JP2014159204A - Air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an air conditioner for a vehicle which reduces the air quantity of air conditioned wind while inhibiting the deterioration of comfort, secures the comfort in a passenger compartment, and extends an idling stop period.SOLUTION: An air conditioner 10 is mounted on a vehicle including an idling stop (IS) function and includes: a blower fan 12 which blows air conditioned wind into a passenger compartment R; and a battery 29 which is charged by a vehicle power source and supplies electric power to the blower fan; and an air conditioner ECU 25 which determines a comfort level for occupants in the passenger compartment and makes adjustments so as to limit the air quantity of the blower fan on the basis of a determination result of the comfort level when the idling stop is carried out.

Description

  The present invention relates to an air conditioner for a vehicle having an idling stop function, and more particularly to air conditioning control in a vehicle compartment during an idling stop execution period.

In recent years, vehicles have been required to improve environmental performance and fuel efficiency, and in vehicles that run with the driving force of an internal combustion engine, a vehicle type equipped with an idling stop function that temporarily stops the internal combustion engine has become widespread. Yes.
In general, an air conditioner mounted on this type of vehicle continues to operate in order to maintain the comfort of the passenger compartment even during the idling stop execution period. Since the circulating pump of the cooling water is stopped, the temperature of the conditioned air tends to change and the cooling performance and the heating performance tend to deteriorate.
For this reason, in Patent Document 1, the air volume of the air-conditioning air is uniformly reduced during the idling stop, thereby suppressing the temperature rise of the evaporator that cools the air-conditioning air (the temperature change of the air-conditioning air) and the air conditioning performance over a long period of time. It has been proposed to maintain.

JP 2002-192933 A

However, in the vehicle air conditioner described in Patent Document 1, since the air volume of the conditioned air during idling stop is uniformly limited, for example, between the current room air temperature in the passenger compartment and the target room air temperature. Despite the large deviation, the air volume of the conditioned air may be suppressed and comfort may be impaired.
Specifically, when the air temperature in the passenger compartment is higher than the comfortable environment and the airflow of the air-conditioning air is suppressed, it feels excessively hot. In this case, there is a possibility that the idling stop is canceled automatically or manually and the internal combustion engine is restarted.
Therefore, the present invention provides a vehicle air conditioner that achieves both the comfort of the passenger compartment and the extension of the idling stop period by realizing a reduction in the amount of air-conditioning air while suppressing a decrease in comfort. The purpose is to do.

  According to a first aspect of the invention relating to a vehicle air conditioner that solves the above-described problem, the internal combustion engine is stopped when a preset stop condition is satisfied, and the internal combustion engine is restarted when a preset restart condition is satisfied. A vehicle-mounted air conditioning apparatus having an idling stop execution function that starts, a blower fan that blows conditioned air into a vehicle interior, a battery that is charged by driving the internal combustion engine and supplies power to the blower fan, A comfort level determination unit that determines a comfort level for an occupant in the passenger compartment, and an amount of air blown by the blower fan based on a determination result of the comfort level determined by the comfort level determination unit during execution of the idling stop An air volume adjusting unit for adjusting the air flow.

According to a second aspect of the invention relating to a vehicle air conditioner that solves the above problem, in addition to the specific matter of the above aspect, the air volume adjustment unit is determined by the comfort level determination unit when the idling stop is performed during cooling. If the resulting comfort level is low, an adjustment is made to maintain the air volume before and after the idling stop is performed at an equivalent level.
According to a third aspect of the invention relating to a vehicle air conditioner that solves the above problem, in addition to the specific matters of the above aspect, the air volume adjustment unit is determined by the comfort level determination unit when executing the idling stop during cooling. When the comfort level is high, the air volume is adjusted to be smaller than before the idling stop is executed.

According to a fourth aspect of the invention relating to a vehicle air conditioner that solves the above problem, in addition to the specific matters of the above aspect, the air volume adjustment unit is determined by the comfort level determination unit during execution of the idling stop during heating. If the resulting comfort level is high, an adjustment is made to maintain the air volume before and after execution of the idling stop at an equivalent level.
According to a fifth aspect of the invention relating to a vehicle air conditioner that solves the above problem, in addition to the specific matters of the above aspect, the air volume adjustment unit is determined by the comfort level determination unit when the idling stop is performed during heating. When the comfort level is low, the air volume is adjusted to be smaller than before the idling stop is executed.

