Vehicle air conditioning

Abstract

Vehicle air conditioning system (1) comprising: a compressor (2) for compressing a refrigerant; an airflow duct (3) through which the air supplied to a vehicle interior flows; a heat absorber (9) to allow the refrigerant to absorb heat, thereby cooling the air supplied from the airflow duct (3) to the vehicle interior; a radiator (4) arranged on a leeward side of the heat absorber (9) in relation to the airflow in the airflow duct (3) to allow the refrigerant to radiate heat, thereby heating the air supplied from the airflow duct (3) to the vehicle interior; an external heat exchanger (7) arranged outside the vehicle interior; an auxiliary heater (23) to heat the air supplied from the airflow duct (3) to the vehicle interior; and a control device (11), wherein the control device (11) is configured to select a heating mode,to allow the refrigerant delivered by the compressor (2) to radiate heat in the cooler (4), to decompress the refrigerant from which the heat was radiated, and then to allow the refrigerant to absorb heat in the external heat exchanger (7), and to switch to and execute a dehumidification mode to allow the refrigerant delivered by the compressor (2) to flow into the external heat exchanger (7) without flowing to the cooler (4) in order to radiate heat there, to decompress the refrigerant from which the heat was radiated, and then to allow the refrigerant to absorb heat in the heat absorber (9) and to allow the auxiliary heater (23) to generate heat, wherein the control device (11) is configured to reduce a heat absorber intake air temperature Tevain, which is a temperature of the air flowing into the heat absorber (9), by more than a heat absorber setpoint temperature TEO, which is a target value of a temperature Te of the heat absorber (9),to switch from dehumidification mode to heating mode.

Description

Technical FieldThe present invention relates to a vehicle air conditioner that air-condition the air in the vehicle interior of a vehicle, and more particularly to a vehicle air conditioner that changes and performs heating and dehumidifying of the vehicle interior.Prior ArtBy updating environmental problems in recent years, hybrid cars and electric vehicles have been spread. Then, an air conditioner suitable for such a vehicle has been developed, which includes an electric compressor for compressing and discharging a refrigerant, a heat absorber provided in an air flow passage for letting the refrigerant absorb heat, a radiator provided inside the air flow passage on an air downstream side of the heat absorber for letting the refrigerant radiate heat, and an outdoor heat exchanger provided outside the vehicle interior for letting the refrigerant radiate or absorb heat, and respective operation modes such as a heating mode for letting the refrigerant discharged from the compressor radiate heat in the radiator and letting the refrigerant from which the heat has been radiated in this radiator absorb heat in the outdoor heat exchanger, a dehumidifying and heating mode (dehumidifying mode) for letting the refrigerant discharged from the compressor radiate heat in the radiator and letting the refrigerant from which the heat has been radiated receive heat in the heat absorber and the outdoor heat exchanger, a cooling mode for letting the refrigerant discharged from the compressor radiate heat in the outdoor heat exchanger and letting the refrigerant receive heat in the heat absorber, etc. are changed and executed (e.g., see Patent Document 1).List of Documents ListsPatent DocumentPatent Document 1: JP 2016-222 098 AFurther exemplary air conditioners, for example vehicle air conditioners, are shown in DE 11 2018 000 713 T5, US 2013 / 0 068 443 A1 and DE 11 2016 005 715 B4.SUMMARY OF THE INVENTIONObjects to be Achieved by the InventionSince the air cooled by the heat absorber is reheated in the radiator in the dehumidifying and heating mode (dehumidifying mode), the dehumidifying and heating mode deteriorates in operation efficiency and also increases power consumption as compared with the heating mode. On the other hand, a transition (switching) of the operation mode from the dehumidifying and heating mode to the heating mode has been heretofore performed as shown in FIG. 6. To describe the control of the transition from the dehumidifying and heating mode to the heating mode, FIG. 6 shows changes of a target rotational speed of the compressor, a temperature Te of the heat absorber, and a heat absorber target temperature TEO as a target value when changing from the dehumidifying and heating mode to the heating mode. Incidentally, a suction change door is a door that adjusts the ratio between outside and inside air flowing into the air flow passage.Now, assume that in the dehumidifying and heating mode, the compressor is controlled based on the temperature Te of the heat absorber and the heat absorber target temperature TEO as its target value. When the heat absorber temperature Te is reduced due to a change in the room / outside air ratio by the suction change door, etc., and lowered more than the heat absorber target temperature TEO, the compressor is stopped (OFF). Thereafter, when a state (Te<(TEO-α)) in which the heat absorber temperature Te is further lowered and falls below a temperature (TEO-α) lower than the heat absorber target temperature TEO by a predetermined value α at a time t 1 in FIG. 6 continues for a predetermined time T 1, the operation mode has been switched from the dehumidifying and heating mode to the heating mode. Incidentally, thereafter, when a state in which the heat absorber temperature Te becomes higher than the heat absorber target temperature TEO+a predetermined value β (TEO+β) continues for a predetermined time, the operation mode is switched from the heating mode to the dehumidifying and heating mode on the condition that there is a request for dehumidifying in the vehicle interior.That is, in the related art, there arises a problem in that since the dehumidification in the vehicle interior is determined to be unnecessary and the dehumidification and heating mode is switched to the heating mode in which the state in which the heat absorber temperature Te becomes lower than the heat absorber target temperature TEO-α continues for the predetermined time T 1, a relatively long time is required for determining the non-requirement of the dehumidification and the dehumidification and heating mode with poor operation performance is continued accordingly.The present invention has been developed to solve such conventional technical problems, and aims to provide a vehicle air conditioner capable of promptly determining that dehumidification in the vehicle interior is not necessary to enable a quick transition from a dehumidification mode to a heating mode and reduce power consumption.Means for Achieving the ObjectsA vehicle air conditioner according to the invention of claim 1 includes a compressor for compressing a refrigerant, an air flow passage through which the air to be supplied to a vehicle interior flows, a heat absorber for letting the refrigerant absorb heat, thereby cooling the air to be supplied from the air flow passage into the vehicle interior, a radiator disposed on a leeward side of the heat absorber for flowing the air in the air flow passage for letting the refrigerant radiate heat, thereby heating the air to be supplied from the air flow passage into the vehicle interior, an outdoor heat exchanger disposed outside the vehicle interior, an auxiliary heater for heating the air supplied from the air flow passage to the vehicle interior, and a control device. The vehicle air conditioner is characterized in that the control device changes and executes a heating mode for letting the refrigerant discharged from the compressor radiate heat in the radiator, decompressing the refrigerant from which the heat has been radiated and then letting the refrigerant absorb heat in the outdoor heat exchanger, and a dehumidifying mode for letting the refrigerant discharged from the compressor flow into the outdoor heat exchanger without flowing to the radiator to radiate heat there, decompressing the refrigerant from which the heat has been radiated and then letting the refrigerant absorb heat in the heat absorber and let the auxiliary heater generate heat, and based on a decrease in a heat absorber intake air temperature Tevain, which is a temperature of the air flowing into the heat absorber, This is because more than a target heat absorber temperature TEO that is a target value of a temperature Te of the heat absorber switches from the dehumidifying mode to the heating mode.A vehicle air conditioner according to the invention of claim 2 includes a compressor for compressing a refrigerant, an air flow passage through which the air to be supplied to a vehicle interior flows, a heat absorber for letting the refrigerant absorb heat, thereby cooling the air to be supplied from the air flow passage into the vehicle interior, a radiator disposed on a leeward side of the heat absorber for flowing the air in the air flow passage for letting the refrigerant radiate heat, thereby heating the air to be supplied from the air flow passage into the vehicle interior, an outdoor heat exchanger disposed outside the vehicle interior, and a control device. The vehicle air conditioner is characterized in that the control device changes and executes a heating mode to let the refrigerant discharged from the compressor radiate heat in the radiator, decompress the refrigerant from which the heat has been radiated and then let the refrigerant absorb heat in the outdoor heat exchanger, and a dehumidifying mode to let the refrigerant discharged from the compressor radiate heat in the radiator, decompress the refrigerant from which the heat has been radiated and then let the refrigerant flow into the heat absorber and the outdoor heat exchanger to absorb heat, and based on lowering a heat absorber intake air temperature Tevain, which is a temperature of the air flowing into the heat absorber, by more than a heat absorber target temperature TEO, which is a target value of a temperature Te of the heat absorber, switches from the dehumidifying mode to the heating mode.The vehicle air conditioner according to the invention of claim 3 is characterized in that the control device in the respective above inventions switches from the dehumidifying mode to the heating mode when a state (Tevain<TEO-α) in which the heat absorber intake air temperature Tevain becomes lower than the heat absorber target temperature TEO - a predetermined value α is continued for a predetermined time T1.The vehicle air conditioner according to the invention of claim 4 is characterized in that in the respective above inventions, it includes a suction change door that can adjust the ratio between the outside air flowing into the air flow passage and the inside air that is the air of the vehicle interior, and that the control device estimates the heat absorber intake air temperature Tevain based on the ratio between the outside air and the room air adjusted by the suction change door.The vehicular air conditioner according to the invention of claim 5 is characterized in that in the above invention, the control device calculates the heat absorber intake air temperature Tevainby a first-order lag calculation based on the ratio between the outside