JP5459060B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner that performs air conditioning in a vehicle interior.

  As an example of a conventional vehicle air conditioner, a technique for carrying out vehicle interior air conditioning before boarding (hereinafter also simply referred to as “pre-air conditioning”) by operation by a heat pump cycle is known (see, for example, Patent Document 1). . The vehicle air conditioner described in Patent Document 1 detects that an occupant has approached the vehicle before boarding and controls the air conditioning operation in a quiet mode.

  Specifically, when the vehicle air conditioner receives radio waves from the air conditioning remote control unit carried by the occupant, the vehicle air conditioner determines that the occupant is close to the vehicle, and sets the air conditioner during pre-air conditioning to the quiet mode. To control. In this quiet mode, the noise and air volume of the compressor and the blower fan for blowing air in the passenger compartment are reduced before boarding. And if it determines with a passenger | crew boarding determination part having boarded the passenger | crew, air-conditioning control in the return mode which returns rapidly to the air-conditioning state which the passenger | crew set will be implemented. As described above, in the vehicle air conditioner, when the occupant approaches the vehicle during the pre-air conditioning, the air conditioner is controlled in the quiet mode. Therefore, it is possible to reduce discomfort and noise due to the conditioned air when the occupant gets on the vehicle. it can.

JP 2007-69657 A

  However, in Patent Document 1, since the air conditioner is controlled in the quiet mode only when the occupant approaches the parked vehicle, normal noise level operation is performed in the pre-air conditioning when the occupant is not in proximity. Will be. For this reason, an air conditioning operation with a reduced noise level can be provided to the occupant, but sufficient quietness cannot be ensured from the viewpoint of noise with respect to the surrounding environment of the parked vehicle. Further, depending on the pre-air-conditioning implementation time zone, the length of operation time, the implementation location, etc., the surrounding environment may be uncomfortable.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle air conditioner that reduces noise to the surrounding environment in vehicle interior air conditioning (pre-air conditioning) before boarding.

  The present invention employs the following technical means to achieve the above object. In addition, the code | symbol in the parenthesis as described in a claim and each means of the following shows the correspondence with the specific means as described in embodiment mentioned later as one aspect.

The invention according to claim 1 is an invention relating to a vehicle air conditioner that performs a pre-boarding air-conditioning operation for air-conditioning a passenger compartment before boarding a passenger by the action of a refrigerant flowing through the cycle (1, 1A),
Controls the operation of the outdoor fan (6) that blows air that exchanges heat between the compressor (2) that sucks and discharges the refrigerant, and the refrigerant that flows in the outdoor heat exchanger provided outside the passenger compartment. A control device (50), and the control device controls the output amount of the outdoor fan in the air conditioning operation before boarding to be lower than that in the air conditioning operation during boarding ,
Further, the control device controls to increase the output amount of the outdoor fan based on the refrigerant pressure on the high pressure side flowing through the cycle,
The criterion for determining the refrigerant pressure that increases the output amount of the outdoor fan is set higher in the air conditioning operation before boarding than in the air conditioning operation during boarding .

  The outdoor fan is disposed, for example, in an engine compartment of a vehicle away from the vehicle interior, and therefore has a greater influence on noise to the surrounding environment of the vehicle than other components constituting the vehicle air conditioner. According to the present invention, since the output amount of the outdoor fan is suppressed during the air-conditioning operation before boarding, the noise level to the outside generated by the outdoor fan having a large influence of the operating noise given to the outside of the vehicle is reduced as compared with the air-conditioning operation during riding. can do. Therefore, a vehicle air conditioner that prioritizes consideration for the surrounding environment such as a home, a parking lot, etc. in the vehicle interior air conditioning before boarding by the action of the refrigerant flowing through the cycle can be obtained. The output amount of the outdoor fan corresponds to the air volume and work amount of the outdoor fan, and can be controlled by, for example, supply power, applied voltage, or the like. The output amount of the outdoor fan is controlled to be lower during the air conditioning operation before boarding than under the air conditioning operation during boarding under the same air conditioning load condition.

Furthermore , according to the invention of claim 1, since the criterion for determining the refrigerant pressure that increases the output amount of the outdoor fan is high during the air conditioning operation before boarding, the output amount of the outdoor fan during the air conditioning operation before boarding is the air conditioning operation during boarding. It will increase at higher refrigerant pressures. As a result, the output amount of the outdoor fan during the air-conditioning operation before boarding becomes difficult to increase, and can be kept lower than that during the air-conditioning operation during boarding. For example, if the refrigerant pressure value is the same, the control for increasing the output amount of the outdoor fan is more easily performed during the air-conditioning operation during riding. Therefore, since the increase in the output amount of the outdoor fan accompanying the rise in refrigerant pressure is suppressed during the pre-boarding air conditioning operation, the pre-boarding air conditioning operation that suppresses the noise level to the outside when no occupant is present even if the cycle load increases. Can be provided.

According to the second aspect of the present invention, the control device includes time zone determination means (S1110A, S1120A) for determining whether the time is early morning or night time, and the control device uses the time zone determination means in the early morning or When it is determined that it is nighttime, the output amount of the outdoor fan is reduced as compared with a case where it is determined that it is a time zone other than early morning or nighttime.

  According to the present invention, when the time zone determining means determines that it is early morning or night time, the output amount of the outdoor fan is reduced as compared with the case where it is determined that the time zone is other than that. However, it is possible to provide an air conditioning operation that suppresses the noise level outside the vehicle in a relatively quiet time zone. In addition, in the early morning or night time period, a vehicle air conditioner that provides air conditioning giving priority to consideration of the surrounding environment is obtained not only during air conditioning operation before boarding but also during air conditioning operation during boarding.

According to the third aspect of the present invention, the control device outputs a signal requesting the start of the vehicle engine (30) in accordance with the required output of the heat source, and the control device performs the on-board air conditioning during the pre-ride air conditioning operation. It is characterized in that the output frequency of the engine start request signal is made lower than that during operation.

  According to the present invention, since the output frequency of the engine start request signal is lowered in accordance with the output of the heat source required in the pre-boarding air conditioning operation, the opportunity for starting the engine is suppressed in the pre-boarding air conditioning operation. For this reason, it is possible to provide a pre-boarding air-conditioning operation that prioritizes consideration for the surrounding environment rather than improving the heating capacity by starting the engine. Furthermore, it contributes to reducing departures caused by engine operation when no occupant is present.

According to the fourth aspect of the present invention, the control device includes engine start determination means (S140 to S144) for determining whether or not to start the engine, and the engine start determination means does not start the engine during the pre-boarding air conditioning operation. It is characterized by determining. According to the present invention, since the engine activation determining means determines that the engine is not activated during the pre-boarding air conditioning operation, the pre-boarding air conditioning operation in which no engine noise is generated is reliably performed, and further quietness to the surrounding environment is achieved. Securing the vehicle and preventing departure when the passenger is absent.

According to the fifth aspect of the present invention, the control device further includes a low noise mode in which an air conditioning operation for reducing noise to the outside at the time of the air conditioning operation before boarding can be set, and the control device is the air conditioning before boarding in which the low noise mode is set. Control is performed to reduce the output frequency of the engine start request signal during operation as compared to the air-conditioning operation before boarding when the low noise mode is not set.

  According to the present invention, by setting the low noise mode, control is performed to reduce the output frequency of the engine start request signal during the air conditioning operation before boarding. Accordingly, by setting the low noise mode and adjusting the output frequency of the engine start request signal, it is possible to adjust the quietness given to the surroundings during air conditioning before boarding. Therefore, it is possible to select which of the quietness to the surrounding environment and the improvement of the comfort in the passenger compartment by air conditioning before boarding is prioritized, and it is possible to provide a vehicle air conditioner that can meet the user's request.

According to the sixth aspect of the present invention, it is provided with the indoor air blowing means (21) for supplying the air blown into the vehicle interior, and the operation of the compressor or the indoor air blowing means is controlled by the control device. Control is performed to reduce the output amount of the compressor or the output amount of the air blowing means for the room when the refrigerant pressure on the high-pressure side flowing through the chamber is equal to or higher than a predetermined value.

  According to the present invention, it is possible to prevent the refrigerant pressure on the high pressure side of the cycle from becoming an abnormally high pressure, and noise reduction giving priority to consideration for the surrounding environment such as a home, a parking lot, etc. in the air conditioning before boarding described above. I can plan. Note that the output amount of the indoor air blowing means corresponds to the air volume, work amount, etc. of the indoor air blowing means, as in the case of the outdoor fan, and can be controlled by, for example, supply power, applied voltage, or the like. Further, the output amount of the compressor also corresponds to the refrigerant discharge amount, the rotation speed, and the like of the compressor.

According to the invention described in claim 7 , the operation of the compressor is controlled by the control device, and the control device is a parking place where the vehicle is set in advance in at least one of the air conditioning operation before boarding and the air conditioning operation during boarding. If it is determined that it is within a predetermined distance from the parking location, or if it is determined that the stopping time is continuing for a predetermined time or more, determination other than the determination result Compared with the case where the operation is performed, the output amount of the outdoor fan or the output amount of the compressor is reduced.

  According to the present invention, during the air conditioning operation, when the vehicle is in a predetermined parking lot, home, or in the vicinity thereof, the output amount of the outdoor fan or the output amount of the compressor is further reduced, so that the ambient environment in the vicinity of the parking lot is reduced. Therefore, a vehicle air conditioner that gives priority to consideration for noise reduction and obtains noise reduction can be obtained.

According to the eighth aspect of the present invention, the operation of the compressor is controlled by the control device, and the control device performs a predetermined time period after turning on the ignition switch when the vehicle satisfies the predetermined vehicle speed condition in the on-board air conditioning operation. If it is any of the cases, the output amount of the outdoor fan or the output amount of the compressor is reduced as compared with the case other than the case.

  According to the present invention, even in the initial stage of on-board air-conditioning operation, when the vehicle is assumed to be in a predetermined parking lot, home, or in the vicinity thereof, or when the vehicle has just been driven, When there is a concern about noise, further reducing the output amount of the outdoor fan or the output amount of the compressor gives priority to further consideration for the surrounding environment, and a vehicle air conditioner that reduces noise can be obtained.

According to the ninth aspect of the present invention, the vehicle is a hybrid vehicle having the engine (30) and the electric motor as drive sources, the operation of the compressor is controlled by the control device, and the control device is in the on-board air conditioning operation. Reduced outdoor fan output amount or compressor output amount in the electric travel mode where the electric motor is used as the drive source, compared to the hybrid drive mode where the engine and the electric motor are used as the drive source. It is characterized by doing.

  In a hybrid vehicle, since the engine is stopped when in the electric travel mode, it is relatively easy to hear the noise generated from the air conditioner outside the vehicle, and the operating sound of the air conditioner has a great influence on the surrounding environment. Therefore, according to the present invention, the relative noise of the air conditioner in the relatively quiet electric traveling mode is further reduced by reducing the output amount of the outdoor fan or the output amount of the compressor in the electric traveling mode as compared with the hybrid traveling mode. The level can be lowered. Therefore, it is possible to obtain a vehicle air conditioner that prioritizes consideration for the surrounding environment and reduces noise. The output amount of the compressor is controlled to be lower in the electric travel mode than in the hybrid travel mode under the same air conditioning load condition.

According to the invention described in claim 10 , the air conditioner further has a low noise mode that can be set for air conditioning operation to reduce noise to the outside during the air conditioning operation before boarding, the operation of the compressor is controlled by the control device, Compared to the air conditioning operation before boarding when the low noise mode is not set and at least one of the output amount of the outdoor fan and the compressor is compared with the air conditioning operation before boarding when the low noise mode is set. It is characterized by controlling to reduce.

  According to the present invention, since the low noise mode is set, control is performed to reduce at least one of the output amount of the outdoor fan and the output amount of the compressor during the air conditioning operation before boarding. By setting the low noise mode and adjusting the output amount of the outdoor fan or the compressor according to the environment, the surrounding environment of the parking place, etc., the quietness given to the surroundings at the time of air conditioning before boarding can be adjusted. Accordingly, it is possible to provide a vehicle air conditioner that can select whether to give priority to quietness to the surrounding environment or to improve comfort in the passenger compartment by air conditioning before boarding, and can meet the user's request.

According to the eleventh aspect of the present invention, an electric auxiliary heat source (24) that generates heat by energization to heat the air blown into the vehicle interior, and an electric resistor that is mounted on a vehicle window and generates heat by energization. And when the difference between the permitted power that can be used for the air conditioning operation of the vehicle and the consumed power that is consumed by the air conditioning operation before boarding is equal to or greater than a preset power. Is characterized by energizing an electric auxiliary heat source or an electric resistor.

  According to the present invention, in addition to the effect of reducing noise by pre-boarding air conditioning that gives priority to consideration for the surrounding environment, in order to improve the air heating capacity in the pre-boarding air-conditioning operation when there is a margin in the permitted power, Time reduction, anti-fogging effect when riding and improved comfort.

The invention according to claim 12 is an invention related to a vehicle air conditioner that performs a pre-boarding air conditioning operation for air-conditioning a passenger compartment before boarding a passenger by the action of a refrigerant flowing through a cycle,
An outdoor fan (6) that blows air to exchange heat between the compressor (2) that sucks and discharges the refrigerant, and the refrigerant that flows in the outdoor heat exchanger provided outside the passenger compartment, and the required heat source And a control device (50) for outputting a signal for requesting the start of the vehicle engine in accordance with the power, and the control device outputs an engine start request signal during the pre-boarding air-conditioning operation compared to during the on-board air-conditioning operation. It is characterized by low frequency.

  According to this invention, in the pre-boarding air-conditioning operation, the output frequency of the engine start request signal is lowered, so that the engine start opportunity is suppressed. Therefore, in passenger compartment air conditioning before boarding using a heat pump cycle, we offer pre-ride air conditioning operation that prioritizes consideration for the surrounding environment such as homes and parking lots rather than heating capacity improvement by engine startup. can do. Furthermore, it contributes to reducing departures caused by engine operation when no occupant is present.

According to a thirteenth aspect of the present invention, the control device includes engine start determining means (S140 to S144) for determining whether or not to start the engine, and the engine start determining means starts the engine during the air conditioning operation before boarding. It is characterized by not determining.

  According to the present invention, since the engine activation determining means determines that the engine is not activated during the pre-boarding air conditioning operation, the pre-boarding air conditioning operation during which no engine noise is generated is reliably performed, and further quietness to the surrounding environment is achieved. Secures the vehicle and prevents departure when the passenger is absent.

According to the invention described in claim 14 , the outdoor fan (6), which blows air to exchange heat with the refrigerant flowing in the outdoor heat exchanger provided outside the vehicle compartment and whose operation is controlled by the control device, is provided. In addition, it has a low noise mode that can be set to air conditioning operation to reduce external noise during pre-boarding air conditioning operation, and the control device is set to low noise mode during pre-boarding air conditioning operation in which the low noise mode is set Control is performed to reduce at least one of the output amount of the outdoor fan, the output amount of the compressor, and the output frequency of the request signal for starting the engine, as compared with the air conditioning operation before boarding when the vehicle is not on.

  According to the present invention, by setting the low noise mode, control is performed to reduce the output frequency of the engine start request signal during the air conditioning operation before boarding. Accordingly, by controlling the frequency of engine operation, it is possible to adjust the quietness given to the surroundings during air conditioning before boarding. Therefore, it is possible to provide a vehicle air conditioner that allows the user to select which of the quietness to the surrounding environment and the improvement of the comfort in the passenger compartment by air conditioning before boarding is prioritized.

According to a fifteenth aspect of the present invention, pre-boarding air conditioning that air-conditions a passenger compartment before boarding a passenger by at least one of a cooling cycle operation and a heating cycle operation performed by controlling the refrigerant flow of the heat pump cycle (1). It is an invention related to a vehicle air conditioner that performs driving,
An outdoor fan (6) that blows air to exchange heat between a compressor (2) that sucks and discharges refrigerant in a heat pump cycle, and a refrigerant that flows in an outdoor heat exchanger provided outside the vehicle compartment, and cooling cycle operation And a control device (50) that controls at least one of the heating cycle operation and the operation of the outdoor fan, and the control device outputs the output amount of the outdoor fan in the air conditioning operation before boarding from the air conditioning operation during boarding. Control to reduce
Furthermore, the control device controls to increase the output amount of the outdoor fan based on the high-pressure side refrigerant pressure flowing through the heat pump cycle,
The criterion for determining the refrigerant pressure that increases the output amount of the outdoor fan is set higher in the air conditioning operation before boarding than in the air conditioning operation during boarding .

  The outdoor fan is disposed, for example, in an engine compartment of a vehicle away from the vehicle interior, and therefore has a greater influence on noise to the surrounding environment of the vehicle than other components constituting the vehicle air conditioner. According to the present invention, since the output amount of the outdoor fan is suppressed during the air-conditioning operation before boarding, the noise level to the outside generated by the outdoor fan having a large influence of the operating noise given to the outside of the vehicle is reduced as compared with the air-conditioning operation during riding. can do. Therefore, in the vehicle interior air conditioning before boarding carried out using the heat pump cycle, a vehicle air conditioner that reduces noise by giving priority to the surrounding environment such as a home or a parking lot can be obtained. The output amount of the outdoor fan corresponds to the air volume and work amount of the outdoor fan, and can be controlled by, for example, supply power, applied voltage, or the like. The output amount of the outdoor fan is controlled to be lower during the air conditioning operation before boarding than under the air conditioning operation during boarding under the same air conditioning load condition.

Furthermore , according to the invention of claim 15, since the criterion for determining the refrigerant pressure that increases the output amount of the outdoor fan is high during the air conditioning operation before boarding, the output amount of the outdoor fan during the air conditioning operation before boarding is the air conditioning operation during boarding. It will increase at higher refrigerant pressures. As a result, the output amount of the outdoor fan during the air-conditioning operation before boarding becomes difficult to increase, and can be kept lower than that during the air-conditioning operation during boarding. For example, if the refrigerant pressure value is the same, the control for increasing the output amount of the outdoor fan is more easily performed during the air-conditioning operation during riding. Therefore, since the increase in the output amount of the outdoor fan accompanying the increase in refrigerant pressure is suppressed during pre-boarding air conditioning operation, pre-boarding air conditioning operation that suppresses the noise level to the outside when no occupant is present even if the load on the heat pump cycle increases Can be provided.

In the invention according to claim 16 , the air conditioning before boarding that air-conditions the passenger compartment before boarding a passenger by at least one of a cooling cycle operation and a heating cycle operation performed by controlling the refrigerant flow of the heat pump cycle (1). A vehicle air conditioner for driving,
An outdoor fan (6) that blows air to exchange heat between a compressor (2) that sucks and discharges refrigerant in a heat pump cycle, and a refrigerant that flows in an outdoor heat exchanger provided outside the vehicle compartment, and cooling cycle operation And at least one of the heating cycle operation and a control device (50) for controlling the operation of the outdoor fan,
The control device controls the output amount of the outdoor fan in the air conditioning operation before boarding to be lower than that during the air conditioning operation during boarding, and the control device further determines time zone judgment means for judging whether it is early morning or night time (S1110A, S1120A), the control device determines that the output amount of the outdoor fan is a time zone other than early morning or nighttime when the time zone determination means determines that it is early morning or nighttime. It is characterized by being reduced as compared with the case.

  According to the present invention, when the time zone determining means determines that it is early morning or night time, the output amount of the outdoor fan is reduced as compared with the case where it is determined that the time zone is other than that. However, it is possible to provide an air conditioning operation that suppresses the noise level outside the vehicle in a relatively quiet time zone. In addition, in the early morning or night time period, a vehicle air conditioner that provides air conditioning giving priority to consideration of the surrounding environment is obtained not only during air conditioning operation before boarding but also during air conditioning operation during boarding.

In the invention described in claim 17 , before-boarding air conditioning that air-conditions the passenger compartment before boarding a passenger by at least one of a cooling cycle operation and a heating cycle operation performed by controlling the refrigerant flow of the heat pump cycle (1). A vehicle air conditioner for driving,
An outdoor fan (6) that blows air to exchange heat between a compressor (2) that sucks and discharges refrigerant in a heat pump cycle, and a refrigerant that flows in an outdoor heat exchanger provided outside the vehicle compartment, and cooling cycle operation And at least one of the heating cycle operation and a control device (50) for controlling the operation of the outdoor fan,
The control device controls the output amount of the outdoor fan in the air conditioning operation before boarding to be lower than that in the on-board air conditioning operation, and the control device further controls the engine of the vehicle according to the output required for heating during the heating cycle operation. The control device outputs a signal requesting activation of (30), and the control device lowers the output frequency of the engine activation request signal during air-conditioning operation before boarding compared to during air-conditioning operation during boarding.

  According to the present invention, when the heating cycle operation is performed in the pre-boarding air-conditioning operation, the output frequency of the engine start request signal is lowered, so that the engine start opportunity is suppressed in the pre-boarding air-conditioning operation. For this reason, it is possible to provide a pre-boarding air-conditioning operation that prioritizes consideration for the surrounding environment rather than improving the heating capacity by starting the engine. Furthermore, it contributes to reducing departures caused by engine operation when no occupant is present.

In the invention described in claim 18 , the control device includes engine start determining means (S140 to S144) for determining whether or not to start the engine of the vehicle during the heating cycle operation. It is determined that the engine is not started at the time.

  According to the present invention, since the engine activation determining means determines that the engine is not activated during the pre-boarding air conditioning operation, the pre-boarding air conditioning operation in which no engine noise is generated is reliably performed, and further quietness to the surrounding environment is achieved. Securing the vehicle and preventing departure when the passenger is absent.

The invention according to claim 19 further includes a low noise mode capable of setting an air conditioning operation for reducing noise to the outside at the time of the air conditioning operation before boarding, and the control device performs the air conditioning operation before boarding in which the low noise mode is set. Sometimes, control is performed so as to reduce the output frequency of the request signal for starting the engine as compared with the air conditioning operation before boarding when the low noise mode is not set.

  According to the present invention, by setting the low noise mode, control is performed to reduce the output frequency of the engine start request signal during the air conditioning operation before boarding. Accordingly, by setting the low noise mode and adjusting the output frequency of the engine start request signal, it is possible to adjust the quietness given to the surroundings during air conditioning before boarding. Therefore, it is possible to select which of the quietness to the surrounding environment and the improvement of the comfort in the passenger compartment by air conditioning before boarding is prioritized, and it is possible to provide a vehicle air conditioner that can meet the user's request.

In the invention according to claim 20 , before-boarding air conditioning that air-conditions the passenger compartment before boarding a passenger by at least one of cooling cycle operation and heating cycle operation performed by controlling the refrigerant flow of the heat pump cycle (1). A vehicle air conditioner for driving,
An outdoor fan (6) that blows air to exchange heat between a compressor (2) that sucks and discharges refrigerant in a heat pump cycle, and a refrigerant that flows in an outdoor heat exchanger provided outside the vehicle compartment, and cooling cycle operation And at least one of the heating cycle operation and a control device (50) for controlling the operation of the outdoor fan,
The control device controls the output amount of the outdoor fan in the air conditioning operation before boarding to be lower than that in the on-board air conditioning operation, and the control device outputs the outdoor fan based on the refrigerant pressure on the high pressure side flowing through the heat pump cycle. The criterion for determining the refrigerant pressure that controls the power amount to increase and increases the output amount of the outdoor fan is set higher in the heating cycle operation than in the cooling cycle operation.

  According to the present invention, since the criterion for the refrigerant pressure that increases the output amount of the outdoor fan is high during the heating cycle operation, the output amount of the outdoor fan during the heating cycle operation is higher at the refrigerant pressure than during the cooling cycle operation. To increase. Thereby, the output amount of the outdoor fan during the heating cycle operation is difficult to increase, and is suppressed to be lower than that during the cooling cycle operation. For example, if the refrigerant pressure value is the same, control for increasing the output amount of the outdoor fan is more easily performed during the cooling cycle operation. Therefore, since the increase in the output amount of the outdoor fan accompanying the rise in the refrigerant pressure is further suppressed during the heating cycle operation, the heating cycle operation that suppresses the noise level to the outside when the occupant is absent even if the load of the heat pump cycle increases. Can be provided.

In the invention according to claim 21 , air conditioning before boarding that air-conditions the passenger compartment before boarding a passenger by at least one of cooling cycle operation and heating cycle operation performed by controlling the refrigerant flow of the heat pump cycle (1). A vehicle air conditioner for driving,
An outdoor fan (6) that blows air to exchange heat between a compressor (2) that sucks and discharges refrigerant in a heat pump cycle, and a refrigerant that flows in an outdoor heat exchanger provided outside the vehicle compartment, and cooling cycle operation And at least one of the heating cycle operation and a control device (50) for controlling the operation of the outdoor fan,
The control device controls the output amount of the outdoor fan in the air-conditioning operation before boarding to be lower than that during the air-conditioning operation during boarding, and further includes indoor air blowing means (21) for supplying blown air into the vehicle interior. Alternatively, the operation of the air blowing means for the room is controlled by the control device, and when the refrigerant pressure on the high-pressure side flowing through the heat pump cycle is equal to or higher than a predetermined value, the control device sets the output amount of the compressor or the output amount of the air blowing means for the room. It is characterized by controlling so as to reduce.

  According to the present invention, it is possible to prevent the refrigerant pressure on the high pressure side of the heat pump cycle from becoming an abnormally high pressure, and to reduce noise giving priority to consideration for the surrounding environment such as a home or a parking lot in the air conditioning before boarding. Can be planned. Note that the output amount of the indoor air blowing means corresponds to the air volume, work amount, etc. of the indoor air blowing means, as in the case of the outdoor fan, and can be controlled by, for example, supply power, applied voltage, or the like. Further, the output amount of the compressor also corresponds to the refrigerant discharge amount, the rotation speed, and the like of the compressor.

In the invention described in claim 22 , the operation of the compressor is controlled by the control device, and the control device is provided at the parking place where the vehicle is set in advance in at least one of the air conditioning operation before boarding and the air conditioning operation during boarding. If it is determined that it is within a predetermined distance from the parking location, or if it is determined that the stopping time is continuing for a predetermined time or more, a determination other than the determination result is made. Compared with the case where it is done, the output amount of an outdoor fan or the output amount of a compressor is reduced.

  According to the present invention, during the air conditioning operation, when the vehicle is in a predetermined parking lot, home, or in the vicinity thereof, the output amount of the outdoor fan or the output amount of the compressor is further reduced, so that the ambient environment in the vicinity of the parking lot is reduced. Therefore, a vehicle air conditioner that gives priority to consideration for noise reduction and obtains noise reduction can be obtained.

In the invention according to claim 23 , the operation of the compressor is controlled by the control device, and the control device, in the on-board air conditioning operation, when the vehicle satisfies a predetermined vehicle speed condition and within a predetermined time after the ignition switch is turned on. In any case, the output amount of the outdoor fan or the output amount of the compressor is reduced as compared with the case other than the case.