  In a sixth aspect of the invention relating to a vehicle air conditioner that solves the above-described problem, in addition to the specific matters of the above aspect, the air volume adjustment unit is configured such that the relative adjustment amount of the air volume with respect to the comfort level is lower than that during heating. The inside is set to be smaller.

  As described above, according to the first aspect of the present invention, the conditioned air during idling stop can adjust the air volume according to the determination result of the comfort level. Therefore, it is possible to avoid the loss of comfort by suppressing the air volume uniformly, and it is possible to avoid the release of the idling stop by appropriately suppressing the air volume and suppressing the temperature change of the conditioned air. . As a result, it is possible to ensure both comfort in the passenger compartment and to extend the idling stop period and avoid shortening.

According to the second aspect of the present invention, if the comfort level is low when the idling stop is being performed during cooling, the air volume of the conditioned air is not greatly reduced. Therefore, it is possible to substantially maintain the amount of cool air blown into the passenger compartment that is felt hot, thereby suppressing a sudden drop in the comfort level in the passenger compartment, and avoiding idling stop cancellation.
According to the third aspect of the present invention, if the comfort level is high when the idling stop is being performed during cooling, the air volume of the conditioned air is reduced. Therefore, in the case of a comfortable passenger compartment, even if the amount of cool air blown out is suppressed, the comfort level is not greatly reduced, the temperature change of the conditioned air can be suppressed, and the idling stop period can be extended. .

According to the fourth aspect of the present invention, when the comfort level is high when performing idling stop during heating, the air volume of the conditioned air is not greatly reduced. Therefore, the amount of warm air blown into the comfortable vehicle interior can be substantially maintained, the comfort level in the vehicle interior can be maintained, and the idling stop release can be avoided.
According to the fifth aspect of the present invention, when the comfort level is low during the idling stop during heating, the air volume of the conditioned air is reduced. Therefore, it is possible to suppress the amount of cold air-conditioning air blown into the passenger compartment that feels cold, to suppress a sudden drop in the comfort level in the passenger compartment, and to avoid idling stop cancellation.

  According to the sixth aspect of the present invention, the air volume of the cold air-conditioning air blown to the occupant when heating is selected can be made smaller than when cooling is selected. Therefore, it can suppress that a passenger | crew feels cold, and idling stop cancellation | release can be avoided effectively.

FIG. 1 is a diagram showing an embodiment of a vehicle air conditioner according to the present invention, and is a schematic block diagram showing a schematic overall configuration thereof. FIG. 2 is a flowchart for explaining a control process for executing the air volume restriction of the conditioned air during the idling stop. FIG. 3 is a flowchart for explaining the subroutine processing in one step in FIG. FIG. 4 is a diagram for explaining another aspect, and is a flowchart showing a modification corresponding to FIG.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. 1-3 is a figure which shows one Embodiment of the air conditioner for vehicles which concerns on this invention.
In FIG. 1, an air conditioner 10 is an HVAC (Heating, Ventilating, and Air Conditioning) system that performs air conditioning such as heating, cooling, dehumidification, and ventilation in a passenger compartment R of a vehicle equipped with an engine (internal combustion engine).
The air conditioner 10 includes an air flow path 11, a blower fan (blower) 12, an evaporator 13, a heater core 14, an inlet damper 15, an air mix damper 16, an outlet damper 17, and an inside air temperature detection sensor. 21, an outside air temperature detection sensor 22, an air conditioning operation panel 23, a display panel 24, and an air conditioner ECU (electronic control unit) 25. The air conditioner ECU 25 is connected to the engine ECU 26 to operate.

