Vehicle air conditioning system

Abstract

Vehicle air conditioning system (1), comprising: a compressor (2) that compresses a refrigerant; an airflow passage (3) through which air to be supplied to a vehicle interior flows; a radiator (4) which is arranged in this airflow passage (3) to allow the refrigerant to radiate heat; a heat absorber (9) which is arranged in the airflow passage (3) to allow the refrigerant to absorb heat; an interior blower (27) that blows air through the airflow passage (3); and a control device (32) for controlling operations of the compressor (2) and the interior blower (27), wherein the vehicle air conditioning system (1) heats the air supplied to the vehicle interior by means of heat radiated from the radiator (4) in order to heat the vehicle interior, and the vehicle air conditioning system (1) includes: a heat-generating means (61) arranged in the airflow passage (3) to heat the air supplied to the vehicle interior, wherein the control means (32) is configured to control a time sequence in order to start the compressor (2), the interior blower (27) and the heat-generating means (61) on the basis of an outside air temperature (Tam), wherein in a case of an environment with a first low outside air temperature (Tam), in which the outside air temperature (Tam) is low, the control means (32) is configured to start the compressor (2) upstream of the interior blower (27), and the control means (32) is designed to start the heat-generating means (61) simultaneously with the interior blower (27), immediately after the start of the interior blower (27), or after the start of the interior blower (27).

Description

Technical area

[0001] The present invention relates to a vehicle air conditioning device of a heat pump system that conditions air in a vehicle interior, and more particularly, it relates to a vehicle air conditioning device applicable to an electric car or a hybrid car. State of the art

[0002] Due to an update of environmental problems in recent years, hybrid cars and electric cars have become popular. Furthermore, as a vehicle air conditioning device applicable to such a vehicle, an air conditioning device has been developed that includes a compressor for compressing and discharging a refrigerant, a radiator (an internal heat exchanger for radiating heat) arranged in an airflow passage of a vehicle interior to allow the refrigerant to radiate heat, a heat absorber (an internal heat exchanger for heat absorption) arranged in the airflow passage of the vehicle interior to allow the refrigerant to absorb heat, and a refrigerant circuit consisting of an external heat exchanger (an external heat exchanger) or the like arranged outside the vehicle interior to allow the refrigerant to radiate heat.and the refrigerant discharged from the compressor radiates heat in the radiator and air supplied by an interior blower (a blower fan) is heated to heat the vehicle interior (see, for example, JP 2002-211234 A).

[0003] In addition, in the structure of JP 2002-211234 A, a heater core (heat generating means) through which engine cooling water is circulated is arranged in the air flow passage of a vehicle interior, and heating capability is exerted by the heater core in addition to heating by the radiator.

[0004] DE 10 2010 025 779 A1 also discloses such an air conditioning system.

[0005] JP 2010-58587 A discloses an air conditioning device in which cooling water as a heating medium flows into a heating medium circulation circuit controlled by a valve unit in order to heat air to be supplied into an interior space.

[0006] DE 603 ​​01 972 T2 discloses a method for controlling a heating, ventilation and air conditioning system in which, at a low outside air temperature, the compressor and the heat-generating means are started first before the interior fan is started. Summary of the inventionProblems to be solved by the invention

[0007] Here, in a case where the start timing of the above compressor, interior blower, and heat generating means is not appropriate, the following various problems arise. For example, if the time period for supplying high-temperature refrigerant to a radiator by the compressor in a windless state (the interior blower is stopped) is prolonged, there is a disadvantage that no heat pump cycle is established and that a high-pressure side pressure rises abnormally, causing the compressor to stop. On the other hand, if the interior blower is operated before the radiator or the above heater core exerts sufficient heating capability, low-temperature air is blown into a vehicle interior, and as a result, uniformity is disturbed.

[0008] The present invention has been developed to solve such conventional technical problems, and an object thereof is to provide a vehicle air conditioning device in which comfortable heating of a vehicle interior can be achieved by starting a compressor, a cabin blower, and a heat generating means at an appropriate timing. Means to solve the problems

[0009] A vehicle air conditioning device of the present invention includes a compressor that compresses a refrigerant, an airflow passage through which air to be supplied to a vehicle interior flows, a radiator arranged in this airflow passage to allow the refrigerant to radiate heat, a heat absorber arranged in the airflow passage to allow the refrigerant to absorb heat, an interior fan that blows the air through the airflow passage, and a control means for controlling operations of the compressor and the interior fan. The device heats the air to be supplied to the vehicle interior by heat radiated from the radiator to heat the vehicle interior. The device includes a heat-generating means arranged in the airflow passage to heat the air to be supplied to the vehicle interior. The device is characterized in thatthat the control means controls a timing to start the compressor, the interior fan and the heat-generating means based on an outside air temperature.,

[0010] According to the invention, in a case of a first low outside air temperature environment in which the outside air temperature is low, the control means starts the compressor before the indoor blower, and starts the heat generating means simultaneously with the indoor blower, immediately after the start of the indoor blower, or after the start of the indoor blower.

[0011] The vehicle air conditioning device of the invention of claim 2 is characterized in that, in the invention of claim 1, the control means starts the interior blower after starting the compressor, when a rotational speed of this compressor becomes a predetermined speed or more, and controls an air volume of the interior blower to a predetermined low value, and in a case where a temperature of the heat generating agent becomes higher than a predetermined value, the control means increases the air volume of the interior blower up to a target value.

[0012] The vehicle air conditioning device of the invention of claim 3 is characterized in that, in the invention of claim 1, the control means starts the interior blower after starting the compressor when a rotational speed of the compressor becomes a predetermined rotational speed or more or when a high-pressure side pressure becomes a predetermined pressure or more, and the control means starts the heat-generating means when an air volume of the interior blower becomes a predetermined low value, and controls the air volume of the interior blower to a predetermined low value until a temperature of this heat-generating means becomes higher than a predetermined value, and in a case where the temperature of the heat-generating means becomes higher than the predetermined value, the control means increases the air volume of the interior blower up to a set value.

[0013] The vehicle air conditioning device of the invention of claim 4 is characterized in that, in the invention of claim 1, the control means starts the interior blower after starting the compressor, when a rotational speed of the compressor becomes a predetermined speed or more, and controls an air volume of the interior blower to a predetermined low value, and in a case where the rotational speed of the compressor becomes a target speed, the control means increases the air volume of the interior blower up to a target value.

[0014] The vehicle air conditioning device of the invention of claim 5 is characterized in that, in the invention of claim 1 to claim 4, in a case of a second low outside air temperature environment in which the outside air temperature is higher than that of the first low outside air temperature environment, the control means starts the interior blower simultaneously with the compressor, immediately after the start of the compressor, or after the start of the compressor, and the control means starts the heat generating means simultaneously with the interior blower immediately after the start of the interior blower, or after the start of the interior blower.

[0015] The vehicle air conditioning device of the invention of claim 6 is characterized in that, in the invention of claim 5, the control means controls an air volume of the interior blower to a predetermined low value after starting the interior blower, and in a case where a temperature of the heat generating means becomes higher than a predetermined value, the control means increases the air volume of the interior blower up to a target value.

[0016] The vehicle air conditioning device of the invention of claim 7 is characterized in that, in the invention of claim 5, the control means starts the heat-generating means after starting the interior blower when an air volume of the interior blower becomes a predetermined low value, and the control means controls the air volume of the interior blower to a predetermined low value until a temperature of the heat-generating means becomes higher than a predetermined value or until a high-pressure side pressure becomes a predetermined pressure or more, and in a case where the temperature of the heat-generating means becomes higher than the predetermined value or in a case where the high-pressure side pressure becomes the predetermined pressure or more, the control means increases the air volume of the interior blower up to a set value.

[0017] The vehicle air conditioning device of the invention of claim 8 is characterized in that, in the invention of claim 5, the control means controls an air volume of the interior blower to a predetermined low value after starting the interior blower, and the heat generating means starts when a rotation speed of the compressor becomes a predetermined speed or more, and in a case where the rotation speed of the compressor becomes a target speed, the control means increases the air volume of the interior blower up to a target value.

[0018] The vehicle air conditioning device of the invention of claim 9 is characterized in that, in the invention of claim 5 to claim 8, in a case of a third low outside air temperature environment in which the outside air temperature is higher than that of the second outside air temperature environment, the control means starts the indoor blower before the compressor, and the control means starts the heat generating means simultaneously with the indoor blower, immediately after the start of the indoor blower, or after the start of the indoor blower.

[0019] The vehicle air conditioning device of the invention of claim 10 is characterized in that, in the invention of claim 9, the control means starts the compressor after starting the interior blower when an air volume of the interior blower becomes a predetermined low value, and the control means controls the air volume of the interior blower to the predetermined low value until a temperature of the heat generating agent becomes higher than a predetermined value, and in a case where the temperature of the heat generating agent becomes higher than the predetermined value, the control means increases the air volume of the interior blower to a target value.

[0020] The vehicle air conditioning device of the invention of claim 11 is characterized in that, in the invention of claim 9, the control means starts the heat-generating means after starting the interior blower, when an air volume of the interior blower becomes a predetermined low value, and the control means starts the compressor simultaneously with the start of the heat-generating means, or immediately after the start of the heat-generating means, and the control means controls the air volume of the interior blower to a predetermined low value until a temperature of the heat-generating means becomes higher than a predetermined value, or until a high-pressure side pressure becomes a predetermined pressure or more, and in a case where the temperature of the heat-generating means becomes higher than the predetermined value, or in a case where the high-pressure side pressure becomes the predetermined pressure or more,the control means increases the air volume of the interior fan to a setpoint.

[0021] The vehicle air conditioning device of the invention of claim 12 is characterized in that, in the invention of claim 9, the control means starts the compressor when an air volume of the interior blower becomes a predetermined low value, and the control means controls the air volume of the interior blower to the predetermined low value until a rotation speed of the compressor becomes a predetermined speed or more, and in a case where the rotation speed of the compressor becomes the predetermined speed or more, the control means increases the air volume of the interior blower up to a target value.

[0022] The vehicle air conditioning device of the invention of claim 13 is characterized in that, in the invention of claim 1, the heat generating means is on a downstream side of the air flowing through the air flow passage to the radiator, and in a case of a first low outside temperature environment in which the outside air temperature is low, the control means starts the compressor and the heat generating means before the interior blower.

[0023] The vehicle air conditioning device of the invention of claim 14 is characterized in that, in the invention of claim 13, the control means starts the interior blower after starting the compressor, when a rotational speed of the compressor becomes a predetermined speed or more, and controls an air volume of the interior blower to a predetermined low value, and the control means increases the air volume of the interior blower up to a target value in a case where the rotational speed of the compressor becomes a target speed.

[0024] The vehicle air conditioning device of the invention of claim 15 is characterized in that, in the invention of claim 13 or claim 14, in a case of a second low outside air temperature environment in which the outside air temperature is higher than that of the first low outside air temperature environment, the control means starts the indoor blower and the heat generating means immediately after the start of the compressor, or after the start of the compressor.

[0025] The vehicle air conditioning device of the invention of claim 16 is characterized in that, in the invention of claim 15, the control means controls an air volume of the interior blower to a predetermined low value after starting the interior blower, and in a case where a rotation speed of the compressor becomes a target rotation speed, the control means increases the air volume of the interior blower up to a target value.

[0026] The vehicle air conditioning device of the invention of claim 17 is characterized in that, in the invention of claim 15 or claim 16, in a case of a third low outside air temperature environment in which the outside air temperature is higher than that of the second low outside air temperature environment, the control means starts the heat generating means and the compressor immediately after the start of the interior blower, or after the start of the interior blower.

[0027] The vehicle air conditioning device of the invention of claim 18 is characterized in that, in the invention of claim 17, the control means starts the compressor after starting the interior blower when an air volume of the interior blower becomes a predetermined low value, and the control means controls the air volume of the interior blower to the predetermined low value until a rotation speed of the compressor becomes a predetermined speed or more, and in a case where the rotation speed of the compressor becomes the predetermined speed or more, the control means increases the air volume of the interior blower up to a target value.

[0028] The vehicle air conditioning device of the invention of claim 19 is characterized in that, in the inventions of claims 1 to 18, the heat generating means is constituted by a heating medium circulation circuit including a heating medium-air heat exchanger arranged in the air flow passage, and a heating medium heated by an electric heater or an internal combustion engine circulates through the heating medium-air heat exchanger.

[0029] The vehicle air conditioning device of the invention of claim 20 is characterized in that, in the invention of claim 19, the heating medium circulation circuit includes a valve unit that controls the circulation of the heating medium into the heating medium-air heat exchanger, and the control means opens the valve unit, whereby the heat generating means is started.

[0030] The vehicle air conditioning device of the invention of claim 21 is characterized in that, in the inventions of claim 1 to claim 18, the heat generating means is constituted by an electric heater arranged in the air flow passage to heat the air to be supplied to the vehicle interior. Advantageous effect of the invention

[0031] According to the present invention, a vehicle air conditioning device includes a compressor that compresses a refrigerant, an air flow passage through which air to be supplied to a vehicle interior flows, a radiator arranged in this air flow passage to allow the refrigerant to radiate heat, a heat absorber arranged in the air flow passage to allow the refrigerant to absorb heat, an interior fan that blows the air through the air flow passage, and a control means for controlling operations of the compressor and the interior fan, wherein the device heats the air to be supplied to the vehicle interior by heat radiated from the radiator to heat the vehicle interior, the device includes a heat-generating means arranged in the air flow passage to heat the air to be supplied to the vehicle interior, and the control means controls a timing to operate the compressor,The indoor fan and heat-generating device can be started based on the outside air temperature. Therefore, it is possible to start the compressor, indoor fan, and heat-generating device at an appropriate time according to the outside air temperature.

[0032] In a case of an environment with a first low outside air temperature, where the outside air temperature is low, the control means starts the compressor before the indoor fan and starts the heat-generating means simultaneously with the indoor fan, immediately after the indoor fan starts, or after the indoor fan starts. Consequently, in the environment where the outside air temperature is noticeably low, it is possible to promote an increase in the high-side pressure of the compressor and quickly increase heating capacity.

[0033] In this case, as in the invention of claim 2, the control means starts the interior blower after starting the compressor when a rotational speed of this compressor becomes a predetermined speed or more, and controls an air volume of the interior blower to a predetermined low value. In a case where a temperature of the heat-generating agent becomes higher than a predetermined value, the control means increases the air volume of the interior blower to a target value. Consequently, the rise of the high-pressure side pressure can be promoted, a temperature rise of the heat-generating agent can be promoted to quickly ramp up the heating capabilities of the radiator and the heat-generating agent, and comfortable heating of the vehicle interior can be achieved.

[0034] In addition, as in the invention of claim 3, the control means starts the indoor blower after starting the compressor when a rotational speed of the compressor becomes a predetermined rotational speed or more, or when a high-pressure side pressure becomes a predetermined pressure or more, and the control means starts the heat-generating means when an air volume of this indoor blower becomes a predetermined low value, and controls the air volume of the indoor blower to a predetermined low value until a temperature of this heat-generating means becomes higher than a predetermined value, and in a case where the temperature of the heat-generating means becomes higher than the predetermined value, the control means increases the air volume of the indoor blower up to a target value.Also in this case, the increase of the high-pressure side pressure can be promoted and the temperature rise of the heat generating agent can be promoted to quickly ramp up the heating capabilities of the radiator and the heat generating agent, and the comfortable heating of the vehicle interior can be achieved.