  According to the present invention, even in the initial stage of on-board air-conditioning operation, when the vehicle is assumed to be in a predetermined parking lot, home, or in the vicinity thereof, or when the vehicle has just been driven, When there is a concern about noise, further reducing the output amount of the outdoor fan or the output amount of the compressor gives priority to further consideration for the surrounding environment, and a vehicle air conditioner that reduces noise can be obtained.

In the invention described in claim 24 , the vehicle is a hybrid vehicle having an engine (30) and an electric motor as drive sources, and the operation of the compressor is controlled by the control device. Reduces the output amount of the outdoor fan or the compressor when the electric travel mode travels using the motor as the drive source, compared to the hybrid travel mode travels using the engine and the electric motor as the drive source. It is characterized by.

  In a hybrid vehicle, since the engine is stopped when in the electric travel mode, it is relatively easy to hear the noise generated from the air conditioner outside the vehicle, and the operating sound of the air conditioner has a great influence on the surrounding environment. Therefore, according to the present invention, the relative noise of the air conditioner in the relatively quiet electric traveling mode is further reduced by reducing the output amount of the outdoor fan or the output amount of the compressor in the electric traveling mode as compared with the hybrid traveling mode. The level can be lowered. Therefore, it is possible to obtain a vehicle air conditioner that prioritizes consideration for the surrounding environment and reduces noise. The output amount of the compressor is controlled to be lower in the electric travel mode than in the hybrid travel mode under the same air conditioning load condition.

In the invention described in claim 25 , there is further provided a low noise mode capable of setting an air conditioning operation for reducing noise to the outside during the air conditioning operation before boarding, the operation of the compressor is controlled by the control device, Reduced at least one of the outdoor fan output and compressor output during the air conditioning operation before boarding when the low noise mode is set compared to the air conditioning operation before boarding when the low noise mode is not set It controls to do.

  According to the present invention, since the low noise mode is set, control is performed to reduce at least one of the output amount of the outdoor fan and the output amount of the compressor during the air conditioning operation before boarding. By setting the low noise mode and adjusting the output amount of the outdoor fan or the compressor according to the environment, the surrounding environment of the parking place, etc., the quietness given to the surroundings at the time of air conditioning before boarding can be adjusted. Accordingly, it is possible to provide a vehicle air conditioner that can select whether to give priority to quietness to the surrounding environment or to improve comfort in the passenger compartment by air conditioning before boarding, and can meet the user's request.

In the invention described in claim 26 , the rotational speed of the compressor is controlled by the control device, and the maximum rotational speed of the compressor in the heating cycle operation is set lower than the maximum rotational speed of the compressor in the cooling cycle operation. It is characterized by.

  Since the refrigerant pressure is generally controlled to be high during the heating cycle operation, the noise given to the outside of the vehicle is larger than that during the cooling cycle operation even if the compressor rotation speed is the same. Therefore, according to the present invention, since the maximum rotational speed of the compressor in the heating cycle operation is set lower than the maximum rotational speed of the compressor in the cooling cycle operation, the noise level given to the surrounding environment during the heating cycle operation is lowered. Can do. Therefore, an air conditioning system for vehicles that achieves noise reduction by performing air conditioning that prioritizes further consideration for the surrounding environment is obtained.

In the invention described in claim 27 , the heating heat exchanger (3) for heating the air blown into the passenger compartment by the heat radiation action of the refrigerant during the heating cycle operation is further provided in the passage where the heat is generated by energization. And an electric auxiliary heat source (24) that is attached to the vehicle window and an electric resistor that generates heat when energized.
In the air-conditioning operation before boarding, the control device uses electric assistance when the difference between the permitted power that can be used for air-conditioning operation of the vehicle and the power consumed in the air-conditioning operation before boarding is equal to or greater than the preset power. It is characterized by energizing a heat source or an electric resistor.

  According to the present invention, in addition to the effect of reducing noise by pre-boarding air conditioning that gives priority to consideration for the surrounding environment, in order to improve the heating capacity in the pre-boarding air conditioning operation when there is a margin in the permitted power, It is possible to shorten the time, improve the anti-fogging effect when riding and improve comfort.

According to a twenty-eighth aspect of the present invention, pre-boarding air conditioning that air-conditions the passenger compartment before boarding a passenger by at least one of a cooling cycle operation and a heating cycle operation performed by controlling the refrigerant flow of the heat pump cycle (1). It is an invention related to a vehicle air conditioner that performs driving,
The compressor (2) for sucking and discharging the refrigerant of the heat pump cycle, the cooling cycle operation and the heating cycle operation are controlled, and the start of the vehicle engine is requested according to the output amount required for heating during the heating cycle operation. And a control device (50) for outputting a signal, wherein the control device lowers the frequency of outputting the request signal for starting the engine at the time of the air conditioning operation before boarding compared to the air conditioning operation during boarding.

  According to the present invention, when the heating cycle operation is performed in the air-conditioning operation before boarding, the output frequency of the request signal for starting the engine is lowered, so that the opportunity for starting the engine is suppressed. Therefore, in passenger compartment air conditioning before boarding using a heat pump cycle, we offer pre-ride air conditioning operation that prioritizes consideration for the surrounding environment such as homes and parking lots rather than heating capacity improvement by engine startup. can do. Furthermore, it contributes to reducing departures caused by engine operation when no occupant is present.

The invention according to claim 29 is provided with engine start determination means (S140 to S144) for determining whether or not to start the engine of the vehicle during the heating cycle operation.
The engine activation determining means determines that the engine is not activated during the air conditioning operation before boarding.

  According to the present invention, since the engine activation determining means determines that the engine is not activated during the pre-boarding air conditioning operation, the pre-boarding air conditioning operation during which no engine noise is generated is reliably performed, and further quietness to the surrounding environment is achieved. Secures the vehicle and prevents departure when the passenger is absent.

The invention described in claim 30 is provided with an outdoor fan (6) that is provided outside the vehicle compartment, blows air that exchanges heat with the refrigerant flowing in the outdoor heat exchanger, and is controlled by a control device. In addition, it has a low noise mode that can be set for air conditioning operation to reduce external noise during air conditioning operation before boarding,
Compared to the air conditioning operation before boarding when the low noise mode is not set, the control device does not output the outdoor fan, the compressor output, and the engine start. Control is performed to reduce at least one of the output frequencies of the request signal.

  According to the present invention, by setting the low noise mode, control is performed to reduce the output frequency of the engine start request signal during the air conditioning operation before boarding. Accordingly, by controlling the frequency of engine operation, it is possible to adjust the quietness given to the surroundings during air conditioning before boarding. Therefore, it is possible to provide a vehicle air conditioner that allows the user to select which of the quietness to the surrounding environment and the improvement of the comfort in the passenger compartment by air conditioning before boarding is prioritized.

  In addition, the code | symbol in the parenthesis as described in a claim and said each means is an example which shows a corresponding relationship with the specific means as described in embodiment mentioned later.

It is a schematic diagram for demonstrating the structure of the vehicle air conditioner 100 of 1st Embodiment of this invention, and the refrigerant | coolant flow at the time of a COOL cycle. It is a schematic diagram for demonstrating the structure of the vehicle air conditioner 100, and the refrigerant | coolant flow at the time of a HOT cycle. It is a schematic diagram for demonstrating the structure of the vehicle air conditioner 100, and the refrigerant | coolant flow at the time of a DRY EVA cycle. It is a schematic diagram for demonstrating the structure of the vehicle air conditioner 100, and the refrigerant | coolant flow at the time of a DRY ALL cycle. It is a graph which shows the operation state of each solenoid valve 11-14 and the three-way valve 4 in each said cycle. It is a block diagram which shows the control structure in the vehicle air conditioner. 3 is a flowchart showing basic air conditioning control processing by an air conditioner ECU 50 of the vehicle air conditioner 100. It is a flowchart which shows the detail of the cycle and PTC selection process (step 6) in the said air-conditioning control process. It is a flowchart which shows the detail of the blower voltage determination process (step 7) in the said air-conditioning control process. It is a flowchart which shows a part of process (step 10) which determines the compressor rotation speed etc. in the said air-conditioning control process. 11 is a map showing the relationship between deviation En and deviation change rate EDOT for obtaining ΔfC in step 100 of FIG. 10. It is a flowchart which shows the detail of the output determination process (step 11) of the outdoor fan 6 of the outdoor heat exchanger 5 in the said air-conditioning control process. It is the experimental data which showed the relationship between each output amount and the compressor rotation speed of the said outdoor fan 6, and the noise to surrounding environment. It is a flowchart which shows the detail of the determination process (step 12) of the PTC output and electric heat defogger in the said air-conditioning control process. 15 is a map showing the relationship between deviation Pn and deviation change rate PDOT for obtaining ΔfH in step 1201 of FIG. It is a flowchart which shows the detail of the determination process (step 14) of the engine ON request | requirement presence in the said air-conditioning control process. It is a flowchart which shows the detail of the output determination process (step 11) of the said outdoor fan 6 in 2nd Embodiment. It is a flowchart which shows the detail of the output determination process (step 11) of the said outdoor fan 6 in 3rd Embodiment. It is a flowchart which shows the detail of the output determination process (step 11) of the said outdoor fan 6 in 4th Embodiment. It is a flowchart which shows the detail of the output determination process (step 11) of the said outdoor fan 6 in 5th Embodiment. It is a flowchart which shows a part of process (step 10) which determines the compressor rotation speed etc. in 6th Embodiment. It is a flowchart which shows the detail of the output determination process (step 11) of the said outdoor fan 6 in 7th Embodiment. It is a flowchart which shows a part of process (step 10) which determines the compressor rotation speed etc. in 8th Embodiment. It is a flowchart which shows the detail of the output determination process (step 11) of the said outdoor fan 6 in 9th Embodiment. It is a flowchart which shows a part of process (step 10) which determines the compressor rotation speed etc. in 10th Embodiment. It is a flowchart which shows the detail of the output determination process (step 11) of the said outdoor fan 6 in 11th Embodiment. It is a flowchart which shows a part of process (step 10) which determines the compressor rotation speed etc. in 12th Embodiment. It is a flowchart which shows the detail of the determination process (step 14) of the engine ON request | requirement in 13th Embodiment. It is a flowchart which shows a part of process (step 10) which determines the compressor rotation speed etc. in 14th Embodiment. FIG. 30 is experimental data showing the relationship between compressor speed and noise to the surrounding environment during a COOL cycle and a HOT cycle according to the flowchart of FIG. 29. It is a schematic diagram for demonstrating the structure of the vehicle air conditioner 101 which concerns on 15th Embodiment. 5 is a flowchart showing basic air conditioning control processing by an air conditioner ECU 50 of the vehicle air conditioner 101. It is a flowchart which shows the detail of the output determination process (step 11) of the said outdoor fan 6 in 15th Embodiment. It is a flowchart which shows the detail of the determination process (step 12) of the PTC output and an electrothermal defogger in 15th Embodiment. It is a flowchart which shows the detail of the output determination process (step 11) of the said outdoor fan 6 in 16th Embodiment. It is a flowchart which shows the detail of the output determination process (step 11) of the said outdoor fan 6 in 17th Embodiment. It is a flowchart which shows the detail of the output determination process (step 11) of the said outdoor fan 6 in 18th Embodiment. It is a flowchart which shows the detail of the output determination process (step 11) of the said outdoor fan 6 in 20th Embodiment. It is a flowchart which shows the process (step 10) which determines the compressor rotation speed etc. in 21st Embodiment. It is a flowchart which shows the detail of the output determination process (step 11) of the said outdoor fan 6 in 22nd Embodiment. It is a flowchart which shows the detail of the output determination process (step 11) of the said outdoor fan 6 in 24th Embodiment.

  A plurality of modes for carrying out the present invention will be described below with reference to the drawings. In each embodiment, parts corresponding to the matters described in the preceding embodiment may be denoted by the same reference numerals, and redundant description may be omitted. When only a part of the configuration is described in each mode, the other modes described above can be applied to the other parts of the configuration. Not only combinations of parts that clearly show that combinations are possible in each embodiment, but also combinations of the embodiments even if they are not specified, unless there is a particular problem with the combination. Is also possible.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described in detail with reference to FIGS. In the first embodiment, a vapor compression refrigerator is applied to an air conditioner for a hybrid vehicle.

  The hybrid vehicle includes an engine 30 that constitutes a traveling internal combustion engine that generates power by exploding and burning liquid fuel such as gasoline, a driving assistance motor generator having a traveling assistance motor function and a generator function, Engine electronic control device (hereinafter also referred to as engine ECU 60) for controlling fuel supply amount, ignition timing, etc., battery for supplying electric power to motor generator, engine ECU 60, etc., control of motor generator, continuously variable transmission, electromagnetic clutch And a hybrid electronic control unit (hereinafter also referred to as a hybrid ECU 70) that outputs a control signal to the engine ECU 60. The hybrid ECU 70 has a function of controlling driving switching of which driving force of the motor generator and the engine 30 is transmitted to the driving wheels, and a function of controlling charging / discharging of the battery.

  Further, the battery is provided with a charging device for charging electric power consumed by vehicle interior air conditioning, traveling, etc., for example, a nickel hydride storage battery, a lithium ion battery, or the like is used. This charging device is equipped with an outlet connected to a desk lamp as a power supply source or a commercial power supply (household power supply), and the battery can be charged by connecting the power supply source to this outlet. it can.

Specifically, the following control is performed.
(1) When the vehicle is stopped, the engine 30 is basically stopped.
(2) During traveling, the driving force generated by the engine 30 is transmitted to the drive wheels except during deceleration. During deceleration, the engine 30 is stopped, the motor generator generates power, and the battery is charged (electric travel mode).
(3) When the driving load such as starting, accelerating, climbing, and traveling at high speed is heavy, the motor generator is caused to function as an electric motor and generated in the motor generator in addition to the driving force generated in the engine 30. The driving force is transmitted to the driving wheels (hybrid driving mode).
(4) When the remaining charge amount of the battery becomes equal to or less than the charge start target value, the power of the engine 30 is transmitted to the motor generator and the motor generator is operated as a generator to charge the battery.
(5) When the remaining amount of charge of the battery becomes equal to or less than the charge start target value when the vehicle is stopped, a command to start the engine 30 is issued to the engine ECU 60, and the power of the engine 30 is transmitted to the motor generator. To communicate.

  The vehicle air conditioner 100 is an air conditioner capable of performing vehicle interior air conditioning (hereinafter referred to as pre-boarding air conditioning or pre-air conditioning) operation performed before a passenger gets on the vehicle. When the user of the vehicle operates the portable device 52 that is carried when the user wants to perform the air conditioning operation before boarding, the air conditioner ECU 50 receives the command signal for the air conditioning operation before boarding transmitted from the portable device 52, and performs calculation according to a predetermined program. To perform the air conditioning operation before boarding.

  In order to make the air conditioning environment in the passenger compartment comfortable before trying to get into the vehicle, the user operates the portable device 52 and performs the pre-ride air conditioning operation with respect to the vehicle air conditioner through the center which is a communication station. Send a command. This air conditioning operation before boarding is, as a rule, an allowable condition that the ignition switch of the vehicle is in an OFF state or that a signal that an occupant is on board is not transmitted to the air conditioner ECU 50.

  FIG. 1 is a schematic diagram for explaining a configuration of a vehicle air conditioner 100 and a refrigerant flow during a COOL cycle (hereinafter also referred to as a cooling cycle). FIG. 2 is a schematic diagram for explaining a refrigerant flow during a HOT cycle (hereinafter also referred to as a heating cycle). FIG. 3 is a schematic diagram for explaining a refrigerant flow during a DRY EVA cycle (hereinafter also referred to as a first dehumidification cycle). FIG. 4 is a schematic diagram for explaining a refrigerant flow during a DRY ALL cycle (hereinafter also referred to as a second dehumidification cycle). FIG. 5 is a chart showing the operating states of the electromagnetic valves 11 to 14 and the three-way valve 4 in each cycle. In each cycle, the path through which the refrigerant flows is indicated by a bold solid line, and the path through which the refrigerant does not flow is indicated by a broken line.

  The vehicle air conditioner 100 is a device that uses the heat pump cycle 1 that is an accumulator type refrigeration cycle, an air conditioning case 20 that guides blown air into the vehicle interior, and a room that introduces air into the air conditioner case 20 and sends the air into the vehicle interior. And an air conditioner electronic control device (hereinafter also referred to as an air conditioner ECU 50) connected to the engine ECU 60.

  The indoor blower 21 includes a blower case (not shown), a fan, and a blower motor, and the rotational speed of the blower motor is determined according to the voltage applied to the blower motor. The voltage applied to the blower motor is controlled based on a control signal from the air conditioner ECU 50.

  The blower case of the indoor blower 21 is formed with an inside air introduction port (not shown) for introducing vehicle compartment air (inside air) and an outside air introduction port (not shown) for introducing vehicle compartment outside air (outside air). In addition, there is provided an inside / outside air switching door 25 that constitutes an inside / outside air switching means for adjusting an opening ratio between the inside air introduction port and the outside air introduction port.

  In the ventilation path in the air conditioning case 20 on the downstream side of the blower air with respect to the indoor blower 21, the evaporator 8 (cooling heat exchanger), the air mix door 22, and the heater core are arranged in order from the upstream side to the downstream side. 23, the condenser 3 (heating heat exchanger), and the PTC heater 24 (electric auxiliary heat source) are arranged.

  The downstream end of the air conditioning case 20 (upper side in FIG. 1) is a defroster outlet (not shown) that discharges blown air toward the front window of the vehicle, and a face outlet (outlet) that discharges blown air toward the upper body of the occupant. (Not shown), and communicated with a foot outlet (not shown) that discharges blown air toward the foot of the passenger.

  The evaporator 8 is disposed so as to traverse the entire passage immediately after the indoor blower 21 so that all the air blown out from the indoor blower 21 passes through. The evaporator 8 functions as a cooling heat exchanger that dehumidifies and cools the blown air by the endothermic action of the refrigerant flowing inside during the cooling cycle operation and the dehumidification cycle operation.

  The heater core 23 is disposed on the downstream side of the blowing air from the evaporator 8 so that at least the heat transfer portion is located only in the warm air side passage in the air conditioning case 20. The heater core 23 functions as a heat exchanger that heats the surrounding air using the heat of the cooling water of the engine 30 flowing inside during the heating cycle operation.

  The condenser 3 is disposed such that at least the heat transfer portion is located only in the warm air side passage in the air conditioning case 20, and is disposed further downstream of the blowing air than the heater core 23. The condenser 3 functions as a heat exchanger for heating that heats the blown air flowing in the hot air passage by the heat radiation action of the refrigerant flowing inside during the heating cycle operation, the dehumidification cycle operation, and the cooling cycle operation.

  The PTC heater (positive temperature coefficient) 24 is disposed such that at least the heat transfer portion is located only in the hot air passage, and is disposed further downstream of the blower air than the condenser 3. The PTC heater 24 is an auxiliary heating means for heating the blown air flowing through the warm air side passage in the heating cycle operation and the cooling cycle operation. The PTC heater 24 includes an energization heating element portion, and generates heat when the energization heating element portion is energized to warm the surrounding air.

  This energization heating element portion is configured by fitting a plurality of PTC elements in a resin frame formed of a heat-resistant resin material (for example, 66 nylon, polybutadiene terephthalate, etc.). Further, the PTC heater 24 may further include a heat exchange fin portion that transmits heat generated from the energized heat generating element portion. This heat exchange fin part is brazed to a corrugated fin obtained by forming a thin aluminum plate into a corrugated shape and an aluminum plate that keeps the corrugated fin in a certain shape and secures a contact area with the PTC element and the electrode plate. It is constituted by doing.

  In the ventilation path downstream of the evaporator 8 and upstream of the heater core 23 and the condenser 3, air that has passed through the evaporator 8, air that passes through the condenser 3, and air that bypasses the condenser 3, An air mix door 22 is provided that can adjust the air volume ratio of these airs by dividing or switching.

  The air mix door 22 can block part or all of the hot air side passage and the cold air side passage, which are divided into two in the air conditioning case 20, by changing the position of the door body by an actuator or the like. . The opening degree of the warm air side passage by the air mix door 22 is a ratio at which the opening in the transverse direction of the warm air side passage is opened, and can be adjusted in the range of 0 to 100%. Further, the opening degree of the cold air side passage by the air mix door 22 is a ratio at which the opening in the transverse direction of the cold air side passage is opened, and can be adjusted in a range of 0 to 100%.

  The heat pump cycle 1 includes a compressor 2, a condenser 3, a three-way valve 4, an outdoor heat exchanger 5, a first expansion valve 10, a second expansion valve 7, an evaporator 8, an accumulator 9, and electromagnetic valves 11-14. Prepare. The heat pump cycle 1 performs cooling, heating, and dehumidification by the cooling evaporator 8 and the heating condenser 3 by using the state change of the refrigerant (for example, R134a, CO2, etc.) flowing in the refrigeration cycle. Can do. The evaporator 8 and the condenser 3 constitute an indoor heat exchanger with respect to the outdoor heat exchanger 5.

  The refrigerant at the time of the cooling cycle operation flows in the direction of the white arrow along the path indicated by the bold solid line in FIG. The cooling cycle of the heat pump cycle 1 has a large dehumidifying capacity, and as shown in FIG. 1, the compressor 2 that sucks and discharges the refrigerant, the condenser 3 into which the refrigerant discharged from the compressor 2 flows, and the cooling cycle operation Sometimes the refrigerant flowing in from the condenser 3 exchanges heat with the air to dissipate the heat, the outdoor heat exchanger 5, the three-way valve 4 that directs the refrigerant flowing out of the condenser 3 to the outdoor heat exchanger 5, and the outdoor heat exchanger 5. An electromagnetic valve 11 provided to control the refrigerant flow from the evaporator 8 to the evaporator 8, a second expansion valve 7 for decompressing the refrigerant that has passed through the flow path opened by the electromagnetic valve 11, and a second expansion valve 7 This is formed by connecting an evaporator 8 that evaporates the decompressed refrigerant and cools the blown air, and an accumulator 9 that separates the refrigerant into a gas ring. The cooling cycle operation path is as follows: compressor 2 → condenser 3 → three-way valve 4 → outdoor heat exchanger 5 → electromagnetic valve 11 → second expansion valve 7 → evaporator 8 → accumulator 9 → compressor 2.

  In this way, the cooling cycle operation path is switched so that the three-way valve 4 communicates with the flow path on the outdoor heat exchanger 5 side, so that the refrigerant cooled by exchanging heat with the blown air in the condenser 3 during the cooling cycle operation. Flows into the outdoor heat exchanger 5 without passing through the first expansion valve 10, passes through the flow path opened by the electromagnetic valve 11, is depressurized by the second expansion valve 7, flows into the evaporator 8, and then accumulates in the accumulator 9. It is a path | route inhaled by the compressor 2 via this. In the cooling cycle operation, heat is released from the outdoor heat exchanger 5 functioning as a condenser to the outside, and heat is absorbed from the evaporator 8. At this time, although the condenser 3 is also generating heat, the amount of heat exchange with the passenger compartment air can be reduced by controlling the position of the air mix door 22. A check valve 15 for preventing backflow is provided in the passage between the electromagnetic valve 11 and the second expansion valve 7.

  The refrigerant during the heating cycle operation flows in the direction of the black arrow along the path indicated by the bold solid line in FIG. The heating cycle of the heat pump cycle 1 has a large heating performance and is an operation without a dehumidifying capacity. As shown in FIG. 2, the compressor 2, the refrigerant discharged from the compressor 2 during the heating cycle operation, and air are used. The condenser 3 that heats the air by heat exchange, the first expansion valve 10 as a pressure reducing device that decompresses the refrigerant flowing from the condenser 3 during the heating cycle operation, and the first expansion valve 10 to the outdoor heat exchanger 5 The solenoid valve 14 provided to control the refrigerant flow of the refrigerant, the outdoor heat exchanger 5 that evaporates the refrigerant decompressed by the first expansion valve 10 during the heating cycle operation, and the outdoor heat exchanger 5 to the compressor 2 The accumulator 9 and the solenoid valve 12 provided so as to control the refrigerant flow are connected in a ring shape by piping. The heating cycle operation path is as follows: compressor 2 → condenser 3 → three-way valve 4 → first expansion valve 10 → electromagnetic valve 14 → outdoor heat exchanger 5 → electromagnetic valve 12 → accumulator 9 → compressor 2. Further, a check valve 16 for preventing a backflow is provided in a passage between the electromagnetic valve 12 and the accumulator 9. When the outdoor air is extremely low, heating by the heating cycle is inefficient, so the engine 30 is operated in the cooling cycle, the temperature of the engine cooling water (warm water) is raised, and the heat of the heater core 23 causes the passenger compartment Heated.

  The refrigerant at the time of the first dehumidifying cycle operation flows in the direction of the thick thick arrow along the path indicated by the bold solid line in FIG. The first dehumidifying cycle of the heat pump cycle 1 is an operation in which the heating performance is small and the dehumidifying capacity is medium level. For example, when the vehicle interior is dehumidified with a small heating capacity by operating the operation panel 51 or the like. Selected and executed. As shown in FIG. 3, the first dehumidification cycle includes a compressor 2, a condenser 3, a first expansion valve 10, and an electromagnetic valve provided to control the refrigerant flow from the first expansion valve 10 to the evaporator 8. 13. It forms by connecting the evaporator 8 which evaporates the refrigerant | coolant decompressed with the 1st expansion valve 10, and the accumulator 9 cyclically | annularly by piping. The first dehumidification cycle operation path is as follows: compressor 2 → condenser 3 → three-way valve 4 → first expansion valve 10 → electromagnetic valve 13 → evaporator 8 → accumulator 9 → compressor 2. The first dehumidification cycle operation path is such that the refrigerant decompressed by the first expansion valve 10 does not flow into the outdoor heat exchanger 5 but flows into the evaporator 8 to cool the blown air, and then passes through the accumulator 9. This is a path that is drawn into the compressor 2.

  The refrigerant at the time of the second dehumidifying cycle operation flows in the direction of the thick thick arrow along the path indicated by the bold solid line in FIG. The second dehumidifying cycle of the heat pump cycle 1 is an operation in which the heating performance is at a medium level and the dehumidifying capacity is at a low level. For example, when the vehicle interior is dehumidified with the heating capacity at a medium level by operating the operation panel 51 or the like Selected and executed. As shown in FIG. 4, the second dehumidification cycle has a refrigerant path branched between the first expansion valve 10 and the electromagnetic valve 13 in addition to the first dehumidification cycle operation path. The branched refrigerant path passes from the passage between the first expansion valve 10 and the electromagnetic valve 13 to the passage between the evaporator 8 and the accumulator 9 through the electromagnetic valve 14, the outdoor heat exchanger 5 and the electromagnetic valve 12. It is like that. As a result, the second dehumidification cycle operation path is as follows: the compressor 2 → the condenser 3 → the three-way valve 4 → the first expansion valve 10 → the electromagnetic valve 13 → the evaporator 8 → the accumulator 9 → the compressor 2 path. It is comprised by the path | route of the expansion valve 10-> outdoor heat exchanger 5-> solenoid valve 12-> accumulator 9. In this second dehumidification cycle operation path, the refrigerant decompressed by the first expansion valve 10 flows into the evaporator 8 without flowing into the outdoor heat exchanger 5 and cools the blown air, and then passes through the accumulator 9. And a path to be sucked into the compressor 2 via the accumulator 9 after flowing into the outdoor heat exchanger 5 and absorbing heat from the air.

