DE112012003314T5 - Air conditioning device for a vehicle - Google Patents

Abstract

There has been provided an air conditioning apparatus for a vehicle which is capable of increasing the air flow rate according to the intention of an occupant of the vehicle when a heating medium for heating the blown air is at a low temperature. The air conditioning apparatus for a vehicle has a blower (32) that generates blown air, a heating heat exchanger (36) that heats the blower air by heat exchange between the blower air and the heat medium, a target temperature setting device that sets a target temperature Tset for a passenger compartment according to an operation that is executed by an occupant of the vehicle, and a controller (50) that determines the availability factor of the blower (32) according to the temperature of the heat medium. The control device (50) increases the availability factor of the fan (32) in accordance with an increase in the setpoint temperature (Tset).

Description

TECHNICAL AREA

The present invention relates to an air conditioning device for a vehicle.

BACKGROUND OF THE PRIOR ART

In a conventional air conditioning apparatus for a vehicle, a control is executed in which a blower is stopped when an engine cooling water temperature is not higher than a predetermined temperature, the blower is started when the engine cooling water temperature is higher than the predetermined temperature, and the amount of the blower blown air is increased when the engine cooling water temperature increases (see, for example JP 2769073 A ). This prevents an occupant of the vehicle from feeling unheated when the blower blows insufficient heated air to the occupant's feet when the engine cooling water temperature is low when, for example, a heater is started.

LIST OF THE PRIOR ART

Patent Literature

Patent Literature 1:

• Japanese patent application with the publication number JP 2769073 A

SUMMARY OF THE INVENTION

Technical problem

However, if the in JP 2769073 A is applied, the temperature of the engine cooling water (a heat medium for heating the blown air) must increase in order to increase the rate of air flow. Therefore, when the temperature of the engine cooling water is low, the air flow rate can not be increased even if the occupant wishes to increase it. In other words, the intent of the occupant is not reflected in the amount of blown air, so the occupant's amenities decrease.

In light of the above, it is an object of the present invention to provide an air conditioning apparatus for a vehicle capable of increasing the air flow rate according to the intention of the occupant of the vehicle when the heat medium for heating the blown air is low Temperature has.

Solution of the task

In order to achieve the above-described object, according to a first aspect of the present invention, there is provided an air conditioning apparatus for a vehicle having a blower (US Pat. 32 ), a heating heat exchanger ( 36 ), a target temperature setting device and a control device ( 50 ) having. The blower ( 32 ) generates the blown air (blower air). The heating heat exchanger ( 36 ) heats the blower air by a heat exchange between the blown air and a heat medium. The target temperature setting device sets a target temperature (Tset) for a passenger compartment according to an operation performed by an occupant of the vehicle. The control device ( 50 ) determines the availability factor of the blower ( 32 ) according to the temperature of the heating medium. The control device ( 50 ) increases the availability factor of the blower ( 32 ) when the set temperature (Tset) increases.

Consequently, when the target temperature (Tset) for the passenger compartment is increased by the intention of the occupant, the availability factor of the blower ( 32 ) too. Accordingly, even if the heat medium for heating the blown air has a low temperature, the air flow rate can be increased according to the intention of the occupant.

According to a second aspect of the present invention, there is provided an air conditioning apparatus described in the first aspect, further comprising energy saving requesting means for outputting an energy saving request signal according to an operation of the occupant to request that the energy required for the air conditioning in the passenger compartment be saved becomes. When the energy-saving request signal is output, the controller increases ( 50 ) the disposition factor of the blower ( 32 ) when the set temperature (Tset) increases.

Consequently, when the temperature of the heating medium is low and when the energy-saving request signal is output, the air flow rate can be increased according to the intention of the occupant.

According to a third aspect of the present invention, there is provided an air conditioning apparatus described in the second aspect, wherein the control means (15 50 ) causes the blower ( 32 ) operates at a lower disposal factor when the energy saving request signal is issued than when the energy saving request signal is not issued.

Consequently, when energy conservation is requested by the intention of the occupant, the energy saving can be achieved by reducing the energy consumption of the blower ( 32 ) is reduced. This not only enables an increase in the air flow rate in accordance with the occupant's intention, but also achieves energy saving according to the intention of the occupant.

The parenthesized reference numerals of the devices described herein and the devices described in the claims correspond to the description of the embodiments.

BRIEF DESCRIPTION OF THE DRAWINGS

1 11 is a diagram showing the overall structure of a coolant circuit for a cooling mode of an air conditioning apparatus for a vehicle according to a first embodiment of the present invention.

2 FIG. 12 is a diagram showing the overall construction of a heating mode refrigerant circuit for the vehicle air conditioning apparatus according to the first embodiment. FIG.

3 FIG. 12 is a diagram showing the overall structure of a first-dehumidifying mode coolant circuit of the vehicle air-conditioning device according to the first embodiment. FIG.

4 FIG. 12 is a diagram showing the overall structure of a second-dehumidifying mode coolant circuit of the vehicle air-conditioning device according to the first embodiment. FIG.

5 FIG. 12 is a block diagram showing an electric control portion of the air conditioning apparatus for a vehicle according to the first embodiment. FIG.

6 shows a circuit diagram of a BTC heater according to the first embodiment.

7 FIG. 12 is a flowchart of a control process executed by the air conditioning apparatus for a vehicle according to the first embodiment. FIG.

8th FIG. 12 is a flowchart showing an essential portion of the control process executed by the air conditioning apparatus for a vehicle according to the first embodiment.

9 FIG. 12 is a flowchart showing another essential portion of the control process executed by the air conditioning apparatus for a vehicle according to the first embodiment. FIG.

10 FIG. 12 is a flowchart showing another essential portion of the control process executed by the air conditioning apparatus for a vehicle according to the first embodiment. FIG.

11 FIG. 14 shows a table of operating states of solenoid valves in various operation modes according to the first embodiment. FIG.

12 FIG. 12 is a flowchart showing an essential portion of the control process executed by the air conditioning apparatus for a vehicle according to a second embodiment of the present invention.

13 shows the overall structure of the air conditioning device for a vehicle according to a third embodiment of the present invention.

DESCRIPTION OF THE EMBODIMENTS

The embodiments of the present invention will be described below with reference to the accompanying drawings. In the drawings that illustrate the embodiments, portions that are identical or equivalent to each other are denoted by the same reference numerals.

First embodiment

A first embodiment of the present invention will be described below with reference to FIGS 1 to 11 described. The 1 to 4 FIG. 12 shows diagrams of the overall structure of an air conditioning apparatus for a vehicle according to the first embodiment. FIG. 5 shows a block diagram of an electrical control section of the air conditioning device for a vehicle 1 , In the present embodiment, the air conditioning apparatus for a vehicle is applied to a hybrid vehicle that obtains a driving force for driving the vehicle from an engine EG and a travel electric motor.

The hybrid vehicle according to the present embodiment is a hybrid vehicle of the so-called plug-in type capable of having its battery 81 to charge with electricity from an external source of energy (a commercial Power source) while the vehicle is stopped. When the battery 81 is charged by the external power source while the vehicle is stopped before it drives, so the amount of in the battery 31 remaining electric power is not less than a predetermined driving reference amount as at the beginning of driving, the hybrid vehicle of the Einsteckart drives by mainly the driving force is used, which is generated by the driving electric motor (this drive mode is referred to as the EV driving mode).

On the other hand, if the amount of electrical energy in the battery 81 remains smaller than the predetermined driving reference amount while the vehicle is running, the hybrid vehicle of the plug-in type mainly using the driving force generated by the engine EG (this driving mode is referred to as the HV drive mode). The plug-in type hybrid vehicle switches between the EV drive mode and the HV drive mode described above to achieve improved fuel economy, or in particular, to make the engine EG produce a smaller amount of fuel than a normal vehicle consumes the driving force for driving the vehicle of only the internal combustion engine EG attained.

The EV drive mode is a drive mode in which the vehicle runs by mainly using the drive force output from the travel electric motor. However, when a vehicle travel load is high in the EV drive mode, the engine EG is operated to assist the drive electric motor. In addition, the HV drive mode is a drive mode in which the vehicle runs by mainly using the driving force output from the engine EG. However, similarly, when the vehicle travel load is high in the HV drive mode, the travel electric motor is operated to assist the engine EG. The above-mentioned operations of the engine EG and the traveling electric motor are controlled by an engine control device (not shown).

Further, the driving force output from the engine EG becomes not only for driving the vehicle but also for operating a generator 80 used. Electrical energy coming through the generator 80 and electric power supplied from the external power source may be in the battery 81 get saved. The in the battery 81 stored electrical energy may be supplied not only to the drive electric motor but also to various vehicle-mounted devices, such as components of the air conditioning device for a vehicle 1 ,

The structure of the air conditioning device for a vehicle 1 according to the present embodiment will be described in detail below. The air conditioning device for a vehicle 1 is able to provide not only normal air conditioning in a passenger compartment of the vehicle during the vehicle in transit, but also to provide pre-air conditioning to maintain air conditioning in the passenger compartment while the battery 81 charged by the external power source to create before an occupant gets into the vehicle.

The air conditioning device for a vehicle 1 has a cooling cycle 10 The vapor compression type optionally including, during normal air conditioning and pre-air conditioning, a cooling mode for cooling the passenger compartment, a warming mode heating circuit for warming the passenger compartment, a first dehumidifying mode cooling circuit (DRY_EVA cycle) Dehumidifying the passenger compartment and a cooling circuit for a second dehumidification mode (DRY_ALL cycle) used for dehumidifying the passenger compartment.

The 1 to 4 Use solid arrows to indicate the flow of a coolant in the cooling mode, the heating mode, the first dehumidifying mode, or the second dehumidifying mode. The first dehumidifying mode is a dehumidifying mode in which a dehumidifying capacity takes precedence over a heating capacity, whereas the second dehumidifying mode is a dehumidifying mode in which the heating capacity takes precedence over the dehumidifying capacity. Consequently, the first dehumidifying mode may be referred to as a low-temperature dehumidifying mode or a simple dehumidifying mode, whereas the second dehumidifying mode may be referred to as a high-temperature dehumidifying mode or a dehumidifying-heating mode.

The refrigeration cycle 10 for example, has a compressor 11 , an indoor condenser 12 , an indoor evaporator 26 , a thermostatic expansion valve 27 , a fixed throttle 14 and a plurality of solenoid valves 13 . 17 . 20 . 21 . 24 (Five solenoid valves in the present embodiment). The inner condenser 12 and the interior evaporator 26 act as an indoor heat exchanger. The thermostatic expansion valve 27 and the fixed throttle 14 act as a pressure reducer for decompressing and expanding of the coolant. The solenoid valves 13 . 17 . 20 . 21 . 24 act as a cooling circuit selector (cooling circuit selector). The refrigeration cycle 10 functions as a temperature regulating means for regulating the temperature of the air blown into the passenger compartment.

Furthermore, the refrigeration cycle is used 10 is a normal freon refrigerant and forms a subcritical refrigeration cycle in which the high pressure side of the refrigerant pressure does not exceed its critical pressure. In addition, a cooling oil is used to lubricate the compressor 11 mixed with the coolant. Part of the cooling oil circulates through the cycle along with the coolant.

The compressor 11 is arranged in an engine room. In the cooling cycle 10 work the compressor 11 so that it sucks, compresses and releases the coolant. The compressor 11 is constructed as an electric compressor in which an electric motor 11b a compression mechanism 11a with fixed capacity, which has a fixed discharge capacity. More specifically, a spiral-type compression mechanism, a wing-type compression mechanism, and various compression mechanisms other than the compression mechanism may be used 11a with fixed capacity.