[0035] In particular, in this case, for example, as in the invention of claim 19, the heat-generating means is constituted by a heating medium circulation circuit including a heating medium-to-air heat exchanger arranged in the airflow passage, and a heating medium heated by an electric heater or an internal combustion engine circulates through the heating medium-to-air heat exchanger. Furthermore, as in the invention of claim 20, the heating medium circulation circuit includes a valve unit that controls the circulation of the heating medium in the heating medium-to-air heat exchanger, and the control means opens the valve unit, thereby starting the heat-generating means. Consequently, the valve unit is opened (the heat-generating means is started) when a temperature of the heating medium in the heating medium-to-air heat exchanger rises.Therefore, it is possible to eliminate the disadvantage that a temperature of the air in the heating-medium-air heat exchanger drops unnaturally, and it is possible to promote an increase in a heating ability of the radiator due to the increase in the high-pressure side pressure.

[0036] This is effective in a case where the heat generating medium is arranged on an upstream side of the air flowing to the radiator, and it is possible to prevent the disadvantage that the temperature of the air flowing into the radiator decreases due to a temperature drop in the heating medium-air heat exchanger and that the increase of the high-pressure side pressure is inhibited.

[0037] Additionally, as in the invention of claim 4, the control means starts the interior blower after starting the compressor, when a rotational speed of the compressor becomes a predetermined speed or more, and controls an air volume of the interior blower to a predetermined low value. In a case where the rotational speed of the compressor becomes a target speed, the control means increases the air volume of the interior blower to a target value. Also in this case, the increase in the high-pressure side pressure can be promoted and the temperature rise of the heat-generating agent can be promoted to quickly ramp up the heating capabilities of the radiator and the heat-generating agent, and comfortable heating of the vehicle interior can be achieved.

[0038] On the other hand, in a case of a second low outside air temperature environment in which the outside air temperature is higher than that of the first low outside air temperature environment, as in the invention of claim 5, the control means starts the indoor blower simultaneously with the compressor, immediately after the start of the compressor, or after the start of the compressor, and the control means starts the heat generating means simultaneously with the indoor blower, immediately after the start of the indoor blower, or after the start of the indoor blower.Consequently, in a case where the outside air temperature is higher than that of the above-mentioned first low outside air temperature environment and the rise of the high-pressure side pressure is not slow compared with the case of the first low outside air temperature environment, the interior blower can be started more quickly, and the start-up of heating of the vehicle interior can be accelerated.

[0039] In this case, as in the invention of claim 6, after starting the interior fan, the control means controls an air volume of the interior fan to a predetermined low value, and in a case where a temperature of the heat-generating agent becomes higher than a predetermined value, the control means increases the air volume of the interior fan to a target value. Consequently, the rise of the high-pressure side pressure can be promoted, and the start-up of heating of the vehicle interior can be effectively accelerated.

[0040] Additionally, as in the invention of claim 7, the control means starts the heat-generating means after starting the interior blower when an air volume of the interior blower becomes a predetermined low value, and the control means controls the air volume of the interior blower at the predetermined low value until a temperature of the heat-generating means becomes higher than a predetermined value or until a high-pressure side pressure becomes a predetermined pressure or more. In a case where the temperature of the heat-generating means becomes higher than the predetermined value or in a case where the high-pressure side pressure becomes the predetermined pressure or more, the control means increases the air volume of the interior blower up to a target value. Also in this case, the increase of the high-pressure side pressure can be promoted, and the start-up of heating of the vehicle interior can be effectively accelerated.

[0041] In particular, in this case, as in the invention of claim 19, for example, the heat-generating means is constituted by a heating medium circulation circuit including a heating medium-to-air heat exchanger arranged in the airflow passage, and a heating medium heated by an electric heater or an internal combustion engine circulates through the heating medium heat exchanger. Furthermore, as in the invention of claim 20, the heating medium circulation circuit includes a valve unit that controls the circulation of the heating medium in the heating medium-to-air heat exchanger, and the control means opens the valve unit, thereby starting the heat-generating means. Consequently, the valve unit is opened (the heat-generating means is started) when the temperature of the heating medium in the heating medium-to-air heat exchanger rises.Therefore, at the same time, it is possible to eliminate the disadvantage that the air temperature in the heating medium-air heat exchanger drops absurdly, and it is possible to effectively promote the increase of the heating ability of the radiator due to the increase of the high-pressure side pressure.

[0042] This is equally effective in the case where the heat generating means is arranged on the upstream side of the air flowing to the radiator, and it is possible to prevent the disadvantage that the temperature of the air flowing into the radiator drops due to the temperature drop in the heating medium-air heat exchanger and that the rise of the high-pressure side pressure is inhibited.

[0043] Additionally, as in the invention of claim 8, after starting the interior blower, the control means controls an air volume of the interior blower to a predetermined low value, and starts the heat generating means when a rotational speed of the compressor becomes a predetermined speed or more. In a case where the rotational speed of the compressor becomes a target speed, the control means increases the air volume of the interior blower to a target value. Also in this case, the rise of the high-pressure side pressure can be promoted, and the start-up of heating of the vehicle interior can be effectively accelerated.

[0044] On the other hand, in a case of a third low outside air temperature environment where the outside air temperature continues to be higher than that of the second low outside air temperature environment, as in the invention of claim 9, the control means starts the interior blower before the compressor, and the control means starts the heat generating means simultaneously with the interior blower, immediately after the start of the interior blower, or after the start of the interior blower. Consequently, in the environment where the outside air temperature continues to be higher than that of the second low outside air temperature environment, the disadvantage that the high-pressure side pressure rises in the early stages to cause the compressor to stop or the like can be prevented in advance, and heating of the vehicle interior can be started smoothly.

[0045] In this case, as in the invention of claim 10, the control means starts the compressor after starting the interior blower when an air volume of the interior blower becomes a predetermined low value. The control means controls the air volume of the interior blower to a predetermined low value until a temperature of the heat-generating agent becomes higher than a predetermined value. In a case where the temperature of the heat-generating agent becomes higher than the predetermined value, the control means increases the air volume of the interior blower to a target value. Consequently, the start-up of heating of the vehicle interior can be carried out quickly and smoothly, while preventing a disadvantage due to an excessive increase in the high-pressure side pressure.

[0046] In addition, as in the invention of claim 11, the control means starts the heat-generating means after starting the indoor blower when an air volume of the indoor blower becomes a predetermined low value, and the control means starts the compressor simultaneously with the start of the heat-generating means, or immediately after the start of the heat-generating means, and the control means controls the air volume of the indoor blower to a predetermined low value until a temperature of the heat-generating means becomes higher than a predetermined value, or until a high-pressure side pressure becomes a predetermined pressure or more, and in a case where the temperature of the heat-generating means becomes higher than the predetermined value, or in a case where the high-pressure side pressure becomes the predetermined pressure or more, the control means increases the air volume of the indoor blower up to a set value.Also in this case, the start-up of heating of the vehicle interior can be carried out quickly and smoothly, while the disadvantage due to the excessive increase of the high-pressure side pressure can be prevented.

[0047] In particular, in this case, as in the invention of claim 19, for example, the heat-generating means is constituted by a heating medium circulation circuit including a heating medium-to-air heat exchanger arranged in the airflow passage, and a heating medium heated by an electric heater or an internal combustion engine circulates through the heating medium-to-air heat exchanger. Furthermore, as in the invention of claim 20, the heating medium circulation circuit includes a valve unit that controls the circulation of the heating medium in the heating medium-to-air heat exchanger, and the control means opens the valve unit, thereby starting the heat-generating means. Consequently, the valve is opened (the heat-generating means is started) when the temperature of the heating medium in the heating medium-to-air heat exchanger rises.At the same time, it is possible to eliminate the disadvantage that the temperature of the air in the heating medium-air heat exchanger drops, and it is possible to effectively promote the increase of the heating ability of the radiator due to the increase of the high-pressure side pressure.

[0048] This is equally effective in the case where the heat generating means is arranged on the upstream side of the air flowing to the radiator, and it is possible to prevent the disadvantage that the temperature of the air flowing into the radiator decreases due to the temperature drop in the heating medium-air heat exchanger and that the increase of the high-pressure side pressure is inhibited.

[0049] Additionally, as in the invention of claim 12, the control means starts the compressor after starting the interior blower when an air volume of the interior blower becomes a predetermined low value, and the control means controls the air volume of the interior blower to a predetermined low value until a rotation speed of the compressor becomes a predetermined speed or more. In a case where the rotation speed of the compressor becomes the predetermined speed or more, the control means increases the air volume of the interior blower to a target value. Also in this case, the start-up of heating the vehicle interior can be carried out quickly and smoothly while preventing the disadvantage due to the excessive increase in the high-pressure side pressure.

[0050] In addition, in a case where the heat-generating means is arranged on a downstream side of the air flowing through the airflow passage to the radiator, heat generated by the heat-generating means is not transferred to the radiator even if the indoor fan is started. In a case of a first low outside air temperature environment where the outside air temperature is low, as in the invention of claim 13, the control means starts the compressor and the heat-generating means before the indoor fan. Consequently, in the environment where the outside air temperature is noticeably low, both the increase in the high-side pressure of the compressor and the increase in the temperature of the heat-generating means can be promoted, and the heating capability can be rapidly ramped up.

[0051] In this case, as in the invention of claim 14, the control means starts the interior blower after starting the compressor, when a rotational speed of the compressor becomes a predetermined speed or more, and controls an air volume of the interior blower to a predetermined low value. In a case where the rotational speed of the compressor becomes a target speed, the control means increases the air volume of the interior blower to a target value. Consequently, the rise of the high-pressure side pressure can be promoted, the temperature rise of the heat-generating agent can be promoted to quickly ramp up the heating capabilities of the radiator and the heat-generating agent, and comfortable heating of the vehicle interior can be achieved.

[0052] On the other hand, in a case of a second low outside air temperature environment where the outside air temperature is higher than that of the first low outside air temperature environment, as in the invention of claim 15, the control means starts the interior blower and the heat generating means immediately after the compressor starts, or after the compressor starts. Therefore, in the case where the outside air temperature is higher than that of the above-mentioned first low outside air temperature environment and the rise of the high-pressure side pressure is not slow compared to the case of the first low outside air temperature environment, the interior blower can be started faster, and the start-up of heating the vehicle interior can be accelerated.

[0053] In this case, as in the invention of claim 16, after starting the interior blower, the control means controls an air volume of the interior blower to a predetermined low value, and when a rotational speed of the compressor becomes a target speed, the control means increases the air volume of the interior blower to a target value. Consequently, the rise of the high-pressure side pressure can be promoted, and the start-up of heating the vehicle interior can be effectively accelerated.

[0054] On the other hand, in a case of a third low outside air temperature environment where the outside air temperature is higher than that of the second low outside air temperature environment, as in the invention of claim 17, the control means starts the heat generating means and the compressor immediately after the start of the interior blower, or after the start of the interior blower. Consequently, in the environment where the outside air temperature is further higher than that of the second low outside air temperature environment, the disadvantage that the high-pressure side pressure rises in the early stages to cause the compressor to stop or the like can be prevented in advance, and heating of the vehicle interior can be started smoothly.

[0055] In this case, as in the invention of claim 18, the control means starts the compressor after starting the interior blower when an air volume of the interior blower becomes a predetermined low value, and the control means controls the air volume of the interior blower to the predetermined low value until a rotational speed of the compressor becomes a predetermined speed or more. In a case where the rotational speed of the compressor becomes the predetermined speed or more, the control means increases the air volume of the interior blower to a target value. Consequently, the start-up of heating of the vehicle interior can be carried out quickly and smoothly, while the disadvantage due to the excessive increase in the high-pressure side pressure can be prevented.

[0056] The above invention is effective in a case where, as in the invention of claim 19, the heat-generating means is constituted by a heating medium circulation circuit including a heating medium-to-air heat exchanger arranged in an airflow passage, and a heating medium heated by an electric heater or an internal combustion engine circulates through the heating medium-to-air heat exchanger. Furthermore, as in the invention of claim 20, the heating medium circulation circuit includes a valve unit that controls the circulation of the heating medium into the heating medium-to-air heat exchanger, and the control means opens the valve unit, thereby starting the heat-generating means.As described above, the valve unit is opened (the heat generating means is started) when the temperature of the heating medium in the heating medium-air heat exchanger rises, and it is possible to eliminate the disadvantage that the temperature of the air in the heating medium-air heat exchanger drops.

[0057] In addition, it is possible to simplify a structure if, as in the invention of claim 21, the heat generating means is formed of an electric heater arranged in the air flow passage to heat the air to be supplied to the vehicle interior. Short description of the drawings Fig. 1 is a structural view of a vehicle air conditioning device of an embodiment to which the present invention is applied (Embodiment 1); Fig. 2 is a block diagram of an electrical circuit of a control device of the vehicle air conditioning device of Fig. 1; Fig. 3 is a flowchart to illustrate an operation of the control device of Fig. 2 to explain; Fig. 4 is a timing chart for illustrating control of a compressor, an indoor fan and a heating medium circulation circuit by the control device of Fig. 2 to be explained (embodiment 1); Fig. 5 is another timing chart to show the control of the compressor, the indoor fan and the heating medium circulation circuit by the control device of Fig. 2 to be explained (embodiment 1); Fig. 6 is yet another timing chart to show the control of the compressor, the indoor fan and the heating medium circulation circuit by the control device of Fig. 2 to be explained (embodiment 1); Fig. 7 is a structural view of a vehicle air conditioning device of another embodiment to which the present invention is applied (Embodiment 2); Fig. Fig. 8 is a timing chart for illustrating control of a compressor, a room blower and a solenoid valve for cooling water by the control device of Fig. 2 in the case of Fig. 7 to explain (embodiment 2); Fig. 9 is another timing chart to show the control of the compressor, the interior fan and the solenoid valve for cooling water by the control device of Fig. 2 in the case of Fig. 7 to explain (embodiment 2); Fig. 10 is yet another timing chart to show the control of the compressor, the interior fan and the solenoid valve for cooling water by the control device of Fig. 2 in the case of Fig. 7 to explain (embodiment); Fig. 11 is another timing chart to show the control of the compressor, the interior fan and the solenoid valve for cooling water by the control device of Fig. 2 in the case of Fig. 7 to explain (embodiment 2); Fig. 12 is another timing chart to show the control of the compressor, the interior fan and the solenoid valve for cooling water by the control device of Fig. 2 in the case of Fig. 7 to explain (embodiment 2); Fig. 13 is yet another timing chart to show the control of the compressor, the interior fan and the solenoid valve for cooling water by the control device of Fig. 2 in the case of Fig. 7 to explain (embodiment 2); Fig. 14 is a structural view of a vehicle air conditioning device of still another embodiment to which the present invention is applied (Embodiment 3); Fig. 15 is a timing chart for illustrating control of a compressor, an indoor blower and an electric heater by the control device of Fig. 2 in the case of Fig. 14 to be explained (embodiment 3); Fig. 16 is another timing chart to show the control of the compressor, the interior blower and the electric heater by the control device of Fig. 2 in the case of Fig. 14 to be explained (embodiment 3); Fig. 17 is yet another timing chart to show the control of the compressor, the interior blower and the electric heater by the control device of Fig. 2 in the case of Fig. 14 to be explained (embodiment 3); Fig. 18 is a structural view of a vehicle air conditioning device of another embodiment to which the present invention is applied (Embodiment 4); Fig. 19 is a timing chart for illustrating control of a compressor, a room blower and an electric heater by the control device of Fig. 2 in the case of Fig. 18 to be explained (embodiment 4); Fig. 20 is another timing chart to show the control of the compressor, the interior blower and the electric heater by the control device of Fig. 2 in the case of Fig. 18 (Embodiment 4); and Fig. 21 is yet another timing chart to show the control of the compressor, the interior blower and the electric heater by the control device of Fig. 2 in the case of Fig. 18 (Embodiment 4). Modes for carrying out the invention

[0058] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Embodiment 1

[0059] Fig. 1 shows a structural view of a vehicle air conditioning device 1 of an embodiment of the present invention. In this case, a vehicle of the embodiment to which the present invention is applied is an electric car (EV) that does not have an internal combustion engine (an internal combustion engine), a so-called hybrid car in which the internal combustion engine is used together with an electric motor for running, and in which the electric motor is driven for running with energy charged in a battery (not shown in the drawings) for running or assisted running, or an ordinary car running with an internal combustion engine.