  The compressor 2 is driven by a built-in electric motor 2a and can be controlled in rotational speed, and the refrigerant discharge flow rate is variable according to the rotational speed. The compressor 2 is applied with an AC voltage whose frequency is adjusted by the inverter 90, and the rotational speed of the electric motor 2a is controlled. The inverter 90 is supplied with DC power from the vehicle battery and is controlled by the air conditioner ECU 50.

  The outdoor heat exchanger 5 is arranged outside the vehicle compartment such as an engine compartment and performs heat exchange between the outside air and the refrigerant. The outdoor heat exchanger 5 is forced to receive air from the outdoor fan 6 and functions as an evaporator during the heating cycle operation. In the cooling cycle operation, it functions as a condenser.

  The first expansion valve 10 includes a fixed expansion valve (for example, a capillary tube) such as a fixed throttle, a constant pressure expansion valve, a mechanical expansion valve, or the like. The first expansion valve 10 decompresses and expands the refrigerant supplied to the outdoor heat exchanger 5 during the heating cycle operation. The second expansion valve 7 is provided with a temperature sensing cylinder, and is a temperature operation system that feeds back the outlet refrigerant temperature so that the evaporation state of the refrigerant at the outlet of the evaporator 8 has an appropriate degree of superheat and controls the refrigerant flow rate by an appropriate valve opening degree. Is adopted. In the heating cycle and each dehumidification cycle, the low-pressure refrigerant decompressed by the second expansion valve 7 absorbs heat by the evaporator 8 and evaporates, and the refrigerant that has passed through the evaporator 8 flows into the accumulator 9. And the gas refrigerant in the accumulator 9 is sucked into the compressor 2.

  The evaporator 8 is a cooling heat exchanger that cools the blown air, and functions as an evaporator during the cooling cycle operation. The evaporator 8 cools the air passing through the core portion by performing heat exchange between the low-temperature and low-pressure refrigerant decompressed and expanded by the second expansion valve 7 and the air.

  The condenser 3 is a heating heat exchanger that heats the blown air. The condenser 3 is disposed downstream (downwind) of the evaporator 8 in the air conditioning case 20 and compressed with the high-temperature and high-pressure refrigerant and air compressed by the compressor 2. The air passing through the core is heated by exchanging heat with the air. The water pump 31 is provided in a circuit through which engine cooling water circulates, and supplies hot water made of engine cooling water to the heater core 23. The heater core 23 functions as a heater that heats the blown air together with the condenser 3.

  The air mix door 22 controls the mixing ratio of the cool air from the evaporator 8 and the warm air from the condenser 3 and the like (heater). The accumulator 9 temporarily stores excess refrigerant in the refrigeration cycle and sends out only the gas-phase refrigerant to prevent the liquid refrigerant from being sucked into the compressor 2.

  The three-way valve 4, the normally open solenoid valve 11, the normally closed solenoid valve 12, the normally closed solenoid valve 13, and the normally open solenoid valve 14 are flow path switching means. The operation state is as shown in FIG.

  The refrigerant pressure sensor 40 is provided in the flow path on the high pressure side of the heat pump cycle 1 and detects the high pressure of the refrigerant upstream from the condenser 3, that is, the discharge pressure Pre of the compressor 2. The refrigerant suction temperature sensor 41 is provided on the downstream side of the refrigerant flow in the outdoor heat exchanger 5 and detects the refrigerant suction temperature.

  The air conditioner ECU 50 is a control device that controls the air conditioning operation in the passenger compartment, and signals from the microcomputer and various switches on the operation panel 51 provided on the front surface of the passenger compartment, the refrigerant pressure sensor 40, and the refrigerant suction temperature sensor 41. , An input circuit to which sensor signals are inputted from the inside air sensor 42, the outside air sensor 43, the solar radiation sensor 44, the inlet temperature sensor 45, and the like, and an output circuit for sending output signals to various actuators. The microcomputer includes a memory such as a ROM (read only storage device) and a RAM (read / write storage device), a CPU (central processing unit), and the like, and is based on an operation command transmitted from the operation panel 51 or the like. It has various programs used for calculation.

  The air conditioner ECU 50 receives the air conditioner environment information, the air conditioner operating condition information, and the vehicle environment information during each cycle operation, calculates these, and calculates the capacity to be set for the compressor 2. The air conditioner ECU 50 outputs a control signal to the inverter 90 based on the calculation result, and the output amount of the compressor 2 is controlled by the inverter 90.

  As described above, when an operation signal such as operation / stop of the air conditioner and a set temperature is input to the air conditioner ECU 50 and detection signals of various sensors are input by the operation of the operation panel 51 and the portable device 52 by the occupant, Communicates with the engine ECU 60, the hybrid ECU 70, the navigation ECU 80, etc., and based on various calculation results, the compressor 2, the indoor blower 21, the outdoor fan 6, the PTC heater 24, the three-way valve 4, the electromagnetic valves 11-14, The operation of each device such as the inside / outside air switching door 25, the outlet switching door 26, and the like is controlled.

  FIG. 7 is a flowchart showing basic control processing by the air conditioner ECU 50. In FIG. 7, the control starts when the ignition switch is turned on and power is supplied to the air conditioner ECU 50. Processes related to the subsequent steps are executed by the air conditioner ECU 50.

(Pre-air conditioning judgment)
The air conditioner ECU 50 air-conditions the passenger compartment based on signals from the various sensors described above, signals from various operation members provided on the operation panel 51, signals from the portable device 52 that is remotely operable operation means, and the like. Is configured to do. When the vehicle continuously stops and no occupant is on board, the air conditioner ECU 50 monitors the presence or absence of a pre-air conditioning request from the portable device 52 or a preset pre-air conditioning operation command.

  In step 1 of FIG. 7, when a pre-air conditioning request is received from the portable device 52, or when it is time to start pre-air conditioning based on an air-conditioning request time that is input in advance, the vehicle is in a stopped state. It is determined whether or not the power supply power is larger than the required power during the pre-air conditioning operation. When it is confirmed that the vehicle is in a stopped state and the power supply power is larger than the pre-air conditioning required power, a pre-air conditioning flag is set to permit execution of the pre-air conditioning.

(Initialization)
Next, in step 2, the parameters stored in the RAM and the like in the air conditioner ECU 50 in FIG. 6 are initialized.

(Read switch signal)
Next, in step 3, a switch signal or the like from the operation panel 51 or the like is read.

(Read sensor signal)
Next, in step 4, signals from the various sensors are read.

(TAO calculation basic control)
Next, in step 5, a target blowing temperature TAO of air blown into the vehicle interior is calculated using the following formula 1 stored in the ROM.

(Formula 1)
TAO = Kset * Tset-Kr * Tr-Kam * Tam-Ks * Ts + C
Here, Tset is the set temperature set by the temperature setting switch, Tr is the inside air temperature detected by the inside air sensor 42, Tam is the outside air temperature detected by the outside air sensor 43, and Ts is the solar radiation sensor 44. The amount of solar radiation detected. Kset, Kr, Kam, and Ks are gains, and C is a correction constant for the whole. And the control value of the actuator of the air mix door 22, the control value of the rotation speed of the water pump 31, etc. are calculated from the signals from the TAO and the various sensors.

(Cycle / PTC selection)
Next, in step 6, selection of the cycle to be operated and selection of the number of energized PTC heaters 24 are executed. Specifically, this step 6 is executed based on FIG. FIG. 8 is a flowchart showing details of the cycle / PTC selection process in step 6 of FIG.

  As shown in FIG. 8, when the control is started, it is determined in step 60 whether or not the pre-air-conditioning flag is set as a processing result of step 1. If the pre-air conditioning flag is set, it is determined in step 61 whether or not the outside air temperature is lower than −3 ° C.

  When the outside air temperature is lower than −3 ° C., the efficiency of heating by the heat pump cycle 1 is deteriorated and the outdoor heat exchanger 5 is easily frosted. Therefore, pre-air conditioning by the PTC heater 24 is performed in step 63a. The PTC heater 24 is energized.

  If the outside air temperature is −3 ° C. or higher, it is determined in step 62 whether or not the air outlet mode in the automatic operation is the face mode. In the face mode, it is determined that heating by the heat pump cycle 1 is not necessary, and pre-air conditioning by the cooling cycle is performed in step 63b.

  If it is determined in step 62 that the mode is other than the face mode, pre-air conditioning for heating by the heating cycle is performed in step 63c. In addition, you may perform a 1st dehumidification cycle or a 2nd dehumidification cycle as pre air conditioning at this time. If it is determined in step 60 that the pre-air conditioning flag is not set and the pre-air conditioning is not performed, it is determined in step 64 whether or not the outside air temperature is lower than −3 ° C.

  When the outside air temperature is lower than −3 ° C., the efficiency of heating by the heating cycle is deteriorated and the outdoor heat exchanger 5 is easily frosted. Therefore, air conditioning by the cooling cycle is performed in Step 66a. At this time, the engine 30 is operated, and the temperature of the hot water and the heater core 23 is increased.

  If it is determined in step 64 that the outside air temperature is −3 ° C. or higher, it is determined in step 65 whether or not the air outlet mode in automatic operation is the face mode. In the face mode, it is determined that heating by the heat pump cycle 1 is not necessary, and air conditioning in the cooling cycle is performed in step 66b. If it is determined in step 65 that the face mode is not selected, it is determined that heating by the heat pump cycle 1 is necessary, and air conditioning in the heating cycle is performed in step 66c.

  Note that the first dehumidification cycle shown in FIG. 3 or the second dehumidification cycle shown in FIG. 4 is automatically performed during the operation in the heating cycle of steps 63c and 66c described above, depending on the degree of necessity of heating and dehumidification. You may make it choose.

(Blower voltage determination)
Next, in step 7 shown in FIG. 7, the blower voltage (voltage applied to the motor of the indoor blower 21) corresponding to the target blowing temperature TAO is determined using the map stored in the ROM. That is, the voltage applied to the blower motor of the indoor blower 21 is determined. Specifically, this step 7 is executed based on FIG. FIG. 9 is a flowchart showing details of the blower voltage determination process in step 7 of FIG.

  As shown in FIG. 9, first, at step 70, it is determined whether or not the vehicle is in automatic operation. If it is not automatic operation, the applied voltage corresponding to the air volume setting operated on the operation panel 51 is determined in step 74 (12V for HI, 10V for M3, 8V for M2, and for M1) When the voltage is 6V or LO, 4V), the blower voltage determination process is terminated.

  If it is determined in step 70 that automatic operation is being performed, a temporary blower voltage is calculated in step 71 in accordance with TAO. This temporary blower voltage calculation process is calculated using the map of step 71 shown in FIG. This map shows the relationship between the target blowing temperature TAO [° C.] and the blower voltage [V]. The temporary blower voltage is 4 V (LO air flow level) when the TAO is 10 ° C. or more and 40 ° C. or less. Is calculated. Next, at step 72, “blower voltage correction by the refrigerant pressure” is calculated according to the refrigerant pressure Pre on the high pressure side. This “blower voltage correction based on the refrigerant pressure” is a correction amount of the blower voltage applied when the refrigerant pressure Pre is high. Therefore, when the refrigerant pressure Pre is as high as 1.8 [MPa] or more, 0 to − It is calculated in the range of 2 [V].

  Then, the “temporary blower voltage” calculated in step 71 and the “blower voltage correction by the refrigerant pressure” calculated in step 72 are added to calculate the blower voltage (step 73), and the blower voltage determination process is terminated. By calculating the blower voltage in this manner, when the refrigerant pressure Pre on the high pressure side in the heat pump cycle 1 is high, control is performed to reduce the voltage applied to the indoor blower 21, thus reducing the heat load of the cycle. can do. Thereby, the pressure abnormality of the said cycle can be suppressed and it can contribute to preventing a failure etc. of an apparatus.

(Suction port mode decision)
Next, in step 8 of FIG. 7, a suction port mode corresponding to the target outlet temperature TAO is determined from the map stored in the ROM. Specifically, when the target blowing temperature TAO is high, the inside air circulation mode is selected, and when the target blowing temperature TAO is low, the outside air introduction mode is selected.

(Air outlet mode decision)
Next, in step 9 of FIG. 7, the outlet mode corresponding to the target outlet temperature TAO is determined from the map stored in the ROM. Specifically, when the target outlet temperature TAO is high, the foot mode is selected, and the bi-level mode is selected in the order of the face mode as the target outlet temperature TAO decreases.

(Determination of compressor speed, etc.)
Next, at step 10 in FIG. 7, determination of the compressor speed and the like is executed. In this step, the following control is executed particularly during the cooling operation by the cooling cycle shown in FIG.

  FIG. 10 is a flowchart for explaining a part of steps for determining the compressor speed and the like in step 10 of FIG. In addition, a part of this step means that only the step of determining the compressor rotation speed during the cooling cycle operation by the heat pump cycle 1 is shown. Determination of the compressor speed in other cycles adopts a well-known method and will not be described here.

  First, in step 100, the air conditioner ECU 50 calculates the temperature deviation En between the target post-evaporator temperature TEO calculated using the detection signals of the various sensors and the actual post-evaporator temperature TE using the following Equation 2. .

(Formula 2)
En = TEO-TE
Further, the deviation change rate EDOT is calculated using the following Equation 3.

(Formula 3)
EDOT = En-En-1
Here, since En is updated once per second, En-1 is a value one second before En.

  Furthermore, the air conditioner ECU 50 calculates the “rotational speed change amount ΔfC during the cooling cycle” of the electric motor 2a one second ago using the calculated En and EDOT and the map shown in FIG. The rotational speed change amount ΔfC during the cooling cycle is a value that contributes to prevention of frost of the heat exchanger during the cooling cycle. The map shown in FIG. 11 is a map showing the relationship between the deviation En and the deviation change rate EDOT, and is stored in advance in the ROM.

  Next, in step 101, “compressor rotation speed correction by refrigerant pressure” is calculated according to the refrigerant pressure Pre on the high pressure side. This “compressor rotation speed correction by refrigerant pressure” is a compressor rotation speed correction amount applied when the refrigerant pressure Pre is high, and therefore the refrigerant pressure Pre is in the range of 1.8 to 2.2 [MPa]. Is calculated to decrease from 200 to −200 [rpm] as the pressure increases, and further −200 when the refrigerant pressure Pre is very high as 2.2 [MPa] or more. Calculated in [rpm].

  Next, in step 102, the “rotational speed change amount ΔfC during the cooling cycle” calculated in step 100 is compared with the “compressor rotational speed correction based on the refrigerant pressure” calculated in step 101. Is determined as the compressor speed change amount Δf.

  Then, the current compressor speed [rpm] is calculated by adding the previous compressor speed and the “compressor speed change Δf” calculated in step 102 (step 103). The compressor rotation speed determination process is terminated. This step 103 is updated once per second. Thus, by calculating the compressor speed at this time, when the refrigerant pressure Pre on the high pressure side in the heat pump cycle 1 is high, control is performed to reduce the speed of the electric motor 2a of the compressor 2. The pressure can be reduced, and the heat load of the cycle can be reduced. Thereby, the pressure abnormality of the said cycle can be suppressed and it can contribute to preventing a failure etc. of an apparatus.

  The rotational speed change amount ΔfC at the temperature deviation En and the deviation change rate EDOT may be obtained by fuzzy control based on a predetermined membership function and rule stored in the ROM.

(Determining the output of the outdoor fan)
Next, the output amount of the outdoor fan 6 is determined in step 11 shown in FIG. Here, the voltage applied to the motor of the outdoor fan 6 is determined in order to control the air volume, work amount, and the like corresponding to the output amount of the outdoor fan 6. The applied voltage to be determined is selected from a plurality of stages, and the larger the applied voltage, the larger the rotational speed of the fan, and the larger the air volume and noise value. This step 11 is specifically executed based on FIG. FIG. 12 is a flowchart showing details of the outdoor fan output amount determination processing in step 11 of FIG.

  As shown in FIG. 12, first, in step 110, it is determined whether or not the cycle selected in step 6 is a cooling cycle. If it is a cooling cycle, the air conditioning load for cooling is determined in step 111. This air conditioning load determination is a map shown in step 111 of FIG. 12, which is determination of high or low room temperature based on room temperature [° C.], determination of high pressure or low pressure based on refrigerant pressure Pre [MPa], outside air temperature This is performed by determining the high or low outside temperature based on Tam [° C.] and determining the high or low vehicle speed based on the vehicle speed [km / h]. A map in which each determination is performed is stored in advance in the ROM, and determination results based on the actually detected room temperature, refrigerant pressure Pre, outside air temperature Tam, and vehicle speed are written in the RAM.

  In step 112, each determination result written in the RAM in step 111 and the result of the pre-air conditioning determination in step 1 are applied to the map shown in step 112 stored in advance in the ROM. Thus, the output amount of the outdoor fan 6 is determined to be one of the OFF, LO, and HI levels based on the result applied to the map.

  Usually, since the vehicle speed is 0 [km / h] during pre-air conditioning, the air volume by the outdoor fan 6 is increased in accordance with the refrigerant pressure and the heat load. Since the power is determined at the LO level, the outdoor fan 6 is controlled at a lower rotational speed than during operation other than pre-air conditioning, and the noise level to the surrounding environment of the vehicle is reduced. Further, in the map of step 112, the output amount of the outdoor fan 6 is determined at the LO level even when it is determined that the vehicle is not pre-air-conditioned and the vehicle speed is low, the pressure is low, the room temperature is low, and the room temperature is low. The outdoor fan 6 can be controlled at a low rotational speed to reduce the noise level to the surrounding environment of the vehicle. As described above, when the output amount of the outdoor fan 6 is determined using the parameters of room temperature, refrigerant pressure Pre, outside air temperature Tam, and vehicle speed in step 112, the output amount of the outdoor fan 6 is determined. The process ends.

  On the other hand, if it is determined in step 110 that it is not a cooling cycle, the air conditioning load for heating is determined in step 113. This air conditioning load determination is a map shown in step 113 of FIG. 12, which is determination of high or low room temperature based on room temperature [° C.], determination of high pressure or low pressure based on refrigerant pressure Pre [MPa], outside air temperature This is performed by determining the high or low outside temperature based on Tam [° C.] and determining the high or low vehicle speed based on the vehicle speed [km / h]. A map in which each determination is performed is stored in advance in the ROM, and determination results based on the actually detected room temperature, refrigerant pressure Pre, outside air temperature Tam, and vehicle speed are written in the RAM.

  In step 114, each determination result written in the RAM in step 113 and the result of the pre-air conditioning determination in step 1 are applied to the map shown in step 114 stored in advance in the ROM. Thus, the output amount of the outdoor fan 6 is determined to be one of the OFF, LO, and HI levels based on the result applied to the map.

  In the map of step 114, since the output amount of the outdoor fan 6 is determined at the LO level during pre-air conditioning heating, the outdoor fan 6 is controlled at a lower rotational speed than during operation other than pre-air conditioning, and returns to the surrounding environment of the vehicle. The noise level will be reduced. Further, in the map of step 114, when it is determined that the vehicle speed and the low pressure are other than the pre-air conditioning, or when it is other than the pre-air conditioning and other than the low room temperature and the low outside temperature, it is determined that the high pressure and the low vehicle speed. Even in this case, since the output amount of the outdoor fan 6 is determined at the LO level, the outdoor fan 6 can be controlled at a low rotational speed to reduce the noise level to the surrounding environment of the vehicle. Thus, in step 114 as well as in step 112, when the output amount of the outdoor fan 6 is determined using the parameters of whether or not pre-air conditioning, room temperature, refrigerant pressure Pre, outside air temperature Tam, and vehicle speed, The output amount determination process of the fan 6 is terminated. As described above, in the output amount determination process of the outdoor fan 6, the output amount of the outdoor fan 6 is determined depending on whether pre-air conditioning is performed or whether the heat load (air conditioning load) is high.

  FIG. 13 is experimental data showing the relationship between the output amount of the outdoor fan 6 and the rotational speed of the compressor (horizontal axis) and the noise to the surrounding environment (vertical axis). The output amount of the outdoor fan 6 is three stages of HI, M, and LO, and applied voltages for satisfying each output value are 12V, 9.6V, and 6.0V. The broken line orthogonal to the horizontal axis indicates the maximum compressor speed FS when the vehicle is stopped, and the broken line orthogonal to the vertical axis indicates the allowable noise level around the vehicle (the noise level at which it exceeds this level). . As shown in FIG. 13, when the output amount of the outdoor fan 6 is LO level when the vehicle is stopped (the region on the left side of FIG. 13 with respect to the broken line indicating the maximum compressor speed FS when the vehicle is stopped), HI and M It has been found that the noise level can be suppressed to a level significantly lower than the permissible level compared to the level. In particular, the noise value when the compressor speed is 1000 [rpm] can be reduced by about 15 dB from the permissible level, and the noise reduction effect is remarkable.

(Decision of PTC / Defogger operation)
Next, in step 12 of FIG. 7, the operation determination of the PTC / defogger is executed. In this step, the increase / decrease amount of the compressor rotation speed is determined based on the difference between the permitted power that can be used for the air conditioning operation and the actual power consumption of the compressor 2, and the PTC heater 24 or the defogger. Determine the operation. The use permission power here is the use permission power obtained from at least one of the power amount of the commercial power supply and the battery charge amount supplied to the vehicle by the plug-in specification, and limits the use power that can be used for the air-conditioning operation. Show. In addition, the use permission power may be power that can be allocated for air-conditioning operation from power that can be supplied from the battery or power of a commercial power source (100 V or 200 V) that is supplied by plug-in.

  The actual power consumption of the compressor 2 is the current power consumption of the compressor 2 according to the compressor rotation speed obtained in step 10, and is obtained by measurement or calculation by a predetermined calculation. This step 12 is specifically performed based on FIG. FIG. 14 is a flowchart showing details of the PTC / defogger operation determination process in step 12 of FIG.

  As shown in FIG. 14, first, in the case of the cooling cycle, in step 1200, the “rotational speed change amount ΔfC during the cooling cycle” is calculated in the same manner as in step 100 shown in FIG. Next, if it is during the heating cycle, in Step 1201, “the amount of change in rotational speed ΔfH during the heating cycle” is calculated.

  Next, in step 1201, the amount of change in the rotational speed of the compressor is obtained using the target pressure PDO, the high pressure Pre (Pre is the high pressure measured by the refrigerant pressure sensor 40), the deviation Pn, and the deviation change rate PDOT. Pn-1 is the previous value of the deviation Pn, and n is a natural number.

  First, at the time of heating cycle operation by the heat pump cycle 1, in step 1201 of FIG. 14, the target blowing temperature TAO obtained in step 5 of FIG. (Also called PDO). For this conversion, a known method may be used, and the target blowing temperature TAO may be converted into PDO using a conversion map.

  Further, a saturated refrigerant temperature Tc is obtained from the target blowing temperature TAO, the temperature efficiency φ that varies depending on the air volume V of the indoor blower 21, and the suction side air temperature of the condenser 3, and the saturated refrigerant temperature Tc and the saturation pressure Pc (condensation) are obtained. The saturation pressure Pc corresponding to the saturated refrigerant temperature Tc is obtained based on the relationship with the condensing pressure of the vessel 3), and this saturation pressure Pc may be set as the target pressure PDO.

  Next, a pressure deviation Pn between the target pressure PDO and the high pressure Pre detected by the refrigerant pressure sensor 40 is calculated by the following formula 4.

(Formula 4)
Pn = PDO-Pre
Further, the deviation change rate PDOT is calculated by the following formula 5.

(Formula 5)
PDOT = Pn-Pn-1
As described above, Pn-1 is the previous value of the deviation Pn.

  FIG. 15 is a map showing the relationship among the pressure deviation Pn, the deviation change rate PDOT, and the rotation speed change ΔfH. Next, by using the map shown in FIG. 15 stored in the ROM of the air conditioner ECU 50, the rotational speed change ΔfH that increases or decreases with respect to the compressor rotational speed fn-1 one second ago using the Pn and PDOT. Ask for. Note that the rotational speed change ΔfH in the pressure deviation Pn and the deviation change rate PDOT can also be obtained by fuzzy control based on a predetermined membership function and a predetermined rule stored in the ROM.

  Next, it is determined whether or not pre-air conditioning is determined in step 1202 or whether or not pre-air conditioning is being performed. If it is not pre-air-conditioning, normal air-conditioning control is performed at step 1220, and the subroutine of FIG.

  If it is determined in step 1202 that the pre-air conditioning is performed, a change amount ΔfPre [rpm] of the compressor rotation speed is calculated in step 1203 according to the difference between the above-described permitted power usage and the actual power consumption of the compressor 2. To do. The calculation of the change amount ΔfPre of the compressor rotational speed is performed by calculating a map of ΔfPre expressed as a function corresponding to a difference between the permissible power used and the actual power consumption of the compressor 2 (hereinafter also referred to as surplus power (I)). Is calculated using The surplus power (I) and ΔfPre are in a proportional relationship, and the smaller the surplus power (I), the smaller ΔfPre, and ΔfPre becomes a negative value when it is less than the predetermined surplus power (I) value. The number of rotations of the compressor 2 is controlled to be lower than the previous time. This map is stored in advance in the ROM, and ΔfPre calculated from this map is written in the RAM. The calculation process in step 1203 is updated once per second.

  Next, in step 1204, it is determined whether or not the cycle selected in step 6 is a cooling cycle. In the case of the cooling cycle, ΔfC obtained in step 1200 in step 1205a is compared with ΔfPre obtained in step 1203, and the smaller value is determined as the compressor speed change amount Δf and written to the RAM. Proceed to step 1206. If the cycle is not a cooling cycle (for example, a heating cycle), ΔfH obtained in step 1201 in step 1205b is compared with ΔfPre obtained in step 1203, and the smaller value is used as the compressor speed change amount Δf. And write to the RAM, and go to Step 1206. The ΔfC and ΔfH are also the rotational speed variation that can calculate the compressor rotational speed that can satisfy the performance.

