DE102010046027A1 - Air conditioning system for e.g. hybrid vehicle, has heater core arranged in housing, and controller reducing air blowing quantity of blower when system is stopped in comparison to air blowing quantity when system is operated - Google Patents

Abstract

The system (1) has a housing (11) for defining an air passage, and a heater core (14) arranged in the housing to heat air by accomplishing a heat exchange between the air and thermal fluid. A positive temperature coefficient heater (15) is arranged in the housing to produce heat for heating the air when electrical power is supplied to the heater. A controller reduces the air blowing quantity of a blower (12) when the system is stopped in comparison to the air blowing quantity when the system is operated.

Description

The present invention relates to an air conditioner of a vehicle provided with an electric heater.

Conventionally, Patent Document 1 ( JP 2008-174042A ) regarding a vehicle air conditioner used for a hybrid vehicle provided with an engine and an electric motor for running. In Patent Document 1, a heater core and an electric heater are housed in a housing of an indoor air conditioning unit. The heater core is a heating heat exchanger for heating air to be blown into a vehicle compartment using engine coolant as a heating source. The electric heater is suitable as an auxiliary heating unit for auxiliary heating of air to be blown into the vehicle compartment.

In Patent Document 1, in a case where the vehicle is driven by the electric motor while the internal combustion engine is stopped, the temperature of the engine coolant becomes lower, and thereby it is difficult to obtain sufficient heating capacity in the heater core.

In addition, in a case where it is unnecessary to use the engine for driving the vehicle, the temperature of the engine coolant also becomes lower than a required water temperature. In this case, the internal combustion engine is operated only for the operation of the air conditioning to obtain the heating capacity due to the heater core.

When an amount of heat generated in the electric heater increases, the required water temperature in the heater core is reduced, and thereby a frequency of starting the engine operation for the air conditioning is reduced.

According to studies by the inventors of the present application, an increase amount of air temperature due to the heater core is almost constant even when a flow amount of air flowing to the heater core is changed. That is, in an air flow area of a normal use state of the heater core, the air temperature may generally be increased to about the temperature of the engine coolant almost regardless of the decrease or increase in the air amount.

In contrast, an increase amount of the air temperature due to the electric heater in the reverse direction changes according to the air flow amount. That is, when the electric power consumption (heat generation amount) of the electric heater satisfies a condition, the increase amount of the air temperature due to the electric heater becomes larger as the air flow amount decreases (see the formula F2-3 described later).

In Patent Document 1, the required water temperature is determined based on the heat generation amount of the electric heater, but is not determined based on the increase amount of the air temperature due to the electric heater.

Consequently, when the amount of air flow is small, the temperature of air to be blown into the vehicle compartment becomes slightly higher than a necessary temperature. In this case, the energy used for the air conditioning can be unnecessarily increased. In addition, the internal combustion engine may be unnecessarily operated for the air conditioning, and the fuel consumption efficiency may be deteriorated.

This problem can be caused not only in an air conditioner for a vehicle provided with an internal combustion engine but also in an air conditioner for a vehicle provided with a fuel cell for driving or an electric motor for driving.

In the air conditioner for a fuel cell vehicle, air to be blown into the vehicle compartment is heated by using coolant of the fuel cell as a heating source. In the air conditioner for an electric vehicle, air to be blown into the vehicle compartment is heated by using hot water heated by the electric heater as a heating source.

However, even in a case where a thermal fluid such as the fuel cell coolant or the hot water need not be heated, the fuel cell in this vehicle air conditioner is operated to generate heat, or the electric heater is operated to heat the thermal fluid and energy is being used uneconomically.

The present invention is made in view of the above questions, and it is an object of the present invention to effectively reduce the power consumed for operating an air conditioner for a vehicle.

It is another object of the present invention to provide an air conditioner for a vehicle that can effectively reduce the consumed power while decreasing a temperature of air blown into a vehicle compartment. during heating of the vehicle compartment is prevented.

According to one aspect of the present invention, an air conditioning system for a vehicle having a plant (EG) that generates heat when operated: a blower ( 12 ), which is adapted to generate an air flow in the direction of a vehicle compartment; a housing ( 11 ) defining an air passage through which air blown from the blower flows into the vehicle compartment; a heating heat exchanger ( 14 ) located in the housing ( 11 ) is arranged to heat air by performing a heat exchange between air and a thermal fluid, which is heated by generated heat of the plant; an electric heater ( 15 ) in the housing ( 11 ) is arranged to generate heat and to heat air when electric power is supplied to it; and a controller ( 50 ), which is suitable, an air blow of the blower ( 12 ) and the operation of the electric heating ( 15 ) to control. In the air conditioner the controller reduces ( 50 ) the blower volume of the blower ( 12 ) when the plant is stopped, compared to when the plant is operated.

When the equipment is stopped, the temperature of the thermal fluid is lowered, and thereby a temperature increase amount of air in the heating heat exchanger (FIG. 14 ) decreased. According to the above aspect of the present invention, the controller decreases ( 50 ) the blower volume of the blower ( 12 ) when the plant is stopped, compared to when the plant is operated. Therefore, a temperature increase amount (ΔTptc) of air in the electric heater ( 15 ) are made larger without a heat generation amount (electric power consumption) of the electric heater ( 15 ) increase. Consequently, it is possible to reduce a decrease in the air temperature to be blown into the vehicle compartment without operating the system for the air conditioner or without the heat generation amount of the electric heater (FIG. 15 ) increase. As a result, the power consumed in the air conditioning of the air conditioner can be effectively reduced.

For example, the controller ( 50 ) the blower volume of the blower ( 12 ), which is to be changed, in an initial period immediately after a start of the operation of the plant control. Additionally / alternatively, the controller ( 50 ) output an operation request signal to the equipment when a temperature of air blown into the vehicle compartment is lower than a predetermined temperature. In this case, a decrease in temperature of air blown into the vehicle compartment can be more effectively restricted by using both the electric heater (FIG. 15 ) as well as the plant can be used.

In addition, the controller ( 50 ) the blower volume of the blower ( 12 ) determine, using a first control map, when the system is operated, and the blower volume of the blower ( 12 ) using a second control map that differs from the first control map when the plant is stopped. Additionally / alternatively, the controller ( 50 ) the blower volume of the blower ( 12 ) to be larger in a face mode in which air is blown from a face air outlet toward an upper side of the vehicle compartment, as compared with that in a foot mode in which air is mainly blown from a foot outlet to a lower side in the passenger compartment ,

The air conditioning system may be provided with: an air mix door ( 19 ) in the housing ( 11 ) is arranged to a ratio between a flow rate of air, the heat exchanger ( 14 ) and the electric heating ( 15 ), and a flow rate of air passing through the heating heat exchanger ( 14 ) and the electric heating ( 15 ) to adjust. In this case, the electric heater ( 15 ) is a PTC electric heater having a plurality of PTC heater sections ( 15a . 15b . 15c ), and the controller ( 50 ), an operation number of the PTC heater sections ( 15a . 15b . 15c ) to be operated, based on an outside air temperature (Tam) and / or a temperature (TW) of the thermal fluid entering the heating heat exchanger ( 14 ) flows, and / or an opening degree (SW) of the air mix door ( 19 ) Taxes.

In addition, the air conditioner with a seat heater ( 65 ) provided in a seat of the vehicle or on a seat surface of the seat. In this case, the controller ( 50 ) the operation of the seat heater ( 65 ) based on a target temperature (TAO) of air to be blown into the vehicle compartment, the number of operation of the PTC heating sections ( 15a . 15b . 15c ), an operating state of a economy switch, an outside air temperature (Tam), and a target temperature (Tsoll) of an inside of the vehicle compartment.

Other objects, features and advantages of the present invention will become more apparent from the following description made with reference to the accompanying drawings, in which like parts are designated by like reference numerals, in which:

1 Fig. 10 is an entire configuration diagram showing an air conditioner for a vehicle according to an embodiment of the invention;

2 Fig. 10 is a block diagram showing an electric control of the air conditioner for a vehicle in the embodiment;

3 is a schematic diagram showing a structure of an electric heater according to the embodiment;

4 Fig. 10 is a flowchart showing a basic control method performed by the air conditioner for a vehicle in the embodiment;

5 FIG. 10 is a flowchart showing a detail control at S6 of FIG 4 shows;

6 FIG. 12 is a flowchart showing detail control at S10 of FIG 4 shows;

7 FIG. 15 is a flowchart showing detail control at S11 of FIG 4 shows;

8th FIG. 10 is a flowchart showing detail control at S12 of FIG 4 shows; and

9 FIG. 12 is a flowchart showing detail control at S13 of FIG 4 shows.

Next, an embodiment of the invention will be described. 1 is a schematic diagram that has an air conditioner 1 for a vehicle according to the embodiment of the invention. 2 is a block diagram showing an electrical control of the air conditioner 1 for a vehicle in the embodiment. In the present embodiment, the air conditioner 1 for a vehicle of the invention is adapted to a so-called hybrid vehicle which receives a driving force for driving the vehicle from an internal combustion engine (EG) and an electric motor for driving.