[0060] In addition, the vehicle air conditioning device 1 of the present invention is powered by the power of the battery or the like (in a case where plug-in is possible, an external power). That is, the vehicle air conditioning device 1 of the embodiment performs heating of a vehicle interior through a heat pump operation in which an electric compressor type, which is a constituent of a refrigerant cycle, is driven by the battery or the like, and further selectively performs respective operation modes of dehumidification and heating, cooling and dehumidification, cooling, and the like.

[0061] The vehicle air conditioning device 1 of this embodiment performs air conditioning (heating, cooling, dehumidification, and ventilation) of the vehicle interior in the vehicle, and includes an electric compressor type (an electric compressor) 2 that compresses a refrigerant; a radiator 4 disposed in an airflow passage 3 of an HVAC unit 10 in which vehicle interior air is conducted and circulated, to allow the high-temperature, high-pressure refrigerant discharged from the compressor 2 to radiate heat into the vehicle interior; an outdoor expansion valve 6 formed by an electric valve that decompresses and expands the refrigerant during heating; an outdoor heat exchanger 7 that performs heat exchange between the refrigerant and outside air to function as the radiator during cooling and as an evaporator during heating; and an indoor expansion valve 8 formed by an electric valve.which decompresses and expands the refrigerant, a heat absorber 9 arranged in the airflow passage on an upstream side of an air flowing through the airflow passage 3 to the radiator 4 to allow the refrigerant to absorb heat from the interior and exterior of the vehicle during cooling and dehumidification, an evaporation capability control valve 11 that adjusts an evaporation capability in the heat absorber 9, an accumulator 12, and the like, are sequentially connected by a refrigerant pipe 13, so that a refrigerant circuit R is formed. Note that an outdoor fan 15 that performs heat exchange between the outside air and the refrigerant is arranged in the outdoor heat exchanger 7.

[0062] In addition, the outdoor heat exchanger 7 has, in sequence, on a refrigerant downstream side, a liquid tank with dryer section 14 and a subcooling section 16. A refrigerant pipe 13A extending from the outdoor heat exchanger 7 is connected to the liquid tank with dryer section 14 via a solenoid valve (an opening / closing valve) 17 that is opened during cooling, and an outlet of the subcooling section 16 is connected to the indoor expansion valve 8 via a check valve 18. Note that the liquid tank with dryer section 14 and the subcooling section 16 structurally form a part of the outdoor heat exchanger 7, and an indoor expansion valve 8 side of the check valve 18 is a forward direction.

[0063] In addition, a refrigerant pipe 13B is arranged in a heat-exchanging relationship with a refrigerant pipe 13C extending from the evaporability control valve 11 positioned on an outlet side of the heat absorber 9, between the check valve 18 and the indoor expansion valve 8, and both of the pipes form an internal heat exchanger 19. Consequently, the refrigerant flowing into the indoor expansion valve 8 through the refrigerant pipe 13B is cooled (subcooled) by the low-temperature refrigerant flowing out from the heat absorber 9 through the evaporability control valve 11.

[0064] In addition, the refrigerant pipe 13A extending from the outdoor heat exchanger 7 is branched, and this branched refrigerant pipe 13D communicates to be connected to the refrigerant pipe 13C on the downstream side of the indoor heat exchanger 19 via a solenoid valve (an opening / closing valve) 21 that is opened during heating. Furthermore, a refrigerant pipe 13E on an outlet side of the radiator 4 is branched before the outdoor expansion valve 6, and this branched refrigerant pipe 13F communicates to be connected to the refrigerant pipe 13B on the downstream side of the check valve 18 via a solenoid valve (an opening / closing valve) 22 that is to be opened during dehumidification.

[0065] In addition, a bypass pipe 13J is connected to the outdoor expansion valve 6 in parallel, and in the bypass pipe 13J, a solenoid valve (an opening / closing valve) 20 is arranged, which is opened in a cooling mode and bypasses the outdoor expansion valve 6 to pass the refrigerant.

[0066] In addition, the refrigerant pipe 13E is branched immediately after the pipe extends from the radiator 4 (before the pipe branches into the refrigerant pipe 13F and a refrigerant pipe 13I), and this branched refrigerant pipe 13K communicates to be connected to the center of compression by the compressor 2 via an injection expansion valve 30 formed of an electric valve for injection control. Further, the refrigerant pipe 13K is arranged between an outlet side of the injection expansion valve 30 and the compressor 2 in a heat-exchanging relationship with a refrigerant pipe 13G positioned on a discharge side of the compressor 2, and both pipes constitute a discharge-side heat exchanger 35.

[0067] The refrigerant pipe 13K, the injection expansion valve 30, and the discharge-side heat exchanger 35 form an injection circuit 40. The injection circuit 40 is a circuit that distributes part of the refrigerant flowing out from the radiator 4 to return the part of the refrigerant to the center of compression by the compressor 2 (gas injection), and the injection expansion valve 30 decompresses the refrigerant flowing into the refrigerant pipe 13K, and then the refrigerant flows into the discharge-side heat exchanger 35. The refrigerant flowing into the discharge-side heat exchanger 35 is discharged from the compressor 2 to the refrigerant pipe 13G, performs heat exchange with the refrigerant before flowing into the radiator 4, and absorbs heat from the refrigerant flowing through the refrigerant pipe 13G to evaporate.In the discharge-side heat exchanger 35, the refrigerant distributed to the refrigerant pipe 13K evaporates, whereby the gas injection into the compressor 2 is carried out.

[0068] In addition, respective intake ports such as an outside air intake port and an inside air intake port are formed on an air upstream side of the heat absorber 9 in the air flow passage 3 (through an intake port 25 in Fig. 1), and an intake switching damper 26 is disposed in the intake port 25 to switch the air to be introduced into the airflow passage 3 between indoor air, which is air in the vehicle interior (an indoor air recirculation mode), and outside air, which is air outside the vehicle interior (an outside air introduction mode). Further, on an airstream side of the intake switching damper 26, an indoor blower (a blower fan) 27 is disposed to supply the introduced indoor air or outside air to the airflow passage 3 through which the air flows.

[0069] In addition, in the air flow passage 3 on the air upstream side of the radiator 4, an air mixing damper 28 is arranged to adjust a flow rate of the indoor air or the outdoor air through the radiator 4. Furthermore, on an air downstream side of the radiator 4, each outlet (represented by an outlet 29 in Fig. 1) of foot, ventilation or defroster in the air flow passage 3, and in the outlet 29, an outlet changeover damper 31 is arranged to carry out changeover control of blowing the air from each above-mentioned outlet.

[0070] In addition, Fig. 1, reference numeral 61 designates a heating medium circulation circuit as a heat generating means arranged in the vehicle air conditioning device 1 of the embodiment. The heating medium circulation circuit 61 includes a circulation pump 62 constituting a circulation means, a heating medium heating electric heater 63 (shown by ECH in the drawing), and a heating medium-to-air heat exchanger 64 arranged on an upstream side of the air flowing through the air flow passage 3 to the radiator 4 in the air flow passage 3. These components are sequentially connected to each other in an annular manner by a heating medium pipe 66. Note that, for example, water, a refrigerant such as HFO-1234yf, a coolant, or the like is used as the heating medium to be circulated in the heating medium circulation circuit 61.

[0071] Furthermore, the heating medium heated by the heating medium-heating electric heater 63 in the airflow passage 3 is circulated through the heating medium-air heat exchanger 64 when the circulation pump 62 is operated, and the heating medium-heating electric heater 63 is supplied with electricity to generate heat. That is, the heating medium-air heat exchanger 64 of the heating medium circulation circuit 61 performs a function of a so-called heater core and contributes to heating the vehicle interior. When the heating medium circulation circuit 61 is employed, electrical safety of a passenger can be improved.

[0072] In Fig. 2, next, 32 is a control unit (ECU) as control means, which is formed by a microcomputer, and an input of the control unit 32 is connected to respective outputs of an outside air temperature sensor 33 that detects an outside air temperature of the vehicle, an outside air humidity sensor 34 that detects an outside air humidity, an HVAC intake temperature sensor 36 that detects a temperature of the air to be sucked in from the intake port 25 to the airflow passage 3, an indoor air temperature sensor 37 that detects a temperature of the air of the vehicle interior (the interior air), an indoor air humidity sensor 38 that detects a humidity of the air in the vehicle interior, an indoor air CO2 concentration sensor 39 that detects a carbon dioxide concentration of the vehicle interior, and an outlet temperature sensor 41 that detects a temperature of the air blown out from the outlet 29 to the vehicle interior.a discharge pressure sensor 42 that detects a pressure of the refrigerant discharged from the compressor 2, a discharge temperature sensor 43 that detects a temperature of the refrigerant discharged from the compressor 2, a suction pressure sensor 44 that detects a suction refrigerant pressure of the compressor 2, a radiator temperature sensor 46 that detects a temperature of the radiator 4 (the temperature of the air passed through the radiator 4, the temperature of the radiator 4 itself, or the temperature of the air that has just been heated in the radiator 4), a radiator pressure sensor 47 that detects a refrigerant pressure of the radiator 4 (the pressure in the radiator 4, or the pressure of the refrigerant that has just flowed out from the radiator 4), a heat absorber temperature sensor 48 that detects a temperature of the heat absorber 9 (the temperature of the air passed through the heat absorber 9, the temperature of the heat absorber 9 itself, or the temperature of the air,which has just been cooled in the heat absorber 9), a heat absorber pressure sensor 49 which detects a refrigerant pressure of the heat absorber 9 (the pressure in the heat absorber 9, or the pressure of the refrigerant that has just flowed out from the heat absorber 9), a solar radiation sensor 51 of, for example, a photosensor system for detecting an amount of solar radiation into the vehicle, a speed sensor 52 for detecting a moving speed of the vehicle (a speed), an air conditioning operating section 53 for setting the switching of the predetermined temperature or the operation mode, an outdoor heat exchanger temperature sensor 54 which detects a temperature of the outdoor heat exchanger 7 (the temperature of the refrigerant that has just flowed out from the outdoor heat exchanger 7, or the temperature of the outdoor heat exchanger 7 itself), and an outdoor heat exchanger pressure sensor 56,which detects the refrigerant pressure of the outdoor heat exchanger 7 (the pressure of the refrigerant in the outdoor heat exchanger 7, or the refrigerant that has just flowed out of the outdoor heat exchanger 7).

[0073] In addition, the input of the controller 32 is further connected to respective outputs of an injection pressure sensor 50 that detects a pressure of an injection refrigerant flowing into the refrigerant pipe 13K of the injection circuit 40 and passing through the discharge-side heat exchanger 35 to return to the center of compression by the compressor 2, and an injection temperature sensor 55 that detects a temperature of the injection refrigerant.

[0074] In addition, the input of the control device 32 is further connected to respective outputs of a heating medium-heating electric heater temperature sensor 67, which detects a temperature of the heating medium-heating electric heater 63 of the heating medium circulation circuit 61 (the temperature of the heating medium immediately after being heated by the heating medium-heating electric heater 63, or a temperature of an electric heater itself (not shown) contained in the heating medium-heating electric heater 63), and a heating medium-air heat exchanger temperature sensor 68, which detects a temperature of the heating medium-air heat exchanger 64 (the temperature of the air passed through the heating medium-air heat exchanger 64, or the temperature of the heating medium-air heat exchanger 64 itself).

[0075] On the other hand, an output of the controller 32 is connected to the compressor 2, the outdoor blower 15, the indoor blower (the blower fan) 27, the intake changeover valve 26, the air mixing valve 28, the exhaust changeover valve 31, the outdoor expansion valve 6, the indoor expansion valve 8, the respective solenoid valves 22, 17, 21, and 20, the injection expansion valve 30, the evaporation capability control valve 11, the heating medium heating electric heater 63, and the circulation pump 62. Furthermore, the controller 32 controls these components based on the outputs of the respective sensors and the setting input by the air conditioning operation section 53.

[0076] Next, an operation of the vehicle air conditioning device 1 of the embodiment having the above-mentioned structure will be described. The controller 32 switches and executes roughly differentiated operation modes, such as a heating mode, a dehumidifying and heating mode, an internal cycle mode, a dehumidifying and cooling mode, and a cooling mode. First, a refrigerant flow in each mode will be described. (1) Heating mode refrigerant flow

[0077] When the heating mode is selected by the controller 32 or a manual operation on the air conditioning operating section 53, the controller 32 opens the solenoid valve 21 and closes the solenoid valve 17, the solenoid valve 22, and the solenoid valve 20. Further, the compressor 2 and the respective blowers 15 and 27 are operated, and the air mixing damper 28 is in a state where the air blown by the interior blower 27 is passed through the heating medium-air heat exchanger 64 and the radiator 4. Consequently, a high-temperature, high-pressure refrigerant gas discharged from the compressor 2 flows through the discharge-side heat exchanger 35 and then flows into the radiator 4.The air in the airflow passage 3 is passed through the radiator 4, and thus the air in the airflow passage 3 is heated by the high-temperature refrigerant in the radiator 4, whereas the refrigerant in the radiator 4 is extracted from heat by the air and cooled to condense and liquefy.