The electric motor 11b is an AC motor whose operation (speed) is controlled by an AC voltage supplied by an inverter 61 is issued. The inverter 61 Also outputs an AC electrical voltage having a frequency corresponding to a control signal generated by an air conditioner controller described below 50 is issued. This speed control changes the refrigerant discharge capability of the compressor 11 , Therefore, the electric motor forms 11b means for changing the dispensing capability of the compressor 11 ,

The discharge side of the compressor 11 is with the coolant inlet side of the inner condenser 12 connected. The inner condenser 12 is a heating heat exchanger, which is housed in a housing 31 is arranged, which is an air path in a Innenluftkonditioniereinheit 30 the air conditioning device for a vehicle for the air is blown, which is blown into the passenger compartment, and the air blown by a heat exchange between the coolant, in the inner condenser 12 is distributed, and the forced air after passing through the indoor evaporator described below 26 heated. The indoor air conditioning unit 30 is described in detail below.

The coolant outlet side of the inner condenser 12 is equipped with a three-way electric valve 13 connected. The electric three-way valve 13 is a cooling circuit selector whose operation is controlled by an electrical control voltage supplied by the air conditioning device control device 50 is issued.

More specifically, in an excited state where electric power is supplied, the three-way electric valve shifts 13 to the cooling circuit, which is the coolant outlet side of the inner condenser 12 with the coolant inlet side of the fixed throttle 14 combines. In a de-energized state where the supply of electric power is turned off, the electric three-way valve switches 13 to the cooling circuit, which is the coolant outlet side of the inner condenser 12 with a Kühlmitteleinströmauslass a first three-way connection 15 combines.

The fixed throttle 14 is a decompression device for heating and dehumidifying, which decompresses and allows the refrigerant to expand from the three-way electric valve 13 flows out in the warming mode, the first dehumidifying mode or the second dehumidifying mode. A capillary tube, a shutter or the like may be used as the fixed throttle 14 be applied. Obviously, an electrical variable throttle mechanism whose throttle path area is adjusted by a control signal received from the air conditioner controller 50 is output when the decompression device is used for heating and dehumidifying. The coolant outlet side of the fixed throttle 14 is with the Kühlmitteleinströmauslass a third three-way connection described below 23 connected.

The first three-way connection 15 has three coolant inflow outlets and functions as a connection to branch a coolant flow path. This three-way connection can be formed by connecting coolant tubes or by attaching a plurality of coolant paths to a metal block or plastic block. Another Kühlmitteleinströmauslass the first three-way connection 15 is with a Kühlmitteleinströmauslass an outdoor heat exchanger 16 connected. Yet another coolant inflow outlet of the first three-way connection 15 is with the coolant inlet side of a low voltage solenoid valve 17 connected.

The low voltage solenoid valve 17 has a valve body that opens and closes a coolant flow path and a solenoid that drives the valve body. The low voltage solenoid valve 17 acts as a coolant circuit selector, the operation of which is controlled by a control voltage derived from the Luftkonditioniereinrichtungs controller 15 is issued. More specifically, the low voltage solenoid valve 17 is constructed as a so-called normally closed valve which opens in an excited state and closes in a de-energized state.

The coolant outlet side of the low voltage solenoid valve 17 is with a Kühlmitteleinströmauslass a fifth three-way connection described below 28 through a first check valve 18 connected. The first check valve 18 allows the coolant in a single direction from the side of the low-voltage solenoid valve 17 to the side of the fifth three-way connection 28 flows.

The outdoor heat exchanger 16 is disposed in the engine room to provide heat exchange between the coolant distributed inside and the outside air (the air taken in from outside the passenger compartment and the blower fan 16a is delivered). The blower fan 16 is an electric blower whose speed (the amount of blown air) is controlled by a control voltage supplied by the air conditioner control device 50 is issued.

It should also be noted that the blower fan 16a According to the present embodiment, outside air not only to the outdoor heat exchanger 16 but also to a (not shown) radiator supplies, which dissipates the heat of the cooling water for the internal combustion engine (EG). More specifically, the air taken in from outside the passenger compartment and from the blower fan flows 16a is delivered to the outdoor heat exchanger 16 and then to the radiator. The radiator is connected to a cooling water piping which has a cooling water circuit (cooling water circuit) 40 formed by dashed lines in the 1 to 4 is shown. The cooling water circuit 40 is described below.

A cooling water pump is arranged in the cooling water circuit, which is indicated by the dashed lines in the 1 to 4 is shown to circulate the cooling water. The circulating water pump 40a is an electric water pump whose speed (cooling water circulation volume) is controlled by a control voltage supplied from the conditioning device control device 50 is issued.

The other Kühlmitteleinströmauslass the outdoor heat exchanger 16 is with a Kühlmitteleinströmauslass a second three-way connection 19 connected. The basic structure of the second three-way connection 19 is the same as the first three-way connection 15 , Another Kühlmitteleinströmauslass the second three-way connection 19 is with the coolant inlet side of a high voltage solenoid valve 20 connected. Yet another coolant inflow outlet of the second three-way connection is with a coolant inflow outlet of a heat exchanger shut-off solenoid valve 21 connected.

The high voltage solenoid valve 20 and the heat exchanger shut-off solenoid valve 21 are coolant circuit selectors whose operation is controlled by a control voltage supplied by the air conditioner control device 50 is issued. The high voltage solenoid valve 20 and the heat exchanger shut-off solenoid valve 21 have the same basic construction as the low voltage solenoid valve 17 , However, the high voltage solenoid valve 20 and the heat exchanger shut-off solenoid valve 21 is constructed as a so-called normally open valve which closes in an excited state and opens in a de-energized state.

The coolant outlet side of the high voltage solenoid valve 20 is with the inlet side of a throttle mechanism portion of the thermostatic expansion valve described below 27 through a second check valve 22 connected. The second check valve 22 allows the coolant to flow in a single direction from the side of the high voltage solenoid valve 20 to the side of the thermostatic expansion valve 27 flows.

The other Kühlmitteleinströmauslass the Wärmetauscherabschalt solenoid valve 21 is with a Kühlmitteleinströmauslass the third three-way connection 23 connected. The third three-way connection 23 has the same basic structure as the first three-way connection 15 , Another Kühlmitteleinströmauslass the third three-way connection 23 is with the coolant outlet side of the fixed throttle 14 as mentioned above. Yet another coolant inflow outlet of the third three-way connection 23 is with the coolant inlet side of the dehumidification solenoid valve 24 connected.

The dehumidification solenoid valve 24 is a cooling circuit selector whose operation is controlled by a control voltage supplied by the air conditioner control device 50 is issued. The basic structure of the dehumidification solenoid valve 24 is the same as the low voltage solenoid valve 17 , The dehumidification solenoid valve 24 is also constructed as a normally closed valve. The cooling circuit selecting device according to the present embodiment is characterized by a plurality (five) of solenoid valves, that is, the three-way electric valve 13 , the low-voltage solenoid valve 17 , the high voltage solenoid valve 20 , the heat exchanger shut-off solenoid valve 21 and the dehumidification solenoid valve 24 which are arranged in a predefined open state or closed state when the supply of electric power is turned off.

The coolant outlet side of the dehumidification solenoid valve 24 is with a Kühlmitteleinströmauslass a fourth three-way connection 25 connected. The fourth three-way connection 25 has the same basic structure as the first three-way connection 15 , Another Kühlmitteleinströmauslass the fourth three-way connection 25 is with the outlet side of the throttle mechanism portion of the thermostatic expansion valve 27 connected. Yet another coolant inflow outlet of the fourth three-way connection 25 is with the coolant inlet side of the interior evaporator 26 connected.

The interior evaporator 26 is a cooling heat exchanger in the housing 31 the indoor air conditioning unit 30 is mounted and upstream of the inner condenser 12 is arranged with respect to the flow of the blown air for cooling the blown air by a heat exchange between the refrigerant contained in the interior evaporator 26 is distributed, and the air blown.

The coolant outlet of the interior evaporator 26 is with the inlet side of a thermosensitive portion of the thermostatic expansion valve 27 connected. The thermostatic expansion valve 27 is a pressure reducing means for cooling, which decompresses and expands the refrigerant flowing inwardly from the inlet of the throttle mechanism portion, and which causes the refrigerant flows out of the outlet of the throttle mechanism portion.

More specifically, the thermostatic expansion valve 27 According to the present embodiment, an internal pressure expansion expansion valve disposed in a housing that houses the thermosensitive portion 27a and the variable throttle mechanism section 27b contains. The thermosensitive section 27a detects the degree of overheating of the coolant on the outlet side of the indoor evaporator 26 according to the temperature and the pressure of the refrigerant at the outlet side of the indoor evaporator 26 , The variable throttle mechanism section 27b sets the throttle path area (coolant flow rate) so that the degree of superheat of the coolant on the outlet side of the indoor evaporator 26 is within a predetermined range, according to the displacement of the thermosensitive portion 27a one.

The outlet side of the thermosensitive portion of the thermostatic expansion valve 27 is with a Kühlmitteleinströmauslass the fifth three-way connection 28 connected. The basic structure of the fifth three-way connection 28 is the same as the first three-way connection 15 , Another Kühlmitteleinströmauslass the fifth three-way connection 28 is with the coolant outlet side of the first check valve 18 connected as mentioned above. Yet another coolant inflow outlet of the fifth three-way connection 28 is with the coolant inlet side of a reservoir 29 connected.

The store is a low-pressure side gas-liquid separator which separates the refrigerant from the fifth three-way connection 28 receives, the received coolant separates into a gas and a liquid and stores an excess of coolant. The gas phase refrigerant outlet of the store 29 is with the coolant inlet of the compressor 11 connected.

Below is the inside air conditioning unit 30 described. The indoor air conditioning unit 30 is located inside a dashboard at the front of the passenger compartment. In the case 31 , which the outer jacket of the Innenluftkonditioniereinheit 30 forms, for example, a fan 32 , the indoor evaporator 26 , the inner condenser 12 , a heater core 36 and a PTC heater 37 accommodated.

The housing 31 forms a path for the air blown into the passenger compartment, is elastic to some degree, and is molded with resin excellent in terms of strength (for example, polypropylene). An inside / outside air change box (not shown) is located at the most upstream end within the housing 31 arranged with respect to the flow of the blown air to selectively introduce inside air (the air inside the passenger compartment) and outside air (the air outside the passenger compartment).

More specifically, the inside / outside air exchange box is provided with an inside air introduction port for introducing the inside air into the housing 31 and an outside air introduction port for introducing the outside air into the housing 31 Mistake. Moreover, an inside / outside air exchange door is disposed in the inside / outside air exchange box to continuously adjust the opening areas of the inside and outside air introduction openings for the purpose of changing the ratio between the amount of inside air introduction and the outside air introduction amount.

Thus, the inside / outside air exchange door constitutes air introduction amount changing means for selecting an air intake mode for the purpose of changing the ratio between the amount of indoor air introduction into the housing 31 and the amount of outside air introduced into the housing 31 , More specifically, the indoor / outdoor air exchange door is provided by an electric actuator 62 driven for the inside / outside air change door. The operation of the electric actuator 62 is controlled by a control signal supplied by the control device 50 the air conditioning device is output.