The air flow path 11 forms an air flow path from the upstream side toward the downstream side. The blower fan 12 forcibly draws air from the upstream side into the air flow path 11 and blows it out toward the downstream side. The evaporator 13 cools the air passing through the air flow path 11. The heater core 14 heats the air passing through the air flow path 11.
The suction port damper 15 switches the flow path through which the blower fan 12 takes air into the air flow path 11 to the external suction port (outside air flow path) To or the internal suction port (internal air flow path) Ti of the passenger compartment R. The air mix damper 16 adjusts so that a part of the air passing through the air flow path 11 flows into the flow path in contact with the heater core 14. The air outlet damper 17 switches the flow path to be blown out from the air flow path 11 to any one of the air outlets B1 to B3 installed in the vehicle interior R.
The inside air temperature detection sensor 21 detects the temperature of the air in the passenger compartment R (hereinafter also simply referred to as the inside air temperature). The outside air temperature detection sensor 22 detects the outside air temperature outside the passenger compartment R. The air conditioning operation panel 23 performs input operations for various settings of the air conditioner 10. The display panel 24 displays and outputs input setting information from the air conditioning operation panel 23, detection information of various sensors, and the like.

The air conditioner ECU 25 controls the opening and closing of the various dampers 15 to 17 based on various settings from the air conditioning operation panel 23 and detection information of various sensors while supplying power to various functional units such as the blower fan 12. The engine ECU 26 executes overall control such as driving the generator and charging the battery 29 during traveling while controlling the driving of the engine to achieve efficient traveling, and also causes the evaporator 13 to circulate refrigerant. The drive of 19 is controlled.
Here, the battery 29 supplies power to each part of the vehicle. In other words, the electrical devices in each part of the vehicle such as the blower fan 12 function with the stored power in the battery 29.
The air conditioner 10 adjusts and maintains the interior of the passenger compartment R in a comfortable environment in cooperation with the air conditioner ECU 25 communicating with the engine ECU 26 through CAN (Controller Area Network) communication.
The engine ECU 26 is also connected to an IS (idling stop) / ECU 27 so as to be able to perform CAN communication, and operates by receiving power supply from the battery 29.
For example, when the brake pedal is depressed, the IS • ECU 27 sends an IS instruction signal for temporarily stopping the engine in a state where the engine can be restarted when various parameters satisfy preset engine pause conditions. To stop idling. Further, the IS / ECU 27 sends a restart instruction signal to the engine ECU 26 to restart the engine, for example, at a timing that requires restart, such as release of depression of the brake pedal.

Here, the evaporator 13 is installed in the air flow path 11 to cool the air that passes (contacts) by using the heat of vaporization caused by the evaporation of the refrigerant. This evaporator 13 is an expansion valve for the refrigerant that is compressed and liquefied from a high-temperature and high-pressure gas state by the compressor 19 operating with the driving force of the engine circulating the refrigerant and pumping it to a condenser (condenser) (not shown). And heat exchange cooling with the heat of vaporization of the refrigerant.
The heater core 14 is installed in the air flow path 11 so as to heat the passing air. The heater core 14 functions as a heat source by circulating engine cooling water, and heats the air flowing in the air flow path 11.

The air conditioner ECU 25 executes air conditioning control on the basis of various input setting information and various detection information such as the temperature detection sensors 21 and 22 in accordance with a control program prepared in advance and various parameters. Adjust the temperature and humidity environment. When a so-called automatic air conditioner is selected, the air conditioner ECU 25 automatically adjusts the interior of the passenger compartment R so as to reach a set target air temperature while taking into account conditions such as the outside air temperature and solar radiation. At this time, the air conditioner ECU 25 exchanges heat so that the conditioned air having an air amount corresponding to the magnitude of the deviation (difference) between the target inside air temperature and the current inside air temperature is brought into contact with the evaporator 13 and the heater core 14 to reach the target blowing temperature. Then, the inside of the passenger compartment R is adjusted to a comfortable environment by blowing air with an air volume corresponding to the inside air temperature deviation.
As various sensors used by the air conditioner ECU 25, the engine ECU 26, and the IS / ECU 27, in addition to the temperature detection sensors 21 and 22, for example, a temperature sensor that detects the temperature of an evaporator or engine cooling water, or a refrigerant pressure in a condenser is detected. A pressure sensor, a position sensor that detects the positions of various dampers, a vehicle speed sensor that detects vehicle speed, a solar radiation sensor that detects the amount of solar radiation, a humidity sensor that detects humidity in the passenger compartment R, and the like are installed.