[0078] The refrigerant liquefied in the radiator 4 flows out from the radiator 4, and then a part of the refrigerant is distributed to the refrigerant pipe 13K of the injection circuit 40 and flows mainly through the refrigerant pipe 13E to reach the outdoor expansion valve 6. Note that an operation and function of the injection circuit 40 will be described later. The refrigerant flowing into the outdoor expansion valve 6 is decompressed therein and then flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates, and heat is carried in by the outside air passed through by the vehicle or the outdoor fan 15 (a heat pump).Further, the low-temperature refrigerant flowing out of the outdoor heat exchanger 7 flows through the refrigerant pipe 13D and the solenoid valve 21 to flow from the refrigerant pipe 13C into the accumulator 12, where gas-liquid separation is performed. Then, the refrigerant gas is sucked into the compressor 2, repeating this cycle. The air heated in the radiator 4 is exhausted from the outlet 29, thus heating the vehicle interior.

[0079] In addition, in a case where the controller 32 judges that heating capability by the radiator 4 is becoming scarce in this heating mode as described later, the heating-medium-heating electric heater is energized to generate heat, and the circulation pump 62 is operated to perform heating through the heating-medium circulation circuit 61. In this case, the air heated in the heating-medium-air heat exchanger 64 and further in the radiator 4 is blown out from the outlet 29, and thus, heating of the vehicle interior is performed.

[0080] As described later in the embodiment, the controller 32 controls a rotational speed of the compressor 2 based on a high pressure of the refrigerant circuit R detected by the radiator pressure sensor 47 (or the discharge pressure sensor 42), also controls a valve position of the outdoor expansion valve 6 based on a volume of air passed through the radiator 4 and a target outlet temperature, and controls a degree of supercooling of the refrigerant in the outlet of the radiator 4. Note that the valve position of the outdoor expansion valve 6 may be controlled based on a temperature of the radiator 4 or an outside air temperature instead of or in addition to the above parameters. (2) Dehumidification and heating mode refrigerant flow

[0081] Next, in the dehumidification and heating mode, the controller 32 opens the solenoid valve 22 in the above heating mode state. Consequently, a portion of the condensed refrigerant flowing through the radiator 4 and the refrigerant pipe 13E is dispersed and flows through the solenoid valve 22 to flow from the refrigerant pipes 13F and 13B through the indoor heat exchanger 19, reaching the indoor expansion valve 8. The refrigerant is decompressed in the indoor expansion valve 8 and then flows into the heat absorber 9 to evaporate. Water in the air blown out by the indoor blower 27 coagulates to adhere to the heat absorber 9 through a heat absorption operation at this time, and thus the air is cooled and dehumidified.

[0082] The refrigerant evaporated in the heat absorber 9 flows through the evaporation capability control valve 11 and the internal heat exchanger 19 to combine with the refrigerant from the refrigerant pipe 13D in the refrigerant pipe 13C, and then flows through the accumulator 12 to be sucked into the compressor 2, repeating this cycle. The air dehumidified in the heat absorber 9 is reheated by passing through the radiator 4, thus performing dehumidification and heating of the vehicle interior.

[0083] The controller 32 controls the rotational speed 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 also controls the valve position of the outdoor expansion valve 6 based on the temperature of the heat absorber 9 detected by the heat absorber temperature sensor 48. Note that in this dehumidification and heating mode, gas injection by the injection circuit 40 is not performed, and thus the injection expansion valve 30 is shut off (a shutoff position). Furthermore, the heating medium circulation circuit 61 is also not executed. (3) Internal circuit mode refrigerant flow

[0084] Next, in the above state of the dehumidifying and heating mode in the internal cycle mode, the controller 32 shuts off the outdoor expansion valve 6 (a shutoff position) and also closes the solenoid valve 21. The outdoor expansion valve 6 and the solenoid valve 21 are closed, blocking inflow of the refrigerant into the outdoor heat exchanger 7 and outflow of the refrigerant from the outdoor heat exchanger 7, and thus all the condensed refrigerant flowing through the radiator 4 and the refrigerant pipe 13E flows through the solenoid valve 22 to the refrigerant pipe 13F.

[0085] Further, the refrigerant flowing through the refrigerant pipe 13F flows from the refrigerant pipe 13B through the internal heat exchanger 19 to reach the indoor expansion valve 8. The refrigerant is decompressed in the indoor expansion valve 8 and then flows into the heat absorber 9 to evaporate. The water in the air blown out by the indoor fan 27 coagulates to adhere to the heat absorber 9 through a heat absorption operation at this time, and thus the air is cooled and dehumidified.

[0086] The refrigerant evaporated in the heat absorber 9 flows through the evaporation capability control valve 11, the internal heat exchanger 19, the refrigerant pipe 13C, and the accumulator 12 to be sucked into the compressor 2, repeating this cycle. The air dehumidified in the heat absorber 9 is reheated by passing through the radiator 4, thus performing dehumidification and heating of the vehicle interior. However, in this internal circulation mode, the refrigerant circulates between the radiator 4 (heat radiation) and the heat absorber 9 (heat absorption), which are located in the airflow passage 3 on an interior side, and thus, heat is not drawn in from the outside air, but exerts heating capability for a consumed energy of the compressor 2.The entire amount of refrigerant flows through the heat absorber 9, which performs a dehumidifying operation, and thus, compared with the above dehumidifying and heating operation mode, a dehumidifying ability is high, but the heating ability decreases.

[0087] The controller 32 controls the rotational speed of the compressor 2 based on the temperature of the heat absorber 9 or the above-mentioned high pressure of the refrigerant circuit R. At this time, the controller 32 selects a smaller compressor target speed from among the compressor target speeds obtained by calculating the temperature of the heat absorber 9 or the high pressure to control the compressor 2. Note that, even in this internal-circuit mode, gas injection by the injection circuit 40 is not performed, and thus the injection expansion valve 30 is shut off (the shutoff position). Furthermore, the heating medium circulation circuit 61 is also not operated. (4) Dehumidification and cooling mode refrigerant flow

[0088] Next, in the dehumidification and cooling mode, the controller 32 opens the solenoid valve 17 and closes the solenoid valve 21, the solenoid valve 22, and the solenoid valve 20. Further, the compressor 2 and the respective fans 15 and 27 are operated, and the air mix damper 28 has the state where the air blown out from the indoor fan 27 is passed through the heating medium-air heat exchanger 64 and the radiator 4. Consequently, the high-temperature, high-pressure refrigerant gas discharged from the compressor 2 flows into the radiator 4 through the discharge-side heat exchanger 35. The air in the airflow passage 3 is passed through the radiator 4, and thus, the air in the airflow passage 3 is heated by the high-temperature refrigerant in the radiator 4, whereas the refrigerant in the radiator 4 is deheated by the air and cooled to condense and liquefy.

[0089] The refrigerant flowing out of the radiator 4 flows through the refrigerant pipe 13E to reach the outdoor expansion valve 6, and flows through the outdoor expansion valve 6, which is controlled so that the valve tends to be open, to flow into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 is cooled therein by outside air passed through the motor or the outdoor fan 15 to condense. The refrigerant flowing out of the outdoor heat exchanger 7 flows from the refrigerant pipe 13A through the solenoid valve 17, and then flows into the liquid receiver dryer section 14 and the subcooling section 16. Here, the refrigerant is subcooled.

[0090] The refrigerant flowing out from the subcooling section 16 of the outdoor heat exchanger 7 flows through the check valve 18 to enter the refrigerant pipe 13B and flows through the indoor heat exchanger 19 to reach the indoor expansion valve 8. The refrigerant is decompressed in the indoor expansion valve 8 and then flows into the heat absorber 9 to evaporate. The water in the air blown out by the indoor fan 27 coagulates to adhere to the heat absorber 9 due to the heat absorption operation at this time, and thus the air is cooled and dehumidified.

[0091] The refrigerant evaporated in the heat absorber 9 flows through the evaporation capability control valve 11, the internal heat exchanger 19, and the refrigerant pipe 13C to reach the accumulator 12, and flows therethrough to be sucked into the compressor 2, repeating this cycle. The air cooled and dehumidified in the heat absorber 9 is reheated by passing through the radiator 4 (a radiant capability is lower than that during heating), thus performing dehumidification and cooling of the vehicle interior.

[0092] The controller 32 controls the rotational speed of the compressor 2 based on the temperature of the heat absorber 9 detected by the heat absorber temperature sensor 48, also controls the valve position of the outdoor expansion valve 6 based on the above-mentioned high pressure of the refrigerant circuit R, and controls a refrigerant pressure (a radiator pressure Pci) of the radiator 4. Note that in this dehumidification and heating mode, gas injection by the injection circuit 40 is also not performed, and thus the injection expansion valve 30 is shut off (the shutoff position). Furthermore, the heating medium circulation circuit 61 is also not operated. (5) Cooling mode refrigerant flow

[0093] Next, in the above state of the dehumidification and cooling mode, the controller 32 opens the solenoid valve 20 in the cooling mode (in this case, the outdoor expansion valve 6 can have any valve position, including a fully open position (the valve position is set to an upper control limit)), and the air mix damper 28 has a state where the air is not passed through the heating-medium-air heat exchanger 64 and the radiator 4. Consequently, the high-temperature, high-pressure refrigerant gas discharged from the compressor 2 flows through the discharge-side heat exchanger 35 to flow into the radiator 4.

[0094] The air in the air flow passage 3 is not passed through the radiator 4, therefore the refrigerant only passes through the radiator, and the refrigerant flowing out from the radiator 4 flows through the refrigerant pipe 13E to reach the solenoid valve 20 and the outdoor expansion valve 6.

[0095] At this time, the solenoid valve 20 is opened, and thus the refrigerant bypasses the outdoor expansion valve 6 to pass through the bypass pipe 13J and flows as it is into the outdoor heat exchanger 7, where the refrigerant is cooled by the driving or the outside air passed through the outdoor fan 15 to condense and liquefy. The refrigerant flowing out of the outdoor heat exchanger 7 flows from the refrigerant pipe 13A through the solenoid valve 17 to subsequently flow into the liquid receiver with dryer section 14 and the subcooling section 16. Here, the refrigerant is subcooled.

[0096] The refrigerant flowing out from the subcooling section 16 of the outdoor heat exchanger 7 flows through the check valve 18 to enter the refrigerant pipe 13B and flows through the indoor heat exchanger 19 to reach the indoor expansion valve 8. The refrigerant is decompressed in the indoor expansion valve 8 and then flows into the heat absorber 9 to evaporate. The water in the air blown out by the indoor fan 27 coagulates to adhere to the heat absorber 9 through a heat absorption operation, so that the air is cooled.

[0097] The refrigerant evaporated in the heat absorber 9 flows through the evaporation control valve 11, the internal heat exchanger 19, and the refrigerant pipe 13C to reach the accumulator 12, and flows therethrough to be sucked into the compressor 2, repeating this cycle. The air cooled and dehumidified in the heat absorber 9 does not pass through the radiator 4, but is blown out from the outlet 29 to the vehicle interior, thus cooling the vehicle interior. In this cooling mode, the controller 32 controls the rotational speed of the compressor 2 based on the temperature of the heat absorber 9 detected by the heat absorber temperature sensor 48. It should be noted that in this cooling mode, the gas injection through the injection circuit 40 is also not carried out and thus the injection expansion valve 30 is shut off (the shut-off position).In addition, the heating medium circulation circuit 61 is also not operated. (6) Operating mode changeover control

[0098] At startup, the controller 32 selects the operation mode based on an outside air temperature Tam detected by the outside air temperature sensor 33 and a target outlet temperature TAO. Furthermore, after startup, the controller selects and switches the above respective operation modes in accordance with a change in an environment or setting conditions, the outside air temperature Tam, the target outlet temperature TAO, or the like.In this case, the controller 32 basically switches from the heating mode to the dehumidification and heating mode, or from the dehumidification and heating mode to the heating mode, switches from the dehumidification and heating mode to the dehumidification and cooling mode, or from the dehumidification and cooling mode to the dehumidification and heating mode, and switches from the dehumidification and cooling mode to the cooling mode, or from the cooling mode to the dehumidification and cooling mode, but when the controller switches from the dehumidification and heating mode to the dehumidification and cooling mode, and switches from the dehumidification and cooling mode to the dehumidification and heating mode, the controller switches via the above internal circuit mode.In addition, the control device could switch from the cooling mode to the internal circuit mode or from the internal circuit mode to the cooling mode. (7) Gas injection in a heating mode

[0099] Next, gas injection in the heating mode will be described. The refrigerant flowing out from the radiator 4 to enter the refrigerant pipe 13E and then distributed to flow into the refrigerant pipe 13K of the injection circuit 40 is decompressed by the injection expansion valve 30 to enter the discharge-side heat exchanger 35, where it undergoes heat exchange with the refrigerant discharged from the compressor 2 (the refrigerant discharged from the compressor 2 before flowing into the radiator 4), and absorbs heat to evaporate. After that, the evaporated refrigerant gas returning to the center of compression by the compressor 2 is further compressed together with the refrigerant sucked into the accumulator 12 to be compressed, and then the refrigerant is discharged from the compressor 2 to the refrigerant pipe 13G again.

[0100] When the refrigerant is returned from the injection circuit 40 to the center of compression by the compressor 2, an amount of refrigerant to be discharged from the compressor 2 increases, and thus the heating ability in the radiator 4 improves. However, when liquid refrigerant returns to the compressor 2, liquid compression is caused, and thus the refrigerant to be returned from the injection circuit 40 to the electric compressor 2 must be a gas.

[0101] Therefore, the controller 32 monitors a degree of superheat of the refrigerant toward the center of compression by the compressor 2 from the pressure and temperature of the refrigerant after the discharge-side heat exchanger 35, which are respectively detected by the injection pressure sensor 50 and the injection temperature sensor 55. The controller controls the valve position of the injection expansion valve 30 so that a predetermined degree of superheat is applied in the heat exchange with the discharged refrigerant. However, in the embodiment, the discharge-side heat exchanger 35 performs heat exchange between the refrigerant discharged from the compressor 2 at a remarkably high temperature before flowing into the radiator 4 and the refrigerant flowing through the injection circuit 40, and thus, a large amount of heat exchange can be achieved.Therefore, even if the valve position of the injection expansion valve 30 is increased to increase an injection amount, the refrigerant in the discharge-side heat exchanger 35 can be sufficiently evaporated and a required superheat degree can be achieved.

[0102] Consequently, compared with a conventional case in which heat exchange is carried out between the refrigerant after the radiator and the injection refrigerant, a gas injection amount to the compressor 2 can be sufficiently obtained, and the amount of refrigerant to be discharged from the compressor 2 can be increased to achieve the improvement of the heating ability. (8) Control of compressor, interior fan and heating medium circulation circuit in a heating mode

[0103] In the heating mode in which heat is radiated from the radiator 4 to heat the vehicle interior (the dehumidifying and heating mode is also included), the controller 32 determines a target compressor speed TGNC (the target rotational speed) of the compressor 2 based on a target radiator pressure PCO (a target value of high pressure), and controls the compressor 2 so that a rotational speed NC of the compressor 2 becomes the target compressor speed TGNC. In addition, the controller determines a target blower voltage TGBLV (a target value of air volume) of the interior blower 27 based on the target outlet temperature TAO, or the like, and controls the interior blower 27 so that a blower voltage BLV of the interior blower 27 becomes the target blower voltage TGBLV. The target fan voltage TGBLV is a target value of the air volume of the interior fan 27.