In the hybrid vehicle of the embodiment, the engine EG is operated or stopped in accordance with a running load of the vehicle. Thus, the hybrid vehicle may be responsive to a driving state in which the vehicle is driving using the driving force from both the engine EG and the electric motor for driving, or a running state (ie, EV running state) in which the vehicle is traveling only by using the electric motor is driven while the internal combustion engine EC is stopped to be switched. Consequently, the fuel consumption in the hybrid vehicle can be improved as compared with a vehicle driven only by the engine EG.

The air conditioner 1 is with an in 1 shown interior air conditioning unit 10 and one in 2 shown air conditioning control 50 Mistake.

The interior air conditioning unit 10 is located inside an instrument panel (ie dashboard) positioned in the foremost section in the vehicle compartment. The interior air conditioning unit 10 includes an air conditioning housing 11 which forms an outer shell and defines an air passage. In the air conditioning case 11 are a fan 12 , an evaporator 13 , a heating core 14 , a PTC heater 15 and the like arranged.

The housing 11 defines the air passage through which air flows into the vehicle compartment. The housing 11 is made of a resin (eg polypropylene) with a suitable elasticity and superior strength. An indoor / outdoor air switching box 20 is located in the housing 11 on the most upstream side to selectively internal air and / or outside air into the housing 11 initiate.

In particular, the indoor / outdoor air switching box 20 with an interior air inlet opening 21 for introducing internal air into the housing 11 and an outside air introduction port 22 for introducing outside air into the housing 11 Mistake. An inside / outside air switching door 23 is in the indoor / outdoor air switching box 20 arranged to continuously open the inner air inlet opening 21 and the outside air introduction port 22 adjust. Therefore, the inside / outside air switching door can 23 a ratio between a flow amount of inside air (ie, air inside the vehicle compartment) from the inside air introduction port 21 is set, and a flow amount of outside air (ie, air outside the vehicle compartment), which is initiated by the outside air introduction port set.

Consequently, the inside / outside air switching door is 23 as an intake mode changing section for selectively switching an air intake mode by changing a ratio between the flow amount of inside air flowing through the inside air introduction port 21 in the case 11 is introduced, and the flow amount of outside air, via the outside air introduction port 22 in the case 11 is initiated, suitable. The indoor / outdoor air switching door 23 is powered by an electric actuator 62 driven, and the operation of the electric actuator 62 is controlled by a control signal supplied by the air conditioning controller 50 is issued.

As the air intake mode, an outside air mode, an inside air mode, or an inside / outside air mix mode may be set. In the inside air mode, the inside air introduction port is 21 completely open, and the Outside air introducing opening 22 is completely closed, leaving only inside air in the case 11 is initiated. In the outside air mode, the inside air introduction port is 21 completely closed, and the outside air inlet opening 22 is completely open, leaving only outside air in the case 11 is initiated. In the inside / outside air mixing mode, the opening areas of the inside air introduction port become 21 and the outside air introduction port 22 continuously adjusted so that an introduction ratio between the inside air and the outside air can be continuously changed.

The fan 12 is in the case 11 on an airflow downstream side of the inside / outside air switching box 20 arranged to transfer air via the indoor / outdoor air switching box 20 is sucked to blow toward the interior of the vehicle compartment. The fan 12 is for example an electric blower with a multi-blade centrifugal fan (eg Siroccoventilator) 12a and an electric motor 12b , In this case, the multi-wing centrifugal fan 12 from the electric motor 12a driven, and the speed (air blowing amount) of the electric motor 12b is controlled by a control voltage supplied by the air conditioning controller 50 is issued.

The evaporator 13 is in the case 11 on a downstream air side of the fan 12 arranged around the whole air passage area in the housing 11 to cross. The evaporator 13 is a cooling heat exchanger, in the refrigerant running therein with by the blower 12 Blown air exchanges heat to cool the blown air. The evaporator 12 is a component in a refrigerant circuit 30 , The refrigerant circuit 30 includes next to the evaporator 13 a compressor 31 , a capacitor 32 , a gas-liquid separator 33 and an expansion valve 34 ,

The compressor 31 is disposed in an engine room to draw refrigerant to compress the sucked refrigerant and to discharge the compressed refrigerant. For example, the compressor is 31 an electric compressor in which a compression mechanism 31a with fixed displacement of an electric motor 31b is driven. The electric motor 31b is an AC motor whose operation (eg speed) of one of an inverter 61 output AC voltage is controlled. The inverter 61 outputs an AC voltage having a frequency according to a control signal generated by the later-described air conditioning controller 50 (A / C-ESG) is output. The refrigerant discharge capacity of the compressor 31 can by the speed control of the electric motor 31b be changed and controlled. Thus, the electric motor 31b as an ejection capacity changing portion of the compressor 31 used.

The capacitor 32 is arranged in an engine compartment, so that in the condenser 32 flowing refrigerant with outside air coming from the blower fan 35 is blown, exchanges heat. Therefore, that is from the compressor 31 discharged refrigerant in the condenser 32 cooled and condensed. The fan fan 35 is an electric fan whose speed (air blowing amount) is controlled by a control voltage supplied by the air conditioning controller 50 is issued. That is, an operating ratio of the blower fan 35 is from the air conditioning control 50 controlled.

The gas / liquid separator 33 is constructed to the cooled and condensed refrigerant from the condenser 32 to flow therein and to separate the refrigerant in gas refrigerant and liquid refrigerant. The gas-liquid separator 33 has a refrigerant outlet, from which only liquid refrigerant contained in the gas-liquid separator 33 is deposited, flows to a downstream side. The expansion valve 34 is a decompression device for decompressing the liquid refrigerant, which is from the gas-liquid separator 33 flows. The evaporator 13 is suitable for evaporating the decompressed refrigerant by performing the heat exchange between the refrigerant and the air.

On an air downstream side of the indoor evaporator 13 is the air passage of the housing 11 provided with: a first air passage 16 , through the air after passing through the evaporator 13 flows, a second air passage 17 Used as a Kühlluftumleitungsdurchgang, through the air after passing through the evaporator 13 flows, and a mixing room 18 in which air from the first air passage 16 and air from the second air passage 17 be mixed.

In the first air passage 16 are the heater core 14 and the PTC heater 15 arranged so that from the interior evaporator 13 dehumidified and cooled air through the heater core 14 and the PTC heater 15 in this order through the first air passage 16 flows.

The heater core 14 is a heating heat exchanger configured to heat exchange between engine coolant (hot water), which is heated by heat of the vehicle engine EG, and air after passing through the evaporator 13 to perform. This heats the heating core 14 Air after passing through the evaporator 13 in the first air passage 16 ,

In particular, a coolant passage 41 between the heater core 14 and the Internal combustion engine EG provided, whereby a coolant circuit 40 is built, in the coolant between the heater core 14 and the engine EG through the coolant passage 41 is circulated. An electric water pump 42 is in the coolant circuit 40 arranged to the coolant in the coolant circuit 40 to circulate. The electric water pump 42 is a pump whose speed is controlled by a control voltage supplied by the air conditioning control 50 is output, so that a circulation amount of the engine coolant is controlled. Thus, the engine EG is an example of a system mounted on the vehicle that generates heat when operated to increase the temperature of a thermal fluid (eg, coolant).

In addition, the PTC heater 15 an electric heater having a PTC element (positive temperature coefficient thermistor) generates heat by supplying electric power to the PTC element and air after passing through the heater core 14 heated.

3 shows the electrical structure of the PTC heater 15 the present embodiment. As the PTC heater 15 are several PTC heaters (eg first to third PTC heaters 15a . 15b . 15c in the present embodiment). The first PTC heater 15a is provided with a PTC element h1, and that to the electric PTC heater 15a supplied power is controlled by the ON / OFF control of a switching element SW1 provided with respect to the PTC element h1. The second PTC heater 15b is provided with a PTC element h2, and that to the second PTC heater 15b supplied electric power is controlled by the ON / OFF control of a switching element SW2 provided with respect to the PTC element h2. The third PTC heater 15c is equipped with a PTC element h3, and the third PTC heater 15c supplied electric power is controlled by the ON / OFF control of a switching element SW3 provided with respect to the PTC element h3. The operation of the switching elements SW1, SW2, SW3 is performed by the air conditioning controller, respectively 50 controlled. The air conditioning control 50 Controls the number of PTC heaters 15a . 15b . 15c to be turned on, reducing the heating capacity of the entire PTC heater 15 is controlled.