air and the inside air.The vehicular air conditioner according to the invention of claim 6 is characterized in that in the invention of claim 4 or 5, it includes an indoor blower that draws and blows out the air guided by the suction change door to the heat absorber, and that the control device corrects the heat absorber intake air temperature Tevain on the basis of a heat reception amount H 1 from the indoor blower and / or a setting error E 1 in the suction change door.The vehicular air conditioner according to the invention of claim 7 is characterized in that in the inventions of claims 1 to 3, it comprises a temperature sensor that detects the heat absorber intake air temperature Tevain.Advantageous Effect of the InventionHere, when the temperature (the heat absorber intake air temperature Tevain) of the air flowing into the heat absorber is lower than the heat absorber target temperature TEO, it is not necessary to initially dehumidify the vehicle interior in the heat absorber. Thus, in the invention of claim 1, in a vehicle air conditioner including a compressor for compressing a refrigerant, an air flow passage through which the air to be supplied to a vehicle compartment flows, a heat absorber for letting the refrigerant absorb heat, thereby cooling the air to be supplied from the air flow passage into the vehicle compartment, a radiator disposed on a lee side of the heat absorber for flowing the air in the air flow passage for letting the refrigerant radiate heat, thereby heating the air to be supplied from the air flow passage into the vehicle compartment, an outdoor heat exchanger disposed outside the vehicle compartment, an auxiliary heater for heating the air supplied from the air flow passage into the vehicle compartment, and a control device, wherein the control device includes a heating mode, in order to let the refrigerant discharged from the compressor radiate heat in the radiator, decompress the refrigerant from which the heat has been radiated and then let the refrigerant absorb heat in the outdoor heat exchanger, and change and execute a dehumidifying mode to let the refrigerant discharged from the compressor flow into the outdoor heat exchanger without flowing to the radiator to radiate heat there, decompress the refrigerant from which the heat has been radiated and then let the refrigerant absorb heat in the heat absorber and let the auxiliary heater generate heat, the control device switches and executes the control device based on lowering a heat absorber intake air temperature Tevain, which is a temperature of the air flowing into the heat absorber, by more than a heat absorber target temperature TEO, based on lowering a heat absorber intake air temperature Tevain, which is a temperature of the air flowing into the heat absorber, to calculate more than a heat absorber target temperature TEO, which is a target value of a temperature Te of the heat absorber, switches from the dehumidifying mode to the heating mode.Further, in the invention of claim 2, in a vehicle air conditioner including a compressor for compressing a refrigerant, an air flow passage through which the air to be supplied to a vehicle interior flows, a heat absorber for letting the refrigerant absorb heat, thereby cooling the air to be supplied from the air flow passage into the vehicle interior, a radiator disposed on a lee side of the heat absorber for flowing the air in the air flow passage for letting the refrigerant radiate heat, thereby heating the air to be supplied from the air flow passage into the vehicle interior, an outdoor heat exchanger disposed outside the vehicle interior, and a control device, wherein the control device includes a heating mode for letting the refrigerant discharged from the compressor radiate heat in the radiator, the refrigerant from which the heat has been radiated, In the present invention, the method of decompressing the refrigerant and then letting the refrigerant absorb heat in the outdoor heat exchanger, and changing and executing a dehumidifying mode to let the refrigerant discharged from the compressor radiate heat into the radiator, decompressing the refrigerant from which the heat has been radiated, and then letting the refrigerant flow into the heat absorber and the outdoor heat exchanger to absorb heat, the control device switches from the dehumidifying mode to the heating mode based on lowering a heat absorber intake air temperature Tevain, which is a temperature of the air flowing into the heat absorber, by more than a heat absorber target temperature TEO, which is a target value of a temperature Te of the heat absorber. Therefore, even in this case, even if the heat absorber temperature Te is not lowered beyond the heat absorber target temperature TEO as in the prior art, the dehumidifying mode can be switched to the heating mode, whereby the heat absorber intake air temperature Tevain is lowered beyond the heat absorber target temperature TEO.Consequently, according to the invention of claim 1 or 2, it is possible to determine earlier than the prior art that the dehumidifying in the vehicle interior is not necessary, and to cause a quick transition from the dehumidifying mode poor in the operation efficiency to the heating mode good in the operation efficiency. This can thus achieve a reduction in the power consumption and is particularly well suited for the vehicle air conditioning system which processes the air in the vehicle interior.In this case, as in the invention of claim 3, when the control device shifts from the dehumidifying mode to the heating mode, when a state (Tevain<TEO-α) in which the heat absorber intake air temperature Tevain becomes lower than the heat absorber target temperature TEO - a predetermined value α continues for a predetermined time T 1, it is possible to suitably perform the shift from the dehumidifying mode to the heating mode.Further, as in the invention of claim 4, when a louver capable of adjusting a ratio between the outside air flowing into the air flow passage and the room air which is the air of the vehicle compartment is provided, and the controller estimates the heat absorber intake air temperature Tevain based on the ratio between the outside air and the room air adjusted by the louver, it is possible to estimate the heat absorber intake air temperature Tevain without providing a special temperature sensor, thereby making a transition from the dehumidifying mode to the heating mode.Here, when the ratio between outside air and room air changes, it takes some time until it reflects on the heat absorber intake air temperature Tevain. That is, the heat absorber intake air temperature Tevain does not change immediately even if the ratio between outside air and room air changes. Thus, as in the invention of claim 5, when the control device calculates the heat absorber intake air temperature Tevain by a first-order lag calculation based on the ratio between the outside air and the room air, the control device is capable of making the transition from the dehumidifying mode to the heating mode according to the actual change of the heat absorber intake air temperature Tevain.Further, when the control device corrects the heat absorber intake air temperature Tevain based on a heat receiving amount H 1 from an indoor blower to suck and blow out the air guided by the snap door to the heat absorber and / or a setting error E 1 in the snap door as in the invention of claim 6, the control device is capable of more accurately estimating the heat absorber intake air temperature Tevain.Incidentally, as in the invention of claim 7, when a temperature sensor that detects the heat absorber intake air temperature Tevain is provided, it is possible to transition from the dehumidifying mode to the heating mode based on a detection value of the temperature sensor without making the above-described estimation.Brief Description of the DrawingsFIG. 1 is a basic view of a vehicle air conditioner of an embodiment to which the present invention is applied; FIG. 2 is a block diagram of a control device of the vehicle air conditioner of FIG. 1 ; FIG. 3 is a vertical side sectional view of an HKL system of the vehicle air conditioner of FIG. 1 ; FIG. 4 is a diagram describing the transition from a dehumidifying and heating mode to a heating mode by a heat pump regulator of FIG. 2 ; FIG. 5 is a basic view of a vehicle air conditioner of another embodiment of the present invention; and FIG. 6 is a diagram describing the transition from a conventional dehumidifying and heating mode to a heating mode.MODE FOR CARRYING OUT THE INVENTIONHereinafter, embodiments of the present invention will be described in detail with reference to the drawings.[Embodiment 1]FIG. 1 is a basic view of a vehicle air conditioner 1 of an embodiment of the present invention. A vehicle of the embodiment to which the present invention is applied is an electric vehicle (EV) in which no motor (an engine) is installed and which is driven by an electric motor for operation that is driven by power charged in a battery (both are not illustrated in the drawing), and the vehicle air conditioner 1 of the present invention is also driven by the power of the battery. That is, in the electric vehicle that is unable to perform heating by engine waste heat, the vehicle air conditioner 1 of the embodiment performs a heating mode by a heat pump operation in which a refrigerant circuit is used. Further, the vehicular air conditioner 1 according to this invention selectively executes, as a dehumidifying mode, the respective operation modes of a dehumidifying and heating mode, a dehumidifying and cooling mode, a cooling mode, a MAX cooling mode (maximum cooling mode), and a single auxiliary heating mode.Incidentally, the vehicle is not limited to the electric vehicle, and the present invention is also applicable to a so-called hybrid car in which the motor is used together with the electric motor for traveling. Moreover, it is a matter of course that the present invention also applies to a usual car running with the engine.The vehicle air conditioner 1 of the embodiment performs air conditioning (heating, cooling, dehumidifying, and ventilating) of a vehicle interior of the electric vehicle. An electric compressor 2 for compressing a refrigerant, a radiator 4 provided in an air flow passage 3 of an HVAC system 10 in which outside air or vehicle interior air is ventilated and circulated to allow the high-temperature high-pressure refrigerant discharged from the compressor 2 to flow therein via a refrigerant line 13G and let the refrigerant radiate heat for heating the air supplied to the vehicle interior, an outdoor expansion valve 6 (a pressure reducing unit) made up of an electric valve that decompresses and expands the refrigerant during heating, an outdoor heat exchanger 7 provided outside the vehicle interior and performs heat exchange between the refrigerant and the outside air to function as a radiator during cooling and an evaporator during heating, an indoor expansion valve 8 (a pressure reducing unit), This is composed of an electric valve for decompressing and expanding the refrigerant, a heat absorber 9 provided in the air flow passage 3 for making the refrigerant absorb heat during cooling and dehumidifying to cool air supplied to the vehicle interior, an accumulator 12, and others are sequentially connected by a refrigerant line 13, thereby