  The air conditioner ECU 25 cooperates with the IS / ECU 27 to stop the engine 19 and stop the compressor 19 during the idling stop execution period, and when the cooling of the evaporator 13 and the heating of the heater core 14 are stopped, Air conditioning control processing (control method) is executed. In this IS air conditioning, the comfort level for the passenger in the passenger compartment R is determined during the idling stop, and the comfort in the passenger compartment R changes abruptly based on the determination result of the comfort level. Then, the air conditioner ECU 25 adjusts the air flow rate of the blower fan 12 so as to avoid the idling stop being automatically released or manually released by the occupant. That is, the air conditioner ECU 25 constitutes a comfort level determination unit and an air volume adjustment unit.

Specifically, the air conditioner ECU 25 determines whether the air conditioner is being cooled or heated according to a target blowout temperature level that is calculated by taking into account external factors such as the outside air temperature and solar radiation based on the target inside air temperature. For example, when the target blowing temperature that is larger than the normal temperature (average temperature) and shifted to the low temperature side is set, it can be determined that the cooling is in progress. Moreover, when the target blowing temperature that is larger than the normal temperature and shifted to the high temperature side is set, it can be determined that heating is being performed.
The air conditioner ECU 25 determines that the comfort level is low when the deviation (difference) between the target room temperature and the current room temperature is greater than a preset threshold value, and conversely, the room temperature deviation is less than the threshold value. When it is small, the comfort level is determined to be high. Note that the magnitude of the comfort level is not only determined based on the magnitude of the threshold value, but may be determined, for example, by providing a map that displays the comfort level.
For example, when the current inside air temperature is high and the inside air temperature deviation is large in the negative direction with respect to the target inside air temperature lower than the outside air temperature immediately after the start of cooling, it can be determined that the passenger is not comfortable during the cooling transition period. In addition, when the current inside air temperature is low and the inside air temperature deviation is large in the positive direction with respect to the target inside air temperature that is higher than the outside air temperature immediately after the start of heating, it can be determined that the passenger is not comfortable during the heating transition period.

The air conditioner ECU 25 executes a preparatory (confirmation) process in the IS air conditioning control process shown in the flowchart of FIG. 2 in parallel with the normal air conditioning control as the air conditioner 10 is turned on. First, when it is confirmed that the automatic air conditioner is selected together with the air conditioning operation (ON) and the engine is in an idling stop state (IS = ON) in which the engine is temporarily stopped so as to be restartable (steps S11 and S12). Proceeding to the step, the IS control air conditioning main control process is executed. In steps S11 and S12, when the idling stop (IS) state cannot be confirmed together with the selection of the air conditioner ON & auto air conditioner, the IS air conditioner control process is terminated as it is.
In this control process for IS air conditioning, after setting the IS air volume limit value, which will be described later, (step S13), it was confirmed that the set limit value was not larger than the air volume of the conditioned air immediately before the start of IS. Sometimes (step S14), the air flow rate during the IS is adjusted to the set limit value (step S15). Here, the air volume limit value does not mean a reduction amount that suppresses the air volume, but an air volume value itself when the air volume is limited to be reduced.

  As the IS air volume limit value setting process in step S13, as shown in a subroutine (flow chart) shown in FIG. 3, it is confirmed whether or not the target blowing temperature level is cooling on the lower temperature side than the normal temperature ( In step S21), when the air conditioner is being cooled, after step S22, and when the air is not being cooled on the low temperature side, that is, when the air heater is being heated, the target internal air temperature and the current internal air temperature are The IS air volume limit value is determined based on the comfort level according to the inside air temperature deviation.

If it is determined in step S21 that cooling is in progress, and the inside air temperature deviation is in the negative direction and is greater than the preset large threshold value, it is determined that the comfort level is low (step S22), and the cooling side comfort is determined. A set in advance corresponding to the low level is determined as the IS air volume limit value (step S25).
Similarly, when it is determined in step S21 that the cooling is in progress, and the inside air temperature deviation is in the negative direction and is equal to or less than the preset large threshold value but greater than the medium threshold value, it is determined that the comfort level is being reached. (Steps S22, S23), B (air volume A> B) set in advance corresponding to the comfort level on the cooling side is determined as the IS air volume limit value (step S26).
Similarly, when it is determined in step S21 that the cooling is in progress, and the inside air temperature deviation is in the negative direction and is equal to or less than the preset middle threshold value, it is determined that the comfort level is high (steps S22 and S23). Then, C (air volume A>B> C) set in advance corresponding to the high comfort level on the cooling side is determined as the IS air volume limit value (step S27).