On the other hand, the cool air that flows through the evaporator flows 13 through the second air passage 17 used as the cooling air bypass passage while keeping the heater core 14 and the PTC heater 15 bypasses, into the mixing room 18 , Consequently, the temperature of air (ie conditioned air) flowing in the mixing room 18 is mixed, changed by a ratio between a flow of air, which is the first air passage 16 passes through, and a flow of air, which is the second air passage 17 goes through, is set.

In the present embodiment, there is an air mix door 19 downstream of the evaporator 13 on an inlet side of the first and second air passages 16 . 17 To create an air flow ratio in the first and second air passages 16 . 17 flows, changing continuously.

The air mix door 19 is used as a temperature adjusting unit which controls the air temperature in the mixing space 18 is set to adjust the temperature of conditioned air to be blown into the vehicle compartment. The air mix door 19 is powered by an electric actuator 63 driven, and the operation of the electric actuator 63 is controlled by a control signal supplied by the air conditioning controller 50 is controlled.

In addition, the housing 11 on the most downstream side with multiple air outlets 24 . 25 . 26 provided from which conditioned air of the mixing room 18 in the vehicle compartment, which is a room to be air-conditioned, is blown. The air outlets 24 . 25 . 26 are for example a face air outlet 24 in which conditioned air is blown toward an upper side of a passenger in the vehicle compartment, a foot air outlet 25 is blown by the conditioned air toward the foot area of the passenger in the vehicle compartment, and a defroster air outlet 26 is blown by the conditioned air toward an inner surface of a windshield of the vehicle.

The facial air outlet 24 , the foot air outlet 25 and the defroster air outlet 26 are selectively opened and closed by a flap element. For example, there is a face flap 24a upstream of the face air outlet 24 to an opening area of the face air outlet 24 to adjust a foot flap 25a is located upstream of the foot air outlet 25 to an opening area of the foot air outlet 25 set, and a defroster flap 26a is located upstream of the defroster air outlet 26 to an opening area of the defroster air outlet 26 adjust.

That is, the face flap 24a , the foot flap 25a and the defroster flap 26a are configured to form an air outlet mode switching element and are operably connected to communicate via an electrical actuator connecting mechanism 64 to be driven to set an air outlet mode. The operation of the electric actuator 64 for the Luftauslassbetriebsartenumschaltelement is of a Control signal controlled by the air conditioning control 50 is issued.

When a face mode is set as the air outlet mode, the face air outlet becomes 24 fully open, allowing conditioned air through the facial air outlet 24 is blown toward an upper side of the vehicle compartment. When a two-stroke mode is set as the air outlet mode, both the face air outlet become 24 as well as the foot outlet 25 open, allowing conditioned air through the facial air outlet 24 and the foot air outlet 25 is blown toward upper and lower sides of the vehicle compartment. When a foot mode is set as the air outlet mode, the foot air outlet becomes 25 fully open, while the defroster air outlet 26 is opened in a small opening degree, so that conditioned air mainly through the foot air outlet 25 while being blown a little through the defroster outlet 26 is blown into the vehicle compartment. When a foot / defroster mode is set as the air outlet mode, the foot air outlet becomes 25 and the defroster air outlet 26 opened at about the same opening degree, allowing conditioned air through both the foot air outlet 25 as well as the defroster air outlet 26 is blown into the vehicle compartment.

The hybrid vehicle 65 is next to the air conditioning 1 with a seat heater 65 Mistake. The seat heater 65 is an auxiliary heater, which is disposed inside a seat of the vehicle compartment or on a surface of the seat of the vehicle compartment to directly heat the body of a passenger sitting on the seat. In the present embodiment, the seat heater is 65 an electric heater that generates heat when electrical power is supplied to it.

The operation of the seat heater 65 can be based on one of the air conditioning control 50 output control signal are controlled.

Next, an electric control section of the present embodiment will be described with reference to FIG 2 described. The air conditioning control 50 is composed of a well-known microcomputer with CPU, ROM and RAM and the like and their peripheral circuits. The air conditioning control 50 performs various calculations and procedures based on air conditioning control programs stored in the ROM, thereby increasing the operation of the fan 12 , the inverter 61 of the electric motor 31b of the compressor 31 , the blower fan 35 , various electric actuators 62 . 63 . 64 , the first PTC heater 15a , the second PTC heater 15b , the third PTC heater 15c , the electric water pump 42 and the like to be controlled with the output side of the air conditioning controller 50 are connected.

A sensor group is connected to an input side of the air conditioning controller 50 connected. For example, the sensor group includes an inside air sensor 51 , which is adapted to detect a temperature Tr of the vehicle compartment, an outside air sensor 52 capable of detecting an outside air temperature Tam, a solar radiation sensor 53 capable of detecting a solar radiation amount Ts entering the vehicle compartment, an exhaust temperature sensor 54 suitable one of the compressor 31 to detect discharged refrigerant temperature Td, an ejection pressure sensor 55 which is suitable for one of the compressor 31 to detect discharged refrigerant pressure Pd, an evaporator temperature sensor 56 which is suitable, one from the evaporator 13 flowing air temperature TE, an intake temperature sensor 57 which is suitable in the compressor 31 to detect suctioned refrigerant temperature Tsi, and a coolant temperature sensor 58 capable of detecting an engine coolant temperature TW and the like.

In the present embodiment, the evaporator temperature sensor is 56 arranged to a finned temperature of a heat exchange portion of the evaporator 13 capture. The air temperature TE coming from the evaporator 13 is a temperature that is the refrigerant evaporation temperature in the evaporator 13 equivalent. Therefore, as the evaporator temperature sensor 56 A temperature detector can be used, located at another section of the evaporator 13 as the heat exchange fin, or a temperature detector for detecting a temperature of refrigerant contained in the evaporator 13 flows, can be used.

A control panel 60 is located near the instrument panel in the front portion of the vehicle compartment. The control panel 60 is with the input side of the air conditioning control 50 connected, so that control signals of various air conditioning control switch operating in the control panel 60 are provided in the air conditioning control 50 be entered. The in the control panel 60 For example, provided air conditioning operation switches include an air conditioner operation switch (not shown) 1 , an air conditioning switch 60a for selective switching on or off of the compressor 31 to thereby the air conditioning in the air conditioning 1 on or off, an automatic switch 60b for setting or canceling an automatic operating mode of the air conditioner 1 , a mode selector switch (not shown) for selecting a mode of operation An air conditioner, an intake mode selection switch (not shown) for selectively switching an air intake mode, an air outlet mode switch (not shown) for selectively switching an air outlet mode, an air quantity setting switch (not shown) for setting an air blowing amount of the blower 12 , a vehicle interior temperature setting switch 60c to set a temperature Tsoll the vehicle compartment, a savings switch 60d for outputting a economy priority mode in which the refrigerant circuit 30 operated with a priority of energy conservation.

The air conditioning control 50 is electric with a motor control 70 connected, which controls the operation of the internal combustion engine EG. The air conditioning control 50 and the engine control 70 are built to be able to communicate electrically with each other. Based on detection signals and / or operating signals from the engine control or the air conditioning control 50 can be entered, the operation of different equipment, with the other, the engine control 70 or the air conditioning control 50 , are connected, controlled. If the air conditioning control 50 for example, an operation request signal to the engine controller 70 outputs causes the engine control 70 in that the internal combustion engine EG is operated.

Next, the operation of the present embodiment having the above structure will be described with reference to FIG 4 described. 4 is a flowchart that shows a basic control by the air conditioner 1 for a vehicle in the first embodiment. The respective steps S1 to S15 in FIG 14 correspond to respective functional sections included in the air conditioning control 50 are provided.

First, at step S1, the initialization of a mark, a timer, a control variable, and an initial position setting of a stepping motor are performed in respective electric motors and the like.

At the next step S2, control switch signals from the control panel 60 read, and then the control operation proceeds to step S3. Specifically, the operation switch signals include a vehicle interior designation temperature Tset that is from the vehicle interior temperature setting switch 60c is set, a selection signal for the Luftauslassbetriebsart, a selection signal for the air intake mode, a set signal for the amount of air from the blower 32 is blown, and similar.