Three different air intake modes are selectable: indoor air mode, outdoor air mode, and indoor / outdoor mixed air mode. The indoor air mode opens all the way inside the air intake opening and completely closes the outside air intake opening to allow indoor air into the housing 31 initiate. The outside air mode completely closes the inside air introduction port and opens all the outside air introduction port to the outside air into the housing 31 initiate. The inside / outside air mixing mode, which is an intermediate between the inside air mode and the outside air mode, continuously adjusts the opening areas of the inside and outside air introduction openings for the purpose of continuously changing the ratio between the amount of inside air introduction and the amount of outside air introduction.

The fan 32 is located downstream of the inside / outside air change box with respect to the flow of the air, and is operated so that the air taken in through the inside / outside air change box is blown into the passenger compartment. The fan 32 is an electric blower that uses an electric motor to drive a multi-blade centrifugal fan (a so-called sirocco fan). The speed (an availability factor) of the blower 32 is controlled by a control voltage supplied by the control device 50 the air conditioning device is output. In this case forms the control device 50 the air conditioning device, a blower control device.

The above-mentioned indoor evaporator 26 is located downstream of the blower 32 with respect to the air flow. There are also air paths, such as a warming cooling air path 33 passing the airflow after passing through the interior evaporator 26 designed, and a cooling air bypass path and a mixing space 35 , the air coming out of the warming cooling air path 33 flows out, mixed with the air coming from the cooling air bypass path 34 flows out, downstream of the interior evaporator 26 formed with respect to the air flow.

In the warming cooling air path 33 are the heater core 36 , the inner condenser 12 and the PTC heater 37 comprising a heating means for heating the air after passing through the interior evaporator 26 form arranged in the order mentioned with respect to the direction of the flow of the forced air. The heater core 36 is connected to a cooling water piping, which is the cooling water circuit 40 forms, and acts as a heating heat exchanger, which, after passing through the interior evaporator 26 is heated by a heat exchange between the cooling water (heat medium) for the engine EG and the air after passing through the indoor evaporator 26 ,

The cooling water circuit (cooling water circuit) 40 is described below. The cooling water circuit 40 allows the cooling water to circulate to cool the engine EG. The electric cooling water pump 40a , which pumps the cooling water, is in the cooling water piping of the cooling water circuit 40 arranged. The speed (water pumpability) of the cooling water pump 40a is controlled by a control voltage supplied by the control device 50 the air conditioning device is output.

When the control device 50 the air conditioning the cooling water pump 40a operates, the cooling water, which is heated by the waste heat of the engine EG flows into the radiator or the heater core 36 , The cooling water is then passed through the radiator or through the heater core 36 cooled and returns to the engine EG.

In other words, the cooling water is a heat source medium that transmits the air blown into the passenger compartment through the heater core 36 heated. A section of the cooling water circuit 40 which is indicated by the dashed lines in the 1 to 4 is shown, a circuit (circuit) for circulating the cooling water from the cooling water pump 40a through the heater core 36 and the engine EG to the cooling water pump 40a is a temperature regulating means for adjusting the temperature of the blown air.

The PTC heater 37 is an electric heater having a PTC element (positive temperature coefficient thermistor). When electric power is supplied to the PTC element, the PTC heater generates 37 Heat and heat the air after passing through the inner condenser 12 has entered. The present embodiment uses a plurality of units of the PTC heater 37 (in fact: three PTC heaters). The control device 50 the air conditioning device controls the overall heating capability (a disposable factor) of the PTC heater 37 by changing the number of excited units of the PTC heater 37 ,

Specifically, the PTC heater has 37 a plurality of (three in the present embodiment) PTC heaters 37a . 37b . 37c like this in 6 is shown. 5 shows a circuit diagram of the electrical connection of the PTC heater 37 according to the present embodiment. The electrical energy used to operate the PTC heater 37 is required according to the present embodiment, is less than that for operating the compressor 11 in the refrigeration cycle 10 is required.

Like this in 6 is shown, the positive terminal side of each PTC heater 37a . 37b . 37c with the battery 81 whereas the negative terminal side is connected to a ground side by a respective switching element SW1, SW2, SW3 included in each PTC heater 37a . 37b . 37c is included. Each switching element SW1, SW2, SW3 switches each PTC element h1, h2, h3 in each PTC heater 37a . 37b . 37c between an excited state (turned-on state) and a de-energized state (turned-off state).

The operation of each switching element SW1, SW2, SW3 is independently controlled by a control signal supplied by the control device 50 the air conditioning device is output. Consequently, the control device switches 50 the air conditioning device independently each switching element SW1, SW2, SW3 between the excited state and the de-energized state. Consequently, the PTC heaters 37a . 37b . 37c optionally be energized to exert their warming ability, the overall heating capability of the PTC heater 37 to change.

In addition, the cooling air bypass path is 34 an air path for direct introduction of the air after passing through the interior evaporator 26 in the mixing room 35 , wherein the heater core 36 , the inner condenser 12 and the PTC heater 37 to be bypassed. Therefore, the temperature of the air blown in the mixing room varies 35 is mixed with the ratio between the amount of air passing through the heating cooling air path 33 occurs, and the amount of air passing through the cooling air bypass path 34 occurs.

If this is the case, the present embodiment uses an air mixing door 38 , The air mixing door 38 is downstream of the interior evaporator 26 with respect to the air flow and the inlets of the heating cooling air path 33 and cooling air bypass paths 34 arranged to continuously increase the ratio between the amount of cooling air entering the warming cooling air path 33 and to vary the amount of cooling air entering the cooling air bypass path 34 is initiated.

Therefore, the air mixing door will make 38 a temperature regulating means for adjusting the air temperature in the mixing space 35 (the temperature of the air blown into the passenger compartment). More specifically, the air mixing door 38 by an electric actuator 63 powered for the air mixing door. The operation of the electric actuator 63 is controlled by a control signal supplied by the control device 50 the air conditioning device is output.

Further, air outlets (not shown) are at the most downstream end of the housing 31 arranged with respect to the flow of blown air. The air outlets blow the temperature-controlled fan air from the mixing chamber 35 into the passenger compartment, which is a cooling room. More specifically, three different air outlets are arranged: a face air outlet, a foot air outlet, and a defroster air outlet. The foot air outlet blows air-conditioned air to the upper body of the occupant in the passenger compartment. The foot air outlet blows the air-conditioned air to the feet of the occupant. The defroster air outlet blows the air-conditioned air to the inner surface of the vehicle windshield.

In addition, a face door (not shown), a foot door (not shown), and a defroster door (not shown) are disposed upstream of the face air outlet, foot air outlet, and defroster air outlet with respect to the air flow, respectively. The face door adjusts the opening area of the face air outlet. The foot door adjusts the opening area of the foot air outlet. The defroster door adjusts the opening area of the defroster air outlet.

The face door, the foot door, and the defroster door constitute an air outlet mode selecting means for selecting an air outlet mode. These doors are equipped with an electric actuator 64 for driving an air outlet mode door by a link mechanism (not shown) coupled and in communication with the electric actuator 64 turned. The operation of the electric actuator 64 is also controlled by a control signal supplied by the control device 50 the air conditioning device is output. Consequently, the control device forms 50 the air conditioning device, a Luftauslassmodus-Wahlsteuereinrichung.

Selected air outlet modes are Face Mode, Two-Level Mode (ZN), Foot Mode, and Foot / Defrost Mode (F / E). In face mode, the face air outlet is fully open and the air is blown from the face air outlet to the upper body of the occupant in the passenger compartment. In two-level mode, both the face air outlet and the foot air outlet are open, and the air is blown to the torso and feet of the occupant in the passenger compartment. In foot mode, the foot air outlet is fully open and the defroster air outlet is open to a small degree and air is mainly blown out of the foot air outlet. In the foot / defroster mode, the foot air outlet and the defroster air outlet are equally open, and the air is blown out of both the foot air outlet and the defroster air outlet.

Further, the occupant can manually switch a described operating panel 60 to select a defroster mode in which the defroster air outlet is fully open to blow the air from the defroster air outlet to the interior surface of the vehicle windshield.

It should be noted here that the hybrid vehicle in which the air conditioning device for a vehicle 1 according to the present embodiment, has an electric heater (not shown) for releasing fogged windows separately from the air conditioning apparatus for a vehicle. The electric heater for clearing fogged disks is an electric heating wire which is disposed in or on disks of the passenger compartment and is used to heat the disks for the purpose of freeing the fogged disks or preventing fogging. Operation of the electric heater to release fogged disks may be controlled by a control signal provided by the controller 50 the air conditioning device is output.

An electric control section according to the present embodiment will be described below with reference to FIG 5 described. The control device 50 the air conditioning apparatus has a known microcomputer and its peripheral circuits, the microcomputer having, for example, a CPU, a ROM and a RAM. According to an air conditioning control program stored in the ROM, the control device performs 50 the air conditioning device various calculations and processes to control the operations of the various instruments that are connected to its output side, such as the inverter 61 of the electric motor 11b for the compressor 11 , the solenoid valves 13 . 17 . 20 . 21 . 24 , which make up the cooling circuit dialer, the blower fan 16a , the blower 32 and the electric actuators 62 . 63 . 64 ,

The control device 50 the air conditioning device is constructed integrally with a control device for controlling the above-mentioned instruments. However, in the present embodiment, the elements (hardware and software) constitute for controlling the operation (the coolant discharging ability) of the electric motor 11b comprising means for changing the output capability of the compressor 11 is, an output capability control device 50a , It is obvious that the dispensing ability control means 50a can be performed as a unit that the control device 50 the air conditioning device is separate.

The input side of the control device 50 the air conditioning device inputs detection signals of the various sensors, such as an interior air sensor 51 for detecting a passenger compartment temperature Tr, an outside air sensor 52 (Outside air temperature detecting means) for detecting an outside air temperature Tam, an insulation sensor 53 for detecting the isolation amount Ts in the passenger compartment, a discharge temperature sensor 54 (Discharge temperature detecting means) for detecting the discharge refrigerant temperature Td of the compressor 11 , a discharge pressure sensor 55 (Discharge pressure detecting means) for detecting the discharge side refrigerant pressure (high-pressure side refrigerant pressure) Pd of the compressor 11 , an evaporator temperature sensor 56 (Evaporator temperature detecting means) for detecting a blower air temperature (evaporator temperature) Te from the indoor evaporator 26 , an intake air temperature sensor 57 for detecting the temperature Tsi of the coolant, which is between the first three-way connection 15 and the low voltage solenoid valve 17 a cooling water temperature sensor for detecting an engine cooling water temperature Tw, a humidity sensor for detecting the relative humidity of the cabin air in the vicinity of the windows of the passenger compartment, a window near temperature sensor for detecting the temperature of the cabin air near the windows, and a window surface temperature sensor for detecting the surface temperature the window.

In the cooling mode, the output side Coolant pressure (high-pressure side refrigerant pressure) Pd of the compressor 11 According to the present embodiment, the high-pressure side refrigerant pressure of the cycle between the refrigerant discharge side of the compressor 11 and the inlet side of the variable throttle mechanism section 27b for the thermostatic expansion valve 27 , In the other modes of operation, the discharge side refrigerant pressure (high-pressure side refrigerant pressure) is Pd of the compressor 11 According to the present embodiment, the high-pressure side refrigerant pressure of the cycle between the refrigerant discharge side of the compressor 11 and the inlet side of the fixed throttle 14 , It should be noted that the discharge pressure sensor 55 is also included in a general refrigeration cycle to monitor an abnormal increase in the high-pressure side refrigerant pressure.