As a result, the air conditioner 10 can accurately determine whether or not it is a transitional period in the middle of cooling, and can reduce the air volume of IS air conditioning during cooling according to the comfort in the passenger compartment R. For example, when the comfort level is low, avoiding or reducing the air volume and making the air volume before and after the IS approximately equal, the wind does not hit even though the inside air temperature in the passenger compartment R is high. Thus, it is possible to avoid further deterioration of comfort. For this reason, even when the comfort level is low, the power consumption in the battery 29 by the blower fan 12 can be suppressed somewhat while avoiding that the idling stop is released.
Further, when the comfort level during cooling at the time of IS is high, the comfort in the passenger compartment R does not deteriorate rapidly (without cancellation of IS) even if the reduction of the air volume is increased, and the evaporator 13 The temperature change can be suppressed to ensure the comfort in the passenger compartment R over a long period of time, and the power consumption in the battery 29 by the blower fan 12 can be greatly suppressed. When the comfort level is medium, the air volume can be reduced moderately according to the comfort level to maintain the comfort in the passenger compartment R, and the inside of the battery 29 by the blower fan 12 can be maintained without releasing IS. The power consumption can be effectively suppressed.

If it is determined in step S21 that heating is being performed and the inside air temperature deviation is in the positive direction and is smaller than a preset small threshold value, it is determined that the comfort level is high (step S32), and the heating side The preset D corresponding to the high comfort level is determined as the IS air volume limit value (step S35).
Similarly, when it is determined that heating is being performed in step S21 and the inside air temperature deviation is in the positive direction and is equal to or larger than a preset small threshold value but smaller than the medium threshold value, it is determined that the comfort level is being reached. (Steps S32 and S33), E (air volume D> E) set in advance corresponding to the comfort level on the heating side is determined as the IS air volume limit value (step S36).
Similarly, when it is determined that heating is being performed in step S21 and the inside air temperature deviation is in the positive direction and is equal to or greater than a preset medium threshold, it is determined that the comfort level is low (steps S32 and S33). Then, F (air volume D>E> F) set in advance corresponding to the low comfort level on the heating side is determined as the IS air volume limit value (step S37).

As a result, the air conditioner 10 can accurately determine whether or not it is a transitional period in the middle of heating, and can reduce the air volume of the IS air conditioning during heating according to the comfort in the passenger compartment R. For example, when the comfort level is low, by increasing the reduction of the air volume, the cold wind is applied to the occupant even though the inside air temperature in the passenger compartment R is low, and the comfort is further deteriorated. It can be avoided. For this reason, even when the comfort level is low, while the temperature change of the heater core 14 is suppressed and the comfort in the passenger compartment R is maintained as long as possible, the idling stop is avoided and the blower fan 12 is used. Power consumption in the battery 29 can be greatly suppressed.
Further, when the comfort level during heating at the time of IS is high, the comfort of the passenger compartment R does not deteriorate extremely (without cancellation of IS) even if the reduction of the air volume is reduced, and the battery by the blower fan 12 is used. The power consumption in the terminal 29 can be suppressed somewhat. Further, when the comfort level is medium, the air volume can be reduced moderately according to the comfort level to maintain the comfort in the passenger compartment R, and the battery by the blower fan 12 can be maintained without releasing the IS. The power consumption in 29 can be effectively suppressed.

Here, for example, when the air volume limit values A to F are provided with a function of blowing air with 30 stages of air volume, A: 20, B: 10, C: 5, D : 10, E: 5, F: 1, etc. may be set as appropriate, and reducing the air volume during heating rather than during cooling can greatly reduce the power consumption by the blower fan 12 without significantly impairing comfort. it can. Further, the air volume A and the air volume D may be set to limit values that are not reduced from the air volume at the start of idling stop, and the air volumes B, C, E, and F are appropriately set according to the air volume at the start time. A limit value that decreases at a reference ratio may be set.
Furthermore, in this embodiment, when the comfort level at the time of heating is high, the case where the restriction control is performed so as not to largely suppress the air volume from the comparison with the cooling time will be described as an example, but the present invention is not limited thereto. However, even if the air volume is largely suppressed, the comfort is rarely impaired. Therefore, as in the case where the comfort level is low, the air volume is largely suppressed and the power consumption in the battery 29 by the blower fan 12 is greatly reduced. Also good.