  In step 1206, the current compressor speed [rpm] is calculated by adding the previous compressor speed and the compressor speed change Δf calculated in step 1205 a or 1205 b. When ΔfC or ΔfH is selected in step 1205a or 1205b, surplus power is generated in order to control the use permission power to the compressor speed that does not use the maximum. In step 1207, it is determined that this surplus power (I) has the same value as the difference between the permitted power and the actual power consumption of the compressor 2.

  Next, it is determined whether or not the determined surplus power (I) is greater than 500 W and is a heating cycle (step 1208). If NO is determined in step 1208, the defogger and the PTC heater 24 are not energized and controlled to be inoperative (step 1209), and this subroutine is terminated. Here, the defogger is an example of an electric resistor, and is a hot wire type window defogger formed by mounting a hot wire resistor on a front window or the like of a vehicle. When the defogger is supplied with power from a battery or the like and energized, the defogger generates heat according to the energization amount or applied voltage, and contributes to window fog removal. The operation of the defogger is controlled by the air conditioner ECU 50.

  If YES is determined in step 1208, the defogger is energized and operated in step 1210. In step 1211, surplus power (II) is calculated as a value obtained by subtracting the actual power consumption of the compressor 2 and the power consumption of the defogger from the usage-permitted power. Next, it is determined whether or not the calculated surplus power (II) is greater than 500 W and is a heating cycle (step 1212). If NO is determined in step 1212, the PTC heater 24 is not energized and is controlled to be inoperative (step 1214), and this subroutine is terminated. If YES is determined in step 1212, the PTC heater 24 is energized and operated (step 1213), and this subroutine is terminated.

  As described above, in the operation determination processing of the PTC / defogger in Step 12, when there is a margin in the use permission power, in order to perform the air conditioning control that can obtain the anti-fogging effect of the window within the use permission power, It is possible to reduce the time for the occupant to remove the window fogging after getting on, and to reduce the time for giving noise to the surrounding environment until the vehicle starts. When the defogger is activated and there is a surplus in the permitted power usage, the PTC heater 24 is further activated to shorten the pre-air-conditioning time during heating and to give noise to the surrounding environment until the vehicle starts. Time can be shortened.

(Each valve ON / OFF decision)
Next, in step 13 of FIG. 7, the ON or OFF operation of the three-way valve 4 and the electromagnetic valves 11 to 14 in the cycle is determined so that the control can be executed in each predetermined cycle. In this control, an output signal for turning on / off the operation of each valve is determined so that the operation state of each valve corresponding to each cycle shown in FIG.

(Determining whether to turn on the engine)
Next, in step 14 shown in FIG. 7, the presence / absence of an engine ON request is determined. Here, the presence / absence of the engine ON request is determined depending on whether or not pre-air-conditioning is performed and whether or not the heating heat source is insufficient. Specifically, this step 14 is executed based on FIG. FIG. 16 is a flowchart showing the details of the engine ON request presence / absence determination process in step 14 of FIG.

  As shown in FIG. 16, first, in step 140, it is determined whether or not the heat source for heating is insufficient. Whether or not the heat source is insufficient is determined by whether or not the current outlet air temperature of the heating device (for example, the condenser 3 or the PTC heater 24) is lower than the target blowing temperature TAO. If it is determined in step 140 that the heat source is insufficient, the heat source shortage flag is set to 1 (step 142). If it is determined that the heat source is not insufficient, the heat source shortage flag is set to 0 (step 141).

  Next, in step 143, it is determined whether or not the pre-air conditioning flag is set as the processing result of step 1. If the pre-air conditioning flag is set, the air conditioner ECU 50 does not execute an engine ON output request to the engine ECU 60 (step 146), and ends this subroutine. If the pre-air conditioning flag is not set, it is determined in step 144 whether or not the heat source flag is 1. If the heat source flag is 1, the air conditioner ECU 50 makes an engine ON output request to the engine ECU 60 in step 145, and ends this subroutine. If the heat source flag is 0, the routine proceeds to step 146, where the air conditioner ECU 50 does not execute an engine ON output request to the engine ECU 60 and ends this subroutine.

  As described above, in the engine ON request presence / absence determination process in step 14, when performing the pre-air-conditioning operation, the engine is not started and the noise due to the engine operation is not generated regardless of whether the heating heat source is insufficient. Control. Further, when pre-air conditioning operation is not performed and the heating heat source is insufficient, the engine is started and the engine cooling water temperature is increased so that the actual blowing temperature does not decrease with respect to the target blowing temperature TAO. Control to ensure air conditioning capability.

  Note that the processing in steps 140 to 144 corresponds to “engine start determination means” described in the claims.

(Defrost determination / Defrost control)
Next, in step 15 in FIG. 7, frost formation is determined, and when it is determined that frost formation, defrost control is executed. In the frost formation determination / defrost control, in pre-air conditioning and on-board air conditioning (air conditioning other than pre-air conditioning), it is determined whether or not frost is formed according to the refrigerant suction temperature detected by the refrigerant suction temperature sensor 41. When it determines with frost, the heating cycle driving | operation is stopped and the defrosting operation by a cooling cycle is implemented.

(Control signal output)
Next, in step 16 of FIG. 7, the engine ECU 60, the inverter 90, the PTC heater 24, various actuators, the three-way valve 4 and the electromagnetic valve are obtained so that the control states calculated or determined in the respective steps 1 to 15 are obtained. Control signals are output to 11-14 and the like. Then, after the elapse of a predetermined time in step 17 of FIG. 7, the process returns to step 3 to continuously execute each step.

  The effect which the vehicle air conditioner 100 of this embodiment brings is described below. The vehicle air conditioner 100 air-conditions the passenger compartment before the passenger gets on the vehicle by the cooling cycle operation and the heating cycle operation which are performed by controlling the refrigerant flow of the heat pump cycle 1. The air conditioner ECU 50 controls the cooling cycle operation and the heating cycle operation by controlling the refrigerant flow of the heat pump cycle 1 and also controls the operation of the outdoor fan 6. The air conditioner ECU 50 controls the output amount of the outdoor fan 6 in the pre-air-conditioning (pre-ride air-conditioning) operation to be smaller than that in the on-board air-conditioning operation.

  According to this, it is possible to reduce the noise level to the outside of the vehicle generated by the outdoor fan 6 that has a large influence of the operation sound given to the outside of the vehicle during the pre-air-conditioning operation compared to during the on-board air-conditioning operation. This is because the outdoor fan 6 is disposed in an engine compartment or the like of a vehicle far from the vehicle interior, and therefore has a greater influence on noise to the surrounding environment of the vehicle than other components constituting the vehicle air conditioner 100. Because. Therefore, in the pre-air-conditioning implemented using the heat pump cycle 1, a vehicle air-conditioning apparatus that reduces noise by giving priority to the surrounding environment such as a home or a parking lot can be obtained.

  In addition, the air conditioner ECU 50 outputs a signal for requesting activation of the engine 30 according to the output required for heating during the heating cycle operation, and the request signal for starting the engine 30 during pre-air conditioning operation is compared with that during the on-board air conditioning operation. The output frequency is lowered.

  According to this, since the output frequency of the request signal for starting the engine 30 is lowered when the heating cycle operation is performed in the pre-air conditioning operation, the opportunity for starting the engine 30 is suppressed in the pre-air conditioning operation. For this reason, pre-air-conditioning operation in which consideration for the surrounding environment is given priority over heating capacity improvement by starting the engine 30 can be implemented. Furthermore, the departure | occurrence | production of the vehicle at the time of a passenger | crew's absence etc. by driving the engine 30 at the time of a passenger | crew's absence can be suppressed.

  In addition, the air conditioner ECU 50 includes an engine start determination unit (S140 to S144) that determines whether to start the engine 30 during the heating cycle operation. This engine activation determining means determines that the engine 30 is not activated during the pre-air conditioning operation.

  According to this, since it is determined that the engine 30 is not started during the pre-air-conditioning operation by the engine activation determining means, the control that does not generate the engine sound is reliably performed during the pre-air-conditioning operation, and further quietness to the surrounding environment is achieved. This also contributes to ensuring safety and preventing departure when the passenger is absent.

  Further, the air conditioner ECU 50 controls the output amount of the compressor 2 or the output amount of the indoor blower 21 to be reduced when the refrigerant pressure on the high pressure side flowing through the heat pump cycle 1 is equal to or higher than a predetermined value. According to this, it is possible to prevent the refrigerant pressure on the high pressure side of the heat pump cycle 1 from becoming an abnormally high pressure, and in the pre-air-conditioning described above, noise that gives priority to consideration for the surrounding environment such as a home, a parking lot, etc. Reduction can be implemented.

  Further, in the pre-air-conditioning operation, the air-conditioner ECU 50 determines that the difference between the permitted power that can be used for the air-conditioning operation of the vehicle and the power that is consumed in the pre-air-conditioning operation is equal to or greater than the preset power. (Electric auxiliary heat source) or defogger (electric resistor mounted on the window) is energized.

  According to this, in addition to the effect of reducing noise by the pre-air conditioning operation that gives priority to consideration for the surrounding environment, the heating capacity in the pre-air conditioning operation can be improved when there is a margin in the permitted power. For this reason, the pre-air-conditioning operation can be shortened, the window fogging removal effect at the time of boarding, and the comfort in the passenger compartment can be improved.

(Second Embodiment)
In the second embodiment, a modified example of the output amount determination of the outdoor fan in the air conditioning control main routine will be described with reference to FIG. 17 with respect to the first embodiment. FIG. 17 is a flowchart showing details of the output determination process (step 11) of the outdoor fan 6 in the main routine of the air conditioning control.

  The processing flow of the air conditioning control in the second embodiment is for determining whether the air conditioning load is high pressure or low pressure when it is determined to be pre-air conditioning with respect to the processing flow of air conditioning control described in the first embodiment. It is characterized in that the criterion for the refrigerant pressure Pre [MPa] is set high. In addition, about each component, these operation | movement, and each process sequence other than step 11, it is the same as that of the vehicle air conditioner of 1st Embodiment.

  The outdoor fan output determination process of the present embodiment will be described with reference to FIG. Here, as in the case of the first embodiment, the voltage applied to the motor of the outdoor fan 6 is determined in order to control the air volume, work volume, and the like corresponding to the output amount of the outdoor fan 6. The applied voltage to be determined is selected from a plurality of stages, and the larger the applied voltage, the larger the rotational speed of the fan, and the larger the air volume and noise value.

  As shown in FIG. 17, first, in step 1100, it is determined whether or not the cycle selected in step 6 described above is a cooling cycle. If it is a cooling cycle, it is determined in step 1110 whether or not the pre-air-conditioning flag is set as a processing result in step 1. If the pre-air conditioning flag is not set, the air conditioning load for cooling is determined in step 1112. The air conditioning load is determined by determining a high pressure or a low pressure based on the refrigerant pressure Pre [MPa], which is a map shown in step 1112 of FIG. The map on which the determination is performed is stored in the ROM in advance, and the determination result (whether high pressure or low pressure) based on the actually detected refrigerant pressure Pre is written in the RAM, and the process proceeds to step 1113.

  If the pre-air conditioning flag is set, the air conditioning load for cooling is determined in step 1111. The determination of the air conditioning load is performed by determining a high pressure or a low pressure based on the refrigerant pressure Pre [MPa], which is a map shown in Step 1111 of FIG. The map on which the determination is performed is stored in the ROM in advance, and the determination result (whether high pressure or low pressure) based on the actually detected refrigerant pressure Pre is written in the RAM, and the process proceeds to step 1113. In the map shown in step 1111, the refrigerant pressure determination criterion for switching from high pressure determination to low pressure determination is 1.5 [MPa], and is set to a pressure higher than 1.2 [MPa] in the map shown in step 1112. Has been. Similarly, in the map shown in step 1111, the refrigerant pressure determination criterion for switching from the low pressure determination to the high pressure determination is 1.8 [MPa], and the pressure is higher than 1.5 [MPa] in the map shown in step 1112. Is set. Thus, the criterion for determining the refrigerant pressure for determining the air conditioning load for cooling is set higher during pre-air conditioning than during air-conditioning operation other than pre-air conditioning.

  In step 1113, the air conditioning load for cooling is determined. The determination of the air conditioning load in this step is a map shown in step 1113 of FIG. 17, which is a determination of a high or low room temperature based on room temperature [° C.], and a high or low outside air temperature based on outside temperature Tam [° C.]. The determination is made by determining the high vehicle speed or the low vehicle speed based on the vehicle speed [km / h]. The map in which each determination is made is stored in advance in the ROM, and determination results based on the actually detected room temperature, outside air temperature Tam, and vehicle speed are written in the RAM, and the process proceeds to step 1114.

  Next, in step 1114, the determination result written in the RAM in step 1111 or 1112 and the determination result written in the RAM in step 1113 are applied to the map shown in step 1114 previously stored in the ROM. As described above, the output amount of the outdoor fan 6 is determined to be one of OFF, LO, and HI levels based on the result applied to the map, and the output amount determination processing of the outdoor fan 6 is terminated.

  Usually, when the vehicle speed is low, the air volume by the outdoor fan 6 may be increased, but when the map of step 1114 determines that the low vehicle speed, low pressure, low room temperature, and low outdoor temperature, the output amount of the outdoor fan 6 is Since the LO level is determined, the outdoor fan 6 is controlled to have a lower rotational speed than when it is determined as a high room temperature, a high outside air temperature, or a high pressure so that the noise level to the surrounding environment of the vehicle is reduced. become. As described above, in step 1114, it is easy to make a low pressure determination during the cooling pre-air conditioning, and the output amount of the outdoor fan 6 is determined using the parameters of room temperature, refrigerant pressure Pre, outside air temperature Tam, and vehicle speed. Is called.

  On the other hand, if it is determined in step 1100 that it is not the cooling cycle, it is determined in step 1120 whether or not the pre-air conditioning flag is set as a processing result in step 1. If the pre-air conditioning flag is not set, the air conditioning load for heating is determined at step 1122. The air conditioning load is determined by determining a high pressure or a low pressure based on the refrigerant pressure Pre [MPa], which is a map shown in step 1122 of FIG. The map on which the determination is performed is stored in the ROM in advance, and the determination result (whether high pressure or low pressure) based on the actually detected refrigerant pressure Pre is written in the RAM, and the process proceeds to step 1123.

  If the pre-air conditioning flag is set, the air conditioning load for heating is determined in step 1121. The determination of the air conditioning load is performed by determining a high pressure or a low pressure based on the refrigerant pressure Pre [MPa], which is a map shown in step 1121 of FIG. The map on which the determination is performed is stored in the ROM in advance, and the determination result (whether high pressure or low pressure) based on the actually detected refrigerant pressure Pre is written in the RAM, and the process proceeds to step 1123. In the map shown in step 1121, the criterion for the refrigerant pressure for switching from the high pressure judgment to the low pressure judgment is 1.5 [MPa], and is set to a pressure higher than 1.2 [MPa] in the map shown in step 1122. Has been. Similarly, in the map shown in step 1121, the criterion for the refrigerant pressure for switching from the low pressure determination to the high pressure determination is 1.8 [MPa], and the pressure is higher than 1.5 [MPa] in the map shown in step 1122. Is set. Thus, the criterion for determining the refrigerant pressure for determining the air conditioning load for heating is set higher during pre-air conditioning than during air-conditioning operation other than pre-air conditioning.

  In step 1123, the air conditioning load for cooling is determined. The determination of the air conditioning load in this step is the map shown in step 1123 of FIG. 17, the determination of the high room temperature or the low room temperature based on the room temperature [° C.], the high outside temperature or the low outside temperature based on the outside temperature Tam [° C.]. The determination is made by determining the high vehicle speed or the low vehicle speed based on the vehicle speed [km / h]. The map in which each determination is made is stored in advance in the ROM, and determination results based on the actually detected room temperature, outside air temperature Tam, and vehicle speed are written in the RAM, and the process proceeds to step 1124.

  Next, in step 1124, the determination result written in the RAM in step 1121 or 1122 and the determination result written in the RAM in step 1123 are applied to the map shown in step 1124 stored in advance in the ROM. As described above, the output amount of the outdoor fan 6 is determined to be one of OFF, LO, and HI levels based on the result applied to the map, and the output amount determination processing of the outdoor fan 6 is terminated.

  Also in this case, in the map of step 1124, when it is determined that the vehicle speed is low and the pressure is low, the output amount of the outdoor fan 6 is determined at the LO level, so that the outdoor fan 6 has a high pressure, a low room temperature, a low outdoor temperature, Compared to the case where the vehicle speed is determined to be low, the number of revolutions is controlled to be low, and the noise level to the surrounding environment of the vehicle is reduced. As described above, in step 1124, it is easy to make a low pressure determination during heating pre-air conditioning, and the output amount of the outdoor fan 6 is determined using the parameters of room temperature, refrigerant pressure Pre, outside air temperature Tam, and vehicle speed. Is called.

  The effect which the vehicle air conditioner 100 of this embodiment brings is described below. The air conditioner ECU 50 controls the output amount of the outdoor fan 6 to be increased based on the high-pressure refrigerant pressure Pre flowing through the heat pump cycle 1. The criterion for determining the refrigerant pressure that increases the output amount of the outdoor fan 6 is set higher during pre-air-conditioning operation than during air-conditioning operation during boarding (air-conditioning operation other than pre-air-conditioning) (steps 1111 and 1121). is there.

  According to this control, since the criterion for determining the refrigerant pressure is high during the pre-air conditioning operation, the output amount of the outdoor fan 6 during the pre-air conditioning operation increases at a higher refrigerant pressure than during the on-board air conditioning operation. . For this reason, in the determination of the air-conditioning load using the refrigerant pressure, the low-pressure determination tends to be easily performed, and the pre-air-conditioning is more easily determined to be the lower pressure than during the on-board air-conditioning. Therefore, the output amount of the outdoor fan 6 during the pre-air-conditioning operation is less likely to be controlled in the direction of increasing than during the air-conditioning operation, and is suppressed to be lower than that during the air-conditioning operation during the ride. For example, if the refrigerant pressure value is the same, the control for reducing the output amount of the outdoor fan 6 is more easily performed during the air conditioning operation. Therefore, since the increase in the output amount of the outdoor fan 6 accompanying the increase in the refrigerant pressure is suppressed during the pre-air conditioning operation, the noise to the outside of the vehicle is suppressed when the occupant is absent even if the load on the heat pump cycle 1 increases. Pre-air-conditioning operation in consideration of the surrounding environment can be performed.

(Third embodiment)
In the third embodiment, a modified example of determining the output amount of the outdoor fan in the air conditioning control main routine will be described with reference to FIG. 18 with respect to the second embodiment. FIG. 18 is a flowchart showing details of the output determination process (step 11) of the outdoor fan 6 in the main routine of the air conditioning control.

  The processing flow of the air conditioning control in the present embodiment is different from the processing flow of the air conditioning control described in the second embodiment only in the determination processing in step 1110A and step 1120A in FIG. In addition, about each other component, these operation | movement, and another control processing procedure, it is the same as that of the vehicle air conditioner of 1st Embodiment and 2nd Embodiment.

  The outdoor fan output determination process of the present embodiment will be described with reference to FIG. Here, as in the case of the second embodiment, control is performed to increase the output amount of the outdoor fan 6 based on the high-pressure side refrigerant pressure Pre flowing in the heat pump cycle 1. Furthermore, the criterion of the refrigerant pressure that increases the output amount of the outdoor fan 6 is set to a predetermined level according to the time zone when the air conditioning operation is performed.

  As shown in FIG. 18, in the same manner as in the second embodiment, in step 1100, it is determined whether or not the cycle selected in step 6 described above is a cooling cycle. If it is a cooling cycle, it is determined in step 1110A whether or not the current time is in the range of 20:00 to 7:00. This predetermined time zone is a time zone that assumes early morning or night, and when it falls under this time zone, control is performed to reduce the output amount of the outdoor fan 6 by subsequent processing.

  If it is determined in step 1110A that the predetermined time zone has not been entered, the output amount of the outdoor fan 6 during the cooling cycle is turned OFF, LO by sequentially executing the above-described steps 1112, 1113, and 1114. , HI level, and the output amount determination processing of the outdoor fan 6 ends.

  If it is determined in step 1110A that the predetermined time zone has been entered, the output amount of the outdoor fan 6 during the cooling cycle is turned off by sequentially executing the above-described steps 1111, 1113, and 1114. It is determined to be either LO or HI level, and the output amount determination processing of the outdoor fan 6 is finished.

  As described above, when it is determined in step 1110A that it is early morning or night, the determination of the refrigerant pressure at which the high pressure determination is switched to the low pressure determination is determined as another time zone by the determination processing in step 1111. Based on a higher determination criterion (1.5 [MPa]), and a higher determination criterion (1. 1) than when the determination of the refrigerant pressure at which the low pressure determination is switched to the high pressure determination is determined as another time zone. 8 [MPa]).

  Also, step 1120A is the same determination process as step 1110A. By executing the above-described step 1121 or step 1122, step 1123, and step 1124, the output amount of the outdoor fan 6 during the heating cycle is OFF, LO, HI. And the output amount determination process of the outdoor fan 6 is terminated. Note that each of the processing in step 1110A and step 1120A corresponds to the “time zone determination unit” recited in the claims.

  The effect which the vehicle air conditioner 100 of this embodiment brings is described below. The air conditioner ECU 50 includes time zone determination means (S1110A, S1120A) for determining whether it is early morning or night in the output determination process (step 11) of the outdoor fan 6. The air conditioner ECU 50 reduces the output amount of the outdoor fan 6 when the time zone determination means determines that the current time is early morning or night than when it is determined that the time zone is other than early morning or night (step). 1111, 1114, 1121, 1124).

  According to this control, when it is determined that it is early morning or night time, the output amount of the outdoor fan 6 is reduced as compared with the case where it is determined that the time is other than that, so that the surrounding environment of the vehicle is relatively quiet. Therefore, it is possible to provide an air conditioning operation that suppresses the noise level to the outside of the vehicle in a time zone that is likely to cause trouble. Further, the early morning or night time zone is not limited to the pre-air-conditioning operation, and it is possible to provide air-conditioning that prioritizes consideration for the surrounding environment even during the on-board air-conditioning operation.

  In addition, when it is determined that it is early morning or night time, the criterion of the refrigerant pressure is higher than in other time zones, so the output amount of the outdoor fan 6 during early morning or night time is It increases at a higher refrigerant pressure than in other time zones. For this reason, in the determination of the air-conditioning load using the refrigerant pressure, a low pressure determination tends to be easily performed, and the early morning or nighttime is more easily determined to be a lower pressure than in other time zones. Therefore, the output amount of the outdoor fan 6 at the early morning or at night becomes difficult to be controlled in an increasing direction, and can be suppressed to be lower than in other time zones. For example, if the refrigerant pressure value is the same, the control for reducing the output amount of the outdoor fan 6 is easier to implement in the early morning or at night. Therefore, since the increase in the output amount of the outdoor fan 6 accompanying the rise in the refrigerant pressure is suppressed in the early morning or at night, even if the load of the heat pump cycle 1 may increase, it is early in the morning or when no occupant is present at night. Noise outside the vehicle can be suppressed, and air-conditioning operation in consideration of the surrounding environment can be implemented.

(Fourth embodiment)
In the fourth embodiment, a modified example of determining the output amount of the outdoor fan in the air conditioning control main routine will be described with reference to FIG. 19 with respect to the first embodiment. FIG. 19 is a flowchart showing details of the output determination process (step 11) of the outdoor fan 6 in the main routine of the air conditioning control.

  The processing flow of the air conditioning control in the present embodiment is different from the processing flow of the air conditioning control described in the first embodiment only in the determination processing in step 113A of FIG. In addition, about each other component, these operation | movement, and another control processing procedure, it is the same as that of the vehicle air conditioner of 1st Embodiment.

  The outdoor fan output determination process of this embodiment will be described with reference to FIG. Here, as in the case of the first embodiment, the output amount of the outdoor fan 6 is controlled to be increased based on the high-pressure side refrigerant pressure Pre flowing in the heat pump cycle 1. Furthermore, the criterion of the refrigerant pressure that increases the output amount of the outdoor fan 6 is set to a predetermined level according to the time zone when the air conditioning operation is performed.

  As shown in FIG. 19, when it is determined in step 110 that the cycle selected in step 6 described above is a heating cycle as in the first embodiment, the process proceeds to step 113A to determine the air conditioning load for heating. . This determination of the air conditioning load is performed by a map shown in step 113A of FIG. Here, in the determination of the high pressure or the low pressure based on the refrigerant pressure Pre [MPa], the criterion of the refrigerant pressure for switching from the high pressure determination to the low pressure determination is 1.5 [MPa], and step 111 in the cooling cycle is performed. The pressure is set higher than 1.2 [MPa] in the map shown. Similarly, in the map shown in step 113A, the criterion for determining the refrigerant pressure for switching from the low pressure determination to the high pressure determination is 1.8 [MPa], and from the map shown in step 111 during the cooling cycle, 1.5 [MPa]. Even high pressure is set. As described above, the criterion for determining the refrigerant pressure for determining the air conditioning load is set higher in the air conditioning operation in the heating cycle than in the air conditioning operation other than the heating cycle (air conditioning in the cooling cycle).

  The effect which the vehicle air conditioner 100 of this embodiment brings is described below. The air conditioner ECU 50 controls the output amount of the outdoor fan 6 to increase based on the refrigerant pressure on the high pressure side flowing through the heat pump cycle 1. The criterion of the refrigerant pressure for increasing the output amount of the outdoor fan 6 is set higher in the heating cycle operation than in the cooling cycle operation (step 113A).

  According to this control, during the heating cycle operation, the criterion for determining the refrigerant pressure is higher than that during the cooling cycle operation. Therefore, the output amount of the outdoor fan 6 during the heating cycle operation is higher than that during the cooling cycle operation. It will increase at higher refrigerant pressures. For this reason, in the determination of the air-conditioning load using the refrigerant pressure, a low pressure determination tends to be easily performed, and it is easier to determine a low pressure during the heating cycle operation. Therefore, the output amount of the outdoor fan 6 during the heating cycle operation is difficult to be controlled in an increasing direction, and is suppressed to be lower than that during the cooling cycle operation. For example, if the refrigerant pressure value is the same, control for reducing the output amount of the outdoor fan 6 is more easily performed during the heating cycle operation. Therefore, since the increase in the output amount of the outdoor fan 6 accompanying the increase in the refrigerant pressure is suppressed during the heating cycle operation, noise outside the vehicle during the heating cycle operation can be reduced even if the load of the heat pump cycle 1 increases. It is possible to suppress the air conditioning operation considering the surrounding environment.

(Fifth embodiment)
In the fifth embodiment, a modified example of determining the output amount of the outdoor fan in the air conditioning control main routine will be described with reference to FIG. 20 with respect to the second embodiment. FIG. 20 is a flowchart showing details of the output determination process (step 11) of the outdoor fan 6 in the main routine of the air conditioning control.

