs heat from the refrigerant.
  • the control device radiates the refrigerant discharged from the compressor with a radiator, depressurizes the radiated refrigerant, and then absorbs heat with an outdoor heat exchanger.
  • an auxiliary heating device for heating the air to be supplied to the vehicle interior.
  • the controller supplements the shortage of the heating capacity by the radiator with the heating by the auxiliary heating device. Heating capacity, auxiliary heating device According without any trouble supplemented by heating, so that it is possible to realize a comfortable passenger compartment heating.
  • the control device limits the rotation speed of the compressor so that the suction refrigerant temperature or the suction refrigerant pressure of the compressor does not fall below a predetermined limit target value in the rotation speed limit control, or
  • the rotation speed of the compressor is limited so that the discharge refrigerant temperature or the discharge refrigerant pressure of the compressor does not exceed a predetermined limit target value
  • the capacity TGQhtr is calculated from ⁇ Qmax, heating by the auxiliary heating device is executed, and the maximum rotational speed NCmax is changed based on the rotational speed of the compressor limited by the rotational speed limiting control.
  • the maximum number of revolutions NCmax which is the basis for calculating the HP maximum capacity estimated value Qmax, is changed based on the number of revolutions of the compressor limited by the number of revolutions limiting control, and the auxiliary heating calculated from ⁇ Qmax
  • the required capacity TGQhtr of the apparatus is increased by that amount, and the reduced amount of the heating capacity of the radiator can be appropriately compensated.
  • the control device is executing the rotational speed limit control as in the invention of claim 3
  • the actual rotational speed of the compressor is set to the maximum rotational speed NCmax, so that the actual rotational speed limit control is actually performed.
  • the HP maximum capacity estimated value Qmax is calculated from the limited rotation speed of the compressor, and the required capacity TGQhtr of the auxiliary heating device can be accurately calculated.
  • the control device as in the invention of claim 4 estimates the maximum value of the rotational speed of the compressor restricted by the rotational speed restriction control based on the outside air temperature, and By setting the estimated maximum value as the maximum rotation speed NCmax, even when the rotation speed limitation control is started thereafter, the heating capacity by the auxiliary heating device can be complemented quickly.
  • the control device changes the maximum rotational speed NCmax based on the rotational speed of the compressor that is restricted by the rotational speed restriction control in the initial stage of startup as in the invention of claim 5, the vehicle interior heating is started.
  • the required capacity TGQhtr of the auxiliary heating device is obtained from ⁇ Qhp and heating by the auxiliary heating device is performed.
  • a shortage of the actual HP capacity Qhp, which is the heating capacity of the radiator that actually occurs, can be complemented by heating with the auxiliary heating device with respect to the capacity TGQ, realizing extremely comfortable interior heating. Will be able to.
  • FIG. 1 shows a configuration diagram of a vehicle air conditioner 1 as an embodiment of the present invention.
  • the vehicle of the embodiment to which the present invention is applied is an electric vehicle (EV) that does not have an engine (internal combustion engine), and travels by driving an electric motor for traveling with electric power charged in a battery.
  • the vehicle air conditioner 1 of the present invention is also driven by battery power. That is, the vehicle air conditioner 1 of the embodiment performs heating by a heat pump operation using a refrigerant circuit in an electric vehicle that cannot be heated by engine waste heat, and further operates in each operation mode such as dehumidifying heating, dehumidifying cooling, and cooling. Is selectively executed.
  • the present invention is effective not only for electric vehicles but also for so-called hybrid vehicles that use an engine and an electric motor for traveling. Furthermore, the present invention is also applicable to a normal automobile that runs on an engine.
  • the vehicle air conditioner 1 according to the embodiment performs air conditioning (heating, cooling, dehumidification, and ventilation) in a vehicle interior of an electric vehicle, and is electrically powered by compressing a refrigerant and increasing pressure by being supplied with power from a vehicle battery.
  • An outdoor expansion valve (ECCV) 6 comprising an electronic expansion valve that decompresses and expands the refrigerant during heating, and an outdoor that functions as a radiator during cooling and performs heat exchange between the refrigerant and the outside air to function as an evaporator during heating
  • the outdoor heat exchanger 7 is provided outside the vehicle compartment, and the outdoor heat exchanger 7 is provided with an outdoor blower 15 for exchanging heat between the outside air and the refrigerant when the vehicle is stopped.
  • the outdoor heat exchanger 7 has a header portion 14 and a supercooling portion 16 in order on the downstream side of the refrigerant, and the refrigerant pipe 13A exiting from the outdoor heat exchanger 7 has an electromagnetic valve (open / close valve) 17 that is opened during cooling.
  • the outlet of the supercooling unit 16 is connected to the indoor expansion valve 8 via a check valve 18.
  • the header portion 14 and the supercooling portion 16 structurally constitute a part of the outdoor heat exchanger 7, and the check valve 18 has a forward direction on the indoor expansion valve 8 side.
  • the refrigerant pipe 13B between the check valve 18 and the indoor expansion valve 8 is provided in a heat exchange relationship with the refrigerant pipe 13C exiting the evaporation capacity control valve 11 located on the outlet side of the heat absorber 9, and internal heat is generated by both.
  • the exchanger 19 is configured.
  • the refrigerant flowing into the indoor expansion valve 8 through the refrigerant pipe 13B is cooled (supercooled) by the low-temperature refrigerant that has exited the heat absorber 9 and passed through the evaporation capacity control valve 11.
  • the refrigerant pipe 13A exiting from the outdoor heat exchanger 7 is branched, and this branched refrigerant pipe 13D is downstream of the internal heat exchanger 19 via an electromagnetic valve (open / close valve) 21 that is opened during heating.
  • the refrigerant pipe 13C is connected in communication.