At step S3, signals relating to the circumstances of the vehicle used for the air conditioning control, that is, detection signals from the above group of sensors, are detected 51 to 58 read, and then the control operation proceeds to step S4. At S4, a target exhaust air temperature TAO of air blown into the vehicle compartment is calculated. The target outlet air temperature TAO is calculated by the following equation F1 TAO = Ksoll × Tsoll - Kr × Tr - Kam × Tam - Ks × Ts + C (F1)

Here, Tsoll is a vehicle interior setting temperature determined by the vehicle interior temperature setting switch 60c Tr is an internal temperature that is determined by the internal air sensor 51 Tam is an outside air temperature detected by the outside air sensor 52 is detected, and Ts is a set of solar radiation emitted by the solar radiation sensor 53 is detected. Ksoll, Kr, Kam and Ks are control gains, and C is a correction constant.

Next, in S5 to 12, control states of various equipments associated with the air conditioning control, respectively 50 connected, determined.

At step S5, a target opening degree SW of the air mix door becomes 19 based on the calculated TAO, a temperature TE of air coming out of the evaporator 13 flows from the evaporator temperature sensor 56 and a temperature TWD of warm air is calculated before mixing air.

In particular, the target opening degree SW of the air mix door becomes 19 calculated by the following formula F2-1. SW = [(TAO - (TE + 2)) / (TWD - (TE + 2))] × 100 (%) (F2-1)

Here, the hot air temperature TWD before the air mixing based on heating capacities of the heater core 14 and the PTC heater 15 that determines in the first air passage 16 and can be calculated by the following formula F2-2. TWD = TW × 0.8 + TE × 0.2 + ΔTptc (F2-2)

Here, TE is the temperature of the evaporator 13 flowing air coming from the evaporator temperature sensor 56 TW is an engine coolant temperature received from the coolant temperature sensor 58 is detected, and ΔTptc is a temperature increase value of air by the operation of the PTC heater 15 , In addition, in the formula F2-2, 0.8 is an example of one Heat exchange efficiency α of the heater core 14 , and 0.2 is an example of a contribution ratio β of the air temperature TE coming from the evaporator 13 flows with respect to the air temperature from the heater core 14 ,

ΔTptc is the increased temperature value due to the operation of the PTC heater 15 in the temperature of conditioned air that is blown into the vehicle compartment. The temperature increase value ΔTptc may be based on an electric power consumption W (kW) of the PTC heater 15 , an air density ρ (kg / m ³ ), a specific heat Cp of air and an air volume Va (m ³ / h), which is the PTC heater 15 be calculated using the following formula 2-3. ΔTptc = W / ρ / Cp / Va × 3600 (F2-3)

As the electrical power consumption of the PTC heater 15 may be a correction value of a nominal electric power consumption of the PTC heater 15 based on the temperature in the PTC heater 15 flowing air and a temperature characteristic of the PTC element is corrected.

The air volume Va, which is the PTC heater 15 is calculated using formula F2-4. That is, the air amount V does not just become equal to a blown air amount V of the blower 12 but calculated in consideration of an air mix opening degree SW_ALT (%) calculated at step S5 the previous time. Va (m ³ / h) = V (m ³ / h) × f (SW_ALT / 100) (F2-4)

Here, f (SW_ALT) is calculated based on the SW_ALT / 100 when SW_ALT (%) is a value between 10 and 100. If SW_ALT (%) is <10, f (SW_ALT / 100) is set to 0.1. Also, if SW_ALT (%)> 100, f (SW_ALT / 100) is set to 1. The relationship between f (SW / 100) and SW will be described in detail later in step S31.

Consequently, the temperature increase value ΔTptc can be calculated so as not to be against an actual temperature increase value due to the operation of the PTC heater 15 is moved. In addition, the temperature increase ΔTptc is updated every second with a time constant of 30 seconds. When the step S5 is performed the first time, the calculation of the formula F2-4 is performed by setting SW_ALT = 100%.

Also, if SW = 0 (%), the air mix door is 19 positioned in the maximum cooling position, allowing the first air passage 16 is completely closed for heating and the second air passage 17 is completely open for redirection. In contrast, when SW = 100 (%), the air mix door is 19 positioned in the maximum heating position, allowing the first air passage 16 completely open for heating and the second air passage 17 completely closed for redirection.

At step S6, a target air blowing amount of the blower becomes 12 certainly. In particular, one to the electric motor 12b applied fan voltage using one in the air conditioning control 50 stored control map based on the determined in step S4 target outlet air temperature TAO determined.

For example, the blower voltage in the blower voltage determining control map of the present embodiment is set to a high value in a lowest temperature range of the TAO and in a highest temperature range of the TAO to control the blower amount of the blower 12 approaches a maximum air blowing amount. In addition, the control map for determining the blower voltage is set such that the blower voltage is gradually decreased according to an increase in TAO as the TAO is increased from the lowest temperature range toward a middle temperature range, thereby increasing the blower amount of the blower 12 is gradually reduced.

In addition, the control map for determining the blower voltage is set such that the blower voltage is gradually decreased from the highest temperature region toward the middle temperature region in accordance with a decrease in the TAO, thereby increasing the blown air amount of the blower 12 is gradually reduced. When the TAO in the control map is in the middle temperature range, the blower voltage is set to a lowest value, so that the blower amount of air blower 12 becomes a lowest value. Next, a more detailed control of step S6 will be described later.

At step S7, an air intake mode becomes based on a switching state of the inside / outside air switching box 20 certainly. Specifically, the air intake mode is selected using one in the air conditioning controller 50 stored control map based on the TAO determined. In general, the indoor / outdoor air switching box 20 switched so that it preferably determines the outside air mode for introducing outside air. However, for example, in a case where a high cooling performance with an extremely low temperature range of the TAO is required, the inside air mode is selected to change the inside air into the inside / outside air switching box 20 initiate. In addition, a can Exhaust gas concentration detection detector may be provided to detect an exhaust concentration of outside air. In this case, when the exhaust gas concentration of outside air becomes higher than a predetermined standard concentration, the inside air mode is selected.

At step S8, an air outlet mode is determined. Specifically, the air outlet mode is selected using one in the air conditioning controller 50 stored control map based on the TAO determined. The air outlet mode is selected in this order of the foot mode, the bi-level mode, and the face mode when the TAO rises from a low temperature range to a high temperature range.

For example, in the summer, mainly the face mode is selected as the air outlet mode. In spring and autumn, the bi-level mode is generally selected. In addition, in winter, mainly the foot mode is selected. Further, when it is determined based on a detection value of a humidity sensor that a possibility of fogging a windowpane is caused, a foot / defroster mode or a defroster mode may be selected.

At step S9, a refrigerant discharge capacity of the compressor becomes 31 certainly. In the present embodiment, the rotational speed of the compressor 31 set, whereby the refrigerant discharge capacity of the compressor 31 is determined. The way of determining the speed of the compressor 31 is described. For example, a target evaporator temperature TEO of air coming out of the evaporator 13 flows based on the target air outlet temperature TAO determined at step S4 using one in the air conditioning controller 50 stored map determined.

A deviation En (TEO-TE) between the target evaporator temperature TEO and the evaporator air temperature is calculated. The previously calculated deviation En-1 is subtracted from the currently calculated deviation En, thereby determining a change ratio of the deviation E point (En (En-1)). Such a deviation En and a deviation change ratio E point are used to obtain a speed change amount ΔfC of the compressor 31 with respect to the previous compressor speed fCn-1 according to the fuzzy inference based on a previous one from the air conditioning controller 50 stored member function and rule to calculate. Then, the current compressor speed fCn is calculated by adding the speed change amount ΔfC with respect to the previous compressor speed fCn-1.

Next, at step S10, an operation number of the PTC heaters 15a . 15b . 15c to be operated based on the outside air temperature Tam, the air mix opening degree SW and the coolant temperature TW. Detail control of step S10 will be described later.

At step S11, it is determined whether or not it is necessary to send an engine ON request. That is, a necessity of an engine ON request for the air conditioning is determined. For example, at step S11, it is determined whether or not the internal combustion engine is operated for air conditioning when the engine EG is stopped in accordance with a battery residual level and a vehicle running state.

In a vehicle driven by a driving force only from the engine EG, the engine EG is generally operated, and the temperature of the engine coolant is generally high. Consequently, in this vehicle, sufficient heating power can generally be obtained by causing the engine coolant to enter the heater core 14 flows.

In the hybrid vehicle of the present embodiment, when the remaining battery level is sufficient, the hybrid vehicle can travel only by the driving force from the electric motor to driving. In this case, when the engine EG is stopped, the engine coolant temperature is increased only to 40 ° C, and thereby it is difficult to have sufficient heating capacity in the heater core 14 to obtain.