  The processing flow of the air conditioning control in the present embodiment is different from the processing flow of the air conditioning control described in the second embodiment only in the determination processing in step 1110B and step 1120B in FIG. In addition, about each other component, these operation | movement, and another control processing procedure, it is the same as that of the vehicle air conditioner of 1st Embodiment and 2nd Embodiment.

  The output determination process of the outdoor fan of this embodiment will be described with reference to FIG. Here, as in the case of the second embodiment, control is performed to increase the output amount of the outdoor fan 6 based on the high-pressure side refrigerant pressure Pre flowing in the heat pump cycle 1. Furthermore, the criterion for determining the refrigerant pressure that increases the output amount of the outdoor fan 6 is set to a predetermined level depending on whether or not the vehicle exists near the home when performing the air conditioning operation.

  As shown in FIG. 20, in the same manner as in the second embodiment, in Step 1100, it is determined whether or not the cycle selected in Step 6 is a cooling cycle. If it is a cooling cycle, it is determined in step 1110B whether or not the vehicle is located at or near the home.

  The determination in step 1110B is performed using the position information of the own vehicle transmitted by the navigation ECU 80. In step 1110B, whether or not the vehicle is located at a preset parking location and whether or not the vehicle is located within a predetermined distance from the set parking location is determined from the position information of the host vehicle from the navigation ECU 80. Judgment from. Further, the air conditioner ECU 50 detects the stop time from the vehicle information transmitted from the engine ECU 60, the hybrid ECU 70, etc., and whether the stop time is a predetermined time or more (for example, 8 hours or more) instead of the determination process of step 1110B. You may employ | adopt the determination process of no. In this case, when the stop time is equal to or longer than the predetermined time, it is considered that the vehicle is stopped at a parking place or a place corresponding thereto.

  If it is determined in step 1110B that the vehicle is at home or in the vicinity thereof, the output amount of the outdoor fan 6 during the cooling cycle is turned OFF, LO by sequentially executing the above-described steps 1111, 1113, and 1114. , HI level, and the output amount determination processing of the outdoor fan 6 ends.

  When it is determined in step 1110B that the vehicle is not at or near the home, the output amount of the outdoor fan 6 during the cooling cycle is turned OFF, LO by sequentially executing the above-described steps 1112, 1113, and 1114. , HI level, and the output amount determination processing of the outdoor fan 6 ends.

  As described above, when it is determined in step 1110B that the vehicle is at or near the home, the determination of the refrigerant pressure that switches from the high pressure determination to the low pressure determination by the determination processing in step 1111 is performed. The refrigerant pressure is determined based on a higher criterion (1.5 [MPa]) than when it is determined that the vehicle is not in the vicinity and the refrigerant pressure is switched from the low pressure determination to the high pressure determination. Therefore, the determination is made based on a higher criterion (1.8 [MPa]) than when it is determined that there is not.

  Further, step 1120B is the same determination process as step 1110B, and the output amount of the outdoor fan 6 during the heating cycle is turned OFF, LO, HI by executing the above-described step 1121 or step 1122, step 1123, and step 1124. And the output amount determination process of the outdoor fan 6 is terminated.

  The effect which the vehicle air conditioner 100 of this embodiment brings is described below. When the air conditioner ECU 50 determines that the vehicle is in a preset parking location in at least one of the pre-air conditioning operation and the air conditioning operation other than the pre-air conditioning operation, the air conditioner ECU 50 determines that the vehicle is within a predetermined distance from the parking location. If it is determined that the stop time is continuing for a predetermined time or more, the output amount of the outdoor fan 6 is reduced compared to the case where determination other than the determination result is made. .

  According to this control, when it is determined that the vehicle is in a predetermined parking lot, at home, or in the vicinity thereof during air-conditioning operation, the output amount of the outdoor fan 6 is further reduced compared to when other determinations are made. Therefore, it is possible to reduce noise with priority given to the surrounding environment in the vicinity of the parking lot. Further, when the vehicle is in a predetermined parking lot or the vicinity thereof, it is not limited to the pre-air-conditioning operation, and it is possible to provide air-conditioning that prioritizes consideration for the surrounding environment even during the on-board air-conditioning operation.

  Further, when it is determined that the vehicle is in the vicinity of the predetermined parking lot or the like, the criterion of the refrigerant pressure is higher than that in the case where the determination is not performed. The output amount increases at a higher refrigerant pressure than when the determination is not made. For this reason, in the determination of the air-conditioning load using the refrigerant pressure, a low pressure determination tends to be easily performed, and it is easy to determine a low pressure when the vehicle is in a predetermined parking lot or the vicinity thereof. Therefore, the output amount of the outdoor fan 6 of the vehicle is less likely to be controlled in the increasing direction, and is suppressed to a lower level than when the determination is not made. For example, if the refrigerant pressure value is the same, control for reducing the output amount of the outdoor fan 6 is more easily performed when the vehicle is in a predetermined parking lot or the vicinity thereof. Therefore, since the increase in the output amount of the outdoor fan 6 due to the increase in the refrigerant pressure is suppressed when the vehicle is at or near a predetermined parking lot or the like, the vehicle is parked even if the load on the heat pump cycle 1 increases. In the vicinity of a car park or the like, noise outside the vehicle can be suppressed when no occupant is present, and air-conditioning operation considering the surrounding environment can be performed.

(Sixth embodiment)
In the sixth embodiment, a modification example of the compressor rotation speed determination in the air conditioning control main routine will be described with reference to FIG. 21 with respect to the first embodiment. FIG. 21 is a flowchart for explaining a part of steps for determining the compressor speed and the like in the main routine of air conditioning control. In addition, a part of this step means that only the step of determining the compressor rotation speed during the cooling cycle operation by the heat pump cycle 1 is shown. Determination of the compressor rotation speed during cooling operation using other cycles adopts a well-known method and will not be described here.

  The processing flow of the air conditioning control in this embodiment differs greatly from the processing flow of the air conditioning control described in the first embodiment in step 101A in FIG. 21, and accordingly, the processing in step 102A and step 103A is also different. Yes. In addition, about each other component, these operation | movement, and another control processing procedure, it is the same as that of the vehicle air conditioner of 1st Embodiment.

  As shown in FIG. 21, after calculating the compressor rotation speed change amount ΔfC during the cooling cycle in step 100, in step 101A, “compressor rotation depending on the distance from the home etc.” is determined according to the distance between the vehicle and the home etc. Number correction "is calculated. Since the compressor rotation speed correction is a compressor rotation speed correction amount applied when the distance from the home or the like is short, for example, when the distance is in the range of 10 to 50 [m], the distance When the distance is less than 10 [m], it is calculated to be −200 [rpm] when the distance is less than 10 [m]. . Note that the distance from the home or the like includes a distance from the home and a distance from a preset parking place. Further, the distance in step 101A is detected by using the position information of the own vehicle transmitted by the navigation ECU 80.

  Next, in step 102A, the “rotational speed change amount ΔfC during the cooling cycle” calculated in step 100 is compared with “compressor rotational speed correction based on distance from home or the like” calculated in step 101A. The value is determined as the rotation speed change amount Δf of the compressor.

  Then, the current compressor speed [rpm] is calculated by adding the previous compressor speed and the “compressor speed change Δf” calculated in step 102A (step 103A), and during the cooling cycle operation. The compressor rotation speed determination process is terminated. This step 103A is updated once per second. Thus, by calculating the current compressor speed, control is performed to reduce the speed of the electric motor 2a of the compressor 2 when the vehicle is close to the home or the like. Sound can be reduced, noise outside the vehicle can be suppressed, and air-conditioning operation in consideration of the surrounding environment can be performed.

  Further, the air conditioner ECU 50 may detect the stop time from the vehicle information transmitted from the engine ECU 60, the hybrid ECU 70, etc., and may adopt the “stop time” instead of “distance from home” in the map of step 101A. . Then, as the stoppage time increases, the “compressor rotation speed correction” is decreased to the minus side, or when the stoppage time is a predetermined time or more, the “compressor rotation speed correction” is decreased to a negative value. It may be made to do.

  The effect which the vehicle air conditioner 100 of this embodiment brings is described below. When the air conditioner ECU 50 determines that the vehicle is in a preset parking location in at least one of the pre-air conditioning operation and the air conditioning operation other than the pre-air conditioning operation, the air conditioner ECU 50 determines that the vehicle is within a predetermined distance from the parking location. In this case, the output amount of the compressor 2 is reduced as compared to the case where determination other than the determination result is made when the stop time is determined to be continuing for a predetermined time or more. .

  According to this control, when it is determined that the vehicle is in a predetermined parking lot, at home, or in the vicinity thereof during air-conditioning operation, the output amount of the compressor 2 is further reduced compared to when other determinations are made. Therefore, it is possible to reduce noise with priority given to the surrounding environment in the vicinity of the parking lot. Further, when the vehicle is in a predetermined parking lot or the vicinity thereof, it is not limited to the pre-air-conditioning operation, and it is possible to provide air-conditioning that prioritizes consideration for the surrounding environment even during the on-board air-conditioning operation.

(Seventh embodiment)
In the seventh embodiment, a modified example of determining the output amount of the outdoor fan in the air conditioning control main routine will be described with reference to FIG. 22 with respect to the second embodiment. FIG. 22 is a flowchart showing details of the output determination process (step 11) of the outdoor fan 6 in the main routine of the air conditioning control.

  The processing flow of the air conditioning control in this embodiment is different from the processing flow of the air conditioning control described in the second embodiment only in the determination processing in step 1110C and step 1120C in FIG. In addition, about each other component, these operation | movement, and another control processing procedure, it is the same as that of the vehicle air conditioner of 1st Embodiment and 2nd Embodiment.

  The output determination process of the outdoor fan of this embodiment will be described with reference to FIG. Here, as in the case of the second embodiment, control is performed to increase the output amount of the outdoor fan 6 based on the high-pressure side refrigerant pressure Pre flowing in the heat pump cycle 1. Further, the criterion for determining the refrigerant pressure that increases the output amount of the outdoor fan 6 is set to a predetermined level according to the speed state of the vehicle when the air conditioning operation is performed.

  As shown in FIG. 22, in the same manner as in the second embodiment, in step 1100, it is determined whether or not the cycle selected in step 6 described above is a cooling cycle. In the case of the cooling cycle, in step 1110C, the number of stops after the vehicle speed reaches 0 km / h to 20 km / h or more after the start is detected, and it is determined whether or not this number is within one time. . The air conditioner ECU 50 detects the number of stops after the 20 km / h from vehicle information transmitted from the engine ECU 60, the hybrid ECU 70, and the like. According to the determination process of step 1110C, after the vehicle has started once, the vehicle speed, which is a slow speed, has reached 20 km / h, and when leaving the parking lot, the number of stops at the signal, intersection, etc. is within one time. It can be determined that the vehicle is present in the vicinity of the parking lot (including home).

  Thus, in the determination process of step 1110C, if the determination is YES, the vehicle is present near the parking lot, and therefore, as shown in the map of step 1111, the refrigerant pressure that switches from the high pressure determination to the low pressure determination is displayed. Judgment is made based on a higher judgment criterion (1.5 [MPa]) than when the judgment is made with other vehicle speed conditions, and the judgment of the refrigerant pressure that switches from the low pressure judgment to the high pressure judgment is judged as another vehicle speed condition. The determination is made based on a higher criterion (1.8 [MPa]) than in the case where it is performed. And control which reduces the output amount of the outdoor fan 6 is implemented by each subsequent process.

  If it is determined NO in the determination process of step 1110C, the output amount of the outdoor fan 6 during the cooling cycle is set to OFF, LO, and HI levels by sequentially executing the above-described steps 1112, 1113, and 1114. As a result, the output amount determination process of the outdoor fan 6 is terminated.

  Further, step 1120C is the same determination process as step 1110C. By executing step 1121 or step 1122, step 1123, and step 1124 described above, the output amount of the outdoor fan 6 during the heating cycle is OFF, LO, HI. And the output amount determination process of the outdoor fan 6 is terminated.

  In addition, the air conditioner ECU 50 detects the elapsed time after the ignition switch is turned on from the vehicle information transmitted from the engine ECU 60, the hybrid ECU 70, etc., and in the determination processing of steps 1110C and 1120C, “the elapsed time after the ignition switch is turned on” “Whether it is within a predetermined time or not” may be adopted as a criterion. And when the said elapsed time is less than predetermined time, it can determine with the vehicle existing in the outskirts of a parking lot (a house is included).

  The effect which the vehicle air conditioner 100 of this embodiment brings is described below. The air conditioner ECU 50 determines whether the vehicle satisfies a predetermined vehicle speed condition (steps 1110C and 1120C) or is within a predetermined time after the ignition switch is turned on in the air-conditioning operation during riding. Compared to the time, the output amount of the outdoor fan 6 is reduced.

  According to this control, even in the initial stage of on-board air-conditioning operation, when the vehicle is assumed to be in a predetermined parking lot, home, or in the vicinity thereof, the vehicle travels at a slow speed, such as immediately after the vehicle travels. When there is a concern about noise to the surrounding environment, for example, by reducing the output amount of the outdoor fan 6, it is possible to provide air conditioning that gives priority to consideration for the surrounding environment, and noise can be reduced.

  Further, when the vehicle satisfies a predetermined vehicle speed condition in the air-conditioning operation (steps 1110C and 1120C) or within a predetermined time after the ignition switch is turned on, the criterion for determining the refrigerant pressure is other than this Therefore, the output amount of the outdoor fan 6 increases at a higher refrigerant pressure than in other cases. For this reason, in the determination of the air-conditioning load using the refrigerant pressure, a low pressure determination tends to be easily performed, and it is easier to determine a low pressure when the vehicle is in the vicinity of a parking lot or the like than in other cases. Therefore, the output amount of the outdoor fan 6 when the vehicle is in the vicinity of a parking lot or the like becomes difficult to be controlled in the increasing direction, and is suppressed to be lower than in other cases. For example, if the vehicle has the same refrigerant pressure value, the control for reducing the output amount of the outdoor fan 6 is easier when the vehicle is in the vicinity of a parking lot or the like. Therefore, since the increase in the output amount of the outdoor fan 6 accompanying the increase in the refrigerant pressure is suppressed when the vehicle is in the vicinity of a parking lot or the like, even when the load on the heat pump cycle 1 may increase, Noise outside the vehicle can be suppressed, and air-conditioning operation in consideration of the surrounding environment can be implemented.

(Eighth embodiment)
In the eighth embodiment, a modification example of the compressor rotation speed determination in the air conditioning control main routine will be described with reference to FIG. 23 with respect to the first embodiment. FIG. 23 is a flowchart showing a part of the process (step 10) for determining the compressor speed and the like in the main routine of the air conditioning control. In addition, a part of this step means that only the step of determining the compressor rotation speed during the cooling cycle operation by the heat pump cycle 1 is shown. Determination of the compressor rotation speed during cooling operation using other cycles adopts a well-known method and will not be described here.

  The processing flow of the air conditioning control in the present embodiment is different from the processing flow of the air conditioning control described in the first embodiment in steps 1010, 1012, 1013, 1014, and 1015 in FIG. 23. In addition, about each other component, these operation | movement, and another control processing procedure, it is the same as that of the vehicle air conditioner of 1st Embodiment.

  As shown in FIG. 23, first, the air conditioner ECU 50 executes step 1000 similar to step 100 described above, and calculates the “rotational speed change amount ΔfC during the cooling cycle” of the electric motor 2a one second ago. The rotational speed change amount ΔfC during the cooling cycle is a value that contributes to prevention of frost of the heat exchanger during the cooling cycle.

  Next, in step 1010, the number of stops after the vehicle speed reaches 0 km / h to 20 km / h or more after the start of the vehicle is detected, and it is determined whether this number is within one time. The air conditioner ECU 50 detects the number of stops after the 20 km / h from vehicle information transmitted from the engine ECU 60, the hybrid ECU 70, and the like. According to the determination process in step 1010, after the vehicle has started, the vehicle speed, which is a slow speed, has reached 20 km / h, and when leaving the parking lot, the number of stops at the signal, intersection, etc. is within one time. It can be determined that the vehicle is present in the vicinity of the parking lot (including home).

  If NO is determined in step 1010, the maximum rotational speed of the compressor 2 is determined to be 9000 [rpm] (step 1012), and the process proceeds to step 1014. If YES is determined in step 1010, the maximum rotational speed of the compressor 2 is determined to be 4000 [rpm] (step 1012), and the process proceeds to step 1014.

  Next, in Step 1014, the “preliminary current compressor speed” is calculated by adding the previous compressor speed and the “rotational speed change amount ΔfC during the cooling cycle” calculated in Step 1000. Further, the “temporary current compressor speed” calculated in step 1014 is compared with the “maximum speed of the compressor 2” calculated in step 1012 or 1013, and the smaller value is compared with the current compression speed. The rotational speed of the machine 2 is determined (step 1015), and the compressor rotational speed determination process during the cooling cycle operation is terminated. This step 1015 is updated once per second.

  In this way, by calculating the current rotational speed of the compressor, control for reducing the rotational speed of the electric motor 2a of the compressor 2 during the cooling cycle operation is performed. In particular, when the vehicle is present in the vicinity of the parking lot, it is possible to set the maximum rotational speed of the compressor 2 lower than that during normal traveling by steps 1013 and 1015.

  Further, the air conditioner ECU 50 detects the elapsed time after the ignition switch is turned on from the vehicle information transmitted from the engine ECU 60, the hybrid ECU 70, etc., and in the determination process of step 1010, the “elapsed time after the ignition switch is turned on is a predetermined time. It may be adopted as a determination criterion. And when the said elapsed time is less than predetermined time, it can determine with the vehicle existing in the outskirts of a parking lot (a house is included).

  The effect which the vehicle air conditioner 100 of this embodiment brings is described below. The air conditioner ECU 50 determines whether or not the vehicle satisfies a predetermined vehicle speed condition (step 1010) during the on-board air conditioning operation (step 1010) or within a predetermined time after the ignition switch is turned on. In comparison, the output amount of the compressor 2 is reduced.

  According to this control, even in the initial stage of on-board air-conditioning operation, when the vehicle is assumed to be in a predetermined parking lot, home, or in the vicinity thereof, the vehicle travels at a slow speed, such as immediately after the vehicle travels. When there is a concern about noise to the surrounding environment, for example, by further reducing the output amount of the compressor 2, it is possible to provide air conditioning that gives priority to consideration of the surrounding environment, and noise can be reduced.

(Ninth embodiment)
In the ninth embodiment, a modified example of determining the output amount of the outdoor fan in the air conditioning control main routine will be described with reference to FIG. 24 with respect to the second embodiment. FIG. 24 is a flowchart showing details of the output determination process (step 11) of the outdoor fan 6 in the main routine of the air conditioning control.

  The processing flow of the air conditioning control in this embodiment is different from the processing flow of the air conditioning control described in the second embodiment only in the determination processing in step 1110D and step 1120D in FIG. In addition, about each other component, these operation | movement, and another control processing procedure, it is the same as that of the vehicle air conditioner of 1st Embodiment and 2nd Embodiment.

  The outdoor fan output determination process according to this embodiment will be described with reference to FIG. Here, as in the case of the second embodiment, control is performed to increase the output amount of the outdoor fan 6 based on the high-pressure side refrigerant pressure Pre flowing in the heat pump cycle 1. Further, the criterion for determining the refrigerant pressure that increases the output amount of the outdoor fan 6 is set to a predetermined level depending on whether or not the hybrid vehicle in the air-conditioning operation is in the electric travel mode.

  As shown in FIG. 24, as in the second embodiment, in step 1100, it is determined whether or not the cycle selected in step 6 described above is a cooling cycle. If it is a cooling cycle, it is next determined in step 1110D whether or not the traveling state is an electric traveling mode (hereinafter also referred to as an EV mode) in which traveling is performed using an electric motor as a drive source. The air conditioner ECU 50 can detect that the traveling mode is the EV mode from the vehicle information transmitted from the hybrid ECU 70 or the like.

  As described above, in the determination process of step 1110D, when it is determined that the EV mode is selected, as shown in the map of step 1111, the refrigerant pressure determination that switches from the high pressure determination to the low pressure determination is other than the EV mode (for example, This is performed based on a higher criterion (1.5 [MPa]) than when it is determined that the vehicle travels in a hybrid travel mode (hereinafter also referred to as HEV mode) that travels using the engine 30 and the electric motor as drive sources. Furthermore, the determination of the refrigerant pressure that switches from the low pressure determination to the high pressure determination is performed based on a higher determination criterion (1.8 [MPa]) than when it is determined that the mode is other than the EV mode. And control which reduces the output amount of the outdoor fan 6 at the time of a cooling cycle is implemented by each subsequent process.

  If it is determined in step 1110D that the vehicle is in the HEV mode other than the EV mode, for example, the output amount of the outdoor fan 6 during the cooling cycle is increased by sequentially executing the above-described steps 1112, 1113, and 1114. It is determined to be any one of OFF, LO, and HI levels, and the output amount determination process of the outdoor fan 6 is finished.

  Further, step 1120D is the same determination process as step 1110D, and by executing the above-described step 1121 or step 1122, step 1123, and step 1124, the output amount of the outdoor fan 6 during the heating cycle is OFF, LO, HI. And the output amount determination process of the outdoor fan 6 is terminated.

  The effect which the vehicle air conditioner 100 of this embodiment brings is described below. The air-conditioner ECU 50 has an output amount of the outdoor fan 6 in the EV mode in which the electric motor is driven using the electric motor as a drive source in the air-conditioning operation during boarding, as compared with the HEV mode in which the vehicle is driven using the engine and the electric motor as the drive source. Is reduced.

  According to this control, the relative noise level of the air conditioner in the relatively quiet EV mode can be reduced by reducing the output amount of the outdoor fan 6 in the EV mode as compared with that in the HEV mode. This is because, in the hybrid vehicle, since the engine 30 is stopped in the EV mode, it is relatively easy to hear the noise generated from the air conditioner outside the vehicle, and the operating sound of the air conditioner has a great influence on the surrounding environment. Because. Therefore, by implementing the above control in the EV mode in the hybrid vehicle, it is possible to provide a vehicle air conditioner that prioritizes further consideration for the surrounding environment and reduces noise.

  Further, when the air-conditioning operation is in the EV mode (steps 1110D, 1111, 1120D, and 1121), the criterion for determining the refrigerant pressure is higher than that in the case other than the EV mode, and thus the output amount of the outdoor fan 6 in the EV mode. Increases at a higher refrigerant pressure than in the case other than the EV mode. For this reason, in the determination of the air conditioning load using the refrigerant pressure, a low pressure determination tends to be easily performed, and it is easier to determine a low pressure when the traveling mode is the EV mode. Therefore, the output amount of the outdoor fan 6 in the EV mode becomes difficult to be controlled in the increasing direction, and is suppressed to be lower than in the case other than the EV mode. For example, if the refrigerant pressure value is the same, control for reducing the output amount of the outdoor fan 6 is more easily performed in the EV mode. Therefore, since the increase in the output amount of the outdoor fan 6 accompanying the rise in the refrigerant pressure is suppressed in the EV mode, noise outside the vehicle when no occupant is present even if the load on the heat pump cycle 1 increases. It is possible to suppress the air conditioning operation considering the surrounding environment.

(10th Embodiment)
In the tenth embodiment, a modified example of the compressor rotation speed determination in the air conditioning control main routine will be described with reference to FIG. 25 with respect to the eighth embodiment. FIG. 25 is a flowchart showing a part of the process (step 10) for determining the compressor speed and the like in the main routine of the air conditioning control. In addition, a part of this step means that only the step of determining the compressor rotation speed during the cooling cycle operation by the heat pump cycle 1 is shown. Determination of the compressor rotation speed during cooling operation using other cycles adopts a well-known method and will not be described here.

  The processing flow of the air conditioning control in the present embodiment is different from the processing flow of the air conditioning control described in the eighth embodiment in step 1010A in FIG. Steps 1012A, 1013A, 1014A, and 1015A in FIG. 25 are similar processes corresponding to 1012, 1013, 1014, and 1015 in FIG. 23, respectively, and the description thereof is the same as in the eighth embodiment. The other components, their operations, and other control processing procedures are the same as those in the first embodiment and the eighth embodiment.

  As shown in FIG. 25, first, the air conditioner ECU 50 executes the above-described step 1000, and calculates “the amount of change in rotational speed ΔfC during the cooling cycle” of the electric motor 2a one second ago.

  Next, in step 1010A, it is determined whether or not the traveling state is an electric traveling mode (hereinafter also referred to as an EV mode) in which traveling is performed using an electric motor as a drive source. The air conditioner ECU 50 can detect that the traveling mode is the EV mode from the vehicle information transmitted from the hybrid ECU 70 or the like.

  When it is determined in step 1010A that the EV mode is set, the processes of steps 1013A, 1014A, and 1015A are subsequently executed in order to determine the current compressor speed, and the cooling cycle operation is performed. The process for determining the compressor speed at that time is terminated. This step 1015A is updated once per second.

  If it is determined in step 1010A that the vehicle is in the HEV mode other than the EV mode, for example, each process of steps 1012A, 1014A, and 1015A is sequentially executed to determine the current compressor speed, and the cooling operation is performed. The determination process of the compressor speed during the cycle operation is terminated.

  In this way, by calculating the current rotational speed of the compressor, control for reducing the rotational speed of the electric motor 2a of the compressor 2 during the cooling cycle operation is performed. Particularly in the EV mode, it is possible to set the maximum rotational speed of the compressor 2 lower than that during normal traveling by step 1013A and step 1015A.

  The effect which the vehicle air conditioner 100 of this embodiment brings is described below. The air conditioner ECU 50 has an output amount of the compressor 2 in the EV mode in which the electric motor is driven using the electric motor as a drive source in the air-conditioning operation during boarding, as compared with the HEV mode in which the vehicle is driven using the engine and the electric motor as the drive source. Is reduced.

  According to this control, the relative noise level of the air conditioner in the relatively quiet EV mode can be lowered by reducing the output amount of the compressor 2 in the EV mode as compared with that in the HEV mode. This is because, in the hybrid vehicle, since the engine 30 is stopped in the EV mode, it is relatively easy to hear the noise generated from the air conditioner outside the vehicle, and the operating sound of the air conditioner has a great influence on the surrounding environment. Because. Therefore, by implementing the above control in the EV mode in the hybrid vehicle, it is possible to provide a vehicle air conditioner that prioritizes further consideration for the surrounding environment and reduces noise.

(Eleventh embodiment)
In the eleventh embodiment, a modification of determining the output amount of the outdoor fan in the air conditioning control main routine will be described with reference to FIG. 26 with respect to the second embodiment. FIG. 26 is a flowchart showing details of the output determination process (step 11) of the outdoor fan 6 in the main routine of the air conditioning control.