  • the refrigerant pipe 13E on the outlet side of the radiator 4 is branched in front of the outdoor expansion valve 6, and this branched refrigerant pipe 13F is a check valve via an electromagnetic valve (open / close valve) 22 that is opened during dehumidification. 18 is connected to the refrigerant pipe 13B on the downstream side. Further, in the air flow passage 3 on the air upstream side of the heat sink 9, each of the inside air suction port and the outside air suction port (represented by the suction port 25 in FIG. 1) is formed.
  • a suction switching damper 26 for switching the air introduced into the air flow passage 3 between the inside air (inside air circulation mode) which is air inside the passenger compartment and the outside air (outside air introduction mode) which is outside the passenger compartment.
  • an indoor blower (blower fan) 27 for supplying the introduced inside air or outside air to the air flow passage 3 is provided on the air downstream side of the suction switching damper 26.
  • FIG. 1, 23 has shown the heat-medium circulation circuit as an auxiliary
  • This heat medium circulation circuit 23 is on the air upstream side of the radiator 4 with respect to the air flow in the circulation pump 30 constituting the circulation means, the heat medium heating electric heater (PTC heater) 35, and the air flow passage 3.
  • a heat medium-air heat exchanger 40 provided in the air flow passage 3 is provided, and these are sequentially connected in an annular shape by a heat medium pipe 23A.
  • the heat medium circulated in the heat medium circuit 23 for example, water, a refrigerant such as HFO-1234yf, a coolant, or the like is employed.
  • the circulation pump 30 is operated and the heat medium heating electric heater 35 is energized to generate heat, the heat medium (high temperature heat medium) heated by the heat medium heating electric heater 35 is converted into the heat medium-air heat exchanger 40.
  • the air that has passed through the radiator 4 in the air flow path 3 is heated.
  • the controller 32 determines that the heating capability of the radiator 4 is insufficient in the heating mode as will be described later, the heat medium heating electric heater 35 is energized to generate heat, and the circulation pump 30 is operated, whereby the heat medium circulation circuit 23.
  • the heating by the heat medium-air heat exchanger 40 is executed. That is, the heat medium-air heat exchanger 40 of the heat exchanger circulation circuit 23 serves as a so-called heater core, and complements heating in the passenger compartment.
  • An air mix damper 28 is provided in the air flow passage 3 on the air upstream side of the heat medium-air heat exchanger 40 and the radiator 4 to adjust the degree of flow of inside air and outside air to the radiator 4. . Further, in the air flow passage 3 on the downstream side of the radiator 4, foot, vent, and differential air outlets (represented by the air outlet 29 in FIG. 1) are formed. Is provided with a blower outlet switching damper 31 for switching and controlling the blowing of air from each of the blowout ports.
  • reference numeral 32 denotes a controller (ECU) as a control means constituted by a microcomputer, and an input from the controller 32 includes an outside air temperature sensor 33 for detecting the outside air temperature Tam of the vehicle, and a suction port 25.
  • ECU controller
  • An HVAC suction temperature sensor 36 for detecting the temperature sucked into the air flow passage 3
  • an inside air temperature sensor 37 for detecting the temperature of the air (inside air) in the passenger compartment
  • an inside air humidity sensor 38 for detecting the humidity of the air in the passenger compartment.
  • Temperature sensor 48 a heat absorber pressure sensor 49 for detecting the refrigerant pressure of the heat absorber 9 (the pressure of the refrigerant in the heat absorber 9 or the refrigerant that has exited the heat absorber 9), and a photo for detecting the amount of solar radiation into the passenger compartment, for example
  • a sensor-type solar radiation sensor 51 a vehicle speed sensor 52 for detecting the moving speed of the vehicle (vehicle speed VSP), an air-conditioning operation unit 53 for setting temperature and operation mode switching, and the temperature of the outdoor heat exchanger 7
  • the outputs of the outdoor heat exchanger temperature sensor 54 for detecting the refrigerant evaporating temperature TXO of the outdoor heat exchanger 7 and the outdoor heat exchanger pressure sensor 56 for detecting the refrigerant pressure of the outdoor heat exchanger 7 are connected.
  • the controller 32 may estimate it from the temperature of each part detected by another temperature sensor or the like, the air flow rate, and the like. Further, the input of the controller 32 further includes a heat medium heating electric heater temperature sensor 50 that detects the temperature of the heat medium heating electric heater 34 of the heat medium circulation circuit 23, and the temperature of the heat medium-air heat exchanger 40 (hereinafter, Each output of the heat medium-air heat exchanger temperature sensor 55 for detecting the auxiliary heater temperature Thtr) is also connected. Further, the controller 32 is also input with information on the remaining amount of the battery, which is the charge amount of the battery mounted on the vehicle.
  • the output of the controller 32 includes the compressor 2, the outdoor blower 15, the indoor blower (blower fan) 27, the suction switching damper 26, the air mix damper 28, the outlet switching damper 31, and the outdoor expansion.
  • the valve 6, the indoor expansion valve 8, the electromagnetic valves 22, 17, 21, the circulation pump 30, the heat medium heating electric heater 35, and the evaporation capacity control valve 11 are connected. And the controller 32 controls these based on the output of each sensor, and the setting input in the air-conditioning operation part 53.
  • the controller 32 is roughly divided into a heating mode, a dehumidifying heating mode, an internal cycle mode, a dehumidifying cooling mode, and a cooling mode, and executes them.
  • a heating mode When the heating mode is selected by the controller 32 or by manual operation on the air conditioning operation unit 53, the controller 32 opens the electromagnetic valve 21 and closes the electromagnetic valve 17 and the electromagnetic valve 22. Then, the compressor 2 and the blowers 15 and 27 are operated, and the air mix damper 28 is in a state where the air blown out from the indoor blower 27 is passed through the heat medium-air heat exchanger 40 and the radiator 4. .