forming a refrigerant circuit R. In this case, the radiator 4 is disposed on the leeward side (air downstream side) of the heat absorber 9 for flowing the air in the air flow passage 3.Subsequently, the refrigerant circuit R is filled with a predetermined amount of refrigerant and oil for lubrication. Incidentally, an outdoor blower 15 is provided in the outdoor heat exchanger 7. The outdoor blower 15 forcibly passes the outside air through the outdoor heat exchanger 7 so as to perform the heat exchange between the outside air and the refrigerant, and the outside air is passed through the outdoor heat exchanger 7 even during the stop of the vehicle (i.e., its speed is 0 km / h).Further, the outdoor heat exchanger 7 has a receiver dryer section 14 and a supercooling section 16 in sequence on a refrigerant outflow side. A refrigerant line 13A extending out of the outdoor heat exchanger 7 is connected to the receiver dryer section 14 via a solenoid valve 17 opened during cooling. A refrigerant line 13B on an outlet side of the supercooling portion 16 is connected to an inlet side of the heat absorber 9 via the indoor expansion valve 8. Incidentally, the receiver dryer section 14 and the supercooling section 16 structurally constitute a part of the outdoor heat exchanger 7.In addition, a refrigerant line 13B is provided between the supercooling portion 16 and the indoor expansion valve 8 in a heat exchange relationship with a refrigerant line 13C on an outlet side of the heat absorber 9, and both lines form an internal heat exchanger 19.Moreover, the refrigerant line 13A extending from the outdoor heat exchanger 7 branches to a refrigerant line 13D, and this branching refrigerant line 13D communicates and connects with the refrigerant line 13C on a downstream side of the internal heat exchanger 19 via a solenoid valve 21 that is opened during heating. The refrigerant line 13C is connected to the accumulator 12, and the accumulator 12 is connected to a refrigerant suction side of the compressor 2. Further, a refrigerant line 13E on an outlet side of the radiator 4 is connected to an inlet side of the outdoor heat exchanger 7 via the outdoor expansion valve 6.Moreover, in the refrigerant line 13G, between a pressure side of the compressor 2 and an inlet side of the radiator 4, a solenoid valve 30 (which is a flow switching device) to be closed during dehumidifying and heating, which will be described later, is disposed. In this case, the refrigerant line 13G branches off to a bypass line 35 on an upstream side of the solenoid valve 30. This bypass line 35 communicates and connects with the refrigerant line 13E on a downstream side of the outdoor expansion valve 6 via a solenoid valve 40 (which is also a flow switching device) that is opened during dehumidifying and heating and MAX cooling. A bypass device 45 is composed of this bypass line 35, the solenoid valve 30, and the solenoid valve 40.The bypass device 45 is composed of such a bypass line 35, a solenoid valve 30, and a solenoid valve 40 to thereby enable smooth change of the dehumidifying and heating mode and the MAX cooling mode so that the refrigerant discharged from the compressor 2 can directly flow into the outdoor heat exchanger 7, and the heating mode, the dehumidifying and cooling mode, and the cooling mode so that the refrigerant discharged from the compressor 2 can flow into the radiator 4, as will be described later.In addition, in the air flow passage 3 on an air inflow side of the heat absorber 9, respective suction ports such as an outside air suction port 25A and a room air suction port 25B are formed. The outside air, i.e., the air outside the vehicle compartment, is sucked via the outside air suction port 25A, and the inside air, i.e., the air inside the vehicle compartment, is sucked via the room air suction port 25B. Further, in the air flow passage 3, there are provided a suction change door 26, and on an air downstream side of the suction change door 26, there are provided an inside blower (fan) 27 for sucking the outside and inside air sucked from the respective suction ports 25A and 25B and blowing them out to the heat absorber 9 in the air flow passage 3.The suction change door 26 is configured such that a ratio between the outside air flowing into the heat absorber 9 in the air flow passage 3 and room air can be set between 0 and 100% by opening and closing the outside air suction port 25A and the room air suction port 25B at any ratio. Incidentally, in the present application, the ratio between outside and room air set by the change-over damper 26 is referred to as the room / outside air ratio RECrate. When the room / outside air ratio RECrate=1 is, a room air circulation mode in which the room air is 100% and the outside air is 0% is adopted. When the room / outside air ratio RECrate=0, an outside air introduction mode is taken in which the outside air is 100% and the room air is 0%. Then, when 0<space / outside air ratio RECrate<1, a space / outside air intermediate position is adopted in which 0%<space air<100% and 100%>Außenluft>0%. That is, in the present application, the room / outside air ratio RECrate means the ratio of the room air to the air flowing into the heat absorber 9 in the air flow channel 3.The suction change damper 26 is controlled by an air conditioner controller 20 to be described later, and the like. Room air circulation, outside air injection, and room / outside air intermediate position are selected to an air conditioner operation part 53 by an automatic operation or a manual operation (manual operation). In this case, when the cooling load is large in a cooling time or the like, or when the outdoor air odor is considered in city quarters or the like, the circulation mode is selected. When it is necessary to ventilate or misting of the windows during heating is prevented, the outdoor air blow is selected in conjunction with a defroster switch (provided in the air conditioner operation part 53 to be described later) or the like. Further, the room / outside air intermediate position is selected when both reduction of the heating load and prevention of the window fogging on the heater are performed.Moreover, 23 in FIG. 1 denotes an auxiliary heater as an auxiliary heater provided in the vehicle air conditioner 1 of the embodiment. The auxiliary heater 23 of the embodiment is composed of a PTC heater (an electric heater), and is provided in the air flow passage 3 on a windward side (an air inflow side) of the radiator 4 and on a leeward side (an air outflow side) of the heat absorber 9 to the air flow in the air flow passage 3. Then, when the auxiliary heat generating heater 23 is energized, the air in the air flow passage 3 is heated before flowing into the radiator 4 via the heat absorber 9. That is, the auxiliary heater 23 becomes a so-called heater core to perform or supplement heating of the vehicle interior.Here, the air flow passage 3 on a leeward side (an air outflow side) that is more than the heat absorber 9 of the HVAC system 10 is divided by a partition wall 10A to form a heat exchange heating passage 3A and a bypass passage 3B to bypass it. The aforementioned radiator 4 and the auxiliary heater 23 are disposed in the heat exchange heating passage 3A.In addition, in the air flow passage 3 on the windward side of the auxiliary heater 23, air mix doors 28Dr and 28As are provided to adjust a ratio at which the air (room air or outside air) in the air flow passage 3 flowing into the air flow passage 3 and passed through the heat absorber 9 is to be passed through the heat exchange heating passage 3A in which the auxiliary heater 23 and the radiator 4 are disposed.Moreover, the HVAC system 10 is formed on the leeward side of the radiator 4 with corresponding outlets, a foot outlet 29A (foot), a ventilation outlet 29B (ventilation), and a DEF outlet 29C (def). The foot outlet 29A is an outlet for blowing out the air to the foot space of the vehicle interior and is located at the lowermost position. Further, the ventilation outlet 29B is an outlet for blowing the air to the vicinity of the chest or face of a driver in the vehicle interior, and is located above the foot outlet 29A. Then, the DEF outlet 29C is an outlet for blowing out the air to an inner surface of a front glass of the vehicle, and is located at the highest position above other outlets 29A and 29B.Then, the foot outlet 29A, the ventilation outlet 29B, and the DEF outlet 29C are respectively provided with a foot outlet door 31A, a ventilation outlet door 31B, and a DEF outlet door 31C for controlling a blowing amount of the air.Incidentally, the vehicle air conditioner 1 of the embodiment is capable of controlling right-left independent air conditioning at a driver seat and a passenger seat of the vehicle. The interior of the air flow passage 3 in which the radiator 4 and the auxiliary heater 23 are disposed is divided into right and left portions by a not-illustrated partition wall. Then, the above-mentioned air mix door 28Dr serves as an air mix door for the driver's seat (right) and is provided in the right air flow passage 3, and the air mix door 28As serves as an air mix door for the passenger's seat (left) and is provided in the left air flow passage 3. Further, it is assumed that the outlets of the above-mentioned outlet doors foot 31A, vent 31B and DEF 31C are also respectively present in the right and left airflow passages 3 divided by the partition wall as for the driver seat (right) and the passenger seat (left). Then, these doors allow the execution of identical air conditioning control for driver's seat and passenger's seat (right / left identical air conditioning control) and independent air conditioning control for driver's seat and passenger's seat (right / left independent air conditioning control).That is, when the identical air conditioning control (right / left identical air conditioning control) of the driver and passenger seats is performed with a setting of the air conditioner operation part 53 to be described later, the air mix door 28Dr and the air mix door 28As perform the same function, and the respective outlet doors 31A to 31C for the driver and passenger seats also perform the same function. On the other hand, in the independent control of the air conditioner for the driver and passenger seats (independent control of the air conditioner on the right / left), the air mix doors 28Dr and the air mix doors 28As are operated independently of each other, and the respective outlet doors 31A to 31C for the driver and passenger seats are also operated independently of each other.Next, FIG. 2 is a block diagram of a control device 11 of the vehicle air conditioner 1 of the embodiment. The control device 11 is composed of an air conditioner controller 20 (air conditioner controller) and a heat pump controller 32 (heat pump controller), both of which are composed of a microcomputer as an example of a computer having a processor. These are connected to a vehicle communication bus 65, which represents a CAN (controller area network) or a LIN (local interconnect network). Further, the compressor 2 and the auxiliary heater 23 are also connected to the vehicle communication bus 65. These air conditioner controller 20, heat pump controller 32, compressor 2, and auxiliary heater 23 are provided for sending and receiving data via the vehicle communication bus 65.The