In the present embodiment, to ensure the heat source necessary for heating in the heater core 14 is required, at the engine coolant temperature TW of less than a predetermined coolant temperature from the air conditioning control 50 a request signal for activating the engine EG (engine ON request signal) to the engine controller 70 output when the high heating capacity is needed. As a result, the engine coolant temperature TW is increased to thereby provide the high heating capacity.

Such an operation request signal of the engine EG causes the engine EG to be activated even if the engine EG does not need to be operated as a driving source for driving the vehicle, thereby deteriorating the fuel efficiency of the vehicle. Consequently, it is desirable that a frequency of Output of the engine ON request signal is reduced as much as possible.

In the present embodiment, when the air outlet mode is the face mode, the frequency of outputting the engine ON request signal is reduced as compared with that in another air outlet mode than the face mode. That is, an output condition for outputting the engine ON request signal is made in the face mode other than in another air outlet mode.

Then, at step S12, it is determined whether the electric water pump 42 for circulating the engine coolant between the heater core 14 and the internal combustion engine EG is operated. Next, a more detailed control of step S12 will be described later. The control operation of step S12 is performed regardless of the operating state of the engine EG and the air outlet mode.

At step S13, it is determined whether it is necessary, the seat heating device 65 to operate or not. Next, a more detailed control of step S13 will be described later. The control operation of step S13 is performed regardless of the operating state of the engine EG and the air outlet mode.

Then, in step S14, the air conditioning controller 50 Control signals to various air conditioning control systems 12 . 61 . 35 . 62 . 63 . 64 . 15a . 15b . 15c . 42 . 65 and the engine control 70 is output, so that the control states determined at steps S5 to S13 can be obtained.

Consequently, the PTC heaters 15a . 15b . 15c operated based on the number of operations determined at step S10, and the electric water pump 42 is operated or stopped based on the determination of step S12.

If also from the air conditioning control 50 the engine ON request signal for air conditioning to the engine controller 70 is output, the engine EG is operated in a case where the engine EG is stopped in a driving state in which the battery residual level is higher than a predetermined level. In contrast, according to a condition such as the engine coolant temperature TW, while the engine EG is operated only for the air conditioning, the air conditioning controller 50 an engine stop signal (engine OFF request signal) to the engine controller 70 is output, the operation of the internal combustion engine EG is stopped.

At step S15, the control operation is stopped during a control cycle period τ. When it is determined that the control cycle time τ has elapsed, the operation returns to step S2. For example, in the present embodiment, the control cycle period τ is set to 250 ms. This is because the air conditioning ability of the vehicle interior is not adversely affected even due to a long control cycle as compared with the engine control or the like. Further, the communication volume for the air-conditioning control in the vehicle interior is restricted, and thus the communication volume in a control system which has to perform the high-speed control such as the engine control and the like can be sufficiently ensured.

Next, the control process of step S6 for determining the target air blowing amount will be described in detail. 5 FIG. 12 is a flowchart showing detail control in step S6 of FIG 4 shows.

As in 5 is shown, it is determined at step S61 whether the engine EG is stopped or not. If it is determined that the engine EG is not stopped, that is, if it is determined at S61 that the engine EG is operated, it is determined that a low blower control is unnecessary, and the control process proceeds to step S62. At step S62, a temporary blower voltage f (TAO) is determined based on the TAO corresponding to a first control map that is a control map for determining a general air blowing amount. Then, at step S63, a blower voltage ECO in a saving mode is determined based on the temporary blower voltage f (TAO) determined at step S62.

As particularly shown in the diagram at step S62, the temporary blower voltage f (TAO) is set to 12 in the general blowing control when TAO <-20. In a TAO range of -20 to 10, the temporary blower voltage f (TAO) is reduced from 12 to 4 as TAO increases. At the time of TAO> 100, the temporary blower voltage f (TAO) is set to 10. In a TAO range of 40 to 100, the temporary blower voltage f (TAO) is reduced from 10 to 4 as TAO decreases. In addition, when TAO is in a range of 10 to 40, the temporary blower voltage becomes f (TAO) 4, which is an example of the lowest value.

Then, the blower voltage ECO in the saving mode becomes lower by 1 V at step S63 set the temporary blower voltage f (TAO) determined at step S62 (ie, ECO = f (TAO) -1).

Conversely, if it is determined at step S61 that the engine EG is stopped, it is determined that the low blower control is necessary, and the control process proceeds to step S64. At step S64, a temporary blower voltage f (TAO) is determined based on the TAO according to a second control map which is a control map for determining a small air blowing amount. Then, at step S65, a blower voltage ECO in the economy mode is determined based on the temporary blower voltage f (TAO) determined at step S64.

As particularly shown in the diagram at step S64, the temporary blower voltage f (TAO) is set to 6 when TAO <-20. In a TAO range -20 to 10, the temporary blower voltage f (TAO) is decreased from 6 to 3 as the TAO increases. At the time of TAO> 100, the temporary blower voltage f (TAO) is set to 5. In a TAO range of 40 to 100, the temporary blower voltage f (TAO) is reduced from 5 to 3 as TAO decreases. In addition, when TAO is in a range of 10 to 40, the temporary blower voltage becomes f (TAO) 3, which is an example of the lowest value in the graph at step S64.

That is, the temporary blower voltage f (TAO) at the engine stop is made smaller than the intermittent blower voltage f (TAO) in the engine operation in a case where the heat load indicated by the TAO is the same. For example, the temporary blower voltage f (TAO in the engine stop may be set to approximately half of the temporary blower voltage f (TAO) in the engine operation when the heat load indicated by the TAO is the same.

Then, a blower voltage ECO at the step S65 in the economy mode is set lower by 2V than the temporary blower voltage f (TAO) determined at step S64 (i.e., ECO = f (TAO) -2) when the engine is stopped.

Next, at step S66, it is determined whether or not a passenger of the vehicle compartment is in a cold environment. That is, a determination value T (am) of the cold environment is determined based on the outside air temperature Tam. The determination value f (Tam) of the cold environment is used as one of the parameters for determining the blower voltage at S67.

In particular, when the of the outdoor air sensor 52 detected outside air temperature Tam is lower than a first predetermined temperature (eg, 5 ° C), the determination value f (Tam) is set to 1, and it is determined that the passenger is in the cold environment. If, in contrast, that of the outdoor air sensor 52 When the detected outside air temperature Tam is higher than a second predetermined temperature (eg, 6 ° C) higher than the first predetermined temperature, the determination value f (Tam) is set to 0, and it is determined that the passenger is not in the cold environment is.

Then, at step S67, the blower voltage based on the operation number of the PTC heaters 15a . 15b . 15c to be operated, an ON / OFF state of the economy switch 60d , the determination value f (Tam) determined at step S66 and that of the vehicle interior temperature setting switch 60c set target temperature Tsoll determined. The number of PTC heaters 15a . 15b . 15c to be operated is determined at step S10. Consequently, when first the control of step S67 is performed, the operation number of the PTC heaters becomes 15a . 15b . 15c is made zero, and then the blower voltage is determined at step S67.

For example, in step S67, the blower voltage ECO calculated in step S63 or S65 in the economy mode is used as the blower voltage when the economy switch 60d is on and if f (tam) = 0 and if the setpoint tolft in a case where the number of operating PTC heaters 15a . 15b . 15c is equal to or greater than 1, lower than a predetermined temperature (eg, 28 ° C).

That is, in a state where at least one of the PTC heaters 15a . 15b . 15c is operated and the economy switch 60d is switched on by a passenger and he is not in a cold environment f (Tam) = 0) and the target temperature Tsoll is lower than 28 ° C, the blower voltage ECO is set in the economy mode as the blower voltage, whereby the blower amount of air blower 12 a low amount is.

In contrast, at step S67, the temporary blower voltage f (TAO) calculated at step S62 or S64 becomes the blower voltage in a case where the operation number of the PTC heaters 15a . 15b . 15c equal to or greater than 1, used when the economy switch 60d is on and if f (Tam) = 0 and if the setpoint temperature Tsoll is not lower than the preset temperature (eg 28 ° C).

In addition, at step S67, the temporary blower voltage f (TAO) calculated at step S62 or S64 is used as the blower voltage regardless of the target temperature Tsoll when the number of operation of the PTC heaters 15a . 15b . 15c same or is greater than 1 and if the economy switch 60d is on and if f (Tam) = 1.

In addition, at step S67, the temporary blower voltage f (TAO) calculated at S62 or S64 is used as the blower voltage regardless of f (Tam) and the target temperature Tsoll when the number of operation of the PTC heaters 15a . 15b . 15c is equal to or greater than 1 and if the economy switch 60d is off.