  The processing flow of the air conditioning control in the present embodiment is step 1110E of FIG. 26 when it is determined as “pre-air conditioning” in the determination processing of step 1110 with respect to the processing flow of air conditioning control described in the second embodiment. The difference is that the determination process of step 1120E in FIG. 26 is executed when it is determined that the pre-air conditioning is determined in the determination process of step 1120. In addition, about each other component, these operation | movement, and another control processing procedure, it is the same as that of the vehicle air conditioner of 1st Embodiment and 2nd Embodiment.

  The output determination process of the outdoor fan of this embodiment will be described with reference to FIG. Here, as in the case of the second embodiment, control is performed to increase the output amount of the outdoor fan 6 based on the high-pressure side refrigerant pressure Pre flowing in the heat pump cycle 1. Further, the criterion of the refrigerant pressure for increasing the output amount of the outdoor fan 6 is set to a predetermined level in the pre-air-conditioning operation and according to whether or not a low noise mode described later is set. It has become.

  As shown in FIG. 26, similarly to the second embodiment, in step 1100, it is determined whether or not the cycle selected in step 6 is a cooling cycle. If it is a cooling cycle, it is next determined in step 1110 whether or not the pre-air-conditioning flag is set as a processing result in step 1. If the pre-air conditioning flag is not set, the air conditioning load for cooling is determined in step 1112. If the pre-air conditioning flag is set, it is determined in step 1110E whether the “low noise mode” is set. The low noise mode is a mode in which air conditioning operation is performed to reduce external noise during pre-air conditioning, and the user operates a predetermined operation unit provided on the operation panel 51 or is set in advance by programming. This can be set.

  As described above, when it is determined in step 1110E that the low noise mode is set, as shown in the map of step 1111, the refrigerant pressure determination that switches from high pressure determination to low pressure determination is low noise. The determination is made based on a higher criterion (1.5 [MPa]) than when the mode is not set. Further, the determination of the refrigerant pressure that switches from the low pressure determination to the high pressure determination is performed based on a higher determination criterion (1.8 [MPa]) than when the low noise mode is not set. And control which reduces the output amount of the outdoor fan 6 at the time of a cooling cycle is implemented by each subsequent process.

  If it is determined in step 1110E that the low noise mode is not set, the output amount of the outdoor fan 6 during the cooling cycle is turned off by sequentially executing the above-described steps 1112, 1113, and 1114. , LO, HI, and the output amount determination processing of the outdoor fan 6 is terminated.

  Further, step 1120E is the same determination process as step 1110E. By executing the above-described step 1121 or step 1122, step 1123, and step 1124, the output amount of the outdoor fan 6 during the heating cycle is OFF, LO, HI. And the output amount determination process of the outdoor fan 6 is terminated.

  The vehicle air conditioner 100 of the present embodiment has a low noise mode in which an air conditioning operation that reduces noise to the outside during pre-air conditioning can be set. The air conditioner ECU 50 controls the output amount of the outdoor fan 6 to be reduced during the pre-air conditioning operation in which the low noise mode is set, as compared with the pre-air conditioning operation in which the low noise mode is not set.

  According to this, since the control to reduce the output amount of the outdoor fan 6 during pre-air conditioning is performed by setting the low noise mode, the user can reduce the low noise mode according to the environment at home, the surrounding environment of the parking place, and the like. By setting the noise mode and adjusting the output amount of the outdoor fan 6, the quietness given to the surroundings during pre-air conditioning can be adjusted. Therefore, it is possible to select which of the quietness to the surrounding environment and the improvement of the comfort in the vehicle interior by the pre-air conditioning is prioritized, and it is possible to provide a vehicle air conditioner that can respond to the user's request.

  Further, when the low noise mode is set in the air-conditioning operation (steps 1110E, 1111, 1120E, 1121), the criterion for the refrigerant pressure is higher than when the low noise mode is not set. In this case, the output amount of the outdoor fan 6 increases at a higher refrigerant pressure than when the low noise mode is not set. For this reason, in the determination of the air conditioning load using the refrigerant pressure, the low pressure determination tends to be easily performed, and the low pressure mode is more easily determined in the low noise mode setting. Therefore, the output amount of the outdoor fan 6 when the low noise mode is not set is less likely to be controlled in the increasing direction, and can be kept lower than when the low noise mode is not set. For example, if the refrigerant pressure value is the same, the control for reducing the output amount of the outdoor fan 6 is more easily performed when the low noise mode is set. Therefore, since the increase in the output amount of the outdoor fan 6 accompanying the rise in the refrigerant pressure is suppressed when the low noise mode is set, even if the load on the heat pump cycle 1 may increase, Noise can be suppressed and air-conditioning operation considering the surrounding environment can be implemented.

(Twelfth embodiment)
In the twelfth embodiment, a modification example of the compressor rotation speed determination in the air conditioning control main routine will be described with reference to FIG. 27 with respect to the eighth embodiment. FIG. 27 is a flowchart showing a part of the process (step 10) for determining the compressor speed and the like in the main routine of the air conditioning control. In addition, a part of this step means that only the step of determining the compressor rotation speed during the cooling cycle operation by the heat pump cycle 1 is shown. Determination of the compressor rotation speed during cooling operation using other cycles adopts a well-known method and will not be described here.

  The processing flow of the air conditioning control in the present embodiment is the same as the processing flow of the air conditioning control described in the eighth embodiment, after the determination processing of step 1000, the determination processing of step 1010B in FIG. ”Is different in that the determination process of step 1011 in FIG. 27 is executed. Steps 1012B, 1013B, 1014B, and 1015B in FIG. 27 are the same processes corresponding to 1012, 1013, 1014, and 1015 in FIG. 23, respectively, and the description thereof is the same as in the eighth embodiment. The other components, their operations, and other control processing procedures are the same as those in the first embodiment and the eighth embodiment.

  As shown in FIG. 27, first, the air conditioner ECU 50 executes the above-described step 1000 to calculate the “rotational speed change amount ΔfC during the cooling cycle” of the electric motor 2a one second before.

  Next, in step 1010B, it is determined whether or not the pre-air-conditioning flag is set as the processing result of step 1. If the pre-air conditioning flag is not set, the process of step 1012B is executed. If the pre-air conditioning flag is set, it is determined in step 1011 whether the “low noise mode” is set. The low noise mode is a mode in which air conditioning operation is performed to reduce external noise during pre-air conditioning, and the user operates a predetermined operation unit provided on the operation panel 51 or is set in advance by programming. This can be set.

  If it is determined in step 1010B that “the pre-air-conditioning flag is set” and it is determined that “low noise mode setting” in the determination process of step 1011, then the processes of steps 1013B, 1014B, and 1015B are executed in order. Thus, the current compressor speed is determined, and the compressor speed determination process during the cooling cycle operation is terminated. This step 1015B is updated once per second.

  If it is determined in step 1010B that the pre-air conditioning flag is not set, or if it is determined that low noise mode is not set in the determination process in step 1011, steps 1012B, 1014B, and 1015B are performed. Each process is executed in order to determine the current compressor speed, and the compressor speed determination process during the cooling cycle operation ends.

  In this way, by calculating the current rotational speed of the compressor, control for reducing the rotational speed of the electric motor 2a of the compressor 2 during the cooling cycle operation is performed. In particular, when the low noise mode is set, it is possible to set the maximum rotational speed of the compressor 2 lower than that during the normal running through steps 1013B and 1015B.

  The vehicle air conditioner 100 of the present embodiment has a low noise mode in which an air conditioning operation that reduces noise to the outside during pre-air conditioning can be set. The air conditioner ECU 50 reduces the output amount of the compressor 2 during the pre-air-conditioning operation in which the low-noise mode is set, compared to the pre-air-conditioning operation in which the low-noise mode is not set.

  According to this, since the control to reduce the output amount of the compressor 2 during pre-air conditioning is performed by setting the low noise mode, the user can reduce the low noise mode according to the home environment, the surrounding environment of the parking place, and the like. By setting the noise mode and adjusting the output amount of the compressor 2, the quietness given to the surroundings during pre-air conditioning can be adjusted. Therefore, it is possible to select which of the quietness to the surrounding environment and the improvement of the comfort in the vehicle interior by the pre-air conditioning is prioritized, and it is possible to provide a vehicle air conditioner that can respond to the user's request.

(13th Embodiment)
In the thirteenth embodiment, a modified example of determining whether or not the engine ON request is present in the air conditioning control main routine will be described with reference to FIG. 28 with respect to the first embodiment. FIG. 28 is a flowchart showing details of the determination process (step 14) for determining whether or not the engine is ON in the main routine for air conditioning control.

  The processing flow of the air conditioning control in the present embodiment is the case where it is determined as “pre-air conditioning” in the pre-air conditioning determination in step 143 with respect to the processing flow of the air conditioning control described according to FIG. 16 in the first embodiment. The difference is that the determination process of step 143A in FIG. 28 is executed. In FIG. 28, the other steps are the same as those in FIG. 16, and the description thereof is the same as in the first embodiment. Other component parts, their operations, and other control processing procedures are the same as those in the first embodiment.

  As shown in FIG. 28, if it is determined in step 140 that the pre-air-conditioning flag is set, it is next determined in step 143A whether the “low noise mode” is set. The low noise mode is a mode in which air conditioning operation is performed to reduce external noise during pre-air conditioning, and the user operates a predetermined operation unit provided on the operation panel 51 or is set in advance by programming. This can be set.

  If the low noise mode is set, the air conditioner ECU 50 does not execute an engine ON output request to the engine ECU 60 (step 146), and ends this subroutine. If the low noise mode is not set, it is determined in step 144 whether or not the heat source flag is 1. If the heat source flag is 1, the air conditioner ECU 50 makes an engine ON output request to the engine ECU 60 in step 145, and ends this subroutine. If the heat source flag is 0, the routine proceeds to step 146, where the air conditioner ECU 50 does not execute an engine ON output request to the engine ECU 60 and ends this subroutine.

  As described above, in the engine ON request presence / absence determination process according to the present embodiment, when the pre-air-conditioning operation is performed and the low noise mode is set, the engine is not started regardless of whether the heating heat source is insufficient. Control so as not to generate noise due to engine operation. When the pre-air conditioning operation is not performed and the heating heat source is insufficient, the engine is started and the engine coolant temperature is set so that the actual blowout temperature does not decrease with respect to the target blowout temperature TAO. Control to increase the air conditioning capability. Further, when the pre-air-conditioning operation is performed and the low noise mode is not set, if the heating heat source is not insufficient, the engine is not started and control is performed so as not to generate noise due to engine operation.

  The processes in steps 140 to 143, step 143A, and step 144 correspond to the “engine start determination unit” described in the claims.

  The vehicle air conditioner 100 of the present embodiment has a low noise mode in which an air conditioning operation that reduces noise to the outside during pre-air conditioning can be set. The air conditioner ECU 50 performs control so as to reduce the output frequency of the engine activation request signal during the pre-air conditioning operation in which the low noise mode is set, compared to during the pre air conditioning operation in which the low noise mode is not set.

  According to this, since the control to reduce the output frequency of the request signal for starting the engine at the time of pre-air conditioning is performed by setting the low noise mode, depending on the environment of the user at home, the surrounding environment of the parking place, etc. By setting the low noise mode and adjusting the output frequency of the engine start request signal, it is possible to adjust the quietness given to the surroundings during the pre-air conditioning. Therefore, it is possible to select which of the quietness to the surrounding environment and the improvement of the comfort in the vehicle interior by the air conditioning before boarding is prioritized, and it is possible to provide a vehicle air conditioner that can respond to user requests.

(14th Embodiment)
In the fourteenth embodiment, a modification example of the compressor rotation speed determination in the air conditioning control main routine will be described with reference to FIG. 29 with respect to the eighth embodiment. FIG. 29 is a flowchart showing a part of the process (step 10) for determining the compressor speed and the like in the main routine of the air conditioning control. In addition, a part of this step means that only the step of determining the compressor rotation speed during the cooling cycle operation by the heat pump cycle 1 is shown. Determination of the compressor rotation speed during cooling operation using other cycles adopts a well-known method and will not be described here.

  In the air conditioning control according to the present embodiment, processing for determining the compressor rotation speed change amount Δf and the maximum compressor rotation speed is executed in accordance with the cooling cycle operation or the heating cycle operation. Thereby, the processing flow differs from the processing flow of the air conditioning control described in the eighth embodiment in steps 1005, 1010C, 1011a, 1011b, 1012C, and 1013C of FIG. In addition, about each other component, these operation | movement, and another control processing procedure, it is the same as that of the vehicle air conditioner of 1st Embodiment and 8th Embodiment.

  As shown in FIG. 29, first, the air conditioner ECU 50 executes step 1000 similar to step 1000 of the eighth embodiment, and calculates the “rotational speed change amount ΔfC during the cooling cycle” of the electric motor 2a one second ago. To do. The rotational speed change amount ΔfC during the cooling cycle is a parameter that contributes to prevention of frost of the heat exchanger during the cooling cycle.

  Further, step 1005 similar to step 1201 of FIG. 14 in the PTC / defogger operation determination process of the first embodiment is executed. By executing step 1005, the “rotational speed change amount ΔfH during the heating cycle” of the electric motor 2a one second before is calculated. The rotational speed change amount ΔfH during the heating cycle is a parameter that contributes to prevention of abnormal high pressure in the heat pump cycle 1 during the heating cycle.

  Next, in Step 1010C, it is determined whether or not the cycle selected in Step 6 described above is a cooling cycle. If it is not the cooling cycle but the heating cycle, the compressor speed change amount Δf is determined to be “the speed change amount ΔfH during the heating cycle” in step 1011a, and this is written in the RAM. Further, in step 1012C, the compressor 2 Is determined to be 2950 [rpm]. On the other hand, in the case of the cooling cycle, the rotation speed change amount Δf of the compressor is determined to be “the rotation speed change amount ΔfC during the cooling cycle” in step 1011b, and this is written in the RAM. The rotational speed is determined to be 4100 [rpm].

  Next, if it is a heating cycle, Δf (= ΔfH) determined in step 1011a and the previous compressor speed are added to calculate “temporary current compressor speed” (step 1014C). . Furthermore, the “temporary current compressor speed” calculated in step 1014C and the “maximum speed 2950 [rpm] of the compressor 2” determined in step 1012C are compared, and the smaller value is the current value. Is determined (step 1015C), and the compressor rotation speed determination process during the heating cycle operation is terminated.

  In the case of the cooling cycle, Δf (= ΔfC) determined in step 1011b and the previous compressor speed are added to calculate “temporary current compressor speed” (step 1014C). Further, the “temporary current compressor speed” calculated in step 1014C and the “maximum speed 4100 [rpm] of the compressor 2” determined in step 1013C are compared. Is determined to be the rotational speed of the compressor 2 (step 1015C), and the compressor rotational speed determination process during the cooling cycle operation is terminated. This step 1015C is updated once per second.

  In this way, by calculating the current compressor speed, control is performed to reduce the speed of the electric motor 2a of the compressor 2 during the cooling cycle operation and the heating cycle operation. Particularly in the case of heating cycle operation, the maximum rotational speed of the compressor 2 is set lower than that in the case of cooling cycle operation in step 1012C.

  Normally, during the heating cycle operation, since the operation is performed in a state where the refrigerant pressure is high, the vibration of the compressor becomes large, and the hose through which the refrigerant flows becomes hard, so that the vibration is easily transmitted to the vehicle. As a result, the noise transmitted to the outside of the vehicle is larger than that during the cooling cycle operation.

  Therefore, the basis for setting the maximum number of revolutions of the compressor 2 in the heating cycle lower than that in the cooling cycle will be described below. FIG. 30 is experimental data showing the relationship between the compressor speed and the noise to the surrounding environment during the cooling cycle and the heating cycle according to the flowchart of FIG. In FIG. 30A, the relationship between the compressor speed and the noise value during the cooling cycle is shown by a solid line, and in FIG. 30B, the relation between the compressor speed and the noise value during the heating cycle is shown by a solid line. ing. 30 (a) and 30 (b), the broken line perpendicular to the horizontal axis indicates the maximum number of rotations of the compressor, and the broken line perpendicular to the vertical axis indicates the permissible level of noise level around the vehicle (noise level that feels quiet). Show.

  As shown in FIG. 30, it is preferable that the maximum rotational speed of the compressor 2 is 4100 [rpm] or less from the relationship between the broken line and the solid line of the allowable level during the cooling cycle, and the allowable level during the heating cycle. From the relationship between the broken line and the solid line data, it can be seen that the maximum rotational speed of the compressor 2 is preferably 2950 [rpm] or lower, which is lower than 4100 [rpm]. In this way, during the heating cycle, the noise value to the outside of the vehicle is higher in the entire rotation speed than in the cooling cycle, so by restricting the compressor rotation speed, the noise during the heating operation is reduced and the surroundings are reduced. Air-conditioning operation in consideration of the environment will be implemented.

  The effect which the vehicle air conditioner 100 of this embodiment brings is described below. The maximum rotational speed of the compressor 2 in the heating cycle operation is set lower than the maximum rotational speed of the compressor 2 in the cooling cycle operation, and the air conditioner ECU 50 performs the heating cycle operation and the cooling cycle operation according to the maximum rotational speed. Control.

  According to this, since the maximum rotational speed of the compressor 2 in the heating cycle operation is set lower than the maximum rotational speed of the compressor 2 in the cooling cycle operation, usually, the refrigerant pressure tends to increase and the noise value tends to increase. In the heating cycle operation, the noise level given to the surrounding environment can be lowered. Therefore, it is possible to suppress the noise level during the heating cycle to a level that does not cause a problem with respect to the noise level during the cooling cycle, and air conditioning giving priority to consideration for the surrounding environment throughout the operation cycle. The vehicle air conditioner to be performed can be provided.

(Fifteenth embodiment)
In the fifteenth embodiment, with respect to the vehicle air conditioner 100 of the first embodiment, the configuration of the vehicle air conditioner 101 that is another form and the air conditioning control processing in the vehicle air conditioner 101 are shown in FIGS. This will be described with reference to FIG. FIG. 31 is a schematic diagram for explaining a configuration of a vehicle air conditioner 101 according to the fifteenth embodiment.

  The indoor air conditioning unit in the vehicle air conditioner 101 of the present embodiment is disposed inside the instrument panel at the foremost part of the vehicle interior, and the indoor blower 21, the evaporator 8, The heater core 23, the PTC heater 24, etc. are accommodated. Moreover, the control structure in the vehicle air conditioner 101 is the same as that of the block diagram shown in FIG. In the following, as an explanation related to the vehicle air conditioner 101, a configuration different from the first embodiment will be described with a focus on the form shown in FIG. 31, and air conditioning control different from the first embodiment will be described with reference to FIGS. This will be described with reference to the flowchart shown in FIG.

  As shown in FIG. 31, the air conditioning case 20 forms an air passage for blown air to be blown into the passenger compartment, and has a certain degree of elasticity, and is formed of a resin such as polypropylene that is excellent in strength. ing. On the most upstream side of the blast air flow in the air conditioning case 20, an inside / outside air switching box for switching between and introducing inside air (vehicle compartment air) and outside air (vehicle compartment outside air) is arranged.

  In the inside / outside air switching box, an inside air introduction port 25a for introducing inside air into the air conditioning case 20 and an outside air introduction port 25b for introducing outside air are formed. Further, inside the inside / outside air switching box, the inside / outside air switching door 25 that continuously adjusts the opening areas of the inside air introduction port 25a and the outside air introduction port 25b to change the air volume ratio between the inside air volume and the outside air volume. Is arranged.

  The inside / outside air switching door 25 constitutes an air volume ratio changing means for switching a suction port mode for changing an air volume ratio between the air volume of the inside air introduced into the air conditioning case 20 and the air volume of the outside air. The inside / outside air switching door 25 is driven by an electric actuator for the inside / outside air switching door 25, and the operation of this electric actuator is controlled by a control signal output from the air conditioner ECU 50.

  Further, as the suction port mode, the inside air introduction port 25a is fully opened and the outside air introduction port 25b is fully closed to introduce the inside air into the air conditioning case 20, and the inside air introduction port 25a is fully closed and the outside air introduction port. The outside air mode in which the outside air is introduced into the air conditioning case 20 with the opening 25b fully opened, and the opening area of the inside air introduction port 25a and the outside air introduction port 25b is continuously adjusted between the inside air mode and the outside air mode. There is an inside / outside air mixing mode that continuously changes the introduction ratio of outside air.

  On the downstream side of the air flow in the inside / outside air switching box, an indoor blower 21 that blows air sucked through the inside / outside air switching box toward the vehicle interior is arranged. This indoor blower 21 is an electric blower that drives a centrifugal multiblade fan with an electric motor, and the rotation speed is controlled by a control voltage output from the air conditioner ECU 50.

  An evaporator 8 is arranged on the downstream side of the air flow of the indoor blower 21. The evaporator 8 is a cooling heat exchanger that cools the blown air by exchanging heat between the refrigerant flowing through the evaporator 8 and the blown air. The evaporator 8 constitutes the refrigeration cycle 1A together with the compressor 2, the outdoor heat exchanger 5 (condenser), the accumulator 9, the expansion valve 10, and the like.

  The compressor 2 is disposed in the engine room, sucks the refrigerant in the refrigeration cycle 1A, compresses and discharges it, and uses an electric motor 2a to drive a fixed displacement compression mechanism with a fixed discharge capacity. It is configured as a compressor. The electric motor 2 a is an AC motor whose rotation speed is controlled by an AC voltage output from the inverter 90.

  The outdoor heat exchanger 5 that functions as a condenser is disposed in the engine room, and is compressed by exchanging heat between the refrigerant circulating inside and the outside air (outside air) blown from the outdoor fan 6. The refrigerant is condensed and liquefied. The outdoor fan 6 is an electric blower in which the operating rate, that is, the rotation speed (the amount of blown air) is controlled by a control voltage output from the air conditioner ECU 50.

  The accumulator 9 gas-liquid separates the condensed and liquefied refrigerant to store excess liquid refrigerant, and flows only the liquid refrigerant downstream. The expansion valve 10 is a decompression unit that decompresses and expands the liquid refrigerant. The evaporator 8 evaporates and evaporates the refrigerant expanded under reduced pressure by heat exchange between the refrigerant and the blown air.

  In the air conditioning case 20, on the downstream side of the air flow of the evaporator 8, an air passage such as a cooling cold air passage 28 a and a cold air bypass passage 28 b for flowing air after passing through the evaporator 8, and a heating cold air passage 28 a and A mixing space 29 for mixing the air that flows out of the cold air bypass passage 28b is formed.

  In the heating cold air passage 28a, a heater core 23 as a heating means for heating the air after passing through the evaporator 8, and a PTC heater 24 as an auxiliary heating means for reheating the air after passing through the heater core 23. However, it is arrange | positioned in this order toward the blowing air flow direction.

  The heater core 23 is a heat exchanger for heating that heats the air that has passed through the evaporator 8 by exchanging heat between the cooling water of the engine 30 that outputs the driving force for driving the vehicle and the air that has passed through the evaporator 8. is there.

  A cooling water flow path is provided between the heater core 23 and the engine 30 to constitute a cooling water circuit in which the cooling water circulates between the heater core 23 and the engine 30. And in this cooling water circuit, the water pump 31 for circulating a cooling water is installed. The water pump 31 is an electric water pump whose rotational speed (cooling water circulation amount) is controlled by a control voltage output from the air conditioner ECU 50.

  The PTC heater 24 is an electric heater that has a PTC element (positive characteristic thermistor), generates heat when electric power is supplied to the PTC element, and heats air after passing through the heater core 24. As the PTC heater 24, a plurality of, for example, three PTC heaters 24a, 24b, and 24c are used. The air conditioner ECU 50 controls ON / OFF of the switch elements provided for the PTC elements of the first PTC heater 24a, the second PTC heater 24b, and the third PTC heater 24c, so that each PTC heater 24a, 24b, 24c is controlled. It controls to energize / de-energize. The air conditioning ECU 50 changes the number of PTC heaters 24 to be energized, thereby controlling the heating capacity of the plurality of PTC heaters 24 as a whole.

  On the other hand, the cold air bypass passage 28 b is an air passage for guiding the air after passing through the evaporator 8 to the mixing space 29 without passing through the heater core 23 and the PTC heater 24. Accordingly, the temperature of the blown air mixed in the mixing space 29 varies depending on the air volume ratio of the air passing through the heating cool air passage 28a and the air passing through the cold air bypass passage 28b.

  In the present embodiment, the air flow rate ratio of the cold air flowing into the heating cold air passage 28a and the cold air bypass passage 28b on the downstream side of the air flow of the evaporator 8 and on the inlet side of the cold air passage 28a and the cold air bypass passage 28b. An air mix door 22A that continuously changes the position is arranged.

  Therefore, the air mix door 22A constitutes a temperature adjusting means for adjusting the air temperature in the mixing space 29 (the temperature of the blown air blown into the vehicle interior). The air mix door 22A is driven by an electric actuator for the air mix door, and the operation of the electric actuator is controlled by a control signal output from the air conditioner ECU 50.

  Furthermore, blower outlets 27a, 27b, and 27c that blow out the blown air whose temperature is adjusted from the mixed space 29 to the vehicle interior that is the air-conditioning target space are arranged at the most downstream portion of the blown air flow of the air conditioning case 20. The air outlets 27a, 27b, and 27c include a face air outlet 27b that blows air-conditioned air toward the upper body of the passenger in the vehicle interior, a foot air outlet 27c that blows air-conditioned air toward the feet of the passenger, and a vehicle front window glass. A defroster outlet 27a that blows air-conditioned air toward the inner surface is provided.

  Further, on the upstream side of the air flow of the face outlet 27b, the foot outlet 27c, and the defroster outlet 27a, the opening areas of the face door 26b and the foot outlet 27c for adjusting the opening area of the face outlet 27b are adjusted. The defroster door 26a which adjusts the opening area of the foot door 26c to perform and the defroster blower outlet 27a is arrange | positioned.

  The face door 26ba, the foot door 26c, and the defroster door 26a constitute an outlet mode switching means for switching an outlet mode, and are connected to an electric actuator for driving the outlet mode door through a link mechanism. Are operated in conjunction with each other. The operation of the electric actuator is controlled by a control signal output from the air conditioner ECU 50.

  Next, basic air conditioning control processing in the vehicle air conditioner 101 of the present embodiment will be described with reference to FIG. FIG. 32 is a flowchart showing basic air conditioning control processing by the air conditioner ECU 50 of the vehicle air conditioner 101. The flowchart shown in FIG. 32 differs from the flowchart described with reference to FIG. 7 of the first embodiment in that the target item to be determined in each step from Step 1 to Step 17 is different only in Step 6A. In step 6A, selection of the number of energized PTC heaters 24 is executed. This step 6 differs from the flowchart shown in FIG. 8 in that the air conditioning by the heating cycle in steps 63c and 66c is different from the air heating by the heater core 23 by operating the water pump 341.