  • the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is passed through the radiator 4, the air in the air flow passage 3 is heated by the heat medium-air heat exchanger 40 (the heat medium circulation circuit 23 is activated). In the case), it is heated by the high-temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by being deprived of heat by the air, and is condensed and liquefied. The refrigerant liquefied in the radiator 4 reaches the outdoor expansion valve 6 through the refrigerant pipe 13E, is decompressed there, and then flows into the outdoor heat exchanger 7.
  • the refrigerant that has flowed into the outdoor heat exchanger 7 evaporates, and pumps heat from the outside air that is ventilated by traveling or by the outdoor blower 15 (heat pump). Then, the low-temperature refrigerant exiting the outdoor heat exchanger 7 enters the accumulator 12 from the refrigerant pipe 13C through the refrigerant pipe 13D and the electromagnetic valve 21, and after being gas-liquid separated there, the gas refrigerant is sucked into the compressor 2. repeat. Since the air heated by the heat medium-air heat exchanger 40 or the radiator 4 is blown out from the air outlet 29, the vehicle interior is thereby heated.
  • the controller 32 controls the rotational speed NC of the compressor 2 on the basis of the high pressure of the refrigerant circuit R detected by the discharge pressure sensor 42 or the radiator pressure sensor 47 (a radiator pressure PCI to be described later), and the radiator temperature sensor 46. Controls the opening degree of the outdoor expansion valve 6 based on the temperature of the radiator 4 (radiator temperature TCI) detected by, and controls the refrigerant subcooling degree SC at the outlet of the radiator 4.
  • (2) Dehumidification heating mode Next, in the dehumidifying and heating mode, the controller 32 opens the electromagnetic valve 22 in the heating mode.
  • the refrigerant evaporated in the heat absorber 9 merges with the refrigerant from the refrigerant pipe 13D in the refrigerant pipe 13C through the evaporation capacity control valve 11 and the internal heat exchanger 19, and then repeats circulation sucked into the compressor 2 through the accumulator 12. . Since the air dehumidified by the heat absorber 9 is reheated in the process of passing through the radiator 4, dehumidifying heating in the passenger compartment is thereby performed.
  • the controller 32 controls the rotational speed NC of the compressor 2 based on the high pressure of the refrigerant circuit R detected by the discharge pressure sensor 42 or the radiator pressure sensor 47 and the temperature of the heat absorber 9 detected by the heat absorber temperature sensor 48.
  • the valve opening degree of the outdoor expansion valve 6 is controlled based on the (heat absorber temperature Te).
  • the controller 32 closes the outdoor expansion valve 6 in the state of the dehumidifying and heating mode (fully closed). That is, since this internal cycle mode can be said to be a state in which the outdoor expansion valve 6 is fully closed by the control of the outdoor expansion valve 6 in the dehumidifying and heating mode, the internal cycle mode can also be regarded as a part of the dehumidifying and heating mode.
  • the refrigerant evaporated in the heat absorber 9 flows through the refrigerant pipe 13C through the evaporation capacity control valve 11 and the internal heat exchanger 19, and repeats circulation that is sucked into the compressor 2 through the accumulator 12.
  • the air dehumidified by the heat absorber 9 is reheated in the process of passing through the radiator 4, dehumidification heating is performed in the vehicle interior, but in this internal cycle mode, the air flow path on the indoor side 3, the refrigerant is circulated between the radiator 4 (heat radiation) and the heat absorber 9 (heat absorption) in the heat pump 3, so that heat is not pumped from the outside air, and the heat absorber 9 is used for the power consumption of the compressor 2. Heating capacity is displayed as much as the amount of heat absorbed is added.
  • the controller 32 controls the rotational speed NC of the compressor 2 based on the temperature of the heat absorber 9 or the high pressure of the refrigerant circuit R described above. At this time, the controller 32 controls the compressor 2 by selecting the lower one of the compressor target rotational speeds obtained from either calculation, depending on the temperature Te of the heat absorber 9 or the high pressure PCI. (4) Dehumidifying and cooling mode Next, in the dehumidifying and cooling mode, the controller 32 opens the electromagnetic valve 17 and closes the electromagnetic valve 21 and the electromagnetic valve 22.
  • the compressor 2 and the blowers 15 and 27 are operated, and the air mix damper 28 is in a state where the air blown out from the indoor blower 27 is passed through the heat medium-air heat exchanger 40 and the radiator 4. .
  • the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is passed through the radiator 4, the air in the air flow passage 3 is heated by the high-temperature refrigerant in the radiator 4 (the heat medium circulation circuit 40 is stopped). The refrigerant in 4 is deprived of heat by the air and cooled to condensate.
  • the refrigerant that has exited the radiator 4 reaches the outdoor expansion valve 6 through the refrigerant pipe 13E, and flows into the outdoor heat exchanger 7 through the outdoor expansion valve 6 that is controlled to open.
  • the refrigerant flowing into the outdoor heat exchanger 7 is cooled and condensed by running there or by the outside air ventilated by the outdoor blower 15.
  • the refrigerant that has exited the outdoor heat exchanger 7 sequentially flows into the header section 14 and the supercooling section 16 from the refrigerant pipe 13A through the electromagnetic valve 17. Here, the refrigerant is supercooled.
  • the refrigerant that has exited the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13 ⁇ / b> B through the check valve 18, and reaches the indoor expansion valve 8 through the internal heat exchanger 19. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. Since the moisture in the air blown out from the indoor blower 27 by the heat absorption action at this time condenses and adheres to the heat absorber 9, the air is cooled and dehumidified.