More specifically, the evaporator temperature sensor detects 56 the temperature of a heat exchanger fin in the interior evaporator 26 , It is obvious that a temperature detecting means for detecting the temperature of another part of the indoor heat exchanger 26 as the evaporator temperature sensor 56 can be used. A temperature detecting means for directly detecting the temperature of a refrigerant flowing into the interior evaporator 26 flows, can also be applied. The values detected by the humidity sensor, the near-window temperature sensor, and the window surface temperature sensor are used to calculate the relative humidity of a window surface RHW.

The input side of the control device 50 the air conditioner also inputs an operating signal from various air conditioner actuation switches located on the service panel 60 are mounted, which is located near the dashboard at the front of the passenger compartment. The air conditioner operation switches located on the operation panel 60 are, for example, an operation switch, an automatic switch, an operation mode selection switch, an air outlet mode selector switch, an air flow rate setting switch for the blower 32 , a passenger compartment temperature setting switch and an economy switch. All of these switches are used to control the air conditioning device for a vehicle 1 to operate.

The automatic switch is used to enter into an automatic control mode of the air conditioning apparatus for a vehicle 1 to arrive or to leave. The cabin temperature setting switch is a target temperature setting device that is operated by the occupant to set a target temperature Tset for the passenger compartment. The economy switch is an energy saving demand device that is turned on by the occupant to output an energy saving request signal for the purpose of conserving energy required for the air conditioning of the passenger compartment.

Further, when the economy switch is turned on, a signal in the EV travel mode is output to the engine control device to reduce the frequency of operation of the engine EG that is operated to assist the travel electric motor.

As with the control device 50 In the case of the air conditioning apparatus, the engine control apparatus (not shown) has a known computer and its peripheral circuits. According to an engine control program stored in the ROM, the engine control device executes various calculations and processes for controlling the operations of the various engine control instruments connected to its output side.

For example, the exhaust side of the engine control device is connected to various engine components that constitute the engine EG. More specifically, the output side of the engine control device is connected to, for example, a starter (not shown) that starts the engine EG and a fuel injection valve drive circuit (not shown) that supplies fuel to the engine EG.

The input side of the engine control device 70 is connected to various engine control sensors, such as a voltmeter (not shown) for detecting the inter-terminal voltage VB of the battery 81 an accelerator opening sensor (not shown) for detecting the degree of accelerator opening Acc and an engine speed sensor (not shown) for detecting the revolving speed Ne of the internal combustion engine.

The control device 50 the air conditioning device and the engine control device are electrically connected and capable of electrically communicating with each other. This allows one of these control devices to control the operations of the instruments connected to their discharge side in accordance with a detection signal or operation signal input to the other control device. For example, the control device 50 of the air conditioning device to operate the engine EG by outputting an engine operation request signal to the engine control device.

The control device 50 the air conditioning device and the engine control device are integral with a control device for controlling various Control target instruments, which are connected to the discharge side, constructed. However, instruments (hardware and software) for controlling the operation of each control target instrument constitute a controller for controlling the operation of each control target instrument.

For example, the elements formed in the control device 50 the air conditioning device are included and controlling the coolant discharge capability of the compressor 11 Serve by controlling the frequency of the AC voltage coming from the inverter 61 is spent with the electric motor 11b for the compressor 11 connected, a compressor control device, and the elements used in the control device 50 the air conditioning device are included and controlling the air blowing ability of the blower 32 Serve by controlling the operation of the blower 32 , which is an air blower, form a blower control device.

The operations of the present embodiment constructed as described above will be described below with reference to FIG 7 described. 7 FIG. 12 shows a flowchart of a control process performed by the air conditioning apparatus for a vehicle 1 is executed according to the present embodiment. Even when a vehicle system is stopped, this control process is carried out as long as electric power is supplied from the battery to the control device 50 the air conditioning device is supplied.

First, step S1 is executed to determine whether the operation switch for the air conditioning device for a vehicle 1 is on (ON), and whether a start switch for pre-air conditioning is switched on. When the determination result obtained at step S1 indicates that either the operation switch for the air conditioning apparatus for a vehicle 1 or the start switch for the pre-air conditioning is turned on, the process proceeds to the step S2.

The start switch for pre-air conditioning is mounted, for example, on a wireless terminal (controller operating as a remote controller) or on a mobile communication device (more specifically, a cellular phone) carried by the occupant. Therefore, the occupant can use the air conditioning apparatus for a vehicle 1 start from a location away from the vehicle.

For example, if the pre-air conditioning start switch mounted on a wireless port is turned on, the vehicle directly receives a pre-air conditioning start signal transmitted from the wireless port and concludes that the pre-air conditioning start switch is on. On the other hand, if the pre-air conditioning start switch mounted on the mobile communication device is turned on, the vehicle directly receives a pre-air conditioning start signal transmitted, for example, by a base station of a cellular telephone, and concludes that the pre-air conditioning start switch is on.

Furthermore, the air conditioning device for a vehicle 1 According to the present embodiment, applied to a Einsteckart hybrid vehicle. Therefore, when electric power is supplied to the vehicle from an external power source, pre-air conditioning is continuously provided until a user of the vehicle issues a command to stop a pre-air conditioning process. On the other hand, if no electrical energy is supplied from an external power source, pre-air conditioning is provided in a continuous manner until the amount of electrical energy stored in the battery 81 remains no greater than a predetermined amount.

Step S2 is executed to initialize, for example, a marker and a timer, and causes, for example, a stepping motor, which is one of the above-mentioned electric actuators, to return to its original position. If the mark is to be initialized, its current status can be maintained depending on the case. The process then proceeds to step S3. In step S3, the operation signals of the operation panel 60 read. The process then proceeds to step S4. The operation signals read at step S3 include a signal indicating the target room temperature (Tset), an air outlet mode selection signal, an air inlet mode selection signal and a signal for adjusting the amount of air discharged from the fan 32 is delivered.

In step S4, vehicle ambient condition signals used for the air conditioning control, namely, the signals generated by the above-mentioned sensors 51 to 57 be captured, read. The process then proceeds to step S5. At step S5, a target blow air temperature TAO for the air blown into the passenger compartment is calculated. In the heating mode, moreover, a target temperature of the heating heat exchanger is also calculated. The target blowing air temperature TAO is calculated from the equation F1 shown below. TAO = Kset × Tset - Kr × Tr - Kam × Tam - Ks × Ts + C (F1) wherein Tset is a cabin temperature set by the passenger room temperature setting switch, Tr is an indoor air temperature detected by the indoor air sensor 51 Tam is an outdoor air temperature detected by the outside air sensor 52 and Ts is the amount of insulation provided by the insulation sensor 53 is detected. Kset, Kr, Kam and Ks are control reinforcements. C is a correction constant.

The setpoint temperature of the heating heat exchanger is basically calculated from equation F1 shown above. However, in some cases, it may be calculated from equation F1 and then corrected to a value less than TAO to reduce the amount of energy consumed.

In subsequent steps S6 to S16, the controlled states of the various instruments associated with the control device 50 the air conditioning device are connected determined. step 6 is executed in accordance with the air conditioning environmental conditions to select the cooling mode, the warming mode, the first dehumidifying mode, or the second dehumidifying mode.

For example, the cooling mode should be selected when the face mode is selected as an air outlet mode. The heating mode, the first dehumidifying mode or the second dehumidifying mode should be selected when the inside air mode is selected as an air intake mode. Further, the heating mode, the first dehumidifying mode, and the second dehumidifying mode should optionally be in accordance with the blown air temperature (evaporator temperature) Te from the indoor evaporator 26 applied by the evaporator temperature sensor 56 is detected.

More specifically, when the blown air temperature Te is higher than a first reference blower air temperature (for example, 0 ° C), the heating mode should be selected since no dehumidification is needed. When the blower air temperature Te is not higher than the first reference blower air temperature and higher than a second reference blower air temperature (for example, -1 ° C), the first dehumidification mode should be selected because dehumidification is needed. When the blower air temperature Te is not higher than the second reference blower air temperature, the second dehumidifying mode should be selected, in which dehumidification takes precedence over heating.

In step S7, the target amount is turned on by the blower 32 blown air. More specifically, a blower motor voltage is determined that is responsive to the electric motor for the blower 32 is to create. A control process executed at step S7 will be described in more detail below with reference to FIG 8th described. First, step S71 is executed to determine whether the automatic switch on the operation panel 60 is turned on.

When the determination result obtained at step S71 does not indicate that the automatic switch is turned on, the flow advances to step S72. Step S72 is executed to determine a blower motor voltage that provides an air flow rate desired by the occupant set by the air flow rate setting switch of the operation panel 60. The process then proceeds to step S8. The air flow rate setting switch according to the present embodiment allows the occupant to sequentially select the positions Lo, M1, M2, M3, and Hi to specify one of five different air flow rates. By successively selecting the positions Lo, M1, M2, M3 and Hi, the fan motor voltage is gradually increased, that is, blower motor voltages of 4 V, 6 V, 8 V, 10 V and 12 V are successively selected.

On the other hand, when the determination result obtained at step S701 indicates that the automatic switch is turned on, the flow proceeds to step S703. In step S703, reference is made to a control table included in the control device 50 the air conditioner is referenced to determine a first blower level (in other words, a preliminary blower level) f (TAO) according to the target blower air temperature TAO determined at step S4.

More specifically, the present embodiment maximizes the first blower height f (TAO) in an extremely low temperature region (maximum cooling region) of the TAO and in an extremely high temperature region (maximum heating region), and controls the air flow rate of the blower 32 essentially maximized. Further, as the TAO increases from the excessively low temperature range to a medium temperature range, the present embodiment decreases the first pilot blower height f (TAO) according to an increase in the TAO, thereby increasing the air flow rate of the blower 32 is reduced.

Moreover, when the TAO decreases from an excessively high temperature range to a medium temperature range, the present embodiment decreases the first blower fan height f (TAO) according to a decrease in the TAO, thereby increasing the blower air flow rate 32 is reduced. Moreover, when the TAO is within a predetermined intermediate temperature range, the present embodiment minimizes the first blower fan height f (TAO) by the blower air flow rate 32 to minimize.

In the next step, which is step S704, a second pre-blower height f (TW) is determined. The second blower height f (TW) is used in the heating mode to control the blower level according to the engine cooling water temperature Tw and the number of excited units of the PTC heater 37 adjust.

In the present embodiment, a map representing the relationship between the engine cooling water temperature Tw and the second pre-blower height f (TW) shown in step S704 is satisfied. More specifically, when the engine cooling water temperature Tw is in a low temperature range lower than a predetermined first reference temperature T1, the blower level is set at a level 0 (zero), that is, the blower 32 is stopped. On the other hand, when the engine cooling water temperature Tw is not less than the first reference temperature T1, a second blower level f (TW) is determined in such a manner that the blower level increases in accordance with an increase in the engine cooling water temperature Tw.

If this is the case, the operation of the blower can 32 be stopped when the heater core 36 can not heat the blown air, since the temperature of the in the heater core 36 flowing cooling water is lower than the first reference temperature T1. This makes it possible to prevent the occupant from feeling inadequate air conditioning when insufficient heated air is blown to the occupant.