  Next, in the detailed processing procedure in each step from Step 1 to Step 17, processing different from that of the first embodiment will be described with reference to FIG. 33 and FIG. FIG. 33 is a flowchart showing details of the output determination process (step 11) of the outdoor fan 6 in the fifteenth embodiment. FIG. 34 is a flowchart showing details of a PTC output / electric heat defogger determination process (step 12) in the fifteenth embodiment. Hereinafter, processing procedures, operations, and effects that are not particularly described are the same as those described in the first embodiment.

(Determining the output of the outdoor fan)
As shown in FIG. 33, the air conditioning load is determined in step 111. The determination of the air conditioning load is a map shown in step 111 of FIG. 33, which is determination of high or low room temperature based on room temperature [° C.], determination of high or low pressure based on refrigerant pressure Pre [MPa], and outside temperature Tam This is performed by determining the high or low outside temperature based on [° C.] and determining the high or low vehicle speed based on the vehicle speed [km / h]. A map in which each determination is performed is stored in advance in the ROM, and determination results based on the actually detected room temperature, refrigerant pressure Pre, outside air temperature Tam, and vehicle speed are written in the RAM.

  Next, in step 112, each determination result written in the RAM in step 111 and the result of the pre-air conditioning determination in step 1 are applied to the map shown in step 112 stored in advance in the ROM. Thus, the output amount of the outdoor fan 6 is determined to be one of the OFF, LO, and HI levels based on the result applied to the map.

  Usually, since the vehicle speed is 0 [km / h] during pre-air conditioning, the air volume by the outdoor fan 6 is increased in accordance with the refrigerant pressure and the heat load. Since the power is determined at the LO level, the outdoor fan 6 is controlled at a lower rotational speed than during operation other than pre-air conditioning, and the noise level to the surrounding environment of the vehicle is reduced. Further, in the map of step 112, the output amount of the outdoor fan 6 is determined at the LO level even when it is determined that the vehicle is not pre-air-conditioned and the vehicle speed is low, the pressure is low, the room temperature is low, and the room temperature is low. The outdoor fan 6 can be controlled at a low rotational speed to reduce the noise level to the surrounding environment of the vehicle. As described above, when the output amount of the outdoor fan 6 is determined using the parameters of room temperature, refrigerant pressure Pre, outside air temperature Tam, and vehicle speed in step 112, the output amount of the outdoor fan 6 is determined. The process ends. In addition, the experimental data which showed the relationship between each output amount of the outdoor fan 6, compressor rotation speed (horizontal axis), and the noise (vertical axis) to surrounding environment are as showing in FIG.

(Decision of PTC / Defogger operation)
As shown in FIG. 34, since the cooling cycle is first performed, in step 1200, “the amount of change in rotational speed ΔfC during the cooling cycle” is calculated in the same manner as in step 100 shown in FIG. Next, if it is during the heating cycle, in Step 1201, “the amount of change in rotational speed ΔfH during the heating cycle” is calculated.

  Next, it is determined whether or not pre-air conditioning is determined in step 1202 or whether or not pre-air conditioning is being performed. If it is not pre-air-conditioning, normal air-conditioning control is performed at step 1220, and the subroutine of FIG. 34 ends.

  If it is determined in step 1202 that the pre-air conditioning is performed, a change amount ΔfPre [rpm] of the compressor rotation speed is calculated in step 1203 according to the difference between the above-described permitted power usage and the actual power consumption of the compressor 2. To do. The calculation of the change amount ΔfPre of the compressor rotational speed is performed by calculating a map of ΔfPre expressed as a function corresponding to a difference between the permissible power used and the actual power consumption of the compressor 2 (hereinafter also referred to as surplus power (I)). Is calculated using The surplus power (I) and ΔfPre are in a proportional relationship, and the smaller the surplus power (I), the smaller ΔfPre, and ΔfPre becomes a negative value when it is less than the predetermined surplus power (I) value. The number of rotations of the compressor 2 is controlled to be lower than the previous time. This map is stored in advance in the ROM, and ΔfPre calculated from this map is written in the RAM. The calculation process in step 1203 is updated once per second.

  Next, in step 1205a, ΔfC obtained in step 1200 is compared with ΔfPre obtained in step 1203, and the smaller value is determined as the rotational speed change amount Δf of the compressor, written to the RAM, and the process proceeds to step 1206. . This ΔfC is also the amount of change in the rotational speed at which the compressor rotational speed that can satisfy the performance can be calculated.

  In step 1206, the current compressor speed [rpm] is calculated by adding the previous compressor speed and the compressor speed change Δf calculated in step 1205a. When ΔfC is selected in step 1205a, surplus power is generated in order to control the use permission power to the compressor speed that does not use the maximum. In step 1207, it is determined that this surplus power (I) has the same value as the difference between the permitted power and the actual power consumption of the compressor 2.

  Next, it is determined whether the determined surplus power (I) is greater than 500 W (step 1208A). If it is determined NO in step 1208A, the defogger and the PTC heater 24 are not energized and controlled to be inoperative (step 1209), and this subroutine is terminated. Here, the defogger is an example of an electric resistor, and is a hot wire type window defogger formed by mounting a hot wire resistor on a front window or the like of a vehicle. When the defogger is supplied with power from a battery or the like and energized, the defogger generates heat according to the energization amount or applied voltage, and contributes to window fog removal. The operation of the defogger is controlled by the air conditioner ECU 50.

  If YES is determined in step 1208A, the defogger is energized and operated in step 1210. In step 1211, surplus power (II) is calculated as a value obtained by subtracting the actual power consumption of the compressor 2 and the power consumption of the defogger from the usage-permitted power. Next, it is determined whether the calculated surplus power (II) is greater than 500 W (step 1212A). If NO is determined in step 1212A, the PTC heater 24 is not energized and is controlled to be inoperative (step 1214), and this subroutine is terminated. If YES is determined in step 1212A, the PTC heater 24 is energized and operated (step 1213), and this subroutine is terminated.

  As described above, in the operation determination processing of the PTC / defogger in Step 12, when there is a margin in the use permission power, in order to perform the air conditioning control that can obtain the anti-fogging effect of the window within the use permission power, It is possible to reduce the time for the occupant to remove the window fogging after getting on, and to reduce the time for giving noise to the surrounding environment until the vehicle starts. When the defogger is activated and there is a surplus in the permitted power usage, the PTC heater 24 is further activated to shorten the pre-air-conditioning time during heating and to give noise to the surrounding environment until the vehicle starts. Time can be shortened.

(Sixteenth embodiment)
In the sixteenth embodiment, a modification of determining the output amount of the outdoor fan in the air conditioning control main routine will be described with reference to FIG. 35 with respect to the fifteenth embodiment. FIG. 35 is a flowchart showing details of the output determination process (step 11) of the outdoor fan 6 in the main routine of the air conditioning control.

  The processing flow of air conditioning control in the sixteenth embodiment is for determining whether the air conditioning load is high pressure or low pressure when it is determined to be pre-air conditioning with respect to the processing flow of air conditioning control described in the fifteenth embodiment. It is characterized in that the criterion for the refrigerant pressure Pre [MPa] is set high. In addition, about each component, these operation | movement, and each process procedure other than step 11, it is the same as that of the vehicle air conditioner of 15th Embodiment.

  The output determination process of the outdoor fan of this embodiment will be described with reference to FIG. As shown in FIG. 35, first, in step 1110, it is determined whether or not a pre-air conditioning flag is set as a processing result of step 1. If the pre-air conditioning flag is not set, the air conditioning load for cooling is determined in step 1112. The determination of the air conditioning load is performed by determining a high pressure or a low pressure based on the refrigerant pressure Pre [MPa], which is a map shown in Step 1112 of FIG. The map on which the determination is performed is stored in the ROM in advance, and the determination result (whether high pressure or low pressure) based on the actually detected refrigerant pressure Pre is written in the RAM, and the process proceeds to step 1113.

  If the pre-air conditioning flag is set, the air conditioning load for cooling is determined in step 1111. The determination of the air conditioning load is performed by determining a high pressure or a low pressure based on the refrigerant pressure Pre [MPa], which is a map shown in Step 1111 of FIG. The map on which the determination is performed is stored in the ROM in advance, and the determination result (whether high pressure or low pressure) based on the actually detected refrigerant pressure Pre is written in the RAM, and the process proceeds to step 1113. In the map shown in step 1111, the refrigerant pressure determination criterion for switching from high pressure determination to low pressure determination is 1.5 [MPa], and is set to a pressure higher than 1.2 [MPa] in the map shown in step 1112. Has been. Similarly, in the map shown in step 1111, the refrigerant pressure determination criterion for switching from the low pressure determination to the high pressure determination is 1.8 [MPa], and the pressure is higher than 1.5 [MPa] in the map shown in step 1112. Is set. Thus, the criterion for determining the refrigerant pressure for determining the air conditioning load for cooling is set higher during pre-air conditioning than during air-conditioning operation other than pre-air conditioning.

  In step 1113, the air conditioning load for cooling is determined. The determination of the air conditioning load in this step is a map shown in step 1113 of FIG. 35, which is a determination of high or low room temperature based on room temperature [° C.] and high or low outside air temperature based on outside temperature Tam [° C.]. The determination is made by determining the high vehicle speed or the low vehicle speed based on the vehicle speed [km / h]. The map in which each determination is made is stored in advance in the ROM, and determination results based on the actually detected room temperature, outside air temperature Tam, and vehicle speed are written in the RAM, and the process proceeds to step 1114.

  Next, in step 1114, the determination result written in the RAM in step 1111 or 1112 and the determination result written in the RAM in step 1113 are applied to the map shown in step 1114 previously stored in the ROM. As described above, the output amount of the outdoor fan 6 is determined to be one of OFF, LO, and HI levels based on the result applied to the map, and the output amount determination processing of the outdoor fan 6 is terminated.

  Usually, when the vehicle speed is low, the air volume by the outdoor fan 6 may be increased, but when the map of step 1114 determines that the low vehicle speed, low pressure, low room temperature, and low outdoor temperature, the output amount of the outdoor fan 6 is Since the LO level is determined, the outdoor fan 6 is controlled to have a lower rotational speed than when it is determined as a high room temperature, a high outside air temperature, or a high pressure so that the noise level to the surrounding environment of the vehicle is reduced. become. As described above, in step 1114, it is easy to make a low pressure determination during the cooling pre-air conditioning, and the output amount of the outdoor fan 6 is determined using the parameters of room temperature, refrigerant pressure Pre, outside air temperature Tam, and vehicle speed. Is called.

(17th Embodiment)
In the seventeenth embodiment, a modification of the output amount determination of the outdoor fan in the air conditioning control main routine will be described with reference to FIG. 36 with respect to the sixteenth embodiment. FIG. 36 is a flowchart showing details of the output determination process (step 11) of the outdoor fan 6 in the main routine of the air conditioning control.

  The processing flow of the air conditioning control in the present embodiment is different from the processing flow of the air conditioning control described in the sixteenth embodiment only in the determination processing in step 1110A in FIG. The other components, their operations, and other processing procedures are the same as in the fifteenth and sixteenth embodiments. Hereinafter, processing procedures, operations, and effects that are not particularly described are the same as those in the fifteenth and sixteenth embodiments.

  The outdoor fan output determination process of this embodiment will be described with reference to FIG. Here, as in the case of the sixteenth embodiment, control is performed to increase the output amount of the outdoor fan 6 based on the high-pressure side refrigerant pressure Pre flowing in the refrigeration cycle 1A. Furthermore, the criterion of the refrigerant pressure that increases the output amount of the outdoor fan 6 is set to a predetermined level according to the time zone when the air conditioning operation is performed.

  As shown in FIG. 36, in step 1110A, it is determined whether or not the current time is in the range of 20:00 to 7 o'clock. This predetermined time zone is a time zone that assumes early morning or night, and when it falls under this time zone, control is performed to reduce the output amount of the outdoor fan 6 by subsequent processing.

  If it is determined in step 1110A that the predetermined time period has not been reached, the output amount of the outdoor fan 6 is set to the OFF, LO, and HI levels by sequentially executing the above-described steps 1112, 1113, and 1114. And the output amount determination process of the outdoor fan 6 is terminated.

  If it is determined in step 1110A that the predetermined time zone has been entered, the output amount of the outdoor fan 6 is set to OFF, LO, HI by executing the above-described steps 1111, 1113, and 1114 in order. It is determined to be one of the levels, and the output amount determination process of the outdoor fan 6 is finished.

  As described above, when it is determined in step 1110A that it is early morning or night, the determination of the refrigerant pressure at which the high pressure determination is switched to the low pressure determination is determined as another time zone by the determination processing in step 1111. Based on a higher determination criterion (1.5 [MPa]), and a higher determination criterion (1. 1) than when the determination of the refrigerant pressure at which the low pressure determination is switched to the high pressure determination is determined as another time zone. 8 [MPa]). Each process of the above step 1110A corresponds to “time zone determination means” described in the claims.

  According to the present embodiment, the air conditioner ECU 50 includes the time zone determination means (S1110A) that determines whether it is early morning or night in the output determination process (step 11) of the outdoor fan 6. The air conditioner ECU 50 reduces the output amount of the outdoor fan 6 when the time zone determination means determines that the current time is early morning or night than when it is determined that the time zone is other than early morning or night (step). 1111, 1114).

  According to this control, when it is determined that it is early morning or night time, the output amount of the outdoor fan 6 is reduced as compared with the case where it is determined that the time is other than that, so that the surrounding environment of the vehicle is relatively quiet. Therefore, it is possible to provide an air conditioning operation that suppresses the noise level to the outside of the vehicle in a time zone that is likely to cause trouble. Further, the early morning or night time zone is not limited to the pre-air-conditioning operation, and it is possible to provide air-conditioning that prioritizes consideration for the surrounding environment even during the on-board air-conditioning operation.

  In addition, when it is determined that it is early morning or night time, the criterion of the refrigerant pressure is higher than in other time zones, so the output amount of the outdoor fan 6 during early morning or night time is It increases at a higher refrigerant pressure than in other time zones. For this reason, in the determination of the air-conditioning load using the refrigerant pressure, a low pressure determination tends to be easily performed, and the early morning or nighttime is more easily determined to be a lower pressure than in other time zones. Therefore, the output amount of the outdoor fan 6 at the early morning or at night becomes difficult to be controlled in an increasing direction, and can be suppressed to be lower than in other time zones. For example, if the refrigerant pressure value is the same, the control for reducing the output amount of the outdoor fan 6 is easier to implement in the early morning or at night.

(Eighteenth embodiment)
In the eighteenth embodiment, a modification of the output amount determination of the outdoor fan in the air conditioning control main routine will be described with reference to FIG. 37 with respect to the sixteenth embodiment. FIG. 37 is a flowchart showing details of the output determination process (step 11) of the outdoor fan 6 in the main routine of the air conditioning control.

  The processing flow of the air conditioning control in this embodiment is different from the processing flow of the air conditioning control described in the sixteenth embodiment only in the determination processing in step 1110B of FIG. In addition, about each other component, these operation | movement, and another control processing procedure, it is the same as that of the vehicle air conditioner of 15th Embodiment and 16th Embodiment.

  In the outdoor fan output determination process of the present embodiment, similarly to the case of the sixteenth embodiment, control is performed to increase the output amount of the outdoor fan 6 based on the high-pressure side refrigerant pressure Pre flowing in the refrigeration cycle 1A. Furthermore, the criterion for determining the refrigerant pressure that increases the output amount of the outdoor fan 6 is set to a predetermined level depending on whether or not the vehicle exists near the home when performing the air conditioning operation.

  As shown in FIG. 37, first, in step 1110B, it is determined whether or not the vehicle is located at or near the home. The determination in step 1110B is performed using the position information of the own vehicle transmitted by the navigation ECU 80. In step 1110B, whether or not the vehicle is located at a preset parking location and whether or not the vehicle is located within a predetermined distance from the set parking location is determined from the position information of the host vehicle from the navigation ECU 80. Judgment from. Further, the air conditioner ECU 50 detects the stop time from the vehicle information transmitted from the engine ECU 60, the hybrid ECU 70, etc., and whether the stop time is a predetermined time or more (for example, 8 hours or more) instead of the determination process of step 1110B. You may employ | adopt the determination process of no. In this case, when the stop time is equal to or longer than the predetermined time, it is considered that the vehicle is stopped at a parking place or a place corresponding thereto.

  If it is determined in step 1110B that the vehicle is at home or in the vicinity thereof, the output amount of the outdoor fan 6 is set to OFF, LO, and HI levels by sequentially executing the above-described steps 1111, 1113, and 1114. And the output amount determination process of the outdoor fan 6 is terminated.

  If it is determined in step 1110B that the vehicle is not at or near the home, the output amount of the outdoor fan 6 is set to OFF, LO, and HI levels by sequentially executing the above-described steps 1112, 1113, and 1114. And the output amount determination process of the outdoor fan 6 is terminated.

  As described above, when it is determined in step 1110B that the vehicle is at or near the home, the determination of the refrigerant pressure that switches from the high pressure determination to the low pressure determination by the determination processing in step 1111 is performed. The refrigerant pressure is determined based on a higher criterion (1.5 [MPa]) than when it is determined that the vehicle is not in the vicinity and the refrigerant pressure is switched from the low pressure determination to the high pressure determination. Therefore, the determination is made based on a higher criterion (1.8 [MPa]) than when it is determined that there is not.

  According to the present embodiment, when the air conditioner ECU 50 determines that the vehicle is in a preset parking location in at least one of the pre-air conditioning operation and the air conditioning operation other than the pre-air conditioning, the air conditioning ECU 50 determines whether the vehicle is in a predetermined parking location. If it is determined that the vehicle is within the distance or if the stoppage time is determined to be continuing for a predetermined time or more, the outdoor fan 6 is discharged compared to the case where a determination other than the determination result is made. The ability is reduced (step 1114).

  According to this control, when it is determined that the vehicle is in a predetermined parking lot, at home, or in the vicinity thereof during air-conditioning operation, the output amount of the outdoor fan 6 is further reduced compared to when other determinations are made. Therefore, it is possible to reduce noise with priority given to the surrounding environment in the vicinity of the parking lot. Further, when the vehicle is in a predetermined parking lot or the vicinity thereof, it is not limited to the pre-air-conditioning operation, and it is possible to provide air-conditioning that prioritizes consideration for the surrounding environment even during the on-board air-conditioning operation.

  Further, when it is determined that the vehicle is in the vicinity of the predetermined parking lot or the like, the criterion of the refrigerant pressure is higher than that in the case where the determination is not performed. The output amount increases at a higher refrigerant pressure than when the determination is not made. For this reason, in the determination of the air-conditioning load using the refrigerant pressure, a low pressure determination tends to be easily performed, and it is easy to determine a low pressure when the vehicle is in a predetermined parking lot or the vicinity thereof. Therefore, the output amount of the outdoor fan 6 of the vehicle is less likely to be controlled in the increasing direction, and is suppressed to a lower level than when the determination is not made. For example, if the refrigerant pressure value is the same, control for reducing the output amount of the outdoor fan 6 is more easily performed when the vehicle is in a predetermined parking lot or the vicinity thereof. Therefore, since the increase in the output amount of the outdoor fan 6 due to the increase in the refrigerant pressure is suppressed when the vehicle is in the vicinity of a predetermined parking lot or the like, parking is possible even if the load on the refrigeration cycle 1A increases. In the vicinity of a car park or the like, noise outside the vehicle can be suppressed when no occupant is present, and air-conditioning operation considering the surrounding environment can be performed.

(Nineteenth embodiment)
The nineteenth embodiment is a modification of the process (step 10) for determining the compressor speed and the like in the air conditioning control main routine with respect to the fifteenth embodiment. The subroutine of step 10 described in the nineteenth embodiment is performed according to the same processing procedure as in the sixth embodiment. Therefore, the subroutine of Step 10 of the nineteenth embodiment performs each process according to the flowchart shown in FIG. 21, and has the same effects.

(20th embodiment)
In the twentieth embodiment, a modification of the output amount determination of the outdoor fan in the air conditioning control main routine will be described according to FIG. 38 with respect to the sixteenth embodiment. FIG. 38 is a flowchart showing details of the output determination process (step 11) of the outdoor fan 6 in the main routine of the air conditioning control.

  The air conditioning control process flow in the twentieth embodiment differs from the air conditioning control process flow described in the sixteenth embodiment only in the determination process in step 1110F of FIG. In addition, about each other component, these operation | movement, and another control processing procedure, it is the same as that of the vehicle air conditioner of 15th Embodiment and 16th Embodiment.

  In the outdoor fan output determination process of the twentieth embodiment, similarly to the case of the sixteenth embodiment, control is performed to increase the output amount of the outdoor fan 6 based on the high-pressure side refrigerant pressure Pre flowing in the refrigeration cycle 1A. . Further, the criterion for determining the refrigerant pressure that increases the output amount of the outdoor fan 6 is set to a predetermined level according to the speed state of the vehicle when the air conditioning operation is performed.

  As shown in FIG. 38, first, in step 1110F, the number of stops after the vehicle speed has increased from 0km / h to 1km / h or more after starting is detected, and whether or not this number is within one time is detected. judge. The air conditioner ECU 50 detects the number of stops after the 1 km / h from vehicle information transmitted from the engine ECU 60, the hybrid ECU 70, and the like. According to the determination process of step 1110F, when the vehicle leaves the parking lot after starting, or if the number of stops at the signal, intersection, etc. is within one time, the vehicle is in the vicinity of the parking lot (including home). It can be determined that it exists.

  As described above, when it is determined YES in the determination process of step 1110F, the vehicle is present in the vicinity of the parking lot. Therefore, as shown in the map of step 1111, the refrigerant pressure that switches from the high pressure determination to the low pressure determination is displayed. Judgment is made based on a higher judgment criterion (1.5 [MPa]) than when the judgment is made with other vehicle speed conditions, and the judgment of the refrigerant pressure that switches from the low pressure judgment to the high pressure judgment is judged as another vehicle speed condition. The determination is made based on a higher criterion (1.8 [MPa]) than in the case where it is performed. And control which reduces the output amount of the outdoor fan 6 is implemented by each subsequent process.

  If it is determined NO in the determination process of step 1110F, the output amount of the outdoor fan 6 is determined to be one of OFF, LO, and HI levels by sequentially executing the above-described steps 1112, 1113, and 1114. Then, the output amount determination process of the outdoor fan 6 is finished.

  Further, the air conditioner ECU 50 detects the elapsed time after the ignition switch is turned on from the vehicle information transmitted from the engine ECU 60, the hybrid ECU 70, etc., and in the determination process in step 1110F, “the elapsed time after the ignition switch is turned on is predetermined. Whether or not it is within the time ”may be adopted as a criterion. And when the said elapsed time is less than predetermined time, it can determine with the vehicle existing in the outskirts of a parking lot (a house is included).

  According to the present embodiment, the air conditioner ECU 50 is in either the case where the vehicle satisfies a predetermined vehicle speed condition (step 1110F) or the predetermined time after the ignition switch is turned on during the on-board air conditioning operation. Compared with the case other than the said case, the output amount of the outdoor fan 6 is reduced. According to this control, even in the initial stage of on-board air-conditioning operation, when the vehicle is assumed to be in a predetermined parking lot, home, or in the vicinity thereof, the vehicle travels at a slow speed, such as immediately after the vehicle travels. When there is a concern about noise to the surrounding environment, for example, by reducing the output amount of the outdoor fan 6, it is possible to provide air conditioning that gives priority to consideration for the surrounding environment, and noise can be reduced.

  Further, when the vehicle satisfies the predetermined vehicle speed condition in the air-conditioning operation (step 1110F), or when it is within the predetermined time after the ignition switch is turned on, the criterion for determining the refrigerant pressure is different from the case other than this Therefore, the output amount of the outdoor fan 6 increases at a higher refrigerant pressure than in other cases. For this reason, in the determination of the air-conditioning load using the refrigerant pressure, a low pressure determination tends to be easily performed, and it is easier to determine a low pressure when the vehicle is in the vicinity of a parking lot or the like than in other cases. Therefore, the output amount of the outdoor fan 6 when the vehicle is in the vicinity of a parking lot or the like becomes difficult to be controlled in the increasing direction, and is suppressed to be lower than in other cases. For example, if the vehicle has the same refrigerant pressure value, the control for reducing the output amount of the outdoor fan 6 is easier when the vehicle is in the vicinity of a parking lot or the like. Therefore, since the increase in the output amount of the outdoor fan 6 accompanying the increase in the refrigerant pressure is suppressed when the vehicle is in the vicinity of a parking lot or the like, even when the load on the refrigeration cycle 1A increases, Noise outside the vehicle can be suppressed, and air-conditioning operation in consideration of the surrounding environment can be implemented.

(21st Embodiment)
In the twenty-first embodiment, a modification example of the compressor rotation speed determination in the air conditioning control main routine will be described with reference to FIG. 39 with respect to the fifteenth embodiment. FIG. 39 is a flowchart showing a process (step 10) for determining the compressor speed and the like in the main routine of the air conditioning control.

  The processing flow of air conditioning control in the twenty-first embodiment differs from the processing flow of air conditioning control shown in FIG. 23 described in the eighth embodiment in step 1010A of FIG. Other processes are the same as those in the eighth embodiment.

  As shown in FIG. 39, after calculating the rotational speed change amount ΔfC in step 1000, in step 1010A, the number of stops after the vehicle speed has reached from 1 km / h to 0 km / h or more after the start of the vehicle is detected. It is determined whether or not the number of times is within one time. The determination process in step 1010A is performed in the same manner as the determination process in step 1110F in the twentieth embodiment described above.

  If it is determined as YES in the determination process of step 1010A, the vehicle is present in the vicinity of the parking lot, so the calculation is performed in the order of the above-described step 1013, step 1014, and step 1015, and the maximum rotational speed of the compressor is set to be low. Will come to be. If it is determined NO in the determination process of step 1010A, the maximum number of rotations of the compressor is higher by sequentially executing the above-described steps 1012, 1014, and 1015 than when the vehicle is near the parking lot. Will be set.

  According to this embodiment, even in the initial stage of the air-conditioning operation during boarding, when the vehicle is assumed to be in a predetermined parking lot, home, or in the vicinity thereof, or when the vehicle is just after running, at a slow speed. When there is a concern about noise to the surrounding environment, such as when driving, by further reducing the output amount of the compressor 2, it is possible to provide air conditioning that gives priority to consideration for the surrounding environment, and can reduce noise. .

(Twenty-second embodiment)
In the twenty-first embodiment, a modified example of determining the output amount of the outdoor fan in the air conditioning control main routine will be described with reference to FIG. 40 with respect to the sixteenth embodiment. FIG. 40 is a flowchart showing details of the output determination process (step 11) of the outdoor fan 6 in the main routine of the air conditioning control.