In addition, at step S67, the temporary blower voltage f (TAO) calculated at step S62 or S64 is decided regardless of the state of the economy switch 60d , f (Tam) and the setpoint temperature Tsoll used as the blower voltage when the number of PTC heaters operating 15a . 15b . 15c is zero.

As shown in the formula F2-3 described above, the increase amount ΔTptc changes due to the operation of the PTC heaters 15a . 15b . 15c conversely, in relation to the amount of air Va, which the PTC heaters 15a . 15b . 15c passes. Therefore, if the amount of air Va, which the PTC heaters 15a . 15b . 15c passes through, is made small by the blower volume of the blower 12 is decreased, the temperature increase amount ΔTptc can be made large, whereby the air temperature to be blown into the vehicle compartment is effectively increased, even if the consumption power W of the PTC heaters 15a . 15b . 15c the same is.

As in steps S62, S64 and S67 of FIG 5 shown, the air blow of the blower 12 made smaller in the engine stop compared to that in the engine operation. Consequently, in the engine stop, even if the engine coolant temperature TW is reduced and the heating capacity of the heater core 14 is decreased, because the temperature increase amount ΔTptc is made large, it can be prevented that the temperature of air blown into the vehicle compartment is reduced.

In addition, when the passenger requests energy-saving operation in the air-conditioning at step S67 and when the passenger is in the cold environment and when the passenger is not cold, the blower becomes 12 set the blower voltage ECO in the economy mode so that the amount of air Va passing through the PTC is reduced, whereby the temperature increase amount ΔTptc due to the PTC heating 15 is increased.

In addition, the blower voltage changes with a predetermined time constant (eg, 30 seconds) in an engine startup start time period. The engine startup start time period is an engine startup start time period (for example, 5 minutes) from the engine stop to an engine operation immediately after engine startup. In the engine startup start time period, an increase amount of the engine coolant temperature TW is large.

In the engine startup start period, the engine coolant temperature TW is just increasing, and thereby the air temperature from the heater core is decreasing 14 slightly off, when the air quantity is increased quickly. In this case, the passenger may be given an uncomfortable feeling. In the present embodiment, the blower voltage is changed during the engine startup start time period with a predetermined time constant (eg, 30 seconds), whereby a fluctuation in the amount of air to be blown into the vehicle compartment is released. Consequently, the amount of air can be gradually increased according to a temperature increase of the engine coolant temperature TW, thereby preventing a temperature decrease of air to be blown into the vehicle compartment in the engine startup start period.

It may not be necessary to change the blower voltage with the specified time constant. For example, in the engine start-up start period, a change amount of the blower voltage may be gradually decreased, whereby the fluctuation in the air blowing amount blown into the passenger compartment is reduced.

Next, the determination process for determining the PTC operation number of step S10 of FIG 4 described. 6 FIG. 12 is a flowchart showing detail control in step S10 of FIG 4 shows.

As in 6 2, the outdoor air temperature Tam is determined at step S101, whereby the number of operation of the PTC heaters 15a . 15b . 15c which is to be operated is determined. For example, it is determined at step S101 whether or not the outside air temperature Tam is higher than a predetermined temperature (eg, 26 ° C). When the outside air temperature Tam is higher than the predetermined temperature (eg, 26 ° C), it is determined that auxiliary heating is due to the PTC heater 15 is unnecessary, and this will increase the number of PTC heaters 15a . 15b . 15c set to zero at step S105. In contrast, when the outside air temperature Tam is lower than the predetermined temperature (eg, 26 ° C), the control process proceeds to step S102.

Then, at step S102, a PTC heating operation f (SW) is determined based on the air mix opening degree SW (eg, f (SW) = ON or OFF). When the air mix opening degree SW is small, a hot air ratio becomes smaller. Thus, when the air mix opening degree SW is small at step S102 is determined that the operation of the PTC heater 15 is unnecessary. Specifically, when the air mix opening degree SW determined at step S5 is smaller than a first opening degree (for example, 30%) at step S102, the PTC heating operation f (SW) is set to OFF. In contrast, when the air mix opening degree SW determined at step S5 is larger than a second opening degree (for example, 40%) that is larger than the first opening degree, the PTC heating operation f (SW) is set to ON.

Then, at step S103, it is determined whether the PTC heating operation determined at step S102 is OFF (ie, f (SW) = OFF). If f (SW) = OFF, it is determined that auxiliary heating is due to PTC heating 15 ( 15a . 15b . 15c ) is unnecessary, and thereby the number of operation of the PTC heaters 15a . 15b . 15c set to zero at step S105. On the contrary, if it is determined in step S103 that f (SW) = ON, the control program proceeds to step S104.

Next, at step S104, an operation number of the PTC heaters 15a . 15b . 15c to be operated based on the coolant temperature TW determined. Specifically, in a case where a first predetermined temperature T1> a second predetermined temperature T2> a third predetermined temperature T3, the PTC operation number is set to zero at step S104 when TW> T1. In addition, the PTC operation number is set to 1 when T1>TW> T2, the PTC operation number is set to 2 when T2>TW> T3, and the PTC operation number is set to 3 when T3> TW. In the example of step S104, in a case where the PTC operation number is increased, the first to third predetermined temperatures T1, T2, and T3 are set to 65 ° C, 62.5 ° C, 60 ° C, respectively. In addition, the first to third predetermined temperatures are set to 67.5 ° C, 65 ° C, 62.5 ° C, respectively, in a case where the PTC operation number is decreased.

Next, the determination process of determining whether an engine ON request signal is necessary is made in step S11 of FIG 4 described. 7 FIG. 12 is a flowchart showing detail control at step S11 of FIG 4 shows. In steps S111 to S116 of FIG 7 For example, determination thresholds to be used in step S117 for determining the engine ON request may be calculated based on the engine coolant temperature TW.

Specifically, at S111, one of the blower 12 total blown air quantity (hereinafter referred to as "blower air amount") is calculated based on a blower voltage determined at step S6 and an air outlet mode determined at step S8. A control map showing the relationship between the blower voltage and the blower air amount in each air outlet mode becomes as in the examples of the diagrams of step S111 in the air conditioning controller 50 is stored, and the blown air amount is estimated based on the blower voltage and the air outlet mode using the respective control maps.

In the calculation of the blower air amount at step S111, the air outlet mode is considered because of a pressure drop in the housing 11 flowing air differs from each other in the air outlet modes. For example, at step S111, the blower air amount is set larger in the face mode (two-height) or the two-height mode (foot), the foot / defroster operation rate (foot / defroster), or the defroster mode (defrost) when the blower voltage (Blower mode) is the same.

Next, at step S112, the temperature increase value ΔTptc becomes due to the operation of the PTC heaters 15a . 15b . 15c calculated. Specifically, the temperature increase value ΔTptc is calculated using the formula F2-3 described above. That is, the temperature increase value ΔTptc may be based on an electric power consumption W (kW) of the PTC heater 15 , the air density ρ (kg / m ³ ), the specific heat Cp of air and the amount of air Va (m ³ / h), which is the PTC heater 15 be calculated using the following formula F3. ΔTptc = W / ρ / Cp / Va × 3600 (F3) Here 0 ≤ ΔTptc ≤ 15.

The air volume Va, which is the PTC heater 15 is calculated using formula F4. That is, the air amount Va does not easily become equal to the blown air amount V of the blower 12 but calculated in consideration of an air mix opening degree SW (%) calculated at step S5. Va (m ³ / h) = V (m ³ / h) × f (SW / 100) (F 4)

Here, f (SW / 100) is calculated based on SW / 100 using the relationship between f (SW / 100) and SW as shown in the diagram at step S12 when SW (%) is a value between 10 and 100 , If SW (%) <10, f (SW / 100) is set to 0.1. Also, if SW (%)> 100, f (SW / 100) is set to 1.

For example, in a case where V = 250 m ³ / h, the electric power consumption of the PTC heater 15 840 W is and the Air mix opening degree SW is 100%, ΔTptc = 0.84 / 1.29 / 1/250 × 3600 = 9.3 ° C. Consequently, the temperature increase value ΔTptc can be calculated so as not to be an actual temperature increase value due to the operation of the PTC heater 15 is moved. In addition, the temperature increase ΔTptc is updated every second with a time constant of 30 seconds.

Then, at steps S113, S114 and S115, a water temperature correction ECO_TW in the economy mode to be used at step S116 for calculating the engine OFF water temperature TW (OFF) is calculated.

For example, it is determined at step S113 whether the economy mode is set or not. For example, the economy mode is determined when the economy switch 60d is turned on, and the economy mode is not determined when the economy switch 60d is off.