In the case discussed above, if the PTC heater 37 is excited, it can heat the blown air even when the engine cooling water temperature Tw is low. In step S704, therefore, the first reference temperature T1 becomes according to an increase in the number of excited units of the PTC heater 37 which is determined at step S12 described below. In other words, an availability factor of the blower 32 with an increase in the power factor of the PTC heater 37 elevated. As a result, the engine cooling water temperature Tw at which the blower increases 32 starting with the operation, starting with an increase in the number of excited units of the PTC heater 37 ,

Further, in a high temperature region in which the engine cooling water temperature Tw is not lower than the first reference temperature T1, the blower level increases at a constant rate according to an increase in the engine cooling water temperature Tw regardless of whether the PTC heater 37 is excited. In other words, when the engine cooling water temperature Tw is not lower than the first reference temperature T1, the degree of increase in the availability factor of the blower 32 with a view to increasing the power factor of the PTC heater 37 less than when the engine cooling water temperature Tw is lower than the first reference temperature T1.

More specifically, when the engine cooling water temperature Tw is lower than the first reference temperature T1 in a situation where the engine cooling water temperature Tw increases, the second pilot level f (TW) is set at the level 0 (zero) to control the operation of the blower 32 to stop. In this case, the setting is made such that the first reference temperature T1 successively decreases from 40 ° C through 37 ° C and 34 ° C to 30 ° C when the number of excited units of the PTC heater 37 increases from 0 (zero) over 1 and 2 to 3.

On the other hand, when the engine cooling water temperature Tw is not lower than the first reference temperature T1, the second pilot level f (TW) becomes an increase in the engine cooling water temperature Tw regardless of the number of excited units of the PTC heater 37 gradually increased. When the engine cooling water temperature Tw increases to a second reference temperature T2 (for example, 70 ° C) or more, the second pilot blower level f (TW) is set to a maximum value (for example, level 30).

Moreover, when the engine cooling water temperature Tw is not higher than a third reference temperature T3 (for example, 65 ° C) in a situation where the engine cooling water temperature Tw decreases, the second pilot level f (TW) is gradually decreased with a decrease in the engine cooling water temperature Tw When the engine cooling water temperature Tw is less than a fourth reference temperature T4 and is not less than a fifth reference temperature T5, the second pilot level f (TW) is set to an excessively small value (for example, level 1).

In the case explained above, adjustment is made so that the fourth reference temperature T4 successively decreases from 36 ° C through 33 ° C and 30 ° C to 26 ° C when the number on excited units of the PTC heater 37 increases from 0 to 1 and 2 to 3. The setting is also made such that the fifth reference temperature T5 successively decreases from 29 ° C above 26 ° C and 23 ° C to 19 ° C as the number of excited units of the PTC heater increases 37 ° from 0 through 1 and 2 3 increases.

When the engine cooling water temperature Tw is less than the fifth reference temperature T5, the second pilot level f (TW) is set to 0 to stop the operation of the fan 32 to stop. The relationship between the first to fifth reference temperatures is such that T2>T3>T1>T4> T5. The differences between the reference temperatures are set as a hysteresis width to avoid so-called control hunting.

The next step, which is step S705, is executed to determine whether the air outlet mode determined in step S9 described below is one of the following modes: the foot mode, the two-level mode, and the foot / defrost mode. Mode is. When the determination result obtained at step S705 indicates that the air outlet mode is either the foot mode, the two-level mode (ZN), or the foot / defrost mode (F / E), the flow advances to step S706.

In step S706, reference is made to the control table included in the control device 50 the air conditioning device is stored, referenced to determine an additional fan level f (temperature setting) according to the cabin temperature setting Tset selected by the cabin temperature setting switch. The additional blower level f (temperature setting) is a value used in the warm-up mode to set the blower level according to the cabin temperature setting Tset.

More specifically, when the passenger compartment temperature setting Tset is lower than 26 ° C at the step S706, the additional fan level f (temperature setting) is set to a minimum value (level 1). On the other hand, when the cabin temperature setting Tset is not lower than 26 ° C, the additional fan level f (temperature setting) is increased with an increase in the passenger compartment temperature setting Tset. When the passenger compartment temperature setting Tset is higher than 30 ° C, the additional fan level f (temperature setting) is set to a maximum value (level 10).

In step S707, the first pilot blower level f (TAO) determined in step S703 is calculated with the sum of the second pilot blower level f (TP) determined in step S704 and the additional blower level f (temperature setting) Step S706 is determined. The smaller of these two values is then determined as the current blower level (actual blower level), and the process proceeds to step S708.

In step S708, reference is made to the control table included in the control device 50 the air conditioning device is stored, referenced to determine the blower motor voltage according to the current blower level determined at step S707. The process then proceeds to step S8.

More specifically, when the blower level is lower than the level 1 in step S708, the blower motor voltage is set to a voltage of 0V. On the other hand, if the blower level is not lower than the level 1, the blower voltage is increased with an increase in the blower level. If the blower level is higher than level 30, the blower voltage is set to a maximum voltage (12V).

In addition, if the determination result obtained in step S705 does not indicate that the air outlet mode is one of the following modes: foot mode, two-level mode, and foot / defrost mode, the flow advances to step S709.

At step S709, the first pilot level f (TAO) determined at step S703 is determined as the current blower level. The process then proceeds to step S710. In other words, when the air outlet mode is neither the foot mode nor the two-level mode nor the foot / defrost mode, that is, when the warming mode is not selected, the first blower level f (TAO) is determined as the current blower level, without Considering the second Vorgebläseniveau f (TW) for adjusting the fan level in the heating mode.

In step S710, reference is made to the control table stored in the control device 50 the air conditioning device is stored, referenced to determine the blower motor voltage according to the current blower level determined in step S709, as in step S708. The process then proceeds to step S8. The control table used in step S710 is not described because it is the same as the control table used in step S708.

In step S8, the air intake mode is determined, that is, the status of the indoor / Outside air changing box. On the in the control device 50 The air conditioner stored control table is also referenced to determine the air intake mode according to the TAO. In the present embodiment, the outside air mode that introduces the outside air is preferably selected under normal conditions. However, if, for example, a high cooling capacity is to be provided, since the TAO is in an extremely low temperature range, the inside air mode that introduces the inside air is selected. An alternative is to provide an exhaust gas concentration detecting device for detecting the exhaust gas concentration in the outside air, and to select the inside air mode when the exhaust gas concentration is not lower than a predetermined reference concentration.

In step S9, the air outlet mode is determined. A control process executed in the step S9 will be described below in detail with reference to FIG 9 described. First of all, in step S91, in the control device 50 control table stored in the air conditioner to determine a pilot air outlet mode f1 (TAO) according to the TAO. More specifically, in a situation where the TAO increases, the face mode is selected when the TAO ≤ first predetermined temperature T'1 (for example, 30 ° C), the two-level mode is selected when the first predetermined temperature T1 < TAO ≦ second predetermined temperature T'2 (for example, 40 ° C), and the foot mode is selected when the second predetermined temperature T'2 <TAO.

On the other hand, in a situation where the TAO decreases, the foot mode is selected when a third temperature T'3 (for example, 38 ° C) ≤ TAO, the two-level mode is selected when a fourth predetermined temperature T'4 (FIG. 27 ° C) ≤ TAO <third predetermined temperature T'3, and the foot mode is selected when the TAO <fourth predetermined temperature T'4. The relationship between the first through fourth predetermined temperatures is such that T'4 <T'1 <T'3 <T'2. The differences between the reference temperatures are set as a hysteresis width to avoid so-called control hunting.

The next step, which is step S92, is executed to determine whether the pilot air outlet mode f1 (TAO) is the face mode. When the determination result obtained at step S92 indicates that the pilot air outlet mode f1 (TAO) is the face mode, the flow advances to step S93.

On the other hand, if the determination result obtained in step S92 does not indicate that the pilot air outlet mode f1 (TAO) is the face mode, the flow advances to step S94. The step S94 is executed to determine whether the blower level determined at the step S76 or the step S78 is not higher than the level 1, that is, the air flow rate of the blower 32 is extremely low.

If the determination result obtained at step S94 indicates that the blower level is not higher than level 1, the flow advances to step S95. In step S95, the defrosting mode is determined as the current air outlet mode. The process then proceeds to step S10. On the other hand, when the determination result obtained at step S94 indicates that the blower level is higher than level 1, the flow advances to step S93.

In step S93, the test air outlet mode f1 (TAO) determined at step S91 is determined as the current air outlet mode. The process then proceeds to step S10.

In step S10, the target opening SW of the air mix door 38 according to the TAO calculated with the blower air temperature Te from the indoor evaporator 26 passing through the evaporator temperature sensor 56 is detected, and with a heater temperature.

The heater temperature is a value that is determined according to the heating capability of the heater (heater core 36 , Inner condenser 12 and PTC heater 37 ) determined in the heating cooling air path 33 is arranged. In general, the engine cooling water temperature Tw may be applied as the value of the heater temperature. Accordingly, the target opening SW can be calculated from the equation F2 shown below. SW = [(TAO-Te) / (Tw-Te)] × 100 (%) (F2)

If SW = 0 (%), this represents a maximum cooling position of the air mix door 38 wherein the cooling air bypass path 34 is completely open and the warming cooling air path 33 is completely closed. On the other hand, when SW = 100 (%), this represents a maximum heating position of the air mix door 38 wherein the cooling air bypass path 34 is completely closed and the warming cooling air path 33 is completely open.

In step S11, the refrigerant discharge capability of the compressor becomes 11 (more precisely, the speed of the compressor 11 ) certainly. A basic method for determining the speed of the compressor 11 is described below. In the cooling mode, for example, the control table is in the control device 50 of the air conditioner, referenced to a target blow air temperature TEO for the blower air temperature Te from the indoor evaporator 26 in accordance with, for example, the TAO determined at step S4.

Thereafter, a deviation En (TEO-Te) between the target blower air temperature TEO and the blower air temperature Te is calculated. A deviation change rate Edot (En - (En - 1)) is then determined by subtracting a previously calculated deviation En - 1 from the currently calculated deviation En. The deviation change rate Edot (En- (En-1)) is finally used to determine the amount of speed change Δf_C from the previous compressor speed fCn-1 according to a fuzzy inference based on membership functions and rules set forth in the control device 50 the air conditioning device are stored.

Furthermore, in the heating mode, in the first dehumidifying mode and in the second dehumidifying mode, the control table shown in the control apparatus 50 the air conditioner is stored, referenced to previously determine the target high pressure PDO for the discharge side refrigerant pressure (high pressure side refrigerant pressure) Pd, for example, with the heating heat exchanger target temperature determined at step S4.

Thereafter, the deviation Pn (PDO-Pd) between the target high pressure PDO and the discharge-side refrigerant pressure Pd is calculated. A deviation change rate Pdot (Pn - (Pn-1)) is then determined by subtracting a previously calculated deviation Pn-1 from the currently calculated deviation Pn. The deviation change rate Pdot (Pn - (Pn-1)) is finally used to determine the amount of speed change Δf_H from a previous one compressor speed fHn-1 according to a fuzzy inference based on membership functions and rules set forth in the control device 50 the air conditioning device are stored.

A second control process executed at step S11 will be described in more detail below with reference to FIG 10 described. First, at step S111, the amount of speed change Δf_C in the cooling mode (cooling cycle) is determined. A fuzzy rules table used as a set of rules is under step S111 in FIG 10 shown. This control table determines the Δf_C in such a way that frost formation on the interior evaporator 26 is prevented according to a deviation mentioned above En and a deviation change rate Edot.

In step S112, the amount of speed change Δf_H is determined in the heating mode (HOT cycle), the first dehumidifying mode (DRY_EVA cycle), and the second dehumidifying mode (DRY_ALL cycle). A fuzzy rules table used as a set of rules is under step S112 in FIG 10 shown. This control table determines the Δf_H in such a manner as to avoid an abnormal increase of the high-pressure side refrigerant pressure Pd according to the above-mentioned deviation Pn and a deviation change rate Pdot.