  The processing flow of the air conditioning control in this embodiment is different from the processing flow of the air conditioning control described in the sixteenth embodiment only in the determination processing in step 1110D of FIG. Other processes are the same as those in the sixteenth embodiment. Hereinafter, processing procedures, operations, and effects that are not particularly described are the same as those in the fifteenth and sixteenth embodiments.

  The outdoor fan output determination process of this embodiment will be described with reference to FIG. Here, as in the case of the sixteenth embodiment, control is performed to increase the output amount of the outdoor fan 6 based on the high-pressure side refrigerant pressure Pre flowing in the refrigeration cycle 1A. Furthermore, the criterion of the refrigerant pressure that increases the output amount of the outdoor fan 6 is set to a predetermined level according to the time zone when the air conditioning operation is performed.

  As shown in FIG. 40, in step 1110D, it is determined whether or not the traveling state is an electric traveling mode (hereinafter also referred to as an EV mode) in which traveling is performed using an electric motor as a drive source. The air conditioner ECU 50 can detect that the traveling mode is the EV mode from the vehicle information transmitted from the hybrid ECU 70 or the like.

  As described above, in the determination process of step 1110D, when it is determined that the EV mode is selected, as shown in the map of step 1111, the refrigerant pressure determination that switches from the high pressure determination to the low pressure determination is other than the EV mode (for example, This is performed based on a higher criterion (1.5 [MPa]) than when it is determined that the vehicle travels in a hybrid travel mode (hereinafter also referred to as HEV mode) that travels using the engine 30 and the electric motor as drive sources. Furthermore, the determination of the refrigerant pressure that switches from the low pressure determination to the high pressure determination is performed based on a higher determination criterion (1.8 [MPa]) than when it is determined that the mode is other than the EV mode. And the control which reduces the output amount of the outdoor fan 6 is implemented by performing the above-mentioned subsequent step 1113 and step 1114 in order.

  If it is determined in step 1110D that the mode is other than the EV mode, for example, the HEV mode, the output amount of the outdoor fan 6 is turned OFF, LO, by sequentially executing the above-described steps 1112, 1113, and 1114. It is determined as one of the HI levels, and the output amount determination process of the outdoor fan 6 is finished.

  According to the present embodiment, the relative noise level of the air conditioner in the relatively quiet EV mode can be reduced by reducing the output amount of the outdoor fan 6 in the EV mode as compared with that in the HEV mode. This is because, in the hybrid vehicle, since the engine 30 is stopped in the EV mode, it is relatively easy to hear the noise generated from the air conditioner outside the vehicle, and the operating sound of the air conditioner has a great influence on the surrounding environment. Because. Therefore, by implementing the above control in the EV mode in the hybrid vehicle, it is possible to provide a vehicle air conditioner that prioritizes further consideration for the surrounding environment and reduces noise.

  When the air conditioning operation is in the EV mode (steps 1110D and 1111), the criterion for determining the refrigerant pressure is higher than that in the case other than the EV mode. Therefore, the output amount of the outdoor fan 6 in the EV mode is the EV mode. It increases at a higher refrigerant pressure than in other cases. For this reason, in the determination of the air conditioning load using the refrigerant pressure, a low pressure determination tends to be easily performed, and it is easier to determine a low pressure when the traveling mode is the EV mode. Therefore, the output amount of the outdoor fan 6 in the EV mode becomes difficult to be controlled in an increasing direction, and is suppressed to be lower than that in the case other than the EV mode. For example, if the refrigerant pressure value is the same, control for reducing the output amount of the outdoor fan 6 is more easily performed in the EV mode. Therefore, since the increase in the output amount of the outdoor fan 6 due to the increase in the refrigerant pressure is suppressed in the EV mode, the noise outside the vehicle when no occupant is present even if the load on the refrigeration cycle 1A increases. It is possible to suppress the air conditioning operation considering the surrounding environment.

(23rd Embodiment)
The twenty-third embodiment is a modification of the fifteenth embodiment in the process (step 10) for determining the compressor speed and the like in the air conditioning control main routine. The subroutine of step 10 described in the twenty-third embodiment is performed according to the same processing procedure as in the tenth embodiment. Therefore, the subroutine of Step 10 of the twenty-third embodiment performs each process according to the flowchart shown in FIG. 24, and has the same effect.

(24th Embodiment)
In the twenty-fourth embodiment, a modification of the output amount determination of the outdoor fan in the air conditioning control main routine will be described with reference to FIG. 41 with respect to the sixteenth embodiment. FIG. 41 is a flowchart showing details of the output determination process (step 11) of the outdoor fan 6 in the main routine of the air conditioning control.

  The processing flow of the air conditioning control in the present embodiment is step 1110E of FIG. 41 when it is determined as “pre-air conditioning” in the determination processing of step 1110 with respect to the processing flow of air conditioning control described in the sixteenth embodiment. The difference is that this determination process is executed. In addition, about each other component, these operation | movement, and another process sequence, it is the same as that of the vehicle air conditioner of 15th Embodiment and 16th Embodiment.

  The outdoor fan output determination process according to this embodiment will be described with reference to FIG. Here, as in the case of the sixteenth embodiment, control is performed to increase the output amount of the outdoor fan 6 based on the high-pressure side refrigerant pressure Pre flowing in the refrigeration cycle 1A. Further, the criterion of the refrigerant pressure for increasing the output amount of the outdoor fan 6 is set to a predetermined level in the pre-air-conditioning operation and according to whether or not a low noise mode described later is set. It has become.

  As shown in FIG. 41, first, in step 1110, it is determined whether or not the pre-air conditioning flag is set as a processing result of step 1. If the pre-air conditioning flag is not set, the air conditioning load for cooling is determined in step 1112. If the pre-air conditioning flag is set, it is determined in step 1110E whether the “low noise mode” is set. The low noise mode is a mode in which air conditioning operation is performed to reduce external noise during pre-air conditioning, and the user operates a predetermined operation unit provided on the operation panel 51 or is set in advance by programming. This can be set.

  As described above, when it is determined in step 1110E that the low noise mode is set, as shown in the map of step 1111, the refrigerant pressure determination that switches from high pressure determination to low pressure determination is low noise. The determination is made based on a higher criterion (1.5 [MPa]) than when the mode is not set. Further, the determination of the refrigerant pressure that switches from the low pressure determination to the high pressure determination is performed based on a higher determination criterion (1.8 [MPa]) than when the low noise mode is not set. And control which reduces the output amount of the outdoor fan 6 at the time of a cooling cycle is implemented by each subsequent process.

  If it is determined in step 1110E that the low noise mode is not set, the output amount of the outdoor fan 6 is turned OFF, LO, HI by executing step 1112, step 1113, and step 1114 described above in order. And the output amount determination process of the outdoor fan 6 is terminated.

  According to the present embodiment, since the control to reduce the output amount of the outdoor fan 6 during pre-air conditioning is performed by setting the low noise mode, the user depends on the home environment, the surrounding environment of the parking place, etc. By setting the low noise mode and adjusting the output amount of the outdoor fan 6, the quietness given to the surroundings during pre-air conditioning can be adjusted. Therefore, it is possible to select which of the quietness to the surrounding environment and the improvement of the comfort in the vehicle interior by the pre-air conditioning is prioritized, and it is possible to provide a vehicle air conditioner that can respond to the user's request.

  Further, when the low noise mode is set in the air-conditioning operation (steps 1110E and 1111), the criterion for the refrigerant pressure is higher than when the low noise mode is not set. The output amount of the fan 6 increases at a higher refrigerant pressure than when the low noise mode is not set. For this reason, in the determination of the air conditioning load using the refrigerant pressure, the low pressure determination tends to be easily performed, and the low pressure mode is more easily determined in the low noise mode setting. Therefore, the output amount of the outdoor fan 6 when the low noise mode is not set is less likely to be controlled in the increasing direction, and can be kept lower than when the low noise mode is not set. For example, if the refrigerant pressure value is the same, the control for reducing the output amount of the outdoor fan 6 is more easily performed when the low noise mode is set. Therefore, since the increase in the output amount of the outdoor fan 6 accompanying the rise in the refrigerant pressure is suppressed when the low noise mode is set, even if the load on the refrigeration cycle 1A increases, the output to the outside of the vehicle when the occupant is absent is possible. Noise can be suppressed and air-conditioning operation considering the surrounding environment can be implemented.

(25th Embodiment)
The twenty-fifth embodiment is a modification of the process (step 10) for determining the compressor speed and the like in the air conditioning control main routine with respect to the fifteenth embodiment. The subroutine of step 10 described in the twenty-fifth embodiment is performed according to the same processing procedure as in the twelfth embodiment. Therefore, the subroutine of step 10 of the twenty-fifth embodiment performs each process according to the flowchart shown in FIG. 27, and has the same effect.

(Other embodiments)
The preferred embodiments of the present invention have been described above, but the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.

  The first embodiment, the second embodiment, the third embodiment, the fourth embodiment, the fifth embodiment, the seventh embodiment, the ninth embodiment, and the eleventh embodiment described above are at least two. It is possible to implement a combination of the two embodiments. Thus, when combining several embodiment, the output amount of the outdoor fan 6 calculated | required by any embodiment is employ | adopted.

  In addition, each of the first embodiment, the sixth embodiment, the eighth embodiment, the tenth embodiment, the twelfth embodiment, and the fourteenth embodiment may be implemented by combining at least two embodiments. Is possible. Thus, when combining several embodiment, the rotation speed of the compressor 2 calculated | required by any embodiment is employ | adopted.

  Moreover, although the PTC heater 24 is employ | adopted as an electric auxiliary heat source in the said embodiment, it is not limited to this. The electric auxiliary heat source may be another device as long as it is energized to generate heat from a heating element or the like to heat surrounding air or an object.

  Moreover, in the said embodiment, although the PTC heater 24 is arrange | positioned in the downstream of blowing air rather than the condenser 3, you may make it arrange | position in the upstream of blowing air rather than the condenser 3. FIG.

1. Heat pump cycle (cycle)
1A ... Refrigeration cycle (cycle)
2 ... Compressor 3 ... Condenser (heat exchanger for heating)
5 ... Outdoor heat exchanger 6 ... Outdoor fan 8 ... Evaporator (cooling heat exchanger)
10 ... 1st expansion valve (pressure reduction device)
21 ... Indoor blower (indoor air blowing means)
24 ... PTC heater (electrical auxiliary heat source)
30 ... Engine 50 ... Air-conditioner ECU (control device)

Claims (30)

A vehicle air conditioner that performs a pre-boarding air conditioning operation that air-conditions the passenger compartment before boarding a passenger by the action of refrigerant flowing through the cycle (1, 1A),
A compressor (2) for sucking and discharging the refrigerant;
An outdoor fan (6) for blowing air for heat exchange with a refrigerant flowing in an outdoor heat exchanger provided outside the vehicle compartment;
A control device (50) for controlling the operation of the outdoor fan,
The control device controls the output amount of the outdoor fan in the air conditioning operation before boarding to be less than that during the air conditioning operation during boarding,
Further, the control device controls to increase the output amount of the outdoor fan based on the high-pressure side refrigerant pressure flowing through the cycle,
The criterion of the refrigerant pressure to increase the output amount of the outdoor fan, the boarding before car dual air conditioner characterized in that it is set higher than when the aboard air-conditioning operation during air conditioning operation. The control device includes time zone determination means (S1110A, S1120A) for determining whether it is early morning or nighttime,
The control device reduces the output amount of the outdoor fan when the time zone determination means determines that it is early morning or night time than when it is determined that it is a time zone other than early morning or night time. The vehicle air conditioner according to claim 1 , wherein: A vehicle air conditioner that performs a pre-boarding air conditioning operation that air-conditions the passenger compartment before boarding a passenger by the action of refrigerant flowing through the cycle (1, 1A),
A compressor (2) for sucking and discharging the refrigerant;
An outdoor fan (6) for blowing air for heat exchange with a refrigerant flowing in an outdoor heat exchanger provided outside the vehicle compartment;
A control device (50) for controlling the operation of the outdoor fan,
The control device controls the output amount of the outdoor fan in the air conditioning operation before boarding to be less than that during the air conditioning operation during boarding,
Furthermore, the control device outputs a signal for requesting the start of the engine (30) of the vehicle according to the output of the required heat source,
Said control device, said before boarding the car dual air conditioner you characterized by low output frequency of the request signal of the engine start as compared to when said aboard air conditioning operation during air conditioning operation. The control device includes engine start determination means (S140 to S144) for determining whether to start the engine.
The vehicle air conditioner according to claim 3 , wherein the engine activation determining means determines that the engine is not activated during the air conditioning operation before boarding. Furthermore, it has a low noise mode in which air conditioning operation to reduce external noise during the air conditioning operation before boarding can be set,
The control device sets the output frequency of the request signal for starting the engine at the time of the air conditioning operation before boarding in which the low noise mode is set, compared to the time of the air conditioning operation before boarding when the low noise mode is not set. It controls so that it may reduce, The vehicle air conditioner of Claim 3 or Claim 4 characterized by the above-mentioned. Air blowing means (21) for supplying air to the vehicle interior,
The operation of the compressor or the air blowing means for the room is controlled by the control device,
The control device controls the output amount of the compressor or the output amount of the indoor air blowing means to be reduced when a high-pressure side refrigerant pressure flowing in the cycle is equal to or higher than a predetermined value. The vehicle air conditioner according to any one of claims 1 to 5 . The operation of the compressor is controlled by the controller,
When the control device determines that the vehicle is in a preset parking location in at least one of the pre-ride air conditioning operation and the on-board air conditioning operation, the control device is within a predetermined distance from the parking location. And when the stop time is determined to be continuing for a predetermined time or more, the output amount of the outdoor fan or the compression is compared to when the determination other than the determination result is made. The vehicle air conditioner according to any one of claims 1 to 6 , wherein an output amount of the machine is reduced. The operation of the compressor is controlled by the controller,
In the air-conditioning operation during boarding, the control device is either when the vehicle satisfies a predetermined vehicle speed condition or within a predetermined time after the ignition switch is turned on. 7. The vehicular air conditioner according to claim 1 , wherein an output amount of the outdoor fan or an output amount of the compressor is reduced. The vehicle is a hybrid vehicle having an engine (30) and an electric motor as drive sources,
The operation of the compressor is controlled by the controller,
In the air-conditioning operation during boarding, the control device is in an electric travel mode in which the electric motor is used as a drive source and in a hybrid travel mode in which the engine and the electric motor are used as a drive source. The vehicle air conditioner according to any one of claims 1 to 8 , wherein an output amount of the outdoor fan or an output amount of the compressor is reduced. Furthermore, it has a low noise mode in which air conditioning operation to reduce external noise during the air conditioning operation before boarding can be set,
The operation of the compressor is controlled by the controller,
The control device is configured such that the output amount of the outdoor fan, the compressor, during the pre-ride air conditioning operation in which the low noise mode is set, compared to during the pre-ride air conditioning operation in the case where the low noise mode is not set. 10. The vehicle air conditioner according to claim 1 , wherein at least one of the output amounts is controlled to be reduced. Furthermore, an electrical auxiliary heat source (24) that generates heat by energization to heat the air blown into the vehicle interior, and an electrical resistor that is mounted on the window of the vehicle and generates heat by energization,
In the air conditioning operation before boarding, the control device, when the difference between the permitted power that can be used for the air conditioning operation of the vehicle and the power consumption consumed in the air conditioning operation before boarding is equal to or more than a preset power The vehicle air conditioner according to any one of claims 1 to 10 , wherein the electric auxiliary heat source or the electric resistor is energized. A vehicle air conditioner that performs a pre-boarding air conditioning operation that air-conditions the passenger compartment before boarding a passenger by the action of refrigerant flowing through a cycle,
A compressor (2) for sucking and discharging the refrigerant;
An outdoor fan (6) for blowing air for heat exchange with a refrigerant flowing in an outdoor heat exchanger provided outside the vehicle compartment;
A control device (50) for outputting a signal for requesting the start of the engine of the vehicle according to the required output amount of the heat source,
The said control apparatus makes the output frequency of the request signal of the said engine starting low at the time of the said air conditioning driving before boarding compared with the air conditioning driving during boarding, The air conditioning apparatus for vehicles characterized by the above-mentioned. The control device includes engine start determination means (S140 to S144) for determining whether to start the engine.
The vehicle air conditioner according to claim 12 , wherein the engine activation determining means determines that the engine is not activated during the air conditioning operation before boarding. An outdoor fan (6) that blows air to exchange heat with a refrigerant flowing in an outdoor heat exchanger provided outside the vehicle compartment, and whose operation is controlled by the control device;
Furthermore, it has a low noise mode in which air conditioning operation to reduce external noise during the air conditioning operation before boarding can be set,
The control device is configured such that the output amount of the outdoor fan, the compressor, during the pre-ride air conditioning operation in which the low noise mode is set, compared to during the pre-ride air conditioning operation in the case where the low noise mode is not set. the output quantity, air-conditioning system according to claim 12 or claim 13, wherein the controller controls so as to reduce at least one of the output frequency of the request signal of the engine start. An air conditioner for a vehicle that performs a pre-boarding air conditioning operation that air-conditions a passenger compartment before boarding a passenger by at least one of a cooling cycle operation and a heating cycle operation performed by controlling the refrigerant flow of the heat pump cycle (1). There,
A compressor (2) for sucking and discharging refrigerant of the heat pump cycle;
An outdoor fan (6) for blowing air for heat exchange with a refrigerant flowing in an outdoor heat exchanger provided outside the vehicle compartment;
A controller (50) for controlling at least one of the cooling cycle operation and the heating cycle operation and controlling the operation of the outdoor fan,
The control device controls the output amount of the outdoor fan in the air conditioning operation before boarding to be less than that during the air conditioning operation during boarding,
Further, the control device controls to increase the output amount of the outdoor fan based on the refrigerant pressure on the high pressure side flowing through the heat pump cycle,
The criterion of the refrigerant pressure to increase the output amount of the outdoor fan, the boarding before car dual air conditioner characterized in that it is set higher than when the aboard air-conditioning operation during air conditioning operation. An air conditioner for a vehicle that performs a pre-boarding air conditioning operation that air-conditions a passenger compartment before boarding a passenger by at least one of a cooling cycle operation and a heating cycle operation performed by controlling the refrigerant flow of the heat pump cycle (1). There,
A compressor (2) for sucking and discharging refrigerant of the heat pump cycle;
An outdoor fan (6) for blowing air for heat exchange with a refrigerant flowing in an outdoor heat exchanger provided outside the vehicle compartment;
A controller (50) for controlling at least one of the cooling cycle operation and the heating cycle operation and controlling the operation of the outdoor fan,
The control device controls the output amount of the outdoor fan in the air conditioning operation before boarding to be less than that during the air conditioning operation during boarding,
The control device further includes time zone determination means (S1110A, S1120A) for determining whether it is early morning or nighttime,
The control device reduces the output amount of the outdoor fan when the time zone determination means determines that it is early morning or night time than when it is determined that it is a time zone other than early morning or night time. car dual air conditioner characterized by. An air conditioner for a vehicle that performs a pre-boarding air conditioning operation that air-conditions a passenger compartment before boarding a passenger by at least one of a cooling cycle operation and a heating cycle operation performed by controlling the refrigerant flow of the heat pump cycle (1). There,
A compressor (2) for sucking and discharging refrigerant of the heat pump cycle;
An outdoor fan (6) for blowing air for heat exchange with a refrigerant flowing in an outdoor heat exchanger provided outside the vehicle compartment;
A controller (50) for controlling at least one of the cooling cycle operation and the heating cycle operation and controlling the operation of the outdoor fan,
The control device controls the output amount of the outdoor fan in the air conditioning operation before boarding to be less than that during the air conditioning operation during boarding,
Furthermore, the control device outputs a signal for requesting the start of the vehicle engine (30) according to the output required for heating during the heating cycle operation,
Said control device, said before boarding the car dual air conditioner you characterized by low output frequency of the request signal of the engine start as compared to when said aboard air conditioning operation during air conditioning operation. The control device includes an engine start determination unit (S140 to S144) that determines whether or not to start the engine of the vehicle during the heating cycle operation.
The vehicle air conditioner according to claim 17 , wherein the engine activation determining means determines that the engine is not activated during the air conditioning operation before boarding. Furthermore, it has a low noise mode in which air conditioning operation to reduce external noise during the air conditioning operation before boarding can be set,
The control device sets the output frequency of the request signal for starting the engine at the time of the air conditioning operation before boarding in which the low noise mode is set, compared to the time of the air conditioning operation before boarding when the low noise mode is not set. The vehicle air conditioner according to claim 17 or 18 , wherein control is performed so as to reduce the air conditioner. An air conditioner for a vehicle that performs a pre-boarding air conditioning operation that air-conditions a passenger compartment before boarding a passenger by at least one of a cooling cycle operation and a heating cycle operation performed by controlling the refrigerant flow of the heat pump cycle (1). There,
A compressor (2) for sucking and discharging refrigerant of the heat pump cycle;
An outdoor fan (6) for blowing air for heat exchange with a refrigerant flowing in an outdoor heat exchanger provided outside the vehicle compartment;
A controller (50) for controlling at least one of the cooling cycle operation and the heating cycle operation and controlling the operation of the outdoor fan,
The control device controls the output amount of the outdoor fan in the air conditioning operation before boarding to be less than that during the air conditioning operation during boarding,
Further, the control device controls to increase the output amount of the outdoor fan based on the refrigerant pressure on the high pressure side flowing through the heat pump cycle,
The outdoor fan criterion of the refrigerant pressure to increase the output of the car dual air conditioner you characterized in that it is set higher than during the cooling cycle operation during the heating cycle operation. An air conditioner for a vehicle that performs a pre-boarding air conditioning operation that air-conditions a passenger compartment before boarding a passenger by at least one of a cooling cycle operation and a heating cycle operation performed by controlling the refrigerant flow of the heat pump cycle (1). There,
A compressor (2) for sucking and discharging refrigerant of the heat pump cycle;
An outdoor fan (6) for blowing air for heat exchange with a refrigerant flowing in an outdoor heat exchanger provided outside the vehicle compartment;
A controller (50) for controlling at least one of the cooling cycle operation and the heating cycle operation and controlling the operation of the outdoor fan,
The control device controls the output amount of the outdoor fan in the air conditioning operation before boarding to be less than that during the air conditioning operation during boarding,
Furthermore , it is provided with an indoor air blowing means (21) for supplying the air to the vehicle interior,
The operation of the compressor or the air blowing means for the room is controlled by the control device,
The control device performs control so as to reduce the output amount of the compressor or the output amount of the indoor air blowing means when the high-pressure side refrigerant pressure flowing through the heat pump cycle is equal to or higher than a predetermined value. to that car dual-use air-conditioning system. The operation of the compressor is controlled by the controller,
When the control device determines that the vehicle is in a preset parking location in at least one of the pre-ride air conditioning operation and the on-board air conditioning operation, the control device is within a predetermined distance from the parking location. And when the stop time is determined to be continuing for a predetermined time or more, the output amount of the outdoor fan or the compression is compared to when the determination other than the determination result is made. The vehicle air conditioner according to any one of claims 15 to 21 , wherein an output amount of the machine is reduced. The operation of the compressor is controlled by the controller,
In the air-conditioning operation during boarding, the control device is either when the vehicle satisfies a predetermined vehicle speed condition or within a predetermined time after the ignition switch is turned on. The vehicle air conditioner according to any one of claims 15 to 22 , wherein the output amount of the outdoor fan or the output amount of the compressor is reduced as compared. The vehicle is a hybrid vehicle having an engine (30) and an electric motor as drive sources,
The operation of the compressor is controlled by the controller,
In the air-conditioning operation during boarding, the control device is in an electric travel mode in which the electric motor is used as a drive source and in a hybrid travel mode in which the engine and the electric motor are used as a drive source. The vehicle air conditioner according to any one of claims 15 to 23 , wherein the output amount of the outdoor fan or the output amount of the compressor is reduced. Furthermore, it has a low noise mode in which air conditioning operation to reduce external noise during the air conditioning operation before boarding can be set,
The operation of the compressor is controlled by the controller,
The control device is configured such that the output amount of the outdoor fan, the compressor, during the pre-ride air conditioning operation in which the low noise mode is set, compared to during the pre-ride air conditioning operation in the case where the low noise mode is not set. 25. The vehicle air conditioner according to any one of claims 15 to 24 , wherein control is performed so as to reduce at least one of the output amounts. The rotational speed of the compressor is controlled by the control device,
The maximum rotation speed of the compressor in the heating cycle operation, in any one of claims 25 to claim 15, characterized in that it is set lower than the maximum rotation speed of the compressor in the cooling cycle operation The vehicle air conditioner described. Furthermore, an electric auxiliary heat source (other than the electric auxiliary heat source) that is provided in a passage in which a heat exchanger (3) for heating that heats the air blown into the vehicle interior by the heat radiation action of the refrigerant during the heating cycle operation is disposed and generates heat by energization. 24), and an electric resistor that is attached to the window of the vehicle and generates heat when energized,
In the air conditioning operation before boarding, the control device, when the difference between the permitted power that can be used for the air conditioning operation of the vehicle and the power consumption consumed in the air conditioning operation before boarding is equal to or more than a preset power 27. The vehicle air conditioner according to claim 15 , wherein the electric auxiliary heat source or the electric resistor is energized. An air conditioner for a vehicle that performs a pre-boarding air conditioning operation that air-conditions a passenger compartment before boarding a passenger by at least one of a cooling cycle operation and a heating cycle operation performed by controlling the refrigerant flow of the heat pump cycle (1). There,
A compressor (2) for sucking and discharging refrigerant of the heat pump cycle;
A control device (50) for controlling the cooling cycle operation and the heating cycle operation, and for outputting a signal for requesting start of a vehicle engine in accordance with an output amount required for heating during the heating cycle operation. ,
The said control apparatus makes the output frequency of the request signal of the said engine starting low at the time of the said air conditioning driving before boarding compared with the air conditioning driving during boarding, The air conditioning apparatus for vehicles characterized by the above-mentioned. The control device includes engine start determination means (S140 to S144) for determining whether or not to start a vehicle engine during the heating cycle operation.
29. The vehicle air conditioner according to claim 28 , wherein the engine activation determining means determines that the engine is not activated during the air conditioning operation before boarding. An outdoor fan (6) that blows air to exchange heat with a refrigerant flowing in an outdoor heat exchanger provided outside the vehicle compartment, and whose operation is controlled by the control device;
Furthermore, it has a low noise mode in which air conditioning operation to reduce external noise during the air conditioning operation before boarding can be set,
The control device is configured such that the output amount of the outdoor fan, the compressor, during the pre-ride air conditioning operation in which the low noise mode is set, compared to during the pre-ride air conditioning operation in the case where the low noise mode is not set. the output quantity, air-conditioning system according to claim 28 or claim 29, wherein the controller controls so as to reduce at least one of the output frequency of the request signal of the engine start.

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