If the mode is not the economy mode in step S113, the water temperature correction ECO_TW is set to zero in the economy mode in step S114 (ECO_TW = 0). In contrast, when the mode at step S113 is the economy mode, the water temperature correction ECO_TW at step S115 in the economy mode is set to 5 (ECO_TW = 5).

At step S116 of FIG 7 For example, an engine-off water temperature TW (OFF) and an engine-ON water temperature TW (ON) used as the determination thresholds in step S117 are calculated. The engine OFF water temperature TW (OFF) is an engine coolant temperature used as a determination value for stopping the engine operation. The engine-ON water temperature TW (ON) is an engine coolant temperature used as a determination value for starting the engine operation.

The engine OFF water temperature TW (OFF) may be calculated at step S116 using the following formula F5. TW (OFF) = MIN (TWO, 70) - ECO_TW (F5)

That is, in the formula F5, the smaller one is selected between a standard coolant temperature TWO and 70 ° C, and ECO-TW is subtracted from the smaller one, whereby the engine OFF water temperature TW (OFF) is calculated. Here, the standard coolant temperature TWO is calculated using the following formula (F5-1). In contrast, the engine ON water temperature TW (ON) is calculated to be smaller than the engine OFF water temperature TW (OFF) by a predetermined temperature (eg, 5 ° C). That is, TW (ON) = TW (OFF) - 5 ° C. TWO = [TAO - ΔTptc) - (TE × 0.2)] / 0.8 (F5-1)

The standard coolant temperature TWO is a necessary coolant temperature in a case where the hot air temperature TWD before the air mixture is used as the target exhaust air temperature TAO. TE is the air temperature coming out of the evaporator 13 flows from the evaporator temperature sensor 56 is detected.

The standard coolant temperature TWO given in the formula F5-1 can be calculated by using the following formulas F5-2 and F5-3. Ta = TWO × α + TE × β (F5-2) Ta = TAO - ΔTptc (F5-3)

In the formula F5-2, α is a heat exchange efficiency of the heater core 14 , and β is a contribution ratio of the air temperature TE received from the evaporator 13 flows with respect to the air temperature from the heater core 14 , As an example, α is 0.8, and β is 0.2.

At step S117, it is determined based on the engine coolant temperature TW whether it is necessary to send an engine ON request or not.

In particular, that of the coolant temperature sensor 58 detected actual coolant temperature TW compared with the engine OFF coolant temperature TW (OFF) and the engine ON coolant temperature TW (ON). When the detected coolant temperature TW is lower than the engine-on coolant temperature TW (ON), the determination value f (TW) is set to ON, and then the engine operation is determined. When the detected coolant temperature TW is higher than the engine OFF coolant temperature TW (OFF), the determination value f (TW) is set to OFF, and then the engine stop is determined.

When the temperature increase amount ΔTptc due to the operation of the PTC heater 15 becomes larger at S116, the engine OFF coolant temperature TW (OFF) and the engine ON coolant temperature TW (ON) become lower. Consequently, if the PTC heater 15 is operated, a frequency of the engine-on request compared to when the PTC heater 15 is turned off, thereby improving the fuel consumption efficiency. That is, an air amount Va which the PTC heater 15 is processed, is taken into account in the temperature increase amount ΔTptc. Consequently, when the amount of air Va which the PTC heater 15 is small, the engine OFF coolant temperature and the engine ON coolant temperature can be effectively reduced, thereby improving the fuel consumption efficiency.

At step S116, the engine OFF coolant temperature TW (OFF) and the engine ON coolant temperature TW (ON) in the economy mode may be made 5 ° C lower than in a general mode other than the economy mode. Consequently, in the economy mode, a frequency of the engine ON request can be reduced, thereby further improving the fuel consumption efficiency.

Next, the determination method for determining the operation of the electric water pump 42 at step S12 of FIG 4 based on 8th described. 8th FIG. 14 is a flowchart showing detail control at step S12 of FIG 4 shows.

As in 8th is shown at step S121, whether the coolant temperature sensor 58 detected coolant temperature TW higher than one of the evaporator temperature sensor 56 detected air temperature TE is that from the evaporator 13 flows. When the of the coolant temperature sensor 58 detected coolant temperature TW lower than that from the evaporator 13 flowing air temperature TE, at step S124 is a water pump OFF request to turn off the electric water pump 42 selected. As a result, the electric heat pump becomes 42 stopped, causing a circulation of the coolant in the coolant circuit 40 is stopped.

When the coolant temperature TW is lower than that from the evaporator 13 flowing air temperature is TE, the air that is the evaporator 13 has passed through, cooled while holding the heater core 14 passes through when the coolant passes through the heater core 14 flows.

In contrast, when the from the coolant temperature sensor 58 detected coolant temperature TW higher than that from the evaporator 13 flowing air temperature TE, the control process proceeds to step S122. At step S122, it is determined whether the blower 12 is operated (fan ON).

If a blow stop is determined at step S122, the electric water pump at S124 42 stopped, which reduces the consumption power. As a result, the electric water pump 42 stopped when the blower 12 is stopped.

When a blower operation (blower ON) is determined at step S122, it is requested that the electric water pump be executed at step S123 42 should be operated. As a result, the electric water pump 42 operated to circulate the coolant in the coolant circuit. Therefore, that changes in the heater core 14 flowing coolant heat with air coming out of the heater core 14 passes through, thereby removing air from the evaporator 13 flows in the heater core 14 is heated.

Next, the determination method for determining the operation of the seat heater 65 at step S13 of FIG 4 based on 9 described. 9 FIG. 10 is a flowchart showing detail control at step S13 of FIG 4 shows.

Then, at step S13, from 9 based on the target outlet air temperature TAO, the number of operation of the PTC heaters 15a . 15b . 15c to be operated, an ON / OFF state of the economy switch 60d at step 66 certain determination value f (Tam) and the vehicle interior temperature setting switch 60c set target temperature Tsoll determines whether the seat heater 65 is operated.

For example, at step S13 of FIG 9 an ON mode of the seat heater 65 determined when TAO is lower than 100 when the number of operation of PTC heaters 15a . 15b . 15c that are to be operated equal to or greater than 1 when the economy switch 60d is on and if f (Tam) = 0 and if the setpoint temperature Tset is lower than a temperature (eg 28 ° C).

When TAO is lower than 100, the heating load is not so high. If in this case the PTC heater 15 is operated and if the economy switch 60d is on, and when f (Tam) = 0 and when the set temperature Tset is lower than a temperature (eg, 28 ° C), the seat heater becomes 65 switched on, whereby the heating feeling, which is given to a seated passenger, is improved. In this case, the air blowing amount V of the blower 12 as in the step S67 set to a low air blowing amount, and thereby a given to the passenger feeling heat in the low air blowing amount can be effectively improved.

For example, a seat surface temperature in the ON mode becomes the seat heater 65 controlled to about 40 ° C using a thermostat (not shown).

In contrast, at step S13 of FIG 9 an OFF mode of the seat heater 65 determined if the TAO is lower than 100 and if the number of PTC heaters operating 15a . 15b . 15c is equal to or greater than 1 and if the economy switch 60d is on and if f (Tam) = 0 and if the setpoint temperature Tsoll is not lower than the temperature (eg 28 ° C).

In addition, in step S13 of FIG 9 the OFF mode of the seat heater 65 regardless of the setpoint temperature Tset, if TAO is lower than 100, and if the number of operating PTC heaters 15a . 15b . 15c is equal to or greater than 1 and if the economy switch 60d is on and if f (Tam) = 1.

In addition, in step S13 of FIG 9 the OFF mode of the seat heater 65 regardless of the setpoint temperature Tsoll and f (Tam), if the TAO is lower than 100 and if the number of operation of the PTC heaters 15a . 15b . 15c is equal to or greater than 1 and if the economy switch 60d is off.

In addition, in step S13 of FIG 9 the OFF mode of the seat heater 65 regardless of the setpoint temperature Tsoll and f (Tam) and the operating state of the economy switch 60d determined if the TAO is lower than 100 and if the number of PTC heaters operating 15a . 15b . 15c is zero.

In addition, in step S13 of FIG 9 the ON mode of the seat heater 65 regardless of the number of PTC operations, the operating state of the economy switch 60d , f (Tam) and the target temperature Tsoll when the TAO is equal to or higher than 100.

In the present embodiment, the air blowing amount of the blower 12 as in steps S62, S64 and S67 of FIG 5 shown at the engine stop compared to that made smaller in the engine operation. Consequently, in the engine stop, even when the engine coolant temperature TW is reduced and the heating capacity of the heater core 14 is reduced, the temperature of air blown into the vehicle compartment is prevented from being lowered because the temperature increase amount ΔTptc is made large.