air conditioner controller 20 is a higher-order controller that performs the control of the vehicle interior air conditioning of the vehicle. An input of the air conditioner controller 20 is connected to respective outputs of an outside air temperature sensor 33 that detects an outside air temperature Tam (a temperature of the air outside the vehicle interior) of the vehicle, an outside air humidity sensor 34 that detects an outside air humidity, and a room air temperature sensor 37 that detects a temperature (an inside air temperature Tin) of the air (the inside air) of the vehicle interior, a room air humidity sensor 38 that detects a humidity of the air of the vehicle interior, a room air CO2concentration sensor 39 that detects a carbon dioxide concentration of the vehicle interior, an outlet temperature sensor 41 that detects a temperature of the air to be blown out into the vehicle interior, an outlet pressure sensor 42 that detects an outlet refrigerant pressure (an outlet pressure Pd) of the compressor 2, a solar radiation sensor 51 made of, for example, a photosensor system for detecting an amount of solar radiation into the vehicle interior, a speed sensor 52 for detecting a moving speed (a speed) of the vehicle, and the air conditioner operation part 53 for setting the change of a predetermined temperature or the operation mode.Further, an output of the air conditioner controller 20 is connected to the outdoor blower 15, the indoor blower (fan) 27, the vacuum change door 26, the air mix doors 28Dr and 28As, and the respective outlet doors 31A to 31C, and is controlled by the air conditioner controller 20.The heat pump regulator 32 is a controller mainly assuming control of the refrigerant circuit R. An input of the heat pump regulator 32 is connected to the respective outputs of a pressure temperature sensor 43 that detects a temperature of the refrigerant discharged from the compressor 2, a suction pressure sensor 44 that detects a pressure of the refrigerant to be sucked into the compressor 2, a suction temperature sensor 55 that detects a temperature Ts of the refrigerant to be sucked into the compressor 2, a radiator temperature sensor 46 that detects a refrigerant temperature (a radiator temperature TCI) of the radiator 4, a radiator pressure sensor 47 that detects a refrigerant pressure (a radiator pressure PCI) of the radiator 4, a heat absorber temperature sensor 48 that detects a refrigerant temperature (a heat absorber temperature Te) of the heat absorber 9, a heat absorber pressure sensor 49 that detects a refrigerant pressure of the heat absorber 9, an outdoor heat exchanger temperature sensor 54 that detects a refrigerant temperature (an outdoor heat exchanger temperature TXO) of an output of the outdoor heat exchanger 7, and an outdoor heat exchanger pressure sensor 56 that detects a refrigerant pressure (an outdoor heat exchanger pressure PXO) of the output of the outdoor heat exchanger 7.Further, an input of the heat pump regulator 32 is also connected to the corresponding outputs of the auxiliary heater temperature sensors 50Dr and 50As as a plurality of temperature sensors each detecting a temperature (an auxiliary heater temperature Tptc) of the auxiliary heater 23. In this case, the auxiliary heater temperature sensor 50Dr is mounted so as to be able to detect a temperature of the auxiliary heater 23 in the right (driver seat side) separated part by the partition wall. The auxiliary heater temperature sensor 50A is mounted so as to be capable of detecting a temperature of the auxiliary heater 23 at the left (passenger seat side) part.Further, an output of the heat pump regulator 32 is connected to the outdoor expansion valve 6, the indoor expansion valve 8, and the respective solenoid valves, the solenoid valve 30 (for re-heating), the solenoid valve 17 (for cooling), the solenoid valve 21 (for heating), and the solenoid valve 40 (for bypass), and is controlled by the heat pump regulator 32. Incidentally, the compressor 2 and the auxiliary heater 23 have controls installed therein, respectively, and the controls of the compressor 2 and the auxiliary heater 23 perform transmission and reception of data to and from the heat pump regulator 32 via the vehicle communication bus 65 and are controlled by the heat pump regulator 32.The heat pump controller 32 and the air conditioner controller 20 collectively perform transmission and reception of the data via the vehicle communication bus 65, and control the respective devices based on the outputs of the respective sensors and the settings input from the air conditioner operation part 53. However, in the present embodiment, an actual air volume Ga (an actual system air volume calculated by the air conditioner controller 20) of the air flowing into the outside air temperature sensor 33, the outlet pressure sensor 42, the speed sensor 52, and the air flow passage 3, the air volume ratios SWDr and SWAs (calculated by the air conditioner controller 20) are transmitted through the air mix doors 28Dr and 28As, the above room / outside air ratio RECrate (set by the air conditioner controller 20), and the output of the air conditioner operation part 53 from the air conditioner controller 20 to the heat pump controller 32 via the vehicle communication bus 65, and are capable of being provided for control by the heat pump controller 32.With the above constitution, an operation of the vehicle air conditioner 1 of the embodiment will be described next. In the embodiment, the control device 11 (the air conditioner controller 20 and the heat pump controller 32) changes and executes the respective operation modes of the heating mode, the dehumidifying and heating mode (dehumidifying mode), the dehumidifying and cooling mode, the cooling mode, the MAX cooling mode (maximum cooling mode), and the auxiliary heating mode. First, in each mode, a flow rate and control of the refrigerant will be described.(1) Heating modeWhen the heating mode is selected by the heat pump controller 32 (automatic operation) or a manual operation by the air conditioner operation part 53 (manual operation), the heat pump controller 32 opens the solenoid valve 21 (for heating) and closes the solenoid valve 17 (for cooling). The heat pump regulator 32 also opens the solenoid valve 30 (for reheating) and closes the solenoid valve 40 (for bypass). Subsequently, the heat pump regulator 32 operates the compressor 2, and the air conditioner regulator 20 operates the respective blowers 15 and 27, and each of the air mix doors 28Dr and 28As basically has a state in which all the air in the air flow passage 3 blown out from the indoor blower 27 and then flowing through the heat absorber 9 is guided through the auxiliary heater 23 and the radiator 4 in the heat exchange heating passage 3A, and an air volume is adjustable.Consequently, a high-temperature high-pressure gas refrigerant discharged from the compressor 2 flows from the refrigerant pipe 13G into the radiator 4 via the solenoid valve 30, and the air in the air flow passage 3 flows through the radiator 4, so that the air in the air flow passage 3 is heated by the high-temperature refrigerant in the radiator 4 (by the auxiliary heater 23 and the radiator 4 in operation of the auxiliary heater 23). On the other hand, the refrigerant in the radiator 4 has the heat absorbed by the air and is cooled to condense and liquify.The refrigerant liquefied in the radiator 4 flows out of the radiator 4 and then flows to the outdoor expansion valve 6 through the refrigerant line 13E. 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 the heat is raised (pumped) from the outside air bypassed by the traveling or the outdoor blower 15. In other words, the refrigerant circuit R functions as a heat pump. Then, the low-temperature refrigerant discharged from the outdoor heat exchanger 7 flows through the refrigerant line 13A, the solenoid valve 21, and the refrigerant line 13D, and flows from the refrigerant line 13C into the accumulator 12 to perform gas-liquid separation there, and thereafter, the gas refrigerant is sucked into the compressor 2, thereby repeating this cycle. The air heated by the radiator 4 (the auxiliary heater 23 and the radiator 4 when the auxiliary heater 23) is operated is blown out from the respective outlets 29A to 29C, thereby performing heating of the vehicle interior.The heat pump controller 32 calculates a target radiator pressure PCO (target radiator pressure PCI) from a target heater temperature TCO (target heater temperature TH to be described later) calculated from a target outlet temperature TAO by the air conditioner controller 20, and controls the rotational speed NC of the compressor 2 based on the target radiator pressure PCO and the refrigerant pressure (the radiator pressure PCI which is a high pressure of the refrigerant circuit R) of the radiator 4 detected by the radiator pressure sensor 47 to control the heating by the radiator 4. Further, the heat pump regulator 32 controls a valve position of the outdoor expansion valve 6 based on the refrigerant temperature (the radiator temperature TCI) of the radiator 4 detected by the radiator temperature sensor 46 and the radiator pressure PCI detected by the radiator pressure sensor 47, and controls a supercooling degree SC of the refrigerant at the outlet of the radiator 4 to a target supercooling degree TGSC which is a target value of the supercooling degree SC.In addition, the heat pump controller 32 controls the power supply of the auxiliary heater 23 when the heating power of the radiator 4 becomes lower than a heating power (required heating power TGQ) required for the vehicle interior air conditioning in the heating mode to supplement the shortage by the heat generation of the auxiliary heater 23. As a result, a comfortable heating of the vehicle interior is achieved and the icing of the exterior heat exchanger 7 is also suppressed. In this embodiment, since the auxiliary heater 23 is disposed on the air inflow side of the radiator 4, the air flowing through the air flow passage 3 flows through the auxiliary heater 23 in front of the radiator 4.In this case, the heat pump regulator 32 in the embodiment controls the turn-on of the auxiliary heater 23 on the assumption that an average value of a detection value TptcDr of the auxiliary heater temperature sensor 50Dr and a detection value TptcAs of the auxiliary heater temperature sensor 50As is the auxiliary heater temperature Tptc.