[0104] It should be noted that the target outlet temperature TAO defined as a target value of the temperature of the air to be blown out from the outlet 29 to the vehicle interior is calculated by the controller 32 from an equation (I) mentioned below. TAO=(Tset−Tin)×K+Tbal(f(Tset,SUN,Tam)) where Tset is a predetermined temperature of the vehicle interior set by the air conditioning operating section 53, Tin is a temperature of the vehicle interior air detected by the interior air temperature sensor 37, K is a coefficient, and Tbal is a compensation value calculated from the predetermined temperature Tset, a solar radiation amount SUN detected by the solar radiation sensor 51, and the outside air temperature Tam detected by the outside air temperature sensor 33. Furthermore, in general, the lower the outside air temperature Tam, the higher the target outlet temperature TAO becomes, and the higher the outside air temperature Tam, the lower the target outlet temperature becomes.

[0105] In addition, the controller 32 calculates a target heating capability (a required heating capability) Qtgt, which is a required heating capability of the radiator 4, and a maximum heating capability estimation value Qhp that can be generated in the radiator 4 using Equation (II) and Equation (III). Qtgt=(TCO−Te)×Cpa×ρ×Qair Qhp=f(Tam,NC,BLV,VSP,Te) in which Te is the temperature of the heat absorber 9 detected by the heat absorber temperature sensor 48, Cpa is a specific heat [kj / kg.K] of the air flowing into the radiator 4, ρ is a density (a specific volume) [kg / m 3 ] of the air flowing into the radiator 4, Qair is a volume [m 3 / h] of the air passing through the radiator 4 (the passing air Qair is estimated from the blower voltage BLV of the indoor blower 27 or the like), and VSP is a speed that can be obtained from the speed sensor.

[0106] In the above-mentioned equation (II), the temperature of the air flowing into the radiator 4 or the temperature of the air flowing out of the radiator 4 can be substituted for or in addition to Qair. In addition, in equation (III), the rotational speed NC of the compressor 2 is an example of an index indicating a refrigerant flow rate, the fan voltage BLV is an example of an index indicating the volume of air in the airflow passage 3, and the heating ability estimation value Qhp is calculated from functions of these indexes. In addition, the value can be calculated from these indexes and one of an outlet refrigerant pressure of the radiator 4, an outlet refrigerant temperature of the radiator 4, an inlet refrigerant pressure of the radiator 4, and an inlet refrigerant temperature of the radiator 4, or any combination of them.

[0107] Next, the controller 32 determines, as shown in a flow chart of Fig. 3, whether the heating medium circulation circuit 61 is operated based on the aforementioned target heating capacity (required heating capacity) Qtgt and the HP maximum heating capacity estimation value Qhp. That is, when a car is started (IGN ON), the controller 32 reads data from each sensor in step S1, calculates the target heating capacity Qtgt using the aforementioned equation (II) in step S2, calculates the heating capacity estimation value Qhp using the aforementioned equation (III), and judges whether the target heating capacity Qtgt is greater than the heating capacity estimation value Qhp in step S3.

[0108] In a case where the target heating capability Qtgt is greater than the heating capability estimation value Qhp in step S3, the controller proceeds to step S4 to select a start-up mode of the compressor 2, the indoor blower 27, and the heating medium circulation circuit (the heat generating means) 61, and starts and controls the compressor 2, the indoor blower 27, and the heating medium circulation circuit 61 (the heat generating means, which in this case is constituted by the heating medium-heating electric heater 63 and the circulation pump 62) based on the start-up mode selected in step S5 to step S7. Note that the selection of the start-up mode in the above-mentioned step S4 will be described later.

[0109] In addition, in a case where the target heating capability Qtgt is not more than the heating capability estimation value Qhp in step S3, the controller 32 starts and controls the compressor 2 and the indoor blower 27 in step S8 and step S9. That is, in the case where the target heating capability Qtgt is greater than the heating capability estimation value Qhp, the controller 32 judges that the heating capability of the radiator 4 is becoming scarce and operates the heating medium circulation circuit 61, and in the case where the target heating capability Qtgt is not more than the heating capability estimation value Qhp, the controller judges that the heating capability of the radiator 4 is sufficient and the heating medium circulation circuit 61 is not operated. (8-1) Start timing of compressor, indoor fan and heating medium circulation circuit in a heating mode

[0110] Next, the selection of the start-up mode of the compressor 2, the indoor blower 27 and the heating medium circulation circuit 61 is made in step S4 of Fig. 3. In the embodiment, the controller 32 has three types of start modes from start modes 1 to 3, and switches these modes based on the outside air temperature Tam detected by the outside air temperature sensor 33.

[0111] In this case, in a case of a first low outside air temperature environment in which the outside air temperature Tam is not more than a predetermined conspicuously low temperature A (a first threshold), the controller 32 selects the start mode 1. In this start mode 1, the controller 32 starts the compressor 2 before the indoor blower 27 and starts the heating medium circulation circuit 61 simultaneously with the indoor blower 27, immediately after the start of the indoor blower, or after the start of the indoor blower (respective embodiments described later are included).

[0112] Furthermore, in a case of a second low outside air temperature environment in which the outside air temperature Tam is higher than the above-mentioned conspicuously low temperature A and is not more than a predetermined low temperature B (a second threshold) higher than the conspicuously low temperature A (the temperature of the second low outside air temperature environment is higher than that of the first low outside air temperature environment), the controller selects the start mode 2.In the start mode 2, the controller 32 starts the indoor blower 27 simultaneously with the compressor 2, immediately after the start of the compressor, or after the start of the compressor, and starts the heating medium circulation circuit 61 simultaneously with the indoor blower 27, immediately after the start of the indoor blower, or after the start of the indoor blower (the respective embodiments described later are included).

[0113] Moreover, in a case of a third low outside air temperature environment in which the outside air temperature Tam is higher than the above-mentioned low temperature B (a temperature of the third low outside air temperature environment is higher than that of the second low outside air temperature environment), the controller 32 selects the start mode 3. In the start mode 3, the controller 32 starts the indoor blower 27 before the compressor 2 and starts the heating medium circulation circuit 61 simultaneously with the indoor blower 27, immediately after the start of the indoor blower, or after the start of the indoor blower (the respective embodiments described later are included).

[0114] Next, the respective start modes are described with reference to Fig. 4 to Fig. 6 described in detail. (8-2) Start Mode 1 (Embodiment 1)

[0115] A timeline of Fig. 4 shows an example of a specific start pattern of start mode 1. In this case, when the car is started (IGN ON), the controller 32 first starts the compressor 2 and increases the rotational speed NC toward the aforementioned target compressor speed TGNC. In the middle, when the rotational speed NC of the compressor 2 becomes a predetermined speed Nec1 or more, the controller 32 starts the interior blower 27 and increases the blower voltage BLV to execute control so that the air volume of the interior blower becomes the predetermined low value Qblw1.

[0116] On the other hand, the control device 32 starts the heating medium circulation circuit 61 simultaneously with the start of the indoor fan 27 or immediately after the start of the indoor fan. In this case, the start of the heating medium circulation circuit 61 means the start of supplying power to the heating medium electric heater 63 and the circulation pump 62. Consequently, the medium heated by the heating medium electric heater 63 is circulated through the heating medium-to-air heat exchanger 64, and thus the temperature of the heating medium-to-air heat exchanger 64 rises.Further, in a case where the temperature of the heating medium-air heat exchanger 64 becomes higher than a predetermined value Thtr1, the controller 32 takes a predetermined time t1 to increase the blower voltage BLV of the indoor blower 27 so that the air volume of the indoor blower 27 reaches a target blower voltage TGBLV defined as a target value.

[0117] Therefore, in the case of the first low outside air temperature environment in which the outside air temperature Tam is low, the control device starts the compressor 2 before the indoor blower 27 and starts the heating medium circulation circuit 61 simultaneously with the indoor blower 27 or immediately after the start of the indoor blower, whereby in the environment in which the outside air temperature Tam is noticeably low, an increase in the high-pressure side pressure of the refrigerant circuit R can be promoted and it is possible to quickly ramp up the heating capability.Specifically, in the start mode 1 of this case, the controller starts the indoor blower 27 after starting the compressor, when the rotational speed NC of the compressor 2 becomes the predetermined rotational speed Nec1 or more, and controls the air volume of the indoor blower 27 to the predetermined low value Qblw1, and in a case where the temperature of the heating medium-air heat exchanger 64 of the heating medium circulation circuit 61 becomes higher than the predetermined value Thtr1, the controller increases the air volume of the indoor blower 27 to the target value.Consequently, the increase of the high-pressure side pressure of the refrigerant circuit R can be promoted, a temperature rise of the heating medium-air heat exchanger 64 of the heating medium circulation circuit 61 can be promoted to quickly ramp up the heating capabilities of the radiator 4 and the heating medium circulation circuit 61, and comfortable heating of the vehicle interior can be achieved. (8-3) Start Mode 2 (Embodiment 1)

[0118] Next, a timeline of Fig. 5 shows an example of a specific start pattern of start mode 2. In this case, when the vehicle is started (IGN ON), the controller 32 first starts the compressor 2 and increases the rotational speed NC to the aforementioned target compressor speed TGNC. The controller 32 starts the interior blower 27 simultaneously with the start of the compressor 2, or immediately after the start of the compressor, and increases the blower voltage BLV to perform control so that the air volume of the interior blower becomes the predetermined low value Qblw1.

[0119] Furthermore, the control device 32 starts the heating medium circulation circuit 61 simultaneously with the start of the interior fan 27, or immediately after the start of the interior fan. In this case, too, the start of the heating medium circulation circuit 61 means the start of the supply of power to the heating medium electric heater 63 and the circulation pump 62. Consequently, the heating medium heated by the heating medium electric heater 63 is circulated through the heating medium-to-air heat exchanger 64, and thus the temperature of the heating medium-to-air heat exchanger 64 rises.Further, in the case where the temperature of the heating medium-air heat exchanger 64 becomes higher than the predetermined value Thtr1, the controller 32 takes the predetermined time t1 to increase the blower voltage BLV of the indoor blower 27 so that the air volume of the indoor blower 27 reaches the target blower voltage TGBLV, which is the target value.

[0120] Therefore, in the case of the second low outside air temperature environment in which the outside air temperature Tam is higher than that of the first low outside air temperature environment, the controller starts the interior blower 27 simultaneously with the compressor 2 or immediately after the start of the compressor, and starts the heating medium circulation circuit 61 simultaneously with the interior blower 27 or immediately after the start of the interior blower. In a case where the outside air temperature Tam is higher than that of the aforementioned first low outside air temperature environment and the rise of the high-pressure side pressure of the refrigerant circuit R is not slow, compared with the case of the first low outside air temperature environment, the interior blower 27 can be started faster, and the start-up of heating of the vehicle interior can be accelerated.Specifically, in the startup mode 2 of this case, after starting the interior blower 27, the controller controls the air volume of the interior blower 27 to the predetermined low value Qblw1. When the temperature of the heating medium-to-air heat exchanger 64 of the heating medium circulation circuit 61 becomes higher than the predetermined value Thtr1, the controller increases the air volume of the interior blower 27 to the target value. Consequently, the rise of the high-side pressure of the refrigerant circuit R can be promoted, and the heating ramp-up of the vehicle interior can be effectively accelerated. (8-4) Start Mode 3 (Embodiment 1)

[0121] Next, a timeline of Fig. 6 shows an example of a specific start pattern of start mode 3. In this case, when the car is started (IGN ON), the controller 32 first starts the interior blower 27 and increases the blower voltage BLV to perform control so that the air volume of the interior blower becomes the predetermined low value Qblwl. In addition, the controller starts the heating medium circulation circuit 61 simultaneously with the start of the interior blower 27, or immediately after the start of the interior blower. In this case, too, the start of the heating medium circulation circuit 61 means the start of power supply to the heating medium heating electric heater 63 and the circulation pump 62. Consequently, the heating medium heated by the heating-medium-heating electric heater 63 is circulated through the heating-medium-air heat exchanger 64, and thus the temperature of the heating-medium-air heat exchanger 64 rises.

[0122] On the other hand, the controller 32 starts the compressor 2 when the air volume of the indoor blower 27 becomes the predetermined low value Qblwl and increases the rotational speed NC to the above-mentioned target compressor rotational speed TGNC. Further, in the case where the temperature of the heating medium-to-air heat exchanger 64 becomes higher than the predetermined value Thtr1, the controller 32 takes the predetermined time t1 to increase the blower voltage BLV of the indoor blower 27 so that the air volume of the indoor blower 27 reaches the target blower voltage TGBLV, which is the set value.

[0123] Therefore, in the case of the third low outside air temperature environment where the outside air temperature Tam is further higher than that of the second low outside air temperature environment, the controller starts the interior blower 27 before the compressor 2 and starts the heating medium circulation circuit 61 simultaneously with the interior blower 27 or immediately after the interior blower starts. Therefore, in the environment where the outside air temperature Tam is further higher than that of the above-mentioned second low outside air temperature environment, the disadvantage that the high-pressure side pressure of the refrigerant circuit R rises in the early stages, causing the compressor 2 to stop or the like, can be prevented in advance, and heating of the vehicle interior can be started smoothly.Specifically, in the start-up mode 3 of this case, the controller starts the compressor 2 after starting the indoor blower 27 when the air volume of the indoor blower 27 becomes the predetermined low value Qblw1, and the controller controls the air volume of the indoor blower 27 to the predetermined low value Qblw1 until the temperature of the heating medium-air heat exchanger 64 of the heating medium circulation circuit 61 becomes higher than the predetermined value Thtr1, and in the case where the temperature of the heating medium-air heat exchanger 64 becomes higher than the predetermined value Thtr1, the controller increases the air volume of the indoor blower 27 up to the set value. Consequently, the start-up of heating of the vehicle interior can be carried out quickly and smoothly, while a disadvantage due to an excessive increase in the high-pressure side pressure of the refrigerant circuit R can be prevented.

[0124] As described above, the controller 32 controls a timing to start the compressor 2, the indoor blower 27, and the heating medium circulation circuit 61 based on the outside air temperature Tam, and it is possible to start the compressor 2, the indoor blower 27, and the heating medium circulation circuit 61 at an appropriate timing in accordance with the outside air temperature environment. Embodiment 2

[0125] Next, another embodiment of the present invention will be described with reference to Fig. 7 to Fig. 13 described. Fig. Fig. 7 is a structural view of a vehicle air conditioning device 1 of this case, and components designated by the same reference numerals as in Fig. 1 perform the same or similar functions. In addition, a car of this case has an internal combustion engine ENG. In the above-mentioned embodiment (Embodiment 1), a heat-generating medium is formed by the heating medium circulation circuit 61, but in this case, there is an internal combustion engine ENG, and thus the cooling water of the internal combustion engine ENG is circulated through a cooling water pipe 72 through a heating medium-to-air heat exchanger 64 as a heating medium.