  • the refrigerant evaporated in the heat absorber 9 passes through the evaporation capacity control valve 11 and the internal heat exchanger 19, reaches the accumulator 12 through the refrigerant pipe 13 ⁇ / b> C, and repeats circulation sucked into the compressor 2 through the refrigerant pipe 13 ⁇ / b> C.
  • the air cooled and dehumidified by the heat absorber 9 is reheated (having a lower heat dissipation capacity than that during heating) in the process of passing through the radiator 4, thereby dehumidifying and cooling the vehicle interior. .
  • the controller 32 controls the rotational speed NC of the compressor 2 based on the temperature of the heat absorber 9 detected by the heat absorber temperature sensor 48, and expands outdoors based on the high pressure (radiator pressure PCI) of the refrigerant circuit R described above.
  • the valve opening degree of the valve 6 is controlled, and the refrigerant pressure of the radiator 4 (a radiator pressure PCI described later) is controlled.
  • the controller 32 fully opens the outdoor expansion valve 6 (the valve opening is the upper limit of control) in the dehumidifying and cooling mode state, and the air mix damper 28 is in a state where air is not passed through the radiator 4. Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4.
  • the air in the air flow passage 3 is not ventilated to the radiator 4, it only passes here, and the refrigerant exiting the radiator 4 reaches the outdoor expansion valve 6 via the refrigerant pipe 13E.
  • the outdoor expansion valve 6 since the outdoor expansion valve 6 is fully opened, the refrigerant flows into the outdoor heat exchanger 7 as it is, where it is cooled by air or by outside air ventilated by the outdoor blower 15 to be condensed and liquefied.
  • the refrigerant that has exited the outdoor heat exchanger 7 sequentially flows into the header section 14 and the supercooling section 16 from the refrigerant pipe 13A through the electromagnetic valve 17. Here, the refrigerant is supercooled.
  • the refrigerant that has exited the supercooling section 16 of the outdoor heat exchanger 7 enters the refrigerant pipe 13 ⁇ / b> B through the check valve 18, and reaches the indoor expansion valve 8 through the internal heat exchanger 19. After the refrigerant is depressurized by the indoor expansion valve 8, it flows into the heat absorber 9 and evaporates. The air blown out from the indoor blower 27 by the heat absorption action at this time is cooled.
  • the refrigerant evaporated in the heat absorber 9 passes through the evaporation capacity control valve 11 and the internal heat exchanger 19, reaches the accumulator 12 through the refrigerant pipe 13 ⁇ / b> C, and repeats circulation sucked into the compressor 2 through the refrigerant pipe 13 ⁇ / b> C.
  • the air that has been cooled and dehumidified by the heat absorber 9 is blown into the vehicle interior from the outlet 29 without passing through the radiator 4, thereby cooling the vehicle interior.
  • the controller 32 controls the rotational speed NC of the compressor 2 based on the temperature Te of the heat absorber 9 detected by the heat absorber temperature sensor 48. And the controller 32 selects and switches each said operation mode according to outside temperature or target blowing temperature.
  • Tset is the set temperature in the passenger compartment set by the air conditioning operation unit 53
  • Tin is the temperature of the passenger compartment air detected by the inside air temperature sensor 37
  • K is a coefficient
  • Tbal is the set temperature Tset
  • this target blowing temperature TAO is so high that the outside temperature Tam is low, and it falls as the outside temperature Tam rises.
  • the controller 32 calculates a target radiator temperature TCO from the target outlet temperature TAO, and then calculates a target radiator pressure PCO that is a target value of the high pressure of the refrigerant circuit R based on the target radiator temperature TCO.
  • the controller 32 Based on the target radiator pressure PCO and the refrigerant pressure (radiator pressure, ie, high pressure of the refrigerant circuit R) PCI of the radiator 4 detected by the radiator pressure sensor 47, the controller 32 A high-pressure calculated rotational speed TGNChp, which is a target value for the rotational speed Nc, is calculated. That is, the high-pressure calculated rotation speed TGNChp is a compressor 2 for controlling the radiator pressure PCI (high pressure) to the target radiator pressure PCO (target value of high pressure) by the rotation speed Nc of the compressor 2. For example, in an environment where the outside air temperature Tam is low, the pressure of the refrigerant sucked into the compressor 2 decreases, and the suction refrigerant temperature Ts of the compressor 2 also decreases.
  • the controller 32 of the embodiment executes the rotation speed limit control described below.
  • the rotation speed limitation control of the embodiment limits (decreases) the rotation speed NC of the compressor 2 so that the suction refrigerant temperature Ts does not fall below a predetermined limit target value TGTs (for example, ⁇ 22 ° C. or the like) for low pressure protection. ) Protection control.
  • the controller 32 constantly monitors the suction refrigerant temperature Ts, and the difference (Ts ⁇ TGTs) between the suction refrigerant temperatures Ts, which is a detection value detected by the suction temperature sensor 45 from the limit target value TGTs, is predetermined.
  • the final value (after restriction) is selected by selecting the smaller value (MIN) of the value obtained by adding the previous gain to the value obtained by adding the previous high-pressure calculated rotation speed TGNChppst and the currently calculated high-pressure calculated rotation speed TGNChhp.
  • the rotation speed is determined as TGNChp.
  • a value obtained by multiplying the difference (Ts ⁇ TGTs) by a predetermined gain is always negative, and therefore the predetermined gain is added to the difference (Ts ⁇ TGTs).
  • the value obtained by adding the previous high-pressure calculated rotation speed TGNChppst to the multiplied value is lower than the previous high-pressure calculated rotation speed TGNChppst.