The next step, which is step S113, is executed to determine whether the operation mode determined at step S6 is the cooling mode. When the determination result obtained at step S113 indicates that the operation mode determined at step S6 is the cooling mode, the flow advances to step S114. In step S114, the amount of speed change Δf in the compressor becomes 11 determined as Δf_C. The process then proceeds to step S116.

On the other hand, if the determination result obtained in step S113 does not indicate that the operation mode determined in step S6 is the cooling mode, the flow advances to step S115. In step S115, the amount of speed change Δf in the compressor becomes 11 determined as Δf_H. The process then proceeds to step S116.

In step S116, the amount of speed change Δf is added to a previous compressor speed fn-1. The resulting value is determined as the current compressor speed fn. The process then proceeds to step S12. A trial compressor revolution speed determination at step S119 is not executed every control cycle τ, but is executed at predetermined control intervals (at one-second intervals in the present embodiment).

In step S12, the number of excited units of the PTC heater 37 and the operating state of the electric heater determines to clear a fogged window. For example, if the heating heat exchanger target temperature is not obtained even if the target opening SW for the air mix door 38 has the size of 100% in the heating mode in a situation where the PTC heater is to be excited in step S6, the number of excited units of the PTC heater should be 37 be determined according to the difference between the inside air temperature Tr and the heating heat exchanger target temperature.

Further, if it is highly probable that the windows will fog due to the humidity and the temperature in the passenger compartment, or if the windows are already fogged, the electric heater is energized to combat a fogged window.

More specifically, when the cooling mode is determined as the operation mode, all the solenoid valves are de-energized, as shown in the table of FIG 11 is shown. When the heating mode is determined as the operating mode, the three-way electric valve becomes 13 , the high voltage solenoid valve 20 and the low voltage solenoid valve 17 while the remaining solenoid valves 21 . 24 are de-energized.

When the first dehumidifying mode is determined as the operation mode, the three-way electric valve becomes 13 , the low voltage solenoid valve 17 , the dehumidification solenoid valve 24 and the heat exchanger shut-off solenoid valve 21 whereas the high voltage solenoid valve is energized 20 is de-energized. When the second dehumidifying mode is determined as the operation mode, the three-way electric valve becomes 13 , the low voltage solenoid valve 17 and the dehumidification solenoid valve 24 while the remaining solenoid valves 20 . 21 be de-energized.

In other words, the present embodiment is constructed such that the power supply to at least one of the solenoid valves 13 to 24 is switched off regardless of which operating mode is selected for the Kühlmittelschaltungswahlzwecke. This allows the total energy consumption of the solenoid valves 13 to 24 decrease according to the present embodiment.

In step S114, the control device outputs 50 the air conditioning device control signals and control voltages to various instruments 61 . 13 . 17 . 20 . 21 . 24 . 16a . 32 . 62 . 63 . 64 to provide the controlled conditions determined at steps S6 to S13. For example, a control signal to the inverter 61 of the electric motor 11b for the compressor 11 output, so the speed of the compressor 11 coincides with the determined at the step S11 speed.

Subsequently, step S15 is executed to await a control cycle τ. If it is determined that the control cycle τ has elapsed, the flow advances to step S16. In the present embodiment, it is assumed that the control cycle τ is 250 ms. The reason is that the passenger compartment air conditioning control is not adversely affected even if it is executed at a slower control cycle than, for example, the engine control. In addition, the communication amount for the passenger compartment air conditioning control may be limited to provide an appropriate communication amount for an engine control system or other control system that must perform a high-speed control.

When overcharging occurs due to excessive power supply from an external source in a situation where the applied vehicle is a plug-in type hybrid vehicle according to the present embodiment, or another vehicle is the battery 61 can apply to store electrical energy that is supplied by the external power source, a problem occurs with the battery 81 when it generates heat, emits smoke, ignites or deteriorates. In order to avoid such a problem, the engine control device controls the amount of electric power to be supplied from the external power source according to a request, that is, the amount of electric power to be supplied from the external power source according to, for example, a detection signal. generated by a wattmeter for detecting the amount of electrical energy supplied by the external power source.

Furthermore, when overcharging occurs due to excessive power consumption of the electrically powered instruments 11 . 16a . 32 . 40a the air conditioning device for a vehicle 1 , a problem with the battery 81 since their useful life is shortened even when electric power is supplied from the external power source. If so, the controller performs 50 of the air conditioning apparatus according to the present embodiment, the step S16 to output a signal to the engine control device for changing its requested electric power, when the air conditioning device for a vehicle 1 is operated while electrical energy is supplied from the external power source.

As the air conditioning device for a vehicle 1 According to the present embodiment, in the manner described above, it operates as described below depending on the operation mode selected in the control step S6.

(a) Cooling mode (cooling cycle, see Fig. 1)

In the cooling mode, the control device is de-energized 50 the air conditioning all solenoid valves. Therefore, the electric three-way valve connects 13 the coolant outlet side of the inner condenser 12 with the one Kühlmitteleinströmauslass the first three-way connection 15 , Furthermore, the low voltage solenoid valve closes 17 , opens the high voltage solenoid valve 20 , opens the heat exchanger shut-off solenoid valve 21 and closes the dehumidification solenoid valve 24 ,

Consequently, a vapor compression type refrigeration cycle is formed as indicated by the arrows in FIG 1 is shown, so that the coolant in a sequential manner from the compressor 11 through the inner condenser 12 , the electric three-way valve 13 , the first three-way connection 15 , the outdoor heat exchanger 16 , the second three-way connection 19 , the high voltage solenoid valve 20 , the second check valve 22 , the variable throttle mechanism section 27b of the thermostatic expansion valve 27 , the fourth three-way connection 25 , the indoor evaporator 26 , the thermosensitive section 27a of the thermostatic expansion valve 27 , the fifth three-way connection 28 and the memory 29 to the compressor 11 circulated.

In the cooling circuit described above, in the cooling mode, the coolant flowing from the three-way electric valve flows 13 to the first three-way connection 15 does not flow to the low voltage solenoid valve 17 because the low voltage solenoid valve 17 closed is. Further, the coolant flowing from the outdoor heat exchanger flows 16 to the second three-way connection 19 does not flow to the heat exchanger shut-off solenoid valve 21 since the dehumidification solenoid valve 24 closed is. In addition, the coolant flowing out of the variable throttle mechanism portion flows 27b of the thermostatic expansion valve 27 does not pour out, to the dehumidification solenoid valve 24 since the dehumidification solenoid valve 24 closed is. In addition, the coolant flowing from the thermosensitive portion flows 27a of the thermostatic expansion valve 27 to the fifth three-way connection 28 flows, not to the second check valve 22 due to a process passing through the second check valve 22 is performed.

Consequently, the coolant passing through the compressor 11 is compressed, cooled by the heat exchange with the forced air (air). After passing through the interior evaporator 26 when it has entered, it becomes the outdoor heat exchanger 16 forwarded, further cooled by the heat exchange with the outside air and through the thermostatic expansion valve 27 decompresses and expands. The low-pressure coolant that passes through the thermostatic expansion valve 27 is decompressed, flows into the interior evaporator 26 and evaporates while absorbing heat from the air passing through the blower 32 is blown. In this way, the blown air passing through the interior evaporator 26 occurs, cooled.

In the case explained above, the opening of the air mixing door 38 set as mentioned above. Therefore, a part (or the entirety) of the blown air flows through the inside evaporator 26 is cooled from the Kühlluftbypasspfad 34 in the mixing room 35 , Further, a part (or the entirety) of the blown air flows through the inside evaporator 26 is cooled, in the warming cooling air path 33 , is reheated when passing through the heater core 36 , the inner condenser 12 and the heater core 36 occurs, and then flows into the mixing room 35 ,

Consequently, the temperature of the air to be blown into the passenger compartment, after this in the mixing room 35 has been mixed, set to a desired height for cooling the passenger compartment. The cooling mode has an excellent ability to dehumidify the blown air, but hardly provides a heating ability.

The coolant that comes out of the interior evaporator 26 streams out, streams into the store 29 through a thermosensitive section 61a of the thermostatic expansion valve 27 , A refrigerant in the gas phase resulting from the gas-liquid separation in the store 29 is derived in the compressor 11 taken in and compressed again.

In the cooling circuit described above, in the cooling mode, two separate portions of the coolant flow path are within the cooling cycle 10 in communication with each other, like this 1 obviously. Expressed differently is a blocking circuit (blocking circuit) that does not interfere with a separate section in the coolant flow path within the refrigeration cycle 10 is in communication, not formed in the cooling circuit in the cooling mode.

(b) Heating mode (hot cycle, see Fig. 2)

In the heating mode, the control device is energizing 50 the air conditioning device, the electrical three-way valve 13 , the high voltage solenoid valve 20 and the low voltage solenoid valve 17 and de-energises the remaining solenoid valves 21 . 24 , Therefore, the electric three-way valve connects 13 the coolant outlet side of the inner condenser 12 with the coolant inlet side of the fixed throttle 14 , Furthermore, the low voltage solenoid valve opens 17 , closes the high voltage solenoid valve 20 , opens the heat exchanger shut-off solenoid valve 21 and closes the dehumidification solenoid valve 24 ,

Consequently, a refrigerant cycle (refrigeration cycle) of the vapor compression type is formed, as indicated by the arrows in FIG 2 is shown, so that the coolant sequentially from the compressor 11 through the inner condenser 12 , the electric three-way valve 13 , the fixed throttle 14 , the third three-way connection 23 , the heat exchanger shut-off solenoid valve 21 , the second three-way connection 19 , the outdoor heat exchanger 16 , the first three-way connection 15 , the low voltage solenoid valve 17 , the first check valve 18 , the fifth three-way connection 28 and the accumulator 29 to the compressor 11 circulated.

In the above-described coolant circuit (coolant circuit), in the heating mode, the coolant flowing from the fixed throttle flows 14 to the third three-way connection 23 does not flow to the dehumidification solenoid valve 24 since the dehumidification solenoid valve 24 closed is. Furthermore, the coolant flowing from the heat exchanger shut-off solenoid valve flows 21 to the second three-way connection 19 does not flow to the high voltage solenoid valve 20 because the high voltage solenoid valve 20 closed is. Further, the coolant flowing from the outdoor heat exchanger flows 16 to the first three-way connection 15 does not flow to the three-way electric valve 13 because the electric three-way valve 13 between the coolant outlet side of the inner condenser 12 and the coolant inlet side of the fixed throttle 14 connected is. In addition, the coolant flowing from the first check valve flows 18 to the fifth three-way connection 28 does not flow to the thermostatic expansion valve 27 since the dehumidification solenoid valve 24 closed is.

Consequently, the coolant passing through the compressor 11 is compressed in the inner condenser 12 cooled by a heat exchange with the blown air coming from the blower 32 is delivered. Consequently, the blown air passing through the inner condenser 12 occurs, warms. In this case, the opening of the air mixing door 38 set. Therefore, as in the cooling mode, the temperature of the air blown into the passenger compartment after being in the mixing room 35 has been mixed, set to a desired level for heating the passenger compartment. The heating mode has no function of dehumidifying the blown air.