(2) Dehumidifying and Heating Mode (Dehumidifying Mode)Subsequently, in the dehumidifying and heating mode as in the dehumidifying operation of the present invention, the heat pump regulator 32 opens the solenoid valve 17 and closes the solenoid valve 21, and further, the heat pump regulator 32 closes the solenoid valve 30 and opens the solenoid valve 40 and fully closes the valve position of the outdoor expansion valve 6. Subsequently, the heat pump regulator 32 operates the compressor 2, and the air conditioner regulator 20 operates the respective blowers 15 and 27, and each of the air mix doors 28Dr and 28As basically has a state in which all the air in the air flow passage 3 blown out from the indoor blower 27 and then flowing through the heat absorber 9 is guided through the auxiliary heater 23 and the radiator 4 in the heat exchange heating passage 3A, and also each air amount regulation is performed.Consequently, the high-temperature high-pressure gas refrigerant discharged from the compressor 2 into the refrigerant line 13G flows into the bypass line 35 without flowing to the radiator 4, and enters the refrigerant line 13E on the downstream side of the outdoor expansion valve 6 via the solenoid valve 40, At this time, since the outdoor expansion valve 6 is fully closed, the refrigerant flows into the outdoor heat exchanger 7, The refrigerant flowing into the outdoor heat exchanger 7 is cooled therein by the traveling or the outside air flowing through the outdoor blower 15 to condense. The refrigerant discharged from the outdoor heat exchanger 7 flows from the refrigerant line 13A through the solenoid valve 17 to successively flow into the receiver dryer section 14 and the supercooling section 16. The refrigerant is subcooled in this case.The refrigerant discharged from the supercooling portion 16 of the outdoor heat exchanger 7 enters the refrigerant line 13B and reaches the indoor expansion valve 8 via the internal heat exchanger 19, After the refrigerant is decompressed in the indoor expansion valve 8, the refrigerant flows into the heat absorber 9 to evaporate. The air blown out from the indoor blower 27 is cooled at this time by the heat absorbing operation, and the water in the air precipitates to adhere to the heat absorber 9, so that the air in the air flow channel 3 is cooled and dehumidified. The refrigerant evaporated in the heat absorber 9 flows through the internal heat exchanger 19 to the accumulator 12 via the refrigerant line 13C, and is drawn into the compressor 2 there, thereby repeating this cycle.At this time, since the valve position of the outdoor expansion valve 6 is fully closed, it is possible to suppress or prevent the disadvantage that the refrigerant discharged from the compressor 2 flows back from the outdoor expansion valve 6 into the radiator 4. Thereby, lowering of a refrigerant cycle amount is suppressed or eliminated to ensure air conditioning performance. Further, in the dehumidifying and heating mode, the heat pump regulator 32 supplies the auxiliary heater 23 with power for heat generation. Consequently, the air cooled and dehumidified in the heat absorber 9 is further heated and the temperature rises as it passes through the auxiliary heater 23, so that dehumidifying and heating of the vehicle interior is performed.The heat pump controller 32 controls the number of revolutions NC of the compressor 2 based on a temperature detected by the heat absorber temperature sensor 48 (the heat absorber temperature Te) of the heat absorber 9 and a target heat absorber temperature TEO as a target value of the heat absorber temperature Te calculated by the air conditioner controller 20, takes an average value of the detection value TptcDr of the auxiliary heater temperature sensor 50Dr and the detection value TptcAs of the auxiliary heater temperature sensor 50As as the auxiliary heater temperature Tptc, and controls the power supply (heating by heat generation) of the auxiliary heater 23 based on the auxiliary heater temperature Tptc detected by the auxiliary heater temperature sensor 50 and the target heater temperature TCO, whereby lowering of a temperature of the outlets 29A to 29C respectively into the vehicle compartment is prevented by the heating by the auxiliary heater 23, while cooling and dehumidifying the air by the heat absorber 9 is performed accordingly. Thus, it is possible to control the temperature of the air blown out into the vehicle interior to a suitable heating temperature when dehumidifying the air, and to achieve comfortable and efficient dehumidifying and heating of the vehicle interior.Incidentally, since the auxiliary heater 23 is disposed on the air upstream side of the radiator 4, the air heated in the auxiliary heater 23 flows through the radiator 4, but the refrigerant is not supplied into the radiator 4 in the dehumidifying and heating mode. Thus, there is also no disadvantage that the radiator 4 absorbs heat from the air heated by the auxiliary heater 23. That is, the temperature of the air blown out into the vehicle interior is suppressed from being lowered by the radiator 4, and a COP is also improved.(3) Dehumidifying and Cooling OperationSubsequently, in the dehumidifying and cooling operation, the heat pump regulator 32 opens the solenoid valve 17 and closes the solenoid valve 21, further, the heat pump regulator 32 opens the solenoid valve 30 and closes the solenoid valve 40, and then the heat pump regulator 32 operates the compressor 2, the air conditioner regulator 20 operates the respective blowers 15 and 27, and each of the air mix doors 28Dr and 28As basically has a state in which all the air in the air flow passage 3 blown out from the indoor blower 27 and then flowing through the heat absorber 9 is guided through the auxiliary heater 23 and the radiator 4 in the heat exchange heating passage 3A, and air amount regulation is also performed.Thus, the high-temperature high-pressure gas refrigerant discharged from the compressor 2 flows from the refrigerant piping system 13G into the radiator 4 via the solenoid valve 30, and since the air in the air flow passage 3 passes through the radiator 4, the air in the air flow passage 3 is heated by the high-temperature refrigerant in the radiator 4, while the refrigerant in the radiator 4 receives the heat received by the air and is cooled for condensation and liquefaction.The refrigerant discharged from the radiator 4 flows through the refrigerant line 13E to reach the outdoor expansion valve 6, and flows through the outdoor expansion valve 6 controlled to be slightly opened to flow into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 is cooled therein by the traveling or the outside air supplied by the outdoor blower 15. The refrigerant discharged from the outdoor heat exchanger 7 flows from the refrigerant line 13A through the solenoid valve 17 to successively flow into the receiver dryer section 14 and the supercooling section 16. The refrigerant is subcooled in this case.The refrigerant discharged from the supercooling portion 16 of the outdoor heat exchanger 7 enters the refrigerant line 13B and flows to the indoor expansion valve 8 through the internal heat exchanger 19, and 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 from the indoor blower 27 precipitates to adhere to the heat absorber 9 by the heat absorbing process at this time, so that the air is cooled and dehumidified.The refrigerant evaporated in the heat absorber 9 flows through the internal heat exchanger 19 to the accumulator 12 through the refrigerant line 13C and flows therethrough to be sucked into the compressor 2, thereby repeating this cycle. Since the heat pump regulator 32 does not supply current to the auxiliary heater 23 in the dehumidifying and cooling operation, the air cooled and dehumidified by the heat absorber 9 is reheated when passing through the radiator 4 (heating power is lower than that during heating). This results in the dehumidifying and cooling of the vehicle interior.The heat pump controller 32 controls the rotational speed NC of the compressor 2 depending on the temperature (the heat absorber temperature Te) of the heat absorber 9 detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO (transmitted from the air conditioner controller 20) as a target value. In addition, the heat pump regulator 32 calculates a target heater pressure PCO from the above-described target heater temperature TCO, and controls the valve position of the outdoor expansion valve 6 on the basis of the target radiator pressure PCO and the refrigerant pressure (the radiator pressure PCI, which is a high pressure of the refrigerant circuit R) of the radiator 4 detected by the radiator pressure sensor 47 to control the heating by the radiator 4.(4) Cooling ModeSubsequently, in the cooling operation, the heat pump regulator 32 fully opens the valve position of the outdoor expansion valve 6 in the above state of the dehumidifying and cooling operation. Then, the heat pump regulator 32 operates the compressor 2 and does not perform the turning-on of the auxiliary heater 23. The air conditioner controller 20 controls the respective blowers 15 and 27, and each of the air mix doors 28Dr and 28As has a state of setting a ratio at which the air in the air flow passage 3, which is blown out from the indoor blower 27 and passed through the heat absorber 9, is to be passed through the auxiliary heater 23 and the radiator 4 in the heat exchange heating passage 3A.Consequently, the high-temperature high-pressure gas refrigerant discharged from the compressor 2 flows from the refrigerant line 13G into the radiator 4 through the solenoid valve 30, and the refrigerant discharged from the radiator 4 flows to the outdoor expansion valve 6 through the refrigerant line 13E. At this time, the outdoor expansion valve 6 is fully opened, so that the refrigerant flows and as it is flows into the outdoor heat exchanger 7, where the refrigerant therein is air-cooled by the traveling or the outside air by the outdoor blower 15 to condense and liquify. The refrigerant discharged from the outdoor heat exchanger 7 flows from the refrigerant line 13A through the solenoid valve 17 to successively flow into the receiver dryer section 14 and the supercooling section 16. The refrigerant is subcooled in this case.The refrigerant discharged from the supercooling portion 16 of the outdoor heat exchanger 7 enters the refrigerant line 13B and reaches the indoor expansion valve 8 via the internal heat exchanger 19, and the refrigerant is decompressed in the indoor expansion valve 8, and then flows into the heat absorber 9 to evaporate. The air blown out from the indoor blower 27 is cooled at this time by the heat absorbing operation. Further, the water precipitates in the air to adhere to the heat absorber 9.The refrigerant evaporated in the heat absorber 9 flows through the internal heat exchanger 19 to the accumulator 12 through the refrigerant line 13C and flows therethrough to be sucked into the compressor 2, thereby repeating this cycle. The air cooled and dehumidified in the heat absorber 9 is blown out from the respective outlets 29A to 29C into the vehicle interior (a part thereof passes through the radiator 4 for heat exchange), thereby performing cooling of the vehicle interior. Further, in this cooling mode, the heat pump controller 32 controls the number of revolutions NC of the compressor 2 based on the temperature (the heat absorber temperature Te) of the heat absorber 9 detected by the heat absorber temperature sensor 48, and the above-described target heat absorber temperature TEO is its target value.