  • the value obtained by adding a predetermined gain to the difference (Ts ⁇ TGTs) and the previous high-pressure calculated rotational speed TGNChppst is smaller than the currently calculated high-pressure calculated rotational speed TGNChpp, the value is If it is larger, the currently calculated high-pressure calculated rotational speed TGNChp is selected. In any case, if the suction refrigerant temperature Ts is lower than the limit target value TGTs, the high-pressure calculated rotational speed TGNChp is reduced. become. Thereby, the controller 32 protects the compressor 2 by restricting the rotational speed NC of the compressor 2 so that the suction refrigerant temperature Ts does not fall below the restriction target value TGTs.
  • the controller 32 has two types of operation modes, an energy saving priority mode and a comfort priority mode, which will be described below in the embodiment, and a manual selection operation by the passenger using the air conditioning operation unit 53. Alternatively, these are switched and executed depending on the remaining battery level. First, when the passenger operates the air conditioning operation unit 53 to select the energy saving priority mode, or when the remaining battery level of the vehicle falls below a predetermined value, the controller 32 executes the energy saving priority mode described later.
  • the comfort priority mode described later is executed.
  • (6-4) Energy saving priority mode in heating mode the energy saving priority mode of the controller 32 described above will be described with reference to FIGS. 4 and 5.
  • the controller 32 operates the compressor 2 with the rotational speed NC of the compressor 2 as the maximum rotational speed NCmax that can be operated under the conditions, and the heating medium circulation due to the lack of heating capacity by the radiator 4 is circulated. It supplements with the heating by the circuit 23 (heat medium-air heat exchanger 40).
  • the rotational speed NC is limited, and the maximum operable rotational speed NCmax is also lowered.
  • step S3 the controller 32 determines that the required capacity TGQ (kW), which is the heating capacity of the radiator 4 required using the following formula (II), formula (III), and formula (IV), and that the radiator 4 is actually HP actual capacity Qhp (kW) which is the heating capacity generated in the heat generator, the radiator 4 and the heat medium circulation circuit 23 (including the heat medium-air heat exchanger 40 which is an auxiliary heating device; the same applies hereinafter).
  • TGQ (TCO ⁇ Te) ⁇ Cpa ⁇ real Ga ⁇ ⁇ aTe ⁇ 1.16 (II)
  • Qhp (TCI ⁇ Thtr) ⁇ Cpa ⁇ real Ga ⁇ (SW / 100) ⁇ ⁇ aTe ⁇ 1.16 (III)
  • Qtotal (TCI ⁇ Te) ⁇ Cpa ⁇ real Ga ⁇ (SW / 100) ⁇ ⁇ aTe ⁇ 1.16 (IV)
  • Te is the heat absorber temperature
  • Cpa is the constant pressure specific heat of air [kJ / m 3 K]
  • real Ga is the actual air volume of the air flowing through the air flow passage 3 (actual system air volume m 3 / S)
  • ⁇ aTe is the specific gravity of air
  • 1.16 is a coefficient for matching the units
  • NCmax is the maximum number of revolutions at which the compressor 2 can be operated under the conditions
  • Thtr is the temperature of the heat medium-air heat exchanger 40
  • the controller 32 calculates a difference ⁇ Qhp between the required capacity TGQ and the HP actual capacity Qhp and a difference ⁇ Qtotal between the required capacity TGQ and the overall capacity Qtotal using the following formulas (V) and (VI).
  • ⁇ Qhp TGQ ⁇ Qhp (V)
  • ⁇ Qtotal TGQ ⁇ Qtotal (VI)
  • the controller 32 determines whether or not the heat pump (compressor 2) is stopped due to frosting of the outdoor heat exchanger 7 in step S4. If the frost formation of the outdoor heat exchanger 7 increases, heat absorption from the outside air (heat pump) cannot be performed even when the compressor 2 of the refrigerant circuit R is operated, and the operation efficiency is significantly reduced.
  • the rotation speed limit control limitation by the suction refrigerant temperature Ts. Ts limit
  • the controller 32 proceeds to step S11.
  • the maximum rotational speed estimated value QmaxNCTam is an estimate of the maximum value of the rotational speed NC of the compressor 2 that is limited by the rotational speed limiting control from the outside air temperature Tam, assuming that the rotational speed limiting control is performed.
  • FIG. 5 is a graph showing the relationship between the outside air temperature Tam and the maximum rotational speed estimated value QmaxNCTam for this purpose. The graph of FIG.
  • the controller 32 limits the rotation speed NC of the compressor 2 so that the suction refrigerant temperature Ts of the compressor 2 does not fall below a predetermined value ( ⁇ 22 ° C. in the embodiment of the limit target value TGTs) by the rotation speed limit control.
  • a predetermined value ⁇ 22 ° C. in the embodiment of the limit target value TGTs
  • the suction refrigerant temperature Ts of the compressor 2 is strongly influenced by the outside air temperature Tam, the state of this restriction can be estimated from the outside air temperature Tam. Therefore, in the embodiment (FIG.
  • the controller 32 sets the maximum rotational speed estimated value QmaxNCTam to 7000 rpm (maximum rotational speed for control) until the outdoor air temperature Tam drops to ⁇ 10 ° C., and the outdoor air temperature Tam decreases from ⁇ 10 ° C. Accordingly, the maximum rotational speed estimated value QmaxNCTam is reduced to 3000 rpm when the outside air temperature Tam is ⁇ 20 ° C., for example. That is, this is presumed that the rotational speed limit control is performed (assumed to be performed) in an environment where the outside air temperature Tam is ⁇ 20 ° C., and the rotational speed NC of the compressor 2 can be increased only to 3000 rpm at the maximum. Is meant to do.
  • step S14 the controller 32 derives the maximum rotational speed estimated value QmaxNCTam at the time of the rotational speed restriction control from the graph of FIG. 5 based on the outside air temperature Tam, thereby limiting the rotational speed NC of the compressor 2 that is restricted by the rotational speed restriction control.