The coolant coming out of the inner condenser 12 flows out, flows into the outdoor heat exchanger 16 after passing through the fixed throttle 14 has been decompressed. The coolant that enters the outdoor heat exchanger 16 flows in while evaporating heat from the outside air coming from the outside of the passenger compartment through the blower fan 16a is blown. The coolant that comes from the outdoor heat exchanger 16 flows out, flows into the memory 29 through the low voltage solenoid valve 17 , the first check valve 18 and the same. A refrigerant of the gas phase resulting from the gas-liquid separation in the memory 29 is derived in the compressor 11 taken in and compressed again.

(c) First dehumidification mode (DRY_EVA cycle, see Fig. 3)

In the first dehumidifying mode, the controller excites 50 the air conditioning device, the electrical three-way valve 13 , the low voltage solenoid valve 17 , the heat exchanger shut-off solenoid valve 21 and the dehumidification solenoid valve 24 on and de-energizes the high voltage solenoid valve 20 , Therefore, the electric three-way valve connects 13 the coolant outlet side of the inner condenser 12 with the coolant inlet side of the fixed throttle 14 , Furthermore, the low voltage solenoid valve opens 17 , opens the high voltage solenoid valve 20 , closes the heat exchanger shut-off solenoid valve 21 and opens the dehumidification solenoid valve 24 ,

Consequently, a vapor compression type refrigeration cycle is formed as indicated by the arrows in FIG 3 is shown, so that the coolant sequentially from the compressor 11 through the inner condenser 12 , the electric three-way valve 13 , the fixed throttle 14 , the third three-way connection 23 , the dehumidification solenoid valve 24 , the fourth three-way connection 25 , the indoor evaporator 26 , the thermosensitive section 27a of the thermostatic expansion valve 27 , the fifth three-way connection 28 and memory 29 to the compressor 11 circulated.

In the above-described refrigerating cycle (cooling circuit), in the first dehumidifying mode, the refrigerant flowing from the fixed throttle flows 14 to the third three-way connection 23 does not flow to the heat exchanger shut-off solenoid valve 21 because the heat exchanger shut-off solenoid valve 21 closed is. Furthermore, the coolant flowing from the dehumidification solenoid valve flows 24 to the fourth three-way connection 25 does not flow to the variable throttle mechanism section 27b of the thermostatic expansion valve 27 due to a process passing through the second check valve 22 is performed. In addition, the coolant flowing from the thermosensitive portion flows 27a of the thermostatic expansion valve 27 to the fifth three-way connection 28 flows, not to the first check valve 18 due to a process passing through the first check valve 18 is performed.

Consequently, the coolant passing through the compressor 11 is compressed in the inner condenser 12 cooled by a heat exchange with the blown air (cooling air) after passing through the interior evaporator 26 has entered. This ensures that the air blown through the inner condenser 12 occurs, is heated. The coolant coming from the inner condenser 12 flows out, flows into the interior evaporator 26 after passing through the fixed throttle 14 has been decompressed.

The low pressure coolant entering the inside evaporator 26 flows in, evaporates, passing heat from the air through the blower 32 is blown. This ensures that the air blown through the interior evaporator 26 occurs, is cooled and dehumidified. Therefore, the blown air passing through the interior evaporator 27 cooled and dehumidified, reheated as it passes through the heater core 36 , the inner condenser 12 and the heater core 36 occurs, and gets out of the mixing room 35 blown out into the passenger compartment. In other words, the passenger compartment can be dehumidified. The first dehumidifying mode may perform a function of dehumidifying the blown air, but has limited heating capability.

The coolant that comes out of the interior evaporator 26 flows out, flows into the memory 29 through the thermosensitive section 61a of the thermostatic expansion valve 27 , A refrigerant in the gas phase resulting from the gas-liquid separation in the store 29 is derived in the compressor 11 taken in and compressed again.

(d) Second dehumidification mode (DRY_ALL cycle, see Fig. 4)

In the second dehumidifying mode, the controller excites 50 the air conditioning device, the electrical three-way valve 13 , the low voltage solenoid valve 17 and the dehumidification solenoid valve 24 and de-energises the remaining solenoid valves 20 . 21 , Therefore, the electric three-way valve connects 13 the coolant outlet side of the inner condenser 12 with the coolant inlet side of the fixed throttle 14 , Furthermore, the low voltage solenoid valve opens 17 , opens the high voltage solenoid valve 20 , opens the heat exchanger shut-off solenoid valve 21 and opens the dehumidification solenoid valve 24 ,

Consequently, a vapor compression type refrigeration cycle is formed as indicated by the arrows in FIG 4 is shown, so that the coolant sequentially from the compressor 11 through the inner condenser 12 , the electric three-way valve 13 , the fixed throttle 14 , the third three-way connection 23 , the heat exchanger shut-off solenoid valve 21 , the second three-way connection 19 , the outdoor heat exchanger 16 , the first three-way connection 15 , the low voltage solenoid valve 17 , the first check valve 18 , the fifth three-way connection 28 and the memory 29 to the compressor 11 Also, the coolant circulates sequentially from the compressor 11 through the inner condenser 12 , the electric three-way valve 13 , the fixed throttle 14 , the third three-way connection 23 , the dehumidification solenoid valve 24 , the fourth three-way connection 25 , the indoor evaporator 26 , the thermosensitive section 27a of the thermostatic expansion valve 27 , the fifth three-way connection 28 and the memory 29 to the compressor 11 circulated.

In other words, in the second dehumidifying mode, the coolant flowing from the fixed throttle flows 14 to the third three-way connection 23 flows to the heat exchanger shut-off solenoid valve 21 and to the dehumidification solenoid valve 24 , Further, the coolant flowing from the first check valve flows 18 the fifth three-way connection 28 flows and the coolant coming from the thermosensitive section 27a of the thermostatic expansion valve 27 to the fifth three-way connection 28 so that it flows to the fifth three-way connection 28 converge and to the store 29 stream.

In the above-described cooling circuit, in the second dehumidifying mode, the coolant discharged from the outdoor heat exchanger flows 16 to the first three-way connection 15 does not flow to the three-way electric valve 13 because the electric three-way valve 13 between the coolant outlet side of the inner condenser 12 and the coolant inlet side of the fixed throttle 14 connected is. Furthermore, the coolant flowing from the dehumidification solenoid valve flows 24 to the fourth three-way connection 25 does not flow to the variable throttle mechanism section 27b of the thermostatic expansion valve 27 due to a process passing through the second check valve 22 is performed.

Consequently, the coolant passing through the compressor 11 is compressed in the inner condenser 12 cooled by the heat exchange with the blown air (cooling air) after passing through the indoor evaporator 26 has entered. This ensures that the air blown through the inner condenser 12 occurs, is heated. The coolant coming out of the inner condenser 12 flows out through the fixed throttle 14 decompressed. The decompressed refrigerant then branches to the third three way junction 23 and flows into the outdoor heat exchanger 16 and in the interior evaporator 26 ,

The coolant that enters the outdoor heat exchanger 16 flows, evaporates when it absorbs heat from the outside air, from the outside of the passenger compartment through the blower fan 16a is blown. The coolant that comes from the outdoor heat exchanger 16 flows out into the fifth three-way connection 28 through the low voltage solenoid valve 17 , the first check valve 18 and the same. The low pressure coolant entering the inside evaporator 26 flows, evaporates, absorbing heat from the air (absorbed) from the blower 32 is blown. This ensures that the air blown through the interior evaporator 26 occurs, is cooled and dehumidified.

Consequently, the blown air passing through the interior evaporator 26 cooled and dehumidified, reheated as it passes through the heater core 36 , the inner condenser 12 and the heater core 36 occurs, and gets out of the mixing room 35 blown into the passenger compartment. In this case, the second dehumidifying mode is different from the first dehumidifying mode in that the former enables the inner condenser 12 releases the heat passing through the outdoor heat exchanger 16 is absorbed. Therefore, the second dehumidifying mode can heat the blower air to a higher temperature than in the first dehumidifying mode. In other words, the second dehumidifying mode may provide dehumidification and heating at one time, ie, it provides dehumidifying capability while providing high heating capability.

In addition, the coolant that flows out of the interior evaporator flows 26 has flowed out, in the fifth three-way connection 28 , connects to the coolant that comes from the outdoor heat exchanger 16 flows out, and flows into the store 29 , A refrigerant of the gas phase resulting from the gas-liquid separation in the memory 29 is derived in the compressor 11 taken in and compressed again.

Moreover, as described above, both the refrigerant cycle (the cooling circuit) in the cooling mode, the cooling circuit in the heating mode, and the cooling circuit in the first dehumidifying mode can be expressed as a cooling circuit in a single heat exchanger mode in which the coolant, the coolant, or the like in the compressor 11 in to either the outdoor heat exchanger 16 or the indoor heat exchanger (or more specifically, the indoor condenser 12 and the interior evaporator 26 ) is distributed. On the other hand, in the second dehumidifying mode, the cooling circuit may be expressed as a cooling circuit in a complex heat exchanger mode in which the refrigerant flowing into the compressor 11 is taken in, to both the outdoor heat exchanger 16 as well as the indoor heat exchanger (or more specifically the indoor evaporator 26 ) is distributed.

When the air conditioning apparatus for a vehicle according to the present embodiment operates as described above, it provides the excellent advantages discussed below.

First, as described with reference to the control steps S706 to S708, the higher the cabin temperature setting Tset set by the cabin temperature setting switch is, the larger the certain additional blower level f (temperature setting). Therefore, the blower motor voltage can be increased with an increase in the cabin temperature setting Tset that is desirably set by the occupant. This means that the disposition factor of the blower 12 can be increased when the passenger compartment temperature setting Tset increases.

Consequently, the air flow rate can be increased according to the intention of the occupant even when the engine cooling water temperature is low. Thus, improved comfort for the occupant can be provided when the occupant desires to increase the air flow rate if the engine cooling water temperature is low.

Moreover, in step S707, the first pilot level f (TAO) determined in step S703 and the sum of the second pilot level f (TW) determined in step S704 and the additional blower level f (temperature setting ) determined in step S706 is compared to determine the smaller of these two values as the current fan level. Therefore, an excessive increase in the air flow rate can be avoided when the passenger compartment temperature setting Tset is excessively increased by the occupant. Furthermore, since an excessive increase of the air flow rate is avoided, it is also possible to avoid an excessive decrease in the temperature of the forced air.

Second embodiment

A second embodiment of the present invention is described below with reference to FIG 12 described. The second embodiment is achieved by the control aspect of the blower 32 according to the first embodiment described above is modified.

The control aspect of the fan 32 according to the second embodiment is described below with reference to 12 described. 12 shows a flowchart of a control process, the in 8th corresponds to the shown control process, which reproduces the first embodiment. First, step S721 is executed to determine whether the automatic switch on the operation panel 60 is turned on, as is the case in the first embodiment. When the determination result obtained at step S721 does not indicate that the automatic switch is turned on, the flow advances to step S722. Step S722 is performed to determine the blower motor voltage, which provides an air flow rate desired by the occupant and that provided by the air flow rate adjustment switch and the service panel 60 is set, as is the case in the first embodiment. At the completion of step S722, the flow advances to the step 8th further.

On the other hand, when the determination result obtained at step S721 indicates that the automatic switch is turned on, the flow advances to step S723. Step S723 is executed to determine whether the economy switch on the operation panel 60 is switched on (whether a profitability mode is selected).

When the determination result obtained at step S723 does not indicate that the economy switch is turned on, the flow advances to step S724. In step S724, the control table stored in the control device 50 the air conditioner is stored, referenced to determine a first pilot level f1A (TAO) according to the target blower air temperature TAO determined at step S4.