(5) MAX cooling mode (Maximum cooling mode)Subsequently, in the MAX cooling mode as the maximum cooling mode, the heat pump regulator 32 opens the solenoid valve 17 and closes the solenoid valve 21, and further, the heat pump regulator 32 closes the solenoid valve 30 and opens the solenoid valve 40 and fully closes the valve position of the outdoor expansion valve 6. Then, the heat pump regulator 32 operates the compressor 2 and does not perform the turning-on of the auxiliary heater 23. The air conditioner controller 20 controls the respective blowers 15 and 27, and each of the air mix doors 28Dr and 28As has a state of setting a ratio at which the air in the air flow passage 3, which is blown out from the indoor blower 27 and passed through the heat absorber 9, is to be passed through the auxiliary heater 23 and the radiator 4 in the heat exchange heating passage 3A.Thus, the high-temperature high-pressure gas refrigerant discharged from the compressor 2 into the refrigerant line 13G flows into the bypass line 35 without flowing to the radiator 4, and enters the refrigerant line 13E on the downstream side of the outdoor expansion valve 6 via the solenoid valve 40, At this time, since the outdoor expansion valve 6 is fully closed, the refrigerant flows into the outdoor heat exchanger 7, The refrigerant flowing into the outdoor heat exchanger 7 is air-cooled therein by the travel or the outside air flowing through the outdoor blower 15 to condense. The refrigerant discharged from the outdoor heat exchanger 7 flows from the refrigerant line 13A through the solenoid valve 17 to successively flow into the receiver dryer section 14 and the supercooling section 16. The refrigerant is subcooled in this case.The refrigerant discharged from the supercooling portion 16 of the outdoor heat exchanger 7 enters the refrigerant line 13B and reaches the indoor expansion valve 8 via the internal heat exchanger 19, and the refrigerant is decompressed in the indoor expansion valve 8, and then flows into the heat absorber 9 to evaporate. The air blown out from the indoor blower 27 is cooled at this time by the heat absorbing operation. Since the water in the air precipitates to adhere to the heat absorber 9, the air in the air flow channel 3 is dehumidified. A cycle is repeated in which the refrigerant evaporated in the heat absorber 9 flows through the internal heat exchanger 19 to reach the accumulator 12 via the refrigerant line 13C, and flows there to be sucked into the compressor 2. At this time, since the outdoor expansion valve 6 is fully closed, it is possible to also suppress or prevent the disadvantage that the refrigerant discharged from the compressor 2 flows back from the outdoor expansion valve 6 to the radiator 4. Thus, lowering of a refrigerant cycle amount is suppressed or eliminated to ensure air conditioning performance.Here, since the high temperature refrigerant flows into the radiator 4 in the above-described cooling mode, direct heat conduction from the radiator 4 to the HVAC system 10 is not insignificant, but since the refrigerant does not flow into the radiator 4 in the MAX cooling mode, the air in the air flow channel 3 is not heated by the heat absorber 9 by the heat transferred from the radiator 4 to the HVAC system 10. Therefore, the strong cooling of the vehicle interior is performed, and in such an environment that the outside air temperature Tam is high in particular, the vehicle interior is rapidly cooled to enable comfortable vehicle interior air conditioning. Further, also in the MAX cooling mode, the heat pump controller 32 controls the rotational speed NC of the compressor 2 based on the temperature (the heat absorber temperature Te) of the heat absorber 9 detected by the heat absorber temperature sensor 48, and the above-described target heat absorber temperature TEO is its target value.(6) Additional heating: individual operationIncidentally, the control device 11 of the embodiment has a single auxiliary heater mode which stops the compressor 2 and the outdoor blower 15 in the refrigerant circuit R in cases such as excessive frost in the outdoor heat exchanger 7, etc., and activates the auxiliary heater 23 for heating the vehicle interior only by the auxiliary heater 23. Also in this case, the heat pump regulator 32 takes an average value of the detection value TptcDr of the auxiliary heater temperature sensor 50Dr and the detection value TptcAs of the auxiliary heater temperature sensor 50As as the auxiliary heater temperature Tptc, and controls the turn-on (heat generation) of the auxiliary heater 23 based on the auxiliary heater temperature Tptc and the target heater temperature TCO described above.Further, the air conditioner controller 20 operates the indoor blower 27, and each of the air mix doors 28Dr and 28As has the state of passing the air in the air flow passage 3 blown out from the indoor blower 27 through the auxiliary heater 23 of the heat exchange heating passage 3A for adjusting an air volume. The air heated by the auxiliary heater 23 is blown out from the respective outlets 29A to 29C into the vehicle interior, and thus the heating of the vehicle interior is performed.(7) Mode ChangeThe air conditioner controller 20 calculates the aforementioned target outlet temperature TAO from the following equation (I). The target outlet temperature TAO is a target value for the temperature of the air blown out into the vehicle compartment, where Tset is a predetermined temperature of the vehicle compartment set by the air conditioner operation part 53, Tin is an interior air temperature detected by the interior air temperature sensor 37, K is a coefficient, and Tbal is a compensation value calculated from the predetermined value Tset, the 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. Further, generally, the lower the outside air temperature Tam, the higher the target outlet temperature TAO becomes, and the target outlet temperature TAO is lowered as the outside air temperature Tam rises.The heat pump controller 32 selects any one of the above respective operation modes on the basis of the outside air temperature Tam (detected by the outside air temperature sensor 33) and the target outlet temperature TAO transmitted from the air conditioner controller 20 via the vehicle communication bus 65 at startup, and transmits the respective operation modes to the air conditioner controller 20 via the vehicle communication bus 65, Further, after startup, the heat pump controller 32 changes the respective operation modes on the basis of parameters such as the outside air temperature Tam, the humidity of the vehicle interior, the target outlet temperature TAO, a heating temperature TH to be described later (a temperature of the air on the leeward side of the radiator 4 that is an estimated value), the target heating temperature TCO, the heat absorber temperature Te, the target heat absorber temperature TEO, the presence or absence of a dehumidifying request for the vehicle interior, etc., and thereby changes according to the heating mode, the dehumidifying and heating mode, the dehumidifying and cooling mode, the cooling mode, the MAX cooling mode, and the single mode of the auxiliary heater according to environmental conditions or the need of the dehumidifying request to control the temperature of the air blown out into the vehicle interior to the target outlet temperature TAO so as to achieve a comfortable and efficient vehicle interior air conditioning. Incidentally, the transition of the control from the dehumidifying and heating mode to the heating mode will be described in detail later.Here, the above heating temperature TH is a temperature of the air on the leeward side of the radiator 4. the heat pump controller 32 estimates the heating temperature TH from a first-order lag calculation formula (II) shown below: wherein INTL1 is a calculation period (constant), Tau1 is a time constant of a first-order lag, TH0 is a steady value of the heating temperature TH in a steady state before a first-order lag calculation, and THz is a previous value of the heating temperature TH. The heating temperature TH thus detected makes it unnecessary to provide a special temperature sensor. Further, the heat pump controller 32 changes the above time constant Tau1 and the steady value TH0 according to the above modes, thereby making the above-described estimation formula (II) different depending on the mode for estimating the heating temperature TH. Subsequently, the heating temperature TH is transmitted to the air conditioner controller 20 via the vehicle communication bus 65.(8) Transition Control from Dehumidifying and Heating Mode to Heating Mode Based on Heat Absorber Intake Air Temperature TevainNext, the transition of the control from the dehumidifying and heating mode to the heating mode by the heat pump regulator 32 will be described with reference to FIG. 4. In the present invention, the heat pump controller 32 performs the transition control from the dehumidifying and heating mode to the heating mode based on the temperature (the heat absorber intake air temperature Tevain) of the air flowing into the heat absorber 9 and the heat absorber target temperature TEO.(8-1) Estimation (calculation) of Heat Absorber Intake Air Temperature TevainIn the present embodiment, since no temperature sensor for detecting the temperature of the air flowing into the heat absorber 9 is provided, the heat pump controller 32 estimates the heat absorber intake air temperature Tevain using the above-mentioned room / outside air ratio RECrate. First, estimation (calculation) of the heat absorber intake air temperature Tevain will be described.In the embodiment, when the ratio (room / outside air ratio RECrate) between outside air and room air in the air to be guided through the air flow passage 3 is changed, the temperature (the heat absorber intake air temperature Tevain) of the air flowing into the heat absorber 9 changes. Thus, the heat pump controller 32 calculates and estimates the heat absorber intake air temperature Tevain according to the following formulas (III) and (IV) based on the room / outside air ratio RECrate, where INTL2 is a calculation period (constant), Tau2 is a time constant of a first-order lag, Tevain0 is a steady value of the heat absorber intake air temperature Tevain in a steady state before a first-order lag calculation, and Tevainz is a previous value of the heat absorber intake air temperature Tevain. Further, Tam is an outside air temperature, Tin is an inside air temperature, E1 is a setting error (correction term) accompanying a structural change of the variable-capacity damper 26 and a change of its stop position, and H1 is a heat amount absorbed by the inside fan 27 (an air amount heated by the inside fan 27 operated for heat generation: offset).