  • the controller 32 proceeds to step S11. Then, using the maximum rotational speed NCmax set in step S10 or step S14 in step S11, the HP maximum capacity estimated value Qmax that is the estimated value of the maximum heating capacity of the radiator 4 is calculated using the following formula (VII). calculate.
  • NCmax f (Tam, Ga, NCmax, Thtr-Te) (VII)
  • Te is the heat absorber temperature
  • Tam is the outside air temperature
  • Ga is the air volume of the air flowing through the air flow passage 3
  • Thtr is the auxiliary heater temperature which is the temperature of the heat medium-air heat exchanger 40.
  • NCmax is the maximum rotational speed at which the compressor 2 can be operated. This NCmax is a value that takes into consideration the rotational speed limit control in step S10 or step S14 described above, and therefore the HP calculated in step S11. The maximum capacity estimation value Qmax also decreases as NCmax decreases in the rotation speed limit control.
  • FIG. 3 shows the relationship between the above-described ability and the difference.
  • the controller 32 proceeds to step S12 and makes a determination based on actual ability.
  • the determination based on the actual capacity means that the rotational speed NC of the compressor 2 is the maximum rotational speed NCmax, the high pressure (radiator pressure PCI) of the refrigerant circuit R is stable, and ⁇ Qtotal is a predetermined value.
  • step S15 As (N) in step S12, and this time the determination based on the MAX ability is performed. This determination based on the MAX capacity is executed immediately after the start of the compressor 2 until the high pressure is stabilized (in the case of N in step S12).
  • a predetermined value a state where the maximum heating capacity (estimated value) of the radiator 4 is insufficient with respect to the required capacity TGQ
  • the predetermined time for example, 30 seconds
  • the heat medium heating electric heater 35 of the heat medium circulation circuit 23 is deenergized (PTC stop), and the required capacity TGQhtr of the heat medium circulation circuit 23 (auxiliary heating device) is made zero.
  • step S15 the maximum heating capacity (estimated value) of the radiator 4 with respect to the required capacity TGQ. ) Is insufficient) (Y)
  • the controller 32 proceeds to step S16, the F / F (feed forward) value Qaff of the required capacity TGQhtr of the heat medium circulation circuit 23 is set to ⁇ Qmax, and F / B ( Feedback) The value Qafb is set to zero.
  • step S8 the controller 32 calculates the required capacity TGQhtr of the heat medium circulation circuit 23.
  • step S8 the controller 32 calculates the required capacity TGQhtr of the heat medium circulation circuit 23 using the following formula (IX).
  • TGQhtr (Qaff + Qafb) / ⁇ (IX)
  • ⁇ is the temperature efficiency (heater temperature efficiency) of the heat medium circulation circuit 23 (heat medium heating electric heater 35).
  • the difference ⁇ Qmax is a value that takes into account the rotational speed limit control.
  • step S12 the rotational speed NC of the compressor 2 is the maximum rotational speed NCmax, the high pressure (radiator pressure PCI) of the refrigerant circuit R is stable, and ⁇ Qtotal is equal to or greater than a predetermined value for a predetermined time.
  • step S13 sets the F / F value Qaff of the required capacity TGQhtr of the heat medium circuit 23 to ⁇ Qmax, and sets the F / B value Qafb to the required capacity TGQ and the HP actual capacity Qhp. Difference QQhp, the process proceeds to step S8, and the required capacity TGQhtr of the heat medium circulation circuit 23 is calculated.
  • the controller 32 sets the required capacity TGQhtr of the heat medium circulation circuit 23 to ( ⁇ Qmax + ⁇ Qhp) / ⁇ in step S8, and based on this required capacity TGQhtr
  • the energization of the heater 35 is controlled.
  • the difference ⁇ Qmax is a value that takes into account the rotational speed limiting control.
  • the required capacity TGQhtr of the heat medium circuit 23 is ( ⁇ Qmax + ⁇ Qhp) / ⁇ also increases and the amount of heat generated by the heat medium heating electric heater 35 also increases.
  • the controller 32 sets the required capacity TGQhtr of the heat medium circulation circuit 23 to ⁇ Qmax / ⁇ in step S8, and based on the required capacity TGQhtr The energization of the heating electric heater 35 is controlled. (6-5) Comfort priority mode in heating mode Next, the comfort priority mode of the controller 32 described above will be described with reference to FIGS. In the heating mode, when the energy saving priority mode is not selected by the passenger and the remaining battery level is equal to or higher than the predetermined value, the controller 32 executes the comfort priority mode as described above.
  • TGNCcomf MIN (TGNCcomfVSP, TGNCcomfBLV, TGNCcomf ⁇ TXO) (X)
  • the blower voltage BLV is the voltage of the indoor blower (blower fan) 27 and serves as an index indicating the amount of air flowing through the air flow passage 3.
  • the frost degree (frosting rate) is shown.
  • TGNCcomfVSP is the upper limit rotational speed of the compressor 2 calculated based on the vehicle speed.
  • a predetermined lower limit value TGNCcomfLo for example, about 3000 rpm
  • an upper limit value TGNCcomfHi For example, as the vehicle speed VSP increases from 20 km / h to 80 km / h (ie, as the running sound increases), the speed increases at a predetermined change rate between 70 km / h and 10 km / h. As it decreases to h, it is changed so as to decrease at a predetermined change rate (with hysteresis). Further, TGNCcomfBLV is the upper limit rotation speed of the compressor 2 calculated from the blower voltage. As shown in FIG.
  • the blower voltage between the predetermined lower limit value TGNCcomfLo and the upper limit value TGNCcomfHi depends on the blower voltage BLV.