[0126] In addition, a solenoid valve (valve unit) is arranged in the cooling water pipe 72, which controls the circulation of the cooling water (the heating medium) into the heating medium-air heat exchanger 64, and the solenoid valve is controlled by a controller 32. That is, in this case, the heating medium-air heat exchanger 64 including the internal combustion engine ENG, a solenoid valve 69 for the cooling water (the heating medium), and the cooling water pipe 72 constitute the heat generating means, and the heating medium-air heat exchanger 64 becomes a heater core. Further composition and control flowchart of Fig. 3 are the same as those of the above embodiment, and also in this case, the start modes 1 to 3 are selected to be executed. However, at the start in step S7 of the flowchart of Fig. 3 In this case, as described later, the solenoid valve 69 is opened.

[0127] Next, the respective starting modes in this embodiment will be described with reference to Fig. 8 to Fig. 13 described in detail. (9-1) Start Mode 1 (Embodiment 2)

[0128] A timeline of Fig. 8 shows a specific start pattern of start mode 1 in this embodiment. When the car is started (IGN ON), a controller 32 first starts a compressor 2 and increases a rotational speed NC toward the above-mentioned target compressor speed TGNC. Midway, when the rotational speed NC of the compressor 2 becomes a predetermined speed Nec1 or more, the controller 32 starts a cabin blower 27 and increases a blower voltage BLV to perform control so that an air volume of the cabin blower becomes a predetermined low value Qblw1.

[0129] On the other hand, when starting the car (IGN ON), the temperature of the heating medium, which is the cooling water of the internal combustion engine ENG, also increases (shown by a broken line in Fig. 8), but the control device 32 closes the solenoid valve 69 at the beginning, and thus the heating medium (the cooling water) is not circulated through the heating medium-air heat exchanger 64, and the temperature of the heating medium does not change. Further, the control device 32 opens the solenoid valve 69 after the start of the indoor blower 27, when the air volume of the indoor blower becomes the predetermined low value Qblw1, and starts circulating the heating medium (the cooling water), whose temperature has risen, through the heating medium-air heat exchanger 64. This is the start of the heat-generating means of this case in step S7 of Fig. 3. The heating medium (cooling water) whose temperature has risen in the internal combustion engine ENG is circulated through the heating medium-to-air heat exchanger 64, and thus, a temperature of the heating medium-to-air heat exchanger 64 rises. Further, in a case where the temperature of the heating medium-to-air heat exchanger 64 becomes higher than the predetermined value Thtr1, the controller 32 takes a predetermined time t1 to increase the blower voltage BLV of the interior blower 27 so that the air volume of the interior blower 27 reaches the target blower voltage TGBLV defined as a target value.

[0130] Also, in this embodiment, in a case of a first low outside air temperature environment in which an outside air temperature Tam is low, the control device starts the compressor 2 before the indoor blower 27 and starts the solenoid valve 69 for the heating medium (the cooling water) after the start of the indoor blower 27, whereby in the environment in which the outside air temperature Tam is noticeably low, an increase in a high-pressure side pressure of the refrigerant circuit R can be promoted, and it is possible to quickly ramp up a heating capability.Specifically, in the start-up mode 1 of this case, the controller starts the indoor blower 27 after starting the compressor 2, when the rotational speed of the compressor 2 becomes the predetermined rotational speed Nec1 or more, opens the solenoid valve 69 for the heating medium (the cooling water) when the air volume of the indoor blower 27 becomes the predetermined low value Qblw1, and controls the air volume of the indoor blower 27 to the predetermined low value Qblw1 until the temperature of the heating medium-air heat exchanger 64 becomes higher than the predetermined value Thtr1, and in a case where the temperature of the heating medium-air heat exchanger 64 becomes higher than the predetermined value Thtr1, the controller increases the air volume of the indoor blower 27 up to a target value.Therefore, the rise of the high-pressure side pressure of the refrigerant circuit R can be promoted, the temperature rise of the heating medium-air heat exchanger 64 can be promoted to quickly ramp up the heating capabilities of a radiator 4 and the heating medium-air heat exchanger 64, and comfortable heating of a vehicle interior can be achieved.

[0131] Particularly in the case of this embodiment, the control device opens the solenoid valve 69 (starts the heat generating means) when the temperature of the heating medium (the cooling water) in the heating medium-air heat exchanger 64 rises, and thus it is possible to eliminate the disadvantage that the heating medium (the cooling water) whose temperature is low is circulated through the heating medium-air heat exchanger 64 and that an air temperature in the heating medium-air heat exchanger 64 drops counterclockwise, and it is possible to effectively promote an increase in the heating ability of the radiator 4 due to the increase in the high-pressure side pressure of the refrigerant circuit R.

[0132] This is effective in a case where, as in the embodiment, the heating medium-air heat exchanger 64 is arranged on an upstream side of the air flowing to the radiator 4, and it is possible to avoid the disadvantage that the temperature of the air flowing into the radiator 4 decreases due to the temperature drop in the heating medium-air heat exchanger 64 and that the rise of the high-pressure side pressure of the refrigerant circuit R is inhibited. (9-2) Start Mode 2 (Embodiment 2)

[0133] Next, a timeline of Fig. 9 shows a specific start pattern of start mode 2 of this embodiment. In this case, when the car is started (IGN ON), the controller 32 first starts the compressor 2 and increases the rotational speed NC to the aforementioned target compressor speed TGNC. The controller 32 starts the interior blower 27 simultaneously with the start of the compressor 2 or immediately after the start of the compressor and increases the blower voltage BLV to perform control so that the air volume of the interior blower becomes the predetermined low value Qblw1.

[0134] On the other hand, when the car is started (IGN ON), the temperature of the heating medium, which is the cooling water of the internal combustion engine ENG, also increases (shown by a broken line in Fig. 9), but the controller 32 closes the solenoid valve 69 at the beginning, and thus the heating medium (the cooling water) is not circulated through the heating medium-to-air heat exchanger 64, and the temperature of the heating medium does not change. Further, after the start of the indoor blower 27, when the air volume of the indoor blower becomes the predetermined low value Qblw1, the controller 32 opens the solenoid valve 69 and starts circulating the heating medium (the cooling water), whose temperature has risen, through the heating medium-to-air heat exchanger 64. This is the start of the heat generating agent. The heating medium (the cooling water) whose temperature has risen in the internal combustion engine ENG is circulated through the heating medium-air heat exchanger 64, and thus the temperature of the heating medium-air heat exchanger 64 rises.Further, in the case where the temperature of the heating medium-air heat exchanger 64 becomes higher than the predetermined value Thtr1, the controller 32 takes the predetermined time t1 to increase the blower voltage BLV of the indoor blower 27 so that the air volume of the indoor blower 27 reaches the target blower voltage TGBLV, which is the target value.

[0135] Therefore, in a case of a second low outside air temperature environment in which the outside air temperature Tam is higher than that of the first low outside air temperature environment, the control device starts the interior blower 27 simultaneously with the compressor 2 or immediately after the start of the compressor, and opens the heating medium solenoid valve 69 after the start of the interior blower 27. In a case where the outside air temperature Tam is higher than that of the above-mentioned first low outside air temperature environment and the rise of the high-pressure side pressure of the refrigerant circuit R is not slow compared to the case of the first low outside air temperature environment, the interior blower 27 can be started faster, and the start-up of heating of the vehicle interior can be accelerated.Specifically, in the start-up mode 2 of this case, after starting the interior blower 27, when the air volume of the interior blower 27 becomes the predetermined low value Qblw1, the controller opens the heating medium solenoid valve 69 (starts the heat-generating agent), and controls the air volume of the interior blower 27 to the predetermined low value Qblw1 until the temperature of the heating medium-to-air heat exchanger 64 becomes higher than the predetermined value Thtr1. In a case where the temperature of the heating medium-to-air heat exchanger 64 becomes higher than the predetermined value Thtr1, the controller increases the air volume of the interior blower 27 to the set value. Therefore, the rise of the high-side pressure of the refrigerant circuit R can be promoted, and the start-up of heating of the vehicle interior can be effectively accelerated. (9-3) Start Mode 3 (Embodiment 2)

[0136] Next, a timeline of Fig. 10 shows a specific start pattern of start mode 3 of this embodiment. In the case of this embodiment, when the car is started (IGN ON), the control device 32 first starts the interior blower 27 and increases the blower voltage BLV to perform control so that the air volume of the interior blower becomes the predetermined low value Qblw1. On the other hand, the temperature of the heating medium, which is the cooling water of the internal combustion engine ENG, also rises upon starting (IGN ON) of the car (shown by a broken line in Fig. 10), but the controller 32 closes the solenoid valve 69 at the beginning, and thus the heating medium (the cooling water) is not circulated through the heating medium-to-air heat exchanger 64, and the temperature of the heating medium does not change. Further, after the start of the indoor blower 27, when the air volume of the indoor blower becomes the predetermined low value Qblw1, the controller 32 opens the solenoid valve 69 and starts circulating the heating medium (the cooling water), whose temperature has risen, through the heating medium-to-air heat exchanger 64. This is the start of the heat generating agent. The heating medium (the cooling water) whose temperature has risen in the internal combustion engine ENG is circulated through the heating medium-air heat exchanger 64, and thus the temperature of the heating medium-air heat exchanger 64 rises.

[0137] On the other hand, the controller 32 starts the compressor simultaneously with, or immediately after, the solenoid valve 69 opens and increases the rotational speed NC to the aforementioned target compressor rotational speed TGNC. Furthermore, in the case where the temperature of the heating medium-to-air heat exchanger 64 becomes higher than the predetermined value Thtr1, the controller 32 takes the predetermined time t1 to increase the blower voltage BLV of the interior blower 27 so that the air volume of the interior blower 27 reaches the target blower voltage TGBLV, which is the setpoint.

[0138] Therefore, in a case of a third low outside air temperature environment in which the outside air temperature Tam is higher than that of the second low outside air temperature environment, the control device starts the interior blower 27 before the compressor 2 and opens the solenoid valve 69 after the start of the interior blower 27. Therefore, in the environment in which the outside air temperature Tam is further higher than that of the above-mentioned second low outside air temperature environment, the disadvantage that the high-pressure side pressure of the refrigerant circuit R rises in the early stages to cause the compressor 2 to stop or the like can be prevented in advance, and heating of the vehicle interior can be started smoothly.Specifically, in the start-up mode 3 of this case, the controller opens the solenoid valve 69 (starts the heat-generating means) after starting the indoor blower 27 when the air volume of the indoor blower 27 becomes the predetermined low value Qblw1, starts the compressor 2 simultaneously with or immediately after opening the solenoid valve 69, and controls the air volume of the indoor blower 27 to the predetermined low value Qblw1 until the temperature of the heating-medium-to-air heat exchanger 64 becomes higher than the predetermined value Thtr1, and in the case where the temperature of the heating-medium-to-air heat exchanger 64 becomes higher than the predetermined value Thtr1, the controller increases the air volume of the indoor blower 27 up to the set value.Consequently, the start-up of heating of the vehicle interior can be carried out quickly and smoothly, while a disadvantage due to an excessive increase in the high-pressure side pressure of the refrigerant circuit R can be prevented. (9-4) Other start mode 1 (Embodiment 2)

[0139] A timeline of Fig. 11 shows a start pattern of another start mode 1 in this embodiment. In this case, when the car is started (IGN ON), the controller 32 first starts the compressor 2 and increases the rotational speed NC to the above-mentioned target compressor rotational speed TGNC. In the middle, when the high-pressure side pressure of the refrigerant circuit R (a refrigerant pressure Pci of the radiator 4, which is detected by a radiator pressure sensor 47 in the embodiment) becomes a predetermined pressure P1 or more, the controller 32 starts the interior blower 27 and increases the blower voltage BLV to execute control so that the air volume of the interior blower becomes the predetermined low value Qblw1.

[0140] On the other hand, when the car is started (IGN ON), the temperature of the heating medium, which is the cooling water of the internal combustion engine ENG, also increases (shown by a broken line in Fig. 11), but the controller 32 closes the solenoid valve 69 at the beginning, and thus the heating medium (the cooling water) is not circulated through the heating medium-to-air heat exchanger 64, and the temperature of the heating medium does not change. Further, after the start of the indoor blower 27, the controller 32 opens the solenoid valve 69 when the air volume of the indoor blower becomes the predetermined low value Qblw1, and starts circulating the heating medium (the cooling water), whose temperature has risen, through the heating medium-to-air heat exchanger 64. This is the start of the heat generating agent of this case. The heating medium (the cooling water) whose temperature has risen in the internal combustion engine ENG is circulated through the heating medium-air heat exchanger 64, and thus a temperature of the heating medium-air heat exchanger 64 rises.Furthermore, in the case where the temperature of the heating medium-to-air heat exchanger 64 becomes higher than the predetermined value Thtr1, the controller 32 takes the predetermined time t1 to increase the blower voltage BLV of the interior blower 27 so that the air volume of the interior blower 27 reaches the target blower voltage TGBLV, which is the target value. Also in this case, in the environment where the outside air temperature Tam is noticeably low, it is possible to promote the rise of the high-pressure side pressure of the refrigerant circuit R, quickly increase the heating capability, and achieve comfortable heating of the vehicle interior. (9-5) Other start mode 2 (Embodiment 2)

[0141] Next, a timeline of Fig. 12 shows a start pattern of another start mode 2 of this embodiment. In this case, when the car is started (IGN ON), the controller 32 first starts the compressor 2 and increases the rotational speed NC to the aforementioned target compressor speed TGNC. The controller 32 starts the interior blower 27 simultaneously with or immediately after the start of the compressor 2 and increases the blower voltage BLV to perform control so that the air volume of the interior blower becomes the predetermined low value Qblw1.

[0142] On the other hand, when the car is started (IGN ON), the temperature of the heating medium, which is the cooling water of the internal combustion engine ENG, also increases (shown by a broken line in Fig. 12), but the controller 32 closes the solenoid valve 69 at the beginning, and thus the heating medium (the cooling water) is not circulated through the heating medium-to-air heat exchanger 64, and the temperature of the heating medium does not change. Further, after the start of the indoor blower 27, when the air volume of the indoor blower becomes the predetermined low value Qblw1, the controller 32 opens the solenoid valve 69 and starts circulating the heating medium (the cooling water), whose temperature has risen, through the heating medium-to-air heat exchanger 64. This is the start of the heat generating agent. The heating medium (the cooling water) whose temperature has increased in the internal combustion engine ENG is circulated through the heating medium-air heat exchanger 64, and thus the temperature of the heating medium-air heat exchanger 64 increases.

[0143] Furthermore, in the case where the temperature of the heating medium-to-air heat exchanger 64 becomes higher than the predetermined value Thtr1 (a solid line) or in a case where the high-pressure side pressure of the refrigerant circuit R becomes the predetermined pressure P1 or more (a thick broken line), the controller 32 takes the predetermined time t1 to increase the blower voltage BLV of the interior blower 27 so that the air volume of the interior blower 27 reaches the target blower voltage TGBLV, which is the target value. Also in this case, it is possible to quickly start the interior blower 27, promote the rise of the high-pressure side pressure of the refrigerant circuit R, and effectively accelerate the start-up of heating the vehicle interior. (9-6) Other start mode 3 (Embodiment 2)

[0144] Next, a timeline of Fig. 13 shows a start pattern of another start mode 3 of this embodiment. In the case of this embodiment, when the car is started (IGN ON), the control device 32 first starts the interior blower 27 and increases the blower voltage BLV to perform control so that the air volume of the interior blower becomes the predetermined low value Qblw1. On the other hand, when the car is started (IGN ON), the temperature of the heating medium, which is the cooling water of the internal combustion engine ENG, also rises (indicated by a thin dashed line in Fig. 13), but the controller 32 initially closes the solenoid valve 69, and thus the heating medium (the cooling water) is not circulated through the heating medium-to-air heat exchanger 64, and the temperature of the heating medium does not change. Further, after the start of the indoor blower 27, when the air volume of the indoor blower 27 becomes the predetermined low value Qblw1, the controller 32 opens the solenoid valve 69 and starts circulating the heating medium (the cooling water), whose temperature has risen, through the heating medium-to-air heat exchanger 64. This is the start of the heat generating agent. The heating medium (the cooling water) whose temperature has increased in the internal combustion engine ENG is circulated through the heating medium-air heat exchanger 64, and thus the temperature of the heating medium-air heat exchanger 64 increases.