(8-2) Transition from Dehumidifying and Heating Mode to Heating ModeHere, as described above, in the dehumidifying and heating mode, the auxiliary heater 23 is caused to heat generation and the air cooled (dehumidified) by the heat absorber 9 is heated, thereby degrading the efficiency as compared with the heating mode. On the other hand, when the temperature (heat absorber intake air temperature Tevain) of the air flowing into the heat absorber 9 is lower than the heat absorber target temperature TEO, it is not actually necessary to dehumidify the vehicle interior through the heat absorber 9.Thus, the heat pump controller 32 performs the switching from the dehumidifying and heating mode to the heating mode based on the heat absorber intake air temperature Tevain and the heat absorber target temperature TEO calculated as described above. Specifically, this will be described with reference to FIG. 4. To describe the control of switching from the dehumidifying and heating mode to the heating mode by the heat pump controller 32 as illustrated, FIG. 4 shows changes in the target value (target rotational speed) of the rotational speed NC of the compressor 2, the heat absorber temperature Te, the heat absorber target temperature TEO, and the heat absorber intake air temperature Tevain when switching from the dehumidifying and heating mode to the heating mode.In the dehumidifying and heating mode, as described above, the heat pump controller 32 controls the rotational speed NC of the compressor 2 depending on the heat absorber temperature Te and the heat absorber target temperature TEO. When the ratio of room / outside air RECrate is changed by the suction change door 26 during the dehumidifying and heating mode, the temperature of the heat absorber Te starts to gradually decrease, but the temperature of the suction air of the heat absorber Tevain suddenly decreases.Then, assuming that the lowering of the heat absorber intake air temperature Tevain is lowered by more than a temperature (TEO-α) that is lowered by a predetermined value α more than the heat absorber target temperature TEO at time t 1 of FIG. 4, the heat pump controller 32 counts a timer from that time. Incidentally, when the heat absorber temperature Te is thereafter reduced and lowered more than the heat absorber target temperature TEO, the heat pump regulator 32 stops the compressor 2 (OFF) from the operation state (ON). Then, when Tevain<(TEO-α) is reached at time t 1 and its state continues for a predetermined time T 1, the heat pump regulator 32 switches the operation mode from the dehumidifying and heating mode to the heating mode.That is, in the present invention, when the state (Tevain<(TEO-α)) in which the heat absorber intake air temperature Tevain is lowered more than the target value of the heat absorber temperature TEO-a predetermined value α in the dehumidifying and heating mode for the predetermined time T 1, the heat pump regulator 32 judges dehumidifying the vehicle interior to be unnecessary and switches the operation mode to the heating mode.Incidentally, thereafter, when a state in which the heat absorber temperature Te becomes higher than the heat absorber target temperature TEO+a predetermined value β (TEO+β) continues for the predetermined time T 1, the heat pump controller 32 switches the heating mode to the dehumidifying and heating mode when an operation button (A / C button) of the vehicle air conditioner 1 provided in the air conditioner operation part 53 is turned on (there is a request for dehumidifying in the vehicle interior).Thus, in the present invention, the heat pump regulator 32 changes the dehumidifying and heating mode (dehumidifying operation) to the heating mode due to the fact that the heat absorber intake air temperature Tevain as the temperature of the air flowing into the heat absorber 9 has become lower than the heat absorber target temperature TEO as the target value of the heat absorber temperature Te. Therefore, even if the heat absorber temperature Te does not lower below the heat absorber target temperature TEO as in the prior art, the dehumidifying and heating mode is switched to the heating mode, and the heat absorber intake air temperature Tevain is lowered more than the heat absorber target temperature TEO.Thus, it is possible to determine earlier than in the related art that the dehumidifying in the vehicle interior is unnecessary and to achieve a timely transition from the dehumidifying and heating mode poor in the operation efficiency to the heating mode in which the operation efficiency becomes good, thereby enabling a reduction in power consumption. This is very suitable in particular for the vehicle air conditioning system 1 driven by the battery.In particular, in this embodiment, since the heat pump regulator 32 makes the transition from the dehumidifying and heating mode to the heating mode in the state where the heat absorber intake air temperature Tevain decreases below the heat absorber target temperature TEO-a predetermined value α (Tevain<TEO-α), is continued for the predetermined time T 1, the heat pump regulator 32 is capable of appropriately making the transition from the dehumidifying and heating mode to the heating mode.In the embodiment, since the heat absorber intake air temperature Tevain is estimated based on the ratio (the room / outside air ratio RECrate) between outside and inside air set by the alternate-intake door 26, the heat pump regulator 32 is capable of estimating the heat absorber intake air temperature Tevain and making the transition from the dehumidifying and heating mode to the heating mode without a special temperature sensor.Here, when the ratio (the room / outside air ratio RECrate) between outside and room air is changed, it takes some time for the heat absorber intake air temperature Tevain to be affected. That is, the heat absorber intake air temperature Tevain does not change immediately even if the ratio between outside air and room air changes. However, since the heat pump regulator 32 in the embodiment calculates the heat absorber intake air temperature Tevain from the ratio of outside and room air by the first-order lag calculation, the heat pump regulator is capable of performing the transition from the dehumidifying and heating mode to the heating mode according to the actual change in the heat absorber intake air temperature Tevain.Further, in the embodiment, since the heat pump regulator 32 corrects the heat absorber intake air temperature Tevain on the basis of the heat reception amount H 1 from the indoor blower 27 and the adjustment error E 1 in the snap damper 26, the heat pump regulator is capable of more accurately estimating the heat absorber intake air temperature Tevain.Incidentally, in the aforementioned embodiment, the heat absorber intake air temperature Tevain is corrected based on both the heat receiving amount H 1 from the indoor blower 27 and the adjustment error E 1 of the exhaust damper 26, but is not limited thereto. The heat absorber intake air temperature Tevain can be corrected with either of these two values.Moreover, in the embodiment, the heat absorber intake air temperature Tevain is estimated from the ratio (the room / outside air ratio RECrate) between outside and room air. However, when a heat absorber intake temperature sensor 71 that detects a heat absorber intake air temperature Tevain on the air inlet side of the heat absorber 9 is provided, as indicated by a broken line in FIG. 2, the transition control from the dehumidifying and heating mode to the heating mode may be performed based on the heat absorber intake air temperature Tevain detected by the heat absorber intake temperature sensor 71.[Embodiment 2]Next, FIG. 5 is a basic view of a vehicle air conditioner 1 of another embodiment to which the present invention is applied. Incidentally, in this drawing, components denoted by the same reference numerals as in FIG. 1 have the same or similar function. In the case of the present embodiment, an output of a supercooling portion 16 is connected to a check valve 18. An outlet of the check valve 18 is connected to a refrigerant line 13B. Incidentally, the check valve 18 has a refrigerant line 13B side (an indoor expansion valve 8 side) serving as a forward running direction.Further, a refrigerant line 13E on an outlet side of a radiator 4 branches off before an outdoor expansion valve 6, and this branching refrigerant line 13F (hereinafter referred to as bypass circuit) communicates and connects via a solenoid valve 22 (for dehumidification) to a refrigerant line 13B on the downstream side of the check valve 18 In addition, an evaporation pressure control valve 70 is connected to a refrigerant line 13C on the outlet side of a heat absorber 9, on the refrigerant outflow side of an internal heat exchanger 19, and on the refrigerant inflow side as a connection point to a refrigerant line 13D.Subsequently, these solenoid valve 22 and the evaporation pressure control valve 70 are also controlled by being connected to an output of a heat pump regulator 32. Incidentally, the bypass device 45 consisting of the bypass line 35, the solenoid valve 30, and the solenoid valve 40 in FIG. 1 of the aforementioned embodiment is not provided. Since others are similar to those in FIG. 1, their description will be omitted.With the above configuration, an operation of the vehicle air conditioner 1 of this embodiment will be described. In this embodiment, the heat pump regulator 32 changes and executes the respective operation modes of a heating mode, a dehumidifying and heating mode, an internal cycle mode, a dehumidifying and cooling mode, a cooling mode, and an auxiliary heating mode (a MAX cooling mode does not exist in this embodiment).Incidentally, since the operation and a flow rate of a refrigerant when selecting the heating mode, the dehumidifying and cooling mode, and the cooling mode, and the single mode of the auxiliary heater are similar to those in the above-described embodiment (Embodiment 1), the description thereof will be omitted. However, in the present embodiment (Embodiment 2), it is assumed that the solenoid valve 22 is closed in these heating operation, dehumidifying and cooling operation, and cooling operation.(9) Dehumidifying and heating operation of the vehicle air conditioner 1 in FIG. 5 (dehumidifying operation)On the other hand, when the dehumidifying and heating mode is selected as the dehumidifying mode in this case, the heat pump regulator 32 opens a solenoid valve 21 (for heating) and closes a solenoid valve 17 (for cooling) in this embodiment (embodiment 2). In addition, the heat pump regulator 32 opens the solenoid valve 22 (for dehumidifying). Subsequently, the heat pump regulator 32 operates a compressor 2, and an air conditioner regulator 20 operates the respective blowers 15 and 27, and an air mix door 28 has substantially the state of passing all air in an air flow passage 3 blown out from the indoor blower 27 and then flowing through the heat absorber 9 through an auxiliary heater 23 and a radiator 4 in a heat exchange heating passage 3A, but also performing an air amount adjustment.Consequently, a high-temperature high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4 from a refrigerant line 13G. Since the air in the air flow passage 3 flowing into the heat exchange heating passage 3A flows through the radiator 4, the air in the air flow passage 3 is heated by the high-temperature refrigerant in the radiator 4, while the refrigerant in the radiator 4 has the heat absorbed by the air and is cooled for compression and liquefaction.The refrigerant liquefied in the radiator 4 flows out of the radiator 4 and then passes through the refrigerant line 13E to the outdoor expansion valve 6, the refrigerant flowing into the outdoor expansion valve 6 is decompressed therein, and then flows into an outdoor heat exchanger 7, the refrigerant flowing into the outdoor heat exchanger 7 evaporates, and the heat is increased from the outside air bypassed in traveling or by the outdoor blower 15. In other words, a refrigerant circuit R functions as a heat pump. Subsequently, a cycle is repeated in which the low-temperature refrigerant discharged from the outdoor heat exchanger 7 flows from the refrigerant line 13C into a reservoir 12 via a refrigerant line 13A, the solenoid valve 21, and the refrigerant line 13D, where it is subjected to gas-liquid separation, and then the gas refrigerant is sucked into the compressor 2.Further, a part of the condensed refrigerant flowing through the radiator 4 to the refrigerant line 13E is dispersed and flows through the solenoid valve 22 to pass from the bypass circuit 13F and the refrigerant