  • the voltage BLV increases from 5 V to 14 V (that is, as the sound blown out by the indoor blower 27 increases)
  • the voltage BLV increases at a predetermined change rate, and decreases from 13 V to 4 V at a predetermined change rate. It changes so that it goes (with hysteresis).
  • TGNCcomf ⁇ TXO is the upper limit rotational speed of the compressor 2 calculated based on the degree of frost formation. As shown in FIG.
  • the TGNCcomf ⁇ TXO is between a predetermined lower limit value TGNCcomfLo and an upper limit value TGNCcomfHi according to the frost determination value ⁇ TXO.
  • the frosting determination value ⁇ TXO increases from, for example, 4 deg to 11 deg (that is, as the frosting of the outdoor heat exchanger 7 increases)
  • the frosting determination value ⁇ TXO decreases with a predetermined rate of change. It is changed so as to increase at the rate of change (with hysteresis).
  • the controller 32 determines the smallest value among the changed upper limit rotational speeds TGNCcomfVSP, TGNCcomfBLV, TGNCcomf ⁇ TXO as the upper limit rotational speed TGNCcomf of the compressor 2 in the comfort priority mode, using the equation (X).
  • the controller 32 calculates the target rotational speed TGNC of the compressor 2 in the comfort priority mode using the following formula (XI).
  • TGNC MIN (TGNCcomf, TGNChp) (XI)
  • the TGNChp is a high-pressure calculated rotational speed that is a target value of the rotational speed Nc of the compressor 2 calculated based on the target radiator pressure PCO and the radiator pressure PCI described above.
  • the controller 32 determines the smaller value of the above-described upper limit rotational speed TGNCcomf and high pressure calculated rotational speed TGNChp as the target rotational speed TGNC of the compressor 2, and sets the rotational speed NC of the compressor 2 to Control.
  • the high-pressure calculated rotational speed TGNChp is reduced. Therefore, during the rotational speed limiting control, the limited high-pressure calculated rotational speed TGNChp and the upper limit rotational speed TGNCcomf The smaller value is determined as the target rotational speed TGNC of the compressor 2. (6-5-2) Control of the heat medium circulation circuit 23 in the comfort priority mode Next, the controller 32 determines in step S18 in FIG.
  • step S7 whether or not a failure has occurred due to a failure in the heat pump (indicated by HP in FIG. 7) comprising the refrigerant circuit R of the vehicle air conditioner 1, and the failure is determined. If (N), the heat pump (compressor 2) is stopped in step S22, and the base value Qahtr of the required capacity TGQhtr of the heat medium circulation circuit 23 is set as the required capacity TGQ in step S23. If the failure is not determined in step S18 and is normal (Y), the process proceeds to step S19 to determine whether or not the operation mode of the vehicle air conditioner 1 is the current heating mode. If it transfers to another operation mode and it is heating mode (Y), it will progress to step S20.
  • step S20 the controller 32 determines the required capacity TGQ (kW), which is the heating capacity of the radiator 4 required by using the above-described formulas (II) and (III), and the heating actually generated by the radiator 4.
  • the HP actual capacity Qhp (kW), which is the capacity, is calculated. Further, the controller 32 calculates the difference ⁇ Qhp between the required capacity TGQ and the HP actual capacity Qhp using the above-described equation (V).
  • the controller 32 performs stop determination of the heat pump (compressor 2) due to frosting of the outdoor heat exchanger 7 in step S21 as in step S4 of FIG. 4, and the degree of frosting becomes a predetermined value or more.
  • step S22 a heat pump (compressor 2 of the refrigerant circuit R) is stopped.
  • step S21 a heat pump (compressor 2) is stopped
  • step S25 determines whether or not a predetermined time has elapsed since the activation of the heating mode. If the present time is the initial start of the heating mode and before a predetermined time has elapsed since the start, the process proceeds to step S26, and is the rotation speed limitation control (limitation by the suction refrigerant temperature Ts. Ts limitation) currently being executed? Judge whether or not.
  • the difference ⁇ Qmax between the required capacity TGQ and the HP maximum capacity estimated value Qmax also increases when Qmax is lowered in consideration of the rotational speed limit control.
  • the base value Qahtr of the required capacity TGQhtr of the heat medium circulation circuit 23 is set to ⁇ Qmax.
  • the controller 32 calculates the required capacity TGQhtr of the heat medium circulation circuit 23.
  • the controller 32 calculates the required capacity TGQhtr of the heat medium circulation circuit 23 using the following formula (XII).
  • step S25 the controller 32 proceeds from step S25 to step S31 and sets the base value Qahtr of the required capacity TGQhtr of the heat medium circulation circuit 23 to ⁇ Qhp.
  • step S24 the controller 32 calculates the required capacity TGQhtr of the heat medium circulation circuit 23.
  • step S24 the controller 32 calculates the required capacity TGQhtr of the heat medium circuit 23 using the above-described equation (XII).
  • the controller 32 proceeds to step S23 to set the base value Qahtr of the required capacity TGQhtr of the heat medium circulation circuit 23 as the required capacity TGQ, and proceeds to step S24.
  • the required capacity TGQhtr of the circulation circuit 23 is calculated.
  • a predetermined value for example, 100 W
  • the controller 32 has two types of modes, the energy saving priority mode and the comfort priority mode in the heating mode.
  • the compressor 2 is set to the maximum rotation speed NCmax, and the heating capacity by the radiator 4 is insufficient.
  • the heat medium circulation circuit 23 heat medium-air heat exchanger 40
  • the rotational speed NC of the compressor 2 is limited, and the heating capacity by the radiator 4 is insufficient. Since heat is supplemented by the circulation circuit 23, in the energy saving priority mode, the radiator 4 exhibits the maximum heating capacity and the shortage is supplemented by the heating by the heat medium circulation circuit 23.