More specifically, the present embodiment maximizes the first pilot level f1A (TAO) in an extremely low temperature range (maximum cooling range) of the TAO and in an extremely high temperature range (maximum heating range), and performs control in which the air flow rate of the blower 32 is essentially maximized. Further, as the TAO increases from the extremely low temperature range to a medium temperature range, the present embodiment decreases the first pilot level f1A (TAO) according to an increase in TAO, thereby increasing the air flow rate of the blower 32 is reduced.

Moreover, when the TAO decreases from the excessively high temperature range to the middle temperature range, the present embodiment decreases the first pilot air level f1A (TAO) according to a decrease in the TAO, thereby increasing the air flow rate of the blower 32 is reduced. Moreover, when the TAO is within a predetermined average temperature range, the present embodiment minimizes the first pilot air level f 1A (TAO) to the air flow rate of the blower 32 to minimize.

In the next step, which is step S725, a second pilot level f2A (TW) is determined. The second pilot level f2A (TW) is used in the heating mode to control the blower level according to the engine cooling water temperature Tw and the number of excited units of the PTC heater 37 adjust.

In the present embodiment, a map representing the relationship between the engine cooling water temperature Tw and the second pilot air level f3A (TW) is satisfied as shown at step S725. More specifically, when the engine cooling water temperature Tw is in a low temperature range lower than a first predetermined reference temperature T1, the blower level is set to a level 0, that is, the blower 32 is stopped. On the other hand, when the engine cooling water temperature Tw is not lower than the first reference temperature T1, the second blower level f2A (TW) is determined in such a manner that the blower level increases in accordance with an increase in the engine cooling water temperature Tw.

If this is the case, the operation of the blower can 32 be stopped when the heater core 36 not be able to heat the blown air, as the temperature of the cooling water in the heater core 36 flows lower than the first reference temperature T1. This makes it possible to prevent the occupant from feeling inadequate air conditioning because insufficient heated air is blown to the occupant.

In the case mentioned above, if the PTC heater 37 is excited, it can heat the blown air even when the engine cooling water temperature Tw is low. In step S725, therefore, the first reference temperature T1 becomes the increase the number of excited units of the PTC heater 37 which is determined at step S12 described below. In other words, the availability factor of the blower 32 increases with an increase in the power factor of the PTC heater 37 , As a result, the engine cooling water temperature Tw at which the blower increases 32 begins to run off with an increase in the number of excited units of the PTC heater 37 ,

Further, in a high-temperature region where the engine cooling water temperature Tw is not lower than the first reference temperature T1, the blower level increases at a constant rate according to an increase in the engine cooling water temperature Tw regardless of whether the PTC heater 37 is excited. In other words, when the engine cooling water temperature Tw is not lower than the first reference temperature T1, the degree of increase in the availability factor of the blower 32 in terms of increasing the power factor of the PTC heater 37 less than when the engine cooling water temperature Tw is lower than the first reference temperature T1.

More specifically, when the engine cooling water temperature Tw is lower than the first reference temperature T1 in a situation where the engine cooling water temperature Tw increases, the second pilot level f2A (TW) is set to a level 0 to the operation of the blower 32 to stop. In this case, the setting is made so that the first reference temperature T1 successively decreases from 40 ° C through 37 ° C and 34 ° C to 30 ° C when the number of excited units of the PTC heater 37 increases from 0 to 1 and 2 to 3.

On the other hand, when the engine cooling water temperature Tw is not lower than the first reference temperature T1, the second pilot level f2A (TW) is gradually increased with an increase in the engine cooling water temperature Tw regardless of the number of excited units of the PTC heater 37 , When the engine cooling water temperature Tw rises to a second reference temperature T2 (for example, 70 ° C) or more, the second pilot blower level f2A (TW) is set as a maximum value (for example, level 30).

In addition, when the engine cooling water temperature Tw is not higher than a third reference temperature T3 (eg, 65 ° C) in a situation where the engine cooling water temperature Tw decreases, the second pilot air level f2A (TW) is gradually decreased with a decrease in the engine cooling water temperature Tw Internal combustion engine cooling water temperature Tw is lower than a fourth reference temperature T4 and is not lower than a fifth reference temperature T5, the second Vorgebläseniveau f2A (TW) is set to an extremely low value (for example, level 1).

In the above-explained case, the setting is made so that the fourth reference temperature T4 successively decreases from 36 ° C above 33 ° C and 30 ° C to 26 ° C when the number of excited units of the PTC heater 37 increases from 0 to 1 and 2 to 3. The setting is also made such that the fifth reference temperature T5 successively decreases from 29 ° C above 26 ° C and 23 ° C to 19 ° C when the number of excited units of the PTC heater 37 increases from 0 to 1 and 2 to 3.

When the engine cooling water temperature Tw is lower than the fifth reference temperature T5, the second pilot level f2A (TW) is set to level 0 to stop the operation of the blower 32 to stop. The relationship between the first to fifth reference temperatures is such that T2>T3>T1>T4> T5. The differences between the reference temperatures are set as a hysteresis width to avoid so-called control hunting.

The next step, which is step S726, is executed to determine whether the air outlet mode to be determined at step S9 described below is either the foot mode, the two-level mode (ZN), or the foot / defrost Mode (F / E) is. When the determination result obtained at step S726 indicates that the air outlet mode is either the foot mode, the two-level mode (ZN), or the foot / defrost mode (F / E), the flow advances to step S727.

At step S727, the first pilot level f1A (TAO) determined at step S724 is compared with the second pilot level f2A (TW) determined at step S725, and then the smaller value of these two values becomes the current fan level is determined. At the completion of step S727, the flow advances to step S728.

In step S728, the control table stored in the control device 50 the air conditioning device is stored, referenced to determine the blower motor voltage according to the current blower level determined in step S727. The process then proceeds to step S8.

More specifically, when the blower level is lower than the level 1 in step S728, the blower motor voltage is set to a voltage of 0V. On the other hand, if the blower level is not lower than the level 1, the blower voltage is increased with an increase in the blower level. When the blower level higher than the level 30, the blower voltage is set to a maximum voltage (12 V).

In addition, if the determination result obtained at step S726 does not indicate that the air outlet mode is either the foot mode, the two-level mode, or the foot / defroster mode, the flow advances to step S729.

At step S729, the first pilot level f1A (TAO) determined at step S724 is determined as the current blower level. The process then proceeds to step S730. In other words, when the air outlet mode is neither the foot mode nor the two-level mode nor the foot / defrost mode, that is, when the warm-up mode is not selected, the first blower level f1A (TAO) is determined as the current blower level regardless of second blower level f2A (TW) for adjusting the blower level in the heating mode.

In step S730, reference is made to the control table contained in the control device 50 the air conditioning device is stored, referenced to determine the blower motor voltage according to the current blower level determined in step S729, as in step S728.

The process then proceeds to step S8. The control table used in step S730 will not be described because it is the same as the control table used in step S728.

On the other hand, when the determination result obtained at step S723 indicates that the economy switch is turned on, the flow advances to step S731. In step S731, the control table stored in the control device 50 the air conditioning device is stored, referenced to determine a first pilot level f1B (TAO) according to the target blow air temperature TAO determined at step S4.

More specifically, the present embodiment maximizes the first pilot level f1B (TAO) in an extremely low temperature range (maximum cooling range) of the TAO and in an excessively high temperature range (maximum heating range), and controls to substantially reduce the air flow rate of the blower 32 maximize. Further, as the TAO increases from the excessively low temperature range to a medium temperature range, the present embodiment decreases the first pilot level f1B (TAO) according to an increase in TAO, thereby increasing the air flow rate of the blower 32 decreases.

In addition, when the TAO decreases from the extremely high temperature range to the middle temperature range, the present embodiment reduces the first pilot level f1B (TAO) according to a decrease in TAO, thereby increasing the air flow rate of the blower 32 decreases. In addition, when the TAO is within a predetermined average temperature range, the present embodiment minimizes the first pilot level f1B (TAO) to the fan air flow rate 32 minimal design.

The first pilot level f1B (TAO) determined in the above-explained case is less than the first pilot level f1A (TAO) determined at step S724.

In the next step, which is step S732, a second pilot level f2B (TW) is determined. The second pilot level f2B (TW) is used in the warm-up mode to adjust the blower level according to the engine cooling water temperature Tw and the number of excited units of the PTC heater 37 adjust.

In the present embodiment, a map representing the relationship between the engine cooling water temperature Tw and the second pilot air level f2B (TW) shown at step S732 is satisfied. More specifically, when the engine cooling water temperature Tw is in a low temperature range lower than a predetermined first reference temperature T1, the blower level is set to a level 0, that is, the blower 32 is stopped. On the other hand, when the engine cooling water temperature Tw is not lower than the first reference temperature T1, the second blower level f2B (TW) is determined in such a manner that the blower level increases in accordance with an increase in the engine cooling water temperature Tw.

If this is the case, the operation of the blower can 32 be stopped when the heater core 36 the blown air can not heat up, as the temperature of the cooling water in the heater core 36 flows lower than the first reference temperature T1. This makes it possible to prevent the occupant from feeling inadequate air conditioning because insufficient heated air is blown to the occupant.

In the case explained above, if the PTC heater 37 is stimulated, she can heat blown air even if the engine cooling water temperature Tw is low. In step S732, therefore, the first reference temperature T1 becomes according to an increase in the number of excited units of the PTC heater 37 which is determined in step S12 described below. In other words, the availability factor of the blower 32 with an increase in the power factor of the PTC heater 37 elevated. As a result, the engine cooling water temperature Tw at which the blower increases 32 begins to run off with an increase in the number of excited units of the PTC heater 37 ,

Further, in a high temperature region in which the engine cooling water temperature Tw is not lower than the first reference temperature T1, the blower level at a constant rate increases in accordance with an increase in the engine cooling water temperature Tw regardless of whether the PTC heater is energized. In other words, when the engine cooling water temperature Tw is not lower than the first reference temperature T1, the degree of increase in the availability factor of the blower is 32 in relation to an increase in the power factor of the PTC heater 37 less than when the engine cooling water temperature Tw is lower than the first reference temperature T1.

More specifically, when the engine cooling water temperature Tw is lower than the first reference temperature T1 in a situation where the engine cooling water temperature Tw increases, the second pilot level f2B (TW) is set to level 0 to stop the operation of the blower 32 to stop. In this case, adjustment is made such that the first reference temperature T1 successively decreases from 40 ° C through 37 ° C and 34 ° C to 30 ° C when the number of excited units of the PTC heater 37 increases from 0 to 1 and 2 to 3.

On the other hand, when the engine cooling water temperature Tw is not lower than the first reference temperature T1, the second pilot level f (TW) is gradually increased with an increase in the engine cooling water temperature Tw regardless of the number of excited units of the PTC heater 37 , When the engine cooling water temperature Tw increases to a second reference temperature T2 (for example, 70 ° C) or more, the second pilot blower level f2B (TW) becomes a maximum value (for example, level 25 ).

The maximum value selected for the second pilot level f2B (TW) is less than the second pilot level f2A (TW) at step S732.

In addition, when the engine cooling water temperature Tw is not higher than a third reference temperature T3 (for example, 65 ° C) in a situation where the engine cooling water temperature Tw decreases, the second pilot blower level f (TW) is gradually decreased with a decrease in the engine cooling water temperature Tw Internal combustion engine cooling water temperature Tw is less than a fourth reference temperature T4 and is not less than a fifth reference temperature T5, the second Vorgebläseniveau f2B (TW