Therefore, the air conditioner 10 can adjust the air volume of the conditioned air during idling stop according to the comfort level in the passenger compartment R, respectively, during cooling and heating, and maintain the comfort during idling stop as much as possible. However, the power consumption by the blower fan 12 can be suppressed and the idling stop period can be extended. That is, it is possible to achieve both the comfort in the passenger compartment R at the time of idling stop and the extension of the idling stop period.
At this time, the comfort level in the passenger compartment R is determined according to the magnitude of the deviation (difference) of the current inside air temperature with respect to the target inside air temperature set in consideration of external load conditions such as outside air temperature and solar radiation. The air volume of the air-conditioning air that can maintain comfort corresponding to the actual environment can be secured.

Further, as another aspect of the present embodiment, in the present embodiment, the comfort level is determined according to the magnitude of the deviation between the target room temperature and the current room temperature, but the present invention is not limited to this. Instead, the comfort level may be determined together with the determination of cooling or heating by directly using various sensor information.
Specifically, for example, as shown in the flowchart of FIG. 4, it is confirmed whether or not cooling is performed based on various sensor information (step S21 ′). In S23 ′, it is determined whether the comfort level is low, medium, or high during cooling. In Steps S32 ′ and S33 ′, it is determined whether the comfort level is high, medium, or low during heating. Then, based on the determination result, any one of A to F may be similarly determined as the IS air volume limit value (steps S25 to S27, S35 to S37).

  The scope of the present invention is not limited to the illustrated and described exemplary embodiments, but includes all embodiments that provide the same effects as those intended by the present invention. Further, the scope of the invention is not limited to the combinations of features of the invention defined by the claims, but may be defined by any desired combination of particular features among all the disclosed features. .

DESCRIPTION OF SYMBOLS 10 Air conditioner 11 Air flow path 12 Blower fan 13 Evaporator 14 Heater core 15 Suction opening damper 16 Air mix damper 17 Outlet damper 19 Compressor 21 Inside air temperature detection sensor 22 Outside air temperature detection sensor 25 Air conditioner ECU
26 Engine ECU
27 IS / ECU
29 battery

Claims (6)

An air conditioner mounted on a vehicle having an idling stop execution function that stops an internal combustion engine when a preset stop condition is satisfied and restarts the internal combustion engine when a preset restart condition is satisfied,
A blower fan that blows conditioned air into the passenger compartment, a battery that is charged by driving the internal combustion engine and supplies power to the blower fan, a comfort level determination unit that determines a comfort level for a passenger in the passenger compartment, and A vehicle air conditioner comprising: an air volume adjusting unit that adjusts an air volume blown by the blower fan based on a determination result of the comfort level determined by the comfort level determining unit during the idling stop. .   The air volume adjustment unit performs an adjustment to maintain the air volume before and after the execution of the idling stop at the same level when the comfort level of the determination result by the comfort level determination unit is low when the idling stop is performed during cooling. The vehicle air conditioner according to claim 1.   The air volume adjustment unit performs an adjustment to reduce the air volume when the comfort level determination unit determines that the comfort level is high during execution of the idling stop during cooling than when the idling stop is performed. The vehicle air conditioner according to claim 1 or 2, characterized in that   The air volume adjustment unit performs an adjustment to maintain the air volume before and after the execution of the idling stop at the same level when the comfort level determined by the comfort level determination unit is high when the idling stop is performed during heating. The vehicle air conditioner according to any one of claims 1 to 3.   When the idling stop during heating is performed, the air volume adjusting unit performs an adjustment to reduce the air volume compared to before the idling stop is performed when the comfort level of the determination result by the comfort level determining unit is low. The vehicle air conditioner according to any one of claims 1 to 4, wherein the vehicle air conditioner is characterized by the following.   6. The air volume adjustment unit according to claim 1, wherein a relative adjustment amount of the air volume with respect to the comfort level is set to be smaller during cooling than during heating. 6. Vehicle air conditioner.

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