Thus, a temperature decrease of air blown into the vehicle compartment can be restricted without the engine operating rate and the heat generation amount (consumed electric power) of the PTC heater 15 increase, whereby the air conditioning is carried out economically. In addition, since the frequency of engine operation for the air conditioning (heating) can be reduced to improve the fuel economy efficiency in a hybrid vehicle, the advantage in the practice of using the hybrid vehicle can be improved.

The operation of the fan 12 can be easily controlled by using the two different first and second control maps shown in steps S62 and S64 when the engine EG is operated and when the engine EG is stopped.

In addition, in step S67, in a case where the passenger requests a power saving operation in the air conditioning in which the passenger is in the cold environment and in which the passenger is not cold, in the economy mode, the blower voltage ECO for the blower 12 established. Therefore, the air quantity Va, which is the PTC heater 15 decreases, whereby the temperature increase amount ΔTptc due to the PTC heating 15 is increased. In this way, the energy consumed for the air conditioning can be further reduced.

In the present embodiment, the blower voltage is changed during the engine startup start time by a predetermined time constant (eg, 30 seconds), whereby a fluctuation in the amount of air to be blown into the vehicle compartment is released. Consequently, the amount of air in the engine startup start period can be changed gradually in accordance with a temperature increase of the engine coolant temperature TW, thereby preventing a decrease in temperature of air to be blown into the vehicle compartment due to an increase in the air blowing amount.

According to the present invention, when the air temperature to be blown into the vehicle compartment is lower than a predetermined temperature (eg, the TAO), an engine ON request signal is output to the engine EG as in steps S116, S117 , Therefore, an air temperature increase amount due to the heater core 14 are increased, whereby the air temperature blown into the vehicle compartment is increased so that it approaches the predetermined temperature (eg the TAO). Consequently, a decrease in the temperature of air blown into the vehicle compartment can be prevented by both the PTC heater 15 as well as the engine EG are used effectively.

Other Embodiment

• (1) In the embodiment described above, the air blowing amount (rotational speed) of the blower 12 controlled by controlling the blower voltage applied to the electric motor 12b of the blower 12 is created. However, the air blowing amount (speed) of the blower 12 by a duty control of one of the air conditioning controller 50 output signal are controlled.
• (2) In the embodiment described above, the PTC heater becomes 15 used as an example of an electric heater. However, instead of the PTC heater 15 another electric heater using a nickel chrome wire may be used.
• (3) In the above-described embodiment, the PTC heater is located 15 in the case 11 in the air flow downstream of the heater core 14 , However, the PTC heater can 15 in the air flow upstream of the heater core 14 be arranged or can be in the air flow in the same position as that of the heater core 14 be arranged. The arrangement of the heater core 14 and the PTC heater 15 in the case 11 can be suitably changed without being limited to the above arrangement.
• (4) In the above-described embodiment, the engine OFF coolant temperature TW (OFF) and the engine ON coolant temperature TW (ON) in the economy mode are set lower than those in a mode other than the economy mode. Similarly, the engine OFF coolant temperature TW (OFF) and the engine ON coolant temperature TW (ON) when the seat heater 65 operated, be set lower than that when the seat heating device 65 is stopped. In this case, a frequency of the engine ON request can be reduced, while the heating feeling given to a seated passenger can be improved.
• (5) In the embodiment described above, an air conditioner 1 of the invention for a parallel type hybrid vehicle in which the vehicle is capable of driving by the direct driving force of both the engine EG and the electric motor for driving. However, the air conditioning can 1 of the invention are applied to a hybrid vehicle of a serial type in which an electric power generated by a generator driven by a vehicle engine is stored in a battery, and a vehicle driving force is obtained from an electric motor provided by that of the battery supplied electric power is operated.
• (6) In the embodiment described above, the air conditioner 1 used according to the invention for a hybrid vehicle. However, the air conditioner according to the invention 1 suitable for an idle-stop vehicle or other types of vehicles, such as a fuel cell vehicle or an electric vehicle.

In the air conditioner for a fuel cell vehicle, instead of the engine EG of 1 a fuel cell is used, and air is in the heater core 14 heated by using coolant of the fuel cell as a heat source. In this case, the fuel cell is suitable as a heat generation unit (ie, thermal fluid temperature increasing portion), and a thermal fluid for heating air in the heater core 14 is the coolant of the fuel cell. The fuel cell generates heat when it is operated to increase the temperature of the thermal fluid flowing into the heater core 14 should flow.

In the air conditioner for an electric vehicle, air to be blown into the vehicle compartment is heated by using a thermal fluid (eg, hot water) that is heated by the electric heater as a heat source. For example, a water heater type electric heater may be used in place of the engine EG, and hot water heated in the water heater type electric heater is supplied to the heater core 14 supplied, leaving air, which is the heater core 14 goes through, is heated. In this case, the electric heater is used as a heat generation unit (ie, thermal fluid temperature increase portion), and the thermal fluid for heating air in the heater core 14 is the water heated by the electric heater. The electric heater generates heat when it is operated to increase the temperature of the thermal fluid flowing into the heater core 14 should flow.

Even in such an air conditioner having a heat generation equipment such as the fuel cell or the electric heater, the air blowing amount is set to be reduced as compared to when the heat generation equipment is operated when the heat generation equipment is stopped. Thus, a temperature decrease can be restrained without increasing the operating rate of the heat generation plant, thereby making the air conditioning economical.

Although the present invention has been fully described in connection with the preferred embodiments thereof with reference to the accompanying drawings, it is to be noted that FIG Various changes and modifications will become apparent to those skilled in the art. Such changes and modifications are to be understood as being within the scope of the present invention as defined by the appended claims.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• JP 2008-174042 A [0002]

Claims (7)

An air conditioner for a vehicle having a system (EG) that generates heat when operated, the air conditioner comprising: a blower ( 12 ), which is adapted to generate an air flow in the direction of a vehicle compartment; a housing ( 11 ) defining an air passage through which air blown from the blower flows into the vehicle compartment; a heating heat exchanger ( 14 ) located in the housing ( 11 ) is arranged to heat air by performing a heat exchange between air and a thermal fluid, which is heated by generated heat of the plant; an electric heater ( 15 ) in the housing ( 11 ) is arranged to generate heat and to heat air when electric power is supplied to it; and a controller ( 50 ), which is suitable, an air blow of the blower ( 12 ) and the operation of the electric heating ( 15 ), whereby the controller ( 50 ) the blower volume of the blower ( 12 ) compared to when the system is operated decreases when the system is stopped. Air conditioner according to claim 1, wherein the controller ( 50 ) the blower volume of the blower ( 12 ) to be changed gradually in an initial period immediately after the start of the operation of the plant. The air conditioner according to claim 1, wherein the controller outputs an operation request signal to the system when a temperature of air blown into the vehicle compartment is lower than a predetermined temperature. An air conditioner according to any one of claims 1 to 3, wherein the controller ( 50 ) the blower volume of the blower ( 12 ) determined using a first control map when the system is operated, and the air blow amount of the blower ( 12 ) using a second control map that differs from the first control map determines when the plant is stopped. An air conditioner according to any one of claims 1 to 4, wherein the controller ( 50 ) the blower volume of the blower ( 12 ) so as to be larger in a face mode in which air is blown from a face air outlet toward an upper side of the vehicle compartment as compared with that in a foot mode in which air is mainly blown from a foot outlet to a lower side in the passenger compartment is. An air conditioner according to any one of claims 1 to 5, further comprising: an air mix door ( 19 ) in the housing ( 11 ) is arranged to a ratio between a flow rate of air, the heat exchanger ( 14 ) and the electric heating ( 15 ), and a flow rate of air passing through the heating heat exchanger ( 14 ) and the electric heating ( 15 ), with the electric heater ( 15 ) is an electric PTC heater having a plurality of PTC heater sections ( 15a . 15b . 15c ), and the controller ( 50 ) an operating number of the PTC heating sections ( 15a . 15b . 15c ) to be operated, based on an outside air temperature (Tam) and / or a temperature (TW) of the thermal fluid entering the heating heat exchanger ( 14 ) flows, and / or an opening degree (SW) of the air mix door ( 19 ) controls. The air conditioner according to claim 6, further comprising: a seat heater (10); 65 ), which is located in a seat of the vehicle or on a seat surface of the seat, wherein the controller ( 50 ) the operation of the seat heater ( 65 ) based on a target temperature (TAO) of air to be blown into the vehicle compartment, the number of operation of the PTC heating sections ( 15a . 15b . 15c ), an operating state of a economy switch, an outside air temperature (Tam) and a target temperature (Tsoll) of an interior of the vehicle compartment.

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