  • the heating capacity of the radiator 4 is limited, and the heating capacity of the heating medium circulation circuit 23 is increased to increase the heating capacity at the start-up. And early, noise also reduced, also it is possible to suppress formation of frost on the outdoor heat exchanger 7.
  • the controller 32 considers the rotational speed limit control in the energy saving priority mode and the comfort priority mode of the heating mode, and the heating medium circulation circuit 23 compensates for the shortage of the heating capacity by the radiator 4.
  • the controller 32 limits the rotation speed NC of the compressor 2 so that the suction refrigerant temperature Ts of the compressor 2 does not fall below a predetermined limit target value TGTs.
  • An HP maximum capacity estimation value Qmax that is an estimated value of the maximum heating capacity of the radiator 4 is calculated based on the maximum rotation speed NCmax, and a required capacity TGQ that is a required heating capacity of the radiator 4 and an HP maximum capacity estimation value Qmax.
  • the controller 32 when the controller 32 is executing the rotational speed limit control, the actual rotational speed NC of the compressor 2 is set to the maximum rotational speed NCmax.
  • the HP maximum capacity estimated value Qmax is calculated from the rotational speed NC of the compressor 2 and the required capacity TGQhtr of the heat medium circulation circuit 23 can be accurately calculated.
  • the controller 32 performs the maximum rotation at the rotation speed limitation control which is the maximum value of the rotation speed NC of the compressor 2 that is limited by the rotation speed limitation control based on the outside air temperature Tam.
  • the number estimated value QmaxNCTam is estimated, and the estimated maximum rotation number estimated value QmaxNCTam is set to the maximum number of rotations NCmax, so that the heating medium circulation circuit 23 can quickly perform heating even when the rotation number limitation control is started thereafter. You will be able to complement your abilities.
  • the controller 32 changes the maximum rotational speed NCmax based on the rotational speed NC of the compressor 2 that is restricted by the rotational speed restriction control in the initial stage of startup. It is possible to speed up the start-up and improve comfort.
  • the shortage of the HP actual capacity Qhp, which is the capacity can be accurately supplemented by heating by the heat medium circulation circuit 23, and extremely comfortable heating in the vehicle interior can be realized.
  • the specific method of the rotation speed limitation control described in the embodiment and the determination method of the required capacity TGQhtr of the heat medium circulation circuit 23 in consideration thereof are not limited to these, and a range that does not depart from the gist of the present invention.
  • the rotational speed limit control is executed based on the suction refrigerant temperature Ts.
  • the present invention is not limited thereto, and the rotational speed NC of the compressor 2 is limited so that the suction refrigerant pressure Ps does not fall below a predetermined limit target value.
  • the present invention can also be applied to rotation speed control.
  • the present invention is also applied to the vehicle air conditioner 1 that executes the rotational speed limit control for limiting the rotational speed NC of the compressor 2 so that the discharged refrigerant temperature Td and the discharged refrigerant pressure Pd do not rise above a predetermined limit target value. It is valid. Further, in the embodiment, the present invention is applied to the vehicle air conditioner 1 that switches and executes each operation mode such as the heating mode, the dehumidifying heating mode, the dehumidifying cooling mode, and the cooling mode. The present invention is also effective for such a case.
  • auxiliary heating device is configured by the heat medium circulation circuit 23 in the embodiment, the present invention is not limited thereto, and a normal electric heater (PTC) may be provided in the air flow passage 3 to serve as the auxiliary heating device. Further, the configuration and each numerical value of the refrigerant circuit R described in the above embodiments are not limited thereto.

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  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

L'objet de la présente invention est de permettre de réaliser un chauffage par un dispositif de chauffage auxiliaire de façon appropriée, y compris dans un dispositif de climatisation de véhicule qui effectue une commande destinée à limiter la vitesse de rotation. Le fluide frigorigène évacué du compresseur 2 est amené à rayonner de la chaleur au moyen d'un radiateur 4, et après la dépressurisation, est amené à absorber de la chaleur au moyen d'un échangeur de chaleur extérieur 7, ce qui permet de chauffer l'intérieur de l'habitacle. Le fonctionnement du compresseur est limité sur la base de la température du fluide frigorigène d'admission Ts du compresseur, et une commande destinée à limiter la vitesse de rotation est effectuée pour protéger le compresseur. L'appareil est équipé d'un appareil de chauffage auxiliaire permettant de chauffer l'air qui est fourni à l'intérieur de l'habitacle. Un dispositif de commande prend en compte la commande destinée à limiter la vitesse de rotation et effectue un chauffage au moyen d'un dispositif de chauffage auxiliaire de sorte à compléter le manque de capacité de chauffage par le radiateur.
PCT/JP2017/045010 2016-12-27 2017-12-08 Appareil de climatisation de véhicule WO2018123636A1 (fr)

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CN113165479A (zh) * 2018-11-16 2021-07-23 三电汽车空调系统株式会社 车用空调装置
CN113165472A (zh) * 2018-12-12 2021-07-23 三电汽车空调系统株式会社 车用空调装置

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JP7221767B2 (ja) * 2019-04-04 2023-02-14 サンデン株式会社 車両用空気調和装置

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JP2015123828A (ja) * 2013-12-26 2015-07-06 株式会社デンソー 車両用空調装置
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CN113165479A (zh) * 2018-11-16 2021-07-23 三电汽车空调系统株式会社 车用空调装置
CN113165472A (zh) * 2018-12-12 2021-07-23 三电汽车空调系统株式会社 车用空调装置
CN113165472B (zh) * 2018-12-12 2024-06-11 三电株式会社 车用空调装置

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