line 13B to the indoor expansion valve 8 via the internal heat exchanger 19. The refrigerant is decompressed by the indoor expansion valve 8, and then flows into the heat absorber 9 to evaporate. The water in the air blown out from the indoor blower 27 precipitates to the heat absorber 9 by a heat absorbing operation at this time, so that the air is cooled and dehumidified.A cycle is repeated in which the refrigerant evaporated in the heat absorber 9 from the refrigerant line 13C is successively joined with the refrigerant from the refrigerant line 13D through the internal heat exchanger 19 and the evaporation pressure control valve 70, and is drawn into the compressor 2 via the accumulator 12. The air dehumidified in the heat absorber 9 is reheated when flowing through the radiator 4, thereby performing dehumidifying and heating of the vehicle interior.The air conditioner controller 20 transmits a target heater temperature TCO (a target heater temperature TH) calculated from a target discharge temperature TAO to the heat pump controller 32. the heat pump controller 32 controls the rotational speed NC of the compressor 2 depending on a heat absorber temperature Te and a heat absorber target temperature TEO. Further, the heat pump controller 32 controls a valve position of the outdoor expansion valve 6 depending on the heat absorber temperature Te and the heat absorber target temperature TEO. In addition, (to increase a flow path) / closes (to flow little refrigerant), the heat pump regulator 32 opens / closes the vaporization pressure regulating valve 70 based on the heat absorber temperature Te to prevent the inconvenience that the heat absorber 9 freezes due to an excessive temperature drop.(10) Internal Cycle Mode of Vehicle Air Conditioner 1 of FIG. 5Further, in the internal cycle mode, the heat pump regulator 32 fully closes the outdoor expansion valve 6 in the state of the above dehumidifying and heating mode (fully closed position) and closes the solenoid valve 21, and with the closing of the outdoor expansion valve 6 and the solenoid valve 21, the refrigerant is prevented from entering the outdoor heat exchanger 7 and the refrigerant is prevented from exiting the outdoor heat exchanger 7, and thus the condensed refrigerant flowing through the radiator 4 into the refrigerant line 13E flows through the solenoid valve 22 into the bypass cycle 13F. The refrigerant flowing through the bypass circuit 13F then reaches the indoor expansion valve 8 from the refrigerant line 13B through the internal heat exchanger 19, and the refrigerant is decompressed by the indoor expansion valve 8, and then flows into the heat absorber 9 to evaporate. The water in the air blown out from the indoor blower 27 precipitates to the heat absorber 9 by a heat absorbing operation at this time, so that the air is cooled and dehumidified.A cycle is repeated in which the refrigerant evaporated in the heat absorber 9 flows into the refrigerant line 13C sequentially via the internal heat exchanger 19 and the evaporation pressure control valve 70, and is drawn into the compressor 2 via the accumulator 12. The air dehumidified in the heat absorber 9 is reheated when flowing through the radiator 4, thereby performing dehumidifying and heating of the vehicle interior. However, since the refrigerant is circulated between the radiator 4 (heat radiation) and the heat absorber 9 (heat absorption) located on the inner side in the air flow passage 3 in the internal cycle operation, the raising of heat from the outside air is not performed, and a heating power corresponding to the power consumption of the compressor 2 is displayed. Since the whole amount of refrigerant flows through the heat absorber 9, which is a dehumidifying operation, a dehumidifying ability is high compared to the above dehumidifying and heating mode, but the heating power becomes low. The control of the compressor 2 by the heat pump regulator 32 is similar to that in the dehumidifying and heating mode.Then, as in (8) of the aforementioned embodiment (Embodiment 1), in this embodiment as well, the dehumidifying and heating mode is switched to the heating mode when the heat pump regulator 32 is switched from the dehumidifying and heating mode to the heating mode because the heat absorber intake air temperature Tevain as the temperature of the air flowing into the heat absorber 9 has become lower than the heat absorber target temperature TEO as the target value of the heat absorber temperature Te, the heat absorber intake air temperature Tevain is lowered by more than the heat absorber target temperature TEO even if the heat absorber temperature Te is not lowered below the heat absorber target temperature TEO as in the prior art.Thus, it is possible to determine that dehumidification in the vehicle interior is not necessary earlier than in the related art, and to achieve a timely transition from the dehumidification and heating mode with poor operation efficiency to the heating mode with good operation efficiency, thereby reducing power consumption.Incidentally, in each of the above-described embodiments, this invention has been applied to the vehicle air conditioner 1 capable of dehumidifying the vehicle interior in the dehumidifying and heating mode, the dehumidifying and cooling mode, the internal circulation mode, and so on, but is not limited thereto. The present invention can be carried out only with the dehumidifying and heating mode as the dehumidifying mode. Further, the parameters, numerical values, and the like used for the control shown in each embodiment are not limited thereto, and should be selected / set according to a device to be applied in the scope not deviating from the spirit of this invention.Excerpt from the reference symbols1 Vehicle air conditioner 2 compressor 3 air flow passage 4 radiator 6 outdoor expansion valve 7 outdoor heat exchanger 8 indoor expansion valve 9 heat absorber 10 HVAC system 11 controller 20 air conditioner controller 23 auxiliary heater (auxiliary heater) 25A outdoor air suction port 25B room air suction port 26 suction change damper 27 indoor blower (fan) 32 heat pump controller 45 bypass device 48 heat absorber temperature sensor R refrigerant circuit.

Claims

A vehicle air conditioner (1) comprising: a compressor (2) for compressing a refrigerant; an air flow passage (3) through which the air to be supplied to a vehicle interior flows; a heat absorber (9) for letting the refrigerant absorb heat, thereby cooling the air to be supplied from the air flow passage (3) to the vehicle interior; a radiator (4) disposed on a leeward side of the heat absorber (9) for flowing the air in the air flow passage (3) for letting the refrigerant radiate heat, thereby heating the air to be supplied from the air flow passage (3) to the vehicle interior; an outdoor heat exchanger (7) disposed outside the vehicle interior; an auxiliary heater (23) for heating the air supplied from the air flow passage (3) to the vehicle interior; and a controller (11), wherein the control device (11) is configured to change and execute a heating mode to let the refrigerant discharged from the compressor (2) radiate heat in the radiator (4), decompress the refrigerant from which the heat has been radiated and then let the refrigerant absorb heat in the outdoor heat exchanger (7), and a dehumidifying mode to let the refrigerant discharged from the compressor (2) flow into the outdoor heat exchanger (7) without flowing to the radiator (4) to radiate heat there, decompress the refrigerant from which the heat has been radiated and then let the refrigerant absorb heat in the heat absorber (9) and let the auxiliary heater (23) generate heat, wherein the control device (11) is configured to, based on a decrease in a heat absorber intake air temperature Tevain, which is a temperature of air flowing into the heat absorber (9) to switch more than a target heat absorber temperature TEO that is a target value of a temperature Te of the heat absorber (9) from the dehumidifying mode to the heating mode.A vehicle air conditioner (1) comprising: a compressor (2) for compressing a refrigerant; an air flow channel (3) through which the air to be supplied to a vehicle interior flows; a heat absorber (9) for letting the refrigerant absorb heat, thereby cooling the air to be supplied from the air flow channel (3) to the vehicle interior; a radiator (4) disposed on a leeward side of the heat absorber (9) for flowing the air in the air flow channel (3) for letting the refrigerant radiate heat, thereby heating the air to be supplied from the air flow channel (3) to the vehicle interior; an outdoor heat exchanger (7) disposed outside the vehicle interior; and a controller (11), wherein the controller (11) is configured to a heating mode, in order to let the refrigerant discharged from the compressor (2) radiate heat in the radiator (4), decompress the refrigerant from which the heat has been radiated and then let the refrigerant absorb heat in the outdoor heat exchanger (7), and change and execute a dehumidifying mode to let the refrigerant discharged from the compressor (2) radiate heat into the radiator (4), decompress the refrigerant from which the heat has been radiated and then let the refrigerant flow into the heat absorber (9) and the outdoor heat exchanger (7) to absorb heat, wherein the control device (11) is configured to, based on a decrease in a heat absorber intake air temperature Tevain, which is a temperature of the air flowing into the heat absorber (9), by switching more than a heat absorber target temperature TEO, which is a target value of a temperature Te of the heat absorber (9), from the dehumidifying mode to the heating mode.The vehicle air conditioner (1) according to claim 1 or 2, wherein the control device (11) is configured to switch from the dehumidifying mode to the heating mode when a state (Tevain<TEO-α) in which the heat absorber intake air temperature Tevain becomes lower than the heat absorber target temperature TEO - a predetermined value α is continued for a predetermined time T1.The vehicle air conditioner (1) according to any one of claims 1 to 3, comprising a suction change door (26) that can adjust the ratio between the outside air flowing into the air flow passage (3) and the inside air that is the air of the vehicle interior, wherein the controller (11) is configured to estimate the heat absorber intake air temperature Tevain based on the ratio between the outside air and the room air adjusted by the suction change door (26).The vehicle air conditioner (1) according to claim 4, wherein the controller (11) is configured to calculate the heat absorber intake air temperature Tevain by a first-order lag calculation based on the ratio between the outside air and the inside air.The vehicle air conditioner (1) according to claim 4 or 5, comprising an indoor blower (27) that draws and blows out the air guided by the snap door (26) to the heat absorber (9), wherein the controller (11) is configured to correct the heat absorber intake air temperature Tevain on the basis of a heat reception amount H1 from the indoor blower (27) and / or a setting error E1 in the snap door (26).The vehicle air conditioner (1) according to any one of claims 1 to 3, comprising a temperature sensor (71) that detects the heat absorber intake air temperature Tevain.

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