[0145] On the other hand, simultaneously with or immediately after opening the solenoid valve 69, the controller 32 starts the compressor 2 and increases the rotational speed NC toward the above-mentioned target compressor rotational speed TGNC. Furthermore, in the case where the temperature of the heating-medium-to-air heat exchanger 64 becomes higher than the predetermined value Thtr1 (a solid line) or in a case where the high-pressure side pressure of the refrigerant circuit R becomes the predetermined pressure P1 or more (a thick broken line), the controller 32 takes the predetermined time t1 to increase the blower voltage BLV of the interior blower 27 so that the air volume of the interior blower 27 reaches the target blower voltage TGBLV, which is the set value.Also in this case, in the third low outside air temperature environment in which the outside air temperature Tam is further higher than that of the second low outside air temperature environment, the disadvantage that the high-pressure side pressure of the refrigerant circuit R rises in the early stages to cause the compressor 2 to stop or the like can be prevented in advance, the heating of the vehicle interior can be smoothly started, and the start-up of the heating of the vehicle interior can be carried out quickly and smoothly, while a disadvantage due to an excessive increase in the high-pressure side pressure of the refrigerant circuit R can be prevented. Embodiment 3

[0146] Next, still another embodiment of the present invention will be described with reference to Fig. 14 to Fig. 17 described. Fig. 14 is a structural view of a vehicle air conditioning device 1 of this case, and components designated by the same reference numerals as in Fig. 1 perform the same or similar functions. In the above-mentioned embodiment (Embodiment 1), the heat-generating means is formed by the heating medium circulation circuit 61, but in this case, an electric heater (a PTC heater) 71 forms the heat-generating means and is arranged on an upstream side of the air flowing in an air flow passage 3 to a radiator 4. A further composition and the control flowchart of Fig. 3 are the same as those of the above embodiment, and also in this case, start modes 1 to 3 are selected to be executed. However, as described later in this case, step S7 of the flowchart of Fig. 3 a start of a supply of power to the electric heater 71.

[0147] Next, respective starting modes in the case of this embodiment will be explained with reference to Fig. 15 to Fig. 17 described in detail. (10-1) Start Mode 1 (Embodiment 3)

[0148] A timeline of Fig. 15 shows a specific start pattern of start mode 1 in this embodiment. In this case, when the car is started (IGN ON), the controller 32 first starts a compressor 2 and increases a rotational speed NC toward the above-mentioned target compressor speed TGNC. Midway, when the rotational speed NC of the compressor 2 becomes a predetermined speed Nec1 or more, the controller 32 starts a cabin blower 27 and increases a blower voltage BLV to perform control so that an air volume of the cabin blower becomes a predetermined low value Qblw1.

[0149] On the other hand, the controller 32 starts supplying power to the electric heater 71 immediately after the interior blower 27 starts, or after the interior blower starts (start). Consequently, the temperature of the electric heater 71 rises, and the controller 32 controls a power supply rate to adjust the temperature of the electric heater 71 to a predetermined target value TGAD. In addition, in a case where the compressor speed NC reaches the target compressor speed TGNC, the controller 32 takes the predetermined time t1 to increase the blower voltage BLV of the interior blower 27 so that the air volume of the interior blower 27 reaches a target blower voltage TGBLV defined as a target value.

[0150] Therefore, in a case of a first low outside air temperature environment in which the outside air temperature Tam is low, the controller starts the compressor 2 before the indoor blower 27 and starts the electric heater 71 immediately after the start of the indoor blower 27, or after the start of the indoor blower, whereby in the environment in which the outside air temperature Tam is noticeably low, a rise of a high-pressure side pressure of a refrigerant circuit R can be promoted, and it is possible to quickly ramp up a heating capability.Specifically, in the start-up mode 1 of this case, after starting the compressor 2, when the rotational speed of the compressor 2 becomes the predetermined rotational speed Nec1 or more, the controller starts the interior blower 27 and controls the air volume of the interior blower 27 to the predetermined low value Qblw1. In a case where the rotational speed NC of the compressor 2 becomes the target rotational speed TGNC, the controller increases the air volume of the interior blower 27 to a target value. Therefore, the rise of the high-pressure side pressure can be promoted, the temperature rise of the electric heater 71 can be promoted to quickly ramp up the heating capabilities of the radiator 4 and the electric heater 71, and comfortable heating of a vehicle interior can be achieved.

[0151] In addition, when the heat generating means is constituted by the electric heater 71 arranged in the air flow passage 3 to heat air to be supplied to the vehicle interior as in this embodiment, a structure can be simplified. (10-2) Start Mode 2 (Embodiment 3)

[0152] Next, a timeline of Fig. 16 shows a specific start pattern of start mode 2 of this case. In this case, when the vehicle is started (IGN ON), the controller 32 first starts the compressor 2 and increases the rotational speed NC toward the aforementioned target compressor speed TGNC. The controller 32 starts the interior blower 27 immediately after the compressor 2 starts, or after the compressor starts, and increases the blower voltage BLV to perform control so that the air volume of the interior blower becomes the predetermined low value Qblw1.

[0153] On the other hand, the controller 32 starts supplying power to the electric heater 71 after the compressor 2 starts running when the rotational speed NC of the compressor 2 becomes the predetermined rotational speed Nec1 or more (start). Consequently, the temperature of the electric heater 71 rises, and the controller 32 ultimately controls the temperature of the electric heater 71 to the predetermined target value TGAD. In addition, in the case where the rotational speed NC of the compressor 2 reaches the target compressor rotational speed TGNC, the controller 32 takes the predetermined time t1 to increase the blower voltage BLV of the interior blower 27 so that the air volume of the interior blower 27 reaches the target blower voltage TGBLV, which is the target value.

[0154] Therefore, in a case of a second low outside air temperature environment in which the outside air temperature Tam is higher than that of the first low outside air temperature environment, the control device starts the interior blower 27 immediately after the compressor 2 starts, or after the compressor starts, and starts the electric heater 71 after the interior blower 27 starts. In a case where the outside air temperature Tam is higher than that of the above-mentioned first low outside air temperature environment and the rise of the high-pressure side pressure of the refrigerant circuit R is not slow, compared with the case of the first low outside air temperature environment, the interior blower 27 can be started faster, and the start-up of heating of the vehicle interior can be accelerated.Specifically, in the startup mode 2 of this case, after starting the interior blower 27, the controller controls the air volume of the interior blower 27 to the predetermined low value Qblw1 and starts the electric heater 71 when the rotational speed of the compressor 2 becomes the predetermined speed Nec1 or more. In a case where the rotational speed NC of the compressor 2 becomes the target speed TGNC, the controller increases the air volume of the interior blower 27 to the target value. Therefore, the rise of the high-side pressure can be promoted, and the start-up of heating the vehicle interior can be effectively accelerated. (10-3) Start Mode 3 (Embodiment 3)

[0155] Next, a timeline of Fig. 17 shows a specific start pattern of start mode 3 of this case. In this case, when the car is started (IGN ON), the controller 32 first starts the interior blower 27 and increases the blower voltage BLV to perform control so that the air volume of the interior blower becomes the predetermined low value Qblw1. In addition, immediately after the interior blower 27 starts, or after the interior blower starts, the controller starts supplying power to the electric heater 71 (start). Consequently, the temperature of the electric heater 71 increases, and the controller 32 ultimately controls the temperature of the electric heater 71 to a predetermined set value TGAD.

[0156] On the other hand, when the air volume of the interior blower 27 becomes the predetermined low value Qblw1, the controller 32 starts the compressor 2 and increases the rotational speed NC toward the above-mentioned target compressor speed TGNC. Further, when the rotational speed NC of the compressor 2 becomes the predetermined speed Nec1 or more, the controller 32 takes the predetermined time t1 to increase the blower voltage BLV of the interior blower 27 so that the air volume of the interior blower 27 reaches the target blower voltage TGBLV, which is the set value.

[0157] Therefore, in a case of a third low outside air temperature environment in which the outside air temperature Tam is further higher than that of the second low outside air temperature environment, the control device starts the interior blower 27 before the compressor 2 and starts the electric heater 71 immediately after the start of the interior blower 27, or after the start of the interior blower in the environment in which the outside air temperature Tam is further higher than that of the above-mentioned second low outside air temperature environment, the disadvantage that the high-pressure side pressure of the refrigerant circuit R rises in the early stages to cause the compressor 2 to stop or the like can be prevented in advance, and heating of the vehicle interior can be started smoothly.Specifically, in the start-up mode 3 of this case, the controller starts the compressor 2 after starting the interior blower 27 when the air volume of the interior blower 27 becomes the predetermined low value Qblw1, and controls the air volume of the interior blower 27 to the predetermined low value Qblw1 until the rotational speed NC of the compressor 2 becomes the predetermined rotational speed Nec1 or more. In the case where the rotational speed NC of the compressor 2 becomes the predetermined rotational speed Nec1 or more, the controller increases the air volume of the interior blower 27 to the target value. Consequently, the start-up of heating the vehicle interior can be carried out quickly and smoothly while preventing a disadvantage due to an excessive increase in the high-pressure side pressure. Embodiment 4

[0158] Next, another embodiment of the present invention will be described with reference to Fig. 18 to Fig. 21 described. Fig. 18 is a structural view of a vehicle air conditioning device 1 of this case, and components designated by the same reference numerals as in Fig. 14 perform the same or similar functions. In the above-mentioned embodiment (Embodiment 3), the electric heater (PTC heater) 71 as heat generating means is arranged on the upstream side of the air flowing in the air flow passage 3 to the radiator 4, but in this embodiment (Embodiment 4), an electric heater (PTC heater) 71 is arranged on a downstream side of the air flowing through an air flow passage 3 to the radiator 4.

[0159] Another composition and control flow diagram of Fig. 3 are similar to those of the above embodiment (the step S7 in this case is a start of the power supply to the electric heater 71), and also in this case, the start modes 1 to 3 are selected to be executed, but the electric heater 71 is provided on the air downstream side of the radiator 4, and thus, even if the electric heater 71 generates heat, the heat is not transferred to the radiator 4 regardless of stopping / operating an indoor blower 27.It should be noted that the heat generating means is not limited to the electric heater (the PTC heater) 71 of the embodiment, and a structure may be used in which the heating medium circulation circuit 61 (Embodiment 1) or the heat generating means (Embodiment 2) using the cooling water of the internal combustion engine ENG as the heating medium can be used, and the heating medium-air heat exchanger 64 of the above-mentioned embodiment is arranged on the downstream side of the radiator 4.

[0160] Next, the respective starting modes in the case of this embodiment will be described with reference to Fig. 19 to Fig. 21 described in detail. (11-1) Start Mode 1 (Embodiment 4)

[0161] A timeline of Fig. 19 shows a specific start pattern of start mode 1 of this case. In this case, when the car is started (IGN ON), the controller 32 first starts the compressor 2 and increases the rotational speed NC toward the aforementioned target compressor speed TGNC. In addition, simultaneously with the start of the compressor 2, the controller 32 also starts supplying power to the electric heater 71 (start). Consequently, the temperature of the electric heater 71 rises, and the controller 32 ultimately controls the temperature of the electric heater 71 to a predetermined target value TGAD.

[0162] On the other hand, the controller 32 starts the interior blower 27 after the start of the compressor 2, when the rotational speed NC becomes a predetermined rotational speed Nec1 or more, and increases a blower voltage BLV to perform control so that an air volume of the interior blower becomes a predetermined low value Qblw1. Further, in a case where the rotational speed NC of the compressor 2 reaches the target compressor rotational speed TGNC, the controller takes the predetermined time t1 to increase the blower voltage BLV of the interior blower 27 so that the air volume of the interior blower 27 reaches a target blower voltage TGBLV defined as a target value.

[0163] Therefore, when the electric heater (heat generating means) 71 is disposed on the downstream side of the air flow flowing through the air flow passage 3 to the radiator 4, even when the indoor blower 27 is started, heat generated by the electric heater 71 is not transferred to the radiator 4, but in a case of a first low outside air temperature environment in which an outside air temperature Tam is low, the controller starts the compressor 2 and the electric heater 71 before the indoor blower 27. In the environment in which the outside air temperature Tam is noticeably low, both an increase in a high-side pressure of the compressor 2 and an increase in the temperature of the electric heater 71 can be promoted, and it is possible to quickly ramp up a heating capability.Specifically, in the start-up mode 1 of this case, after starting the compressor 2, when the rotational speed NC of the compressor 2 becomes the predetermined rotational speed Nec1 or more, the controller starts the interior blower 27 and controls the air volume of the interior blower 27 to the predetermined low value Qblw1. In a case where the rotational speed NC of the compressor 2 becomes the target rotational speed TGNC, the controller increases the air volume of the interior blower 27 to the target value. Therefore, the rise of the high-pressure side pressure can be promoted, the temperature rise of the electric heater 71 can be promoted to quickly ramp up the heating capability of the radiator 4 and the electric heater, and comfortable heating of a vehicle interior can be achieved. (11-2) Start Mode 2 (Embodiment 4)

[0164] Next, a timeline of Fig. 20 shows a specific start pattern of start mode 2 of this case. In this case, when the car is started (IGN ON), the controller 32 first starts the compressor 2 and increases the rotational speed NC toward the aforementioned target compressor speed TGNC. The controller 32 starts the interior blower 27 immediately after the compressor 2 starts, or after the compressor starts, and increases the blower voltage BLV to perform control so that the air volume of the interior blower becomes the predetermined low value Qblw1.

[0165] In addition, the controller 32 starts the electric heater 71 simultaneously with the start of the interior blower 27 and controls the temperature of the electric heater 71 to the predetermined target value TGAD. Furthermore, when the rotational speed NC of the compressor 2 reaches the target compressor speed TGNC, the controller takes the predetermined time t1 to increase the blower voltage BLV of the interior blower 27 so that the air volume of the interior blower 27 reaches the target blower voltage TGBLV, which is the target value.

[0166] Therefore, in a case of a second low outside air temperature environment in which the outside air temperature Tam is higher than that of the first low outside air temperature environment, the control device starts the interior blower 27 and the electric heater 71 immediately after the start of the compressor 2, or after the start of the compressor, whereas in a case where the outside air temperature Tam is higher than that of the aforementioned first low outside air temperature environment and the rise of the high-pressure side pressure is not slow compared with the case of the first low outside air temperature environment, the interior blower 27 can be started faster, and the start-up of heating of the vehicle interior can be accelerated.Specifically, in the start-up mode 2 of this case, the controller controls the air volume of the interior blower 27 to the predetermined low value Qblw1 after starting the interior blower 27, and in a case where the rotational speed NC of the compressor 2 becomes the target rotational speed TGNC, the controller increases the air volume of the interior blower 27 to the target value. Therefore, the rise of the high-pressure side pressure can be promoted, and the start-up of heating the vehicle interior can be effectively accelerated. (11-3) Start Mode 3 (Embodiment 4)

[0167] Next, a timeline of Fig.21 shows a specific start pattern of start mode 3 of this case. In this case, when the car is started (IGN ON), the controller 32 first starts the interior blower 27 and increases the blower voltage BLV to perform control so that the air volume of the interior blower becomes the predetermined low value Qblwl. At the same time, immediately after the interior blower 27 starts, or after the interior blower starts, the controller starts supplying power to the electric heater 71 (start). Consequently, the temperature of the electric heater 71 rises, and the controller 32 finally controls the temperature of the electric heater to the predetermined set value TGAD.

[0168] On the other hand, when the air volume of the interior blower 27 becomes the predetermined low value Qblw1, the controller 32 starts the compressor 2 and increases the rotational speed NC toward the above-mentioned target compressor speed TGNC. Further, when the rotational speed NC of the compressor 2 becomes the predetermined speed Nec1 or more, the controller 32 takes the predetermined time t1 to increase the blower voltage BLV of the interior blower 27 so that the air volume of the interior blower 27 reaches the target blower voltage TGBLV, which is the set value.

[0169] Therefore, in a case of a third low outside air temperature environment in which the outside air temperature Tam is further higher than that of the second low outside air temperature environment, the control device starts the electric heater 71 and the compressor 2 immediately after the start of the interior blower 27, or after the start of the interior blower 27, wherein in the environment in which the outside air temperature Tam is further higher than that of the above-mentioned second low outside air temperature environment, the disadvantage that the high-pressure side pressure rises in the early stages to cause the stoppage of the compressor 2 or the like can be prevented in advance, and the heating of the vehicle interior can be started smoothly.Specifically, in the start-up mode 3 of this case, the controller starts the compressor 2 after starting the interior blower 27 when the air volume of the interior blower 27 becomes the predetermined low value Qblw1, and controls the air volume of the interior blower 27 to the predetermined low value Qblw1 until the rotational speed NC of the compressor 2 becomes the predetermined rotational speed Nec1 or more. In the case where the rotational speed NC of the compressor 2 becomes the predetermined rotational speed Nec1 or more, the controller increases the air volume of the interior blower 27 to the target value. Consequently, the start of heating of the vehicle interior can be carried out quickly and smoothly, while preventing a disadvantage due to an excessive increase in the high-pressure side pressure.

[0170] Note that, in the embodiments, the present invention is applied to a vehicle air conditioning device 1 that switches and executes the respective operation modes of the heating mode, the dehumidifying and heating mode, the dehumidifying and cooling mode, and the cooling mode. However, the present invention is not limited to the embodiments, and it is also effective for a vehicle air conditioning device that executes only the heating mode. In addition, the composition and each numerical value of the refrigerant circuit R described in the above respective embodiments are not limited to the embodiments, and needless to say, they can be changed without departing from the spirit of the present invention. Description of reference symbols 1 vehicle air conditioning system 2 compressor 3 Airflow passage 4 Radiators 6 Outdoor expansion valve 7 outdoor heat exchangers 8 Interior expansion valve 9 heat absorbers 11 Evaporation capacity control valve 17, 20, 21 and 22 solenoid valve 26 intake diverter valve 27 Interior blower (blower fan) 28 air mixing valve 30 Injection expansion valve 32 Control device (control means) 35 discharge-side heat exchanger 40 injection circuit 61 heating medium circulation circuit (heat-generating medium) 63 heating-medium-heating-electric-heater (electric heater) 64 heating medium-air heat exchangers 69 Solenoid valve (valve unit) 71 electric heater (heat-generating agent) ENG combustion engine R refrigerant circuit

Claims

[1] Vehicle air conditioning device (1), comprising: a compressor (2) which compresses a refrigerant; an air flow passage (3) through which air to be supplied to a vehicle interior flows; a radiator (4) arranged in said air flow passage (3) to allow the refrigerant to radiate heat; a heat absorber (9) arranged in the air flow passage (3) to allow the refrigerant to absorb heat; an interior fan (27) that blows air through the air flow passage (3); and a control means (32) for controlling operations of the compressor (2) and the interior fan (27), wherein the vehicle air conditioning device (1) heats the air to be supplied to the vehicle interior by heat radiated from the radiator (4) in order to heat the vehicle interior, and the vehicle air conditioning system (1) comprises: a heat-generating means (61) arranged in the air flow passage (3) for heating the air to be supplied to the vehicle interior, wherein the control means (32) is designed to control a timing to start the compressor (2), the interior fan (27) and the heat-generating means (61) on the basis of an outside air temperature (Tam), wherein, in a case of an environment with a first low outside air temperature (Tam), in which the outside air temperature (Tam) is low, the control means (32) is designed to start the compressor (2) before the interior fan (27), and the control means (32) is designed to start the heat-generating means (61) simultaneously with the interior fan (27), immediately after the start of the interior fan (27), or after the start of the interior fan (27). [2] Vehicle air conditioning device (1) according to claim 1, wherein the control means (32) is designed to start the interior fan (27) after starting the compressor (2) when a rotational speed (NC) of the compressor (2) becomes a predetermined rotational speed (Nec1) or more, and to control an air volume of the interior fan (27) to a predetermined low value (Qblw1), and in a case where a temperature of the heat-generating means (61) becomes higher than a predetermined value (Thtrl), the control means (32) is adapted to increase the air volume of the interior blower (27) up to a target value. [3] Vehicle air conditioning device (1) according to claim 1, wherein the control means (32) is designed to start the interior fan (27) after starting the compressor (2) when a rotational speed (NC) of the compressor (2) becomes a predetermined rotational speed (Nec1) or more, or when a high-pressure side pressure becomes a predetermined pressure (P1) or more, and the control means (32) is designed to start the heat-generating means (61) when an air volume of the interior blower (27) becomes a predetermined low value (Qblw1), and to control the air volume of the interior blower (27) to the predetermined low value (Qblw1) until a temperature of this heat-generating means (61) becomes higher than a predetermined value (Thtrl), and in a case where the temperature of the heat-generating means (61) becomes higher than the predetermined value (Thtrl), the control means (32) is designed to increase the air volume of the interior blower (27) up to a target value. [4] Vehicle air conditioning device (1) according to claim 1, wherein the control means (32) is designed to start the interior fan (27) after starting the compressor (2) when the rotational speed (NC) of the compressor (2) becomes a predetermined rotational speed (Nec1) or more, and to control an air volume of the interior fan (27) to a predetermined low value (Qblw1), and in a case where the rotational speed (NC) of the compressor (2) becomes a target rotational speed (TGNC), the control means (32) is designed to increase the air volume of the interior blower (27) up to a target value. [5] Vehicle air conditioning device (1) according to one of claims 1 to 4, wherein, in a case of an environment with a second low outside air temperature (Tam), in which the outside air temperature (Tam) is higher than that of the environment with the first low outside air temperature (Tam), the control means (32) is designed to start the indoor fan (27) simultaneously with the compressor (2), immediately after the start of the compressor (2), or after the start of the compressor (2), and the control means (32) is designed to start the heat-generating means (61) simultaneously with the interior fan (27), immediately after the start of the interior fan (27), or after the start of the interior fan (27). [6] Vehicle air conditioning device (1) according to claim 5, wherein the control means (32) is designed to control an air volume of the interior blower (27) to a predetermined low value (Qblw1) after starting the interior blower (27), and in a case where a temperature of the heat-generating means (61) becomes higher than a predetermined value (Thtrl), the control means (32) is designed to increase the air volume of the interior blower (27) up to a target value. [7] Vehicle air conditioning device (1) according to claim 5, wherein the control means (32) is designed to start the heat-generating means (61) after starting the interior fan (27) when an air volume of the interior fan (27) becomes a predetermined low value (Qblw1), and the control means (32) is designed to control the air volume of the interior blower (27) to a predetermined low value (Qblw1) until a temperature of the heat-generating means (61) becomes higher than a predetermined value (Thtrl), or until a high-pressure side pressure becomes a predetermined pressure (P1) or more, and in a case where the temperature of the heat-generating means (61) becomes higher than the predetermined value (Thtrl), or in a case where the high-pressure side pressure becomes the predetermined pressure (P1) or more, the control means (32) is designed to increase the air volume of the interior blower (27) up to a target value. [8] Vehicle air conditioning device (1) according to claim 5, wherein the control means (32) is designed to control an air volume of the interior blower (27) to a predetermined low value (Qblw1) after starting the interior blower (27), and the heat-generating means (61) starts when a rotational speed (NC) of the compressor (2) becomes a predetermined rotational speed (Nec1) or more, and in a case where the rotational speed (NC) of the compressor (2) becomes a target rotational speed (TGNC), the control means (32) is designed to increase the air volume of the interior blower (27) up to a target value. [9] Vehicle air conditioning device (1) according to one of claims 5 to 8, wherein, in a case of an environment with a third low outside air temperature (Tam), in which the outside air temperature (Tam) is higher than that of the environment with the second low outside air temperature (Tam), the control means (32) is designed to start the interior fan (27) before the compressor (2), and the control means (32) is designed to start the heat-generating means (61) simultaneously with the interior fan (27), immediately after the start of the interior fan (27), or after the start of the interior fan (27). [10] Vehicle air conditioning device (1) according to claim 9, wherein the control means (32) is designed to start the compressor (2) after starting the interior fan (27) when an air volume of the interior fan (27) becomes a predetermined low value (Qblw1), and the control means (32) is designed to control the air volume of the interior blower (27) to a predetermined low value (Qblw1) until a temperature of the heat-generating means (61) becomes higher than a predetermined value (Thtrl), and in a case where the temperature of the heat-generating means (61) becomes higher than the predetermined value (Thtrl), the control means (32) is designed to increase the air volume of the interior blower (27) up to a target value. [11] Vehicle air conditioning device (1) according to claim 9, wherein the control means (32) is designed to start the heat-generating means (61) after starting the interior blower (27) when an air volume of the interior blower (27) becomes a predetermined low value (Qblw1), and the control means (32) is designed to start the compressor (2) simultaneously with the start of the heat-generating means (61), or immediately after the start of the heat-generating means (61), and the control means (32) is designed to control the air volume of the interior blower (27) to a predetermined low value (Qblw1) until a temperature of the heat-generating means (61) becomes higher than a predetermined value (Thtrl), or until a high-pressure side pressure becomes a predetermined pressure (P1) or more, and in a case where the temperature of the heat-generating means (61) becomes higher than the predetermined value (Thtrl), or in a case where the high-pressure side pressure becomes the predetermined pressure (P1) or more, the control means (32) is designed to increase the air volume of the interior blower (27) up to a target value. [12] Vehicle air conditioning device (1) according to claim 9, wherein the control means (32) is designed to start the compressor (2) after starting the interior fan (27) when an air volume of the interior fan (27) becomes a predetermined low value (Qblw1), and the control means (32) is designed to control the air volume of the interior blower (27) to a predetermined low value (Qblw1) until a rotational speed (NC) of the compressor (2) becomes a predetermined rotational speed (Nec1) or more, and in a case where the rotational speed (NC) of the compressor (2) becomes the predetermined rotational speed (Nec1) or more, the control means (32) is designed to increase the air volume of the interior blower (27) up to a target value. [13] Vehicle air conditioning device (1) according to claim 1, wherein the heat-generating means (61) is arranged on a downstream side of the air flowing through the air flow passage (3) to the radiator (4), and in a case of an environment with a first low outside air temperature (Tam), in which the outside air temperature (Tam) is low, the control means (32) is adapted to start the compressor (2) and the heat-generating means (61) before the interior blower (27). [14] Vehicle air conditioning device (1) according to claim 13, wherein the control means (32) is designed to start the interior fan (27) after starting the compressor (2) when a rotational speed (NC) of the compressor (2) becomes a predetermined rotational speed (Nec1) or more, and to control an air volume of the interior fan (27) to a predetermined low value (Qblw1), and in a case where the rotational speed (NC) of the compressor (2) becomes a target rotational speed (TGNC), the control means (32) is designed to increase the air volume of the interior blower (27) up to a target value. [15] The vehicle air conditioning device (1) according to claim 13 or 14, wherein in a case of a second low outside air temperature (Tam) environment in which the outside air temperature (Tam) is higher than that of the first low outside air temperature (Tam) environment, the control means (32) is adapted to start the interior blower (27) and the heat generating means (61) immediately after the start of the compressor (2), or after the start of the compressor (2). [16] Vehicle air conditioning device (1) according to claim 15, wherein the control means (32) is designed to control an air volume of the interior fan (27) to a predetermined low value (Qblw1) after starting the interior fan (27), and in a case where a rotational speed (NC) of the compressor (2) becomes a target rotational speed (TGNC), the control means (32) is designed to increase the air volume of the interior blower (27) up to a target value. [17] Vehicle air conditioning device (1) according to claim 15 or 16, wherein in a case of an environment with a third low outside air temperature (Tam) in which the outside air temperature (Tam) is higher than that of the environment with the second low outside air temperature (Tam), the control means (32) is adapted to start the heat generating means (61) and the compressor (2) immediately after the start of the interior blower (27), or after the start of the interior blower (27). [18] Vehicle air conditioning device (1) according to claim 17, wherein the control means (32) is designed to start the compressor (2) after starting the interior fan (27) when an air volume of the interior fan (27) becomes a predetermined low value (Qblw1), and the control means (32) is designed to control the air volume of the interior blower (27) to the predetermined low value (Qblw1) until a rotational speed (NC) of the compressor (2) becomes a predetermined rotational speed (Nec1) or more, and in a case where the rotational speed (NC) of the compressor (2) becomes the predetermined rotational speed (Nec1) or more, the control means (32) is designed to increase the air volume of the interior blower (27) up to a target value. [19] Vehicle air conditioning device (1) according to one of claims 1 to 18, wherein the heat generating means (61) is formed of a heating medium circulation circuit (61) having a heating medium-air heat exchanger (64) arranged in the air flow passage (3), and is adapted to circulate a heating medium heated by an electric heater (63) or an internal combustion engine (ENG) through the heating medium-air heat exchanger (64). [20] Vehicle air conditioning device (1) according to claim 19, wherein the heating medium circulation circuit (61) has a valve unit (69) designed to control the circulation of the heating medium into the heating medium-air heat exchanger (64), and the control means (32) is designed to open the valve unit (69), whereby the heat-generating means (61) is started. [21] Vehicle air conditioning device (1) according to one of claims 1 to 18, wherein the heat generating means (61) is formed of an electric heater (71) arranged in the air flow passage (3) to heat the air to be supplied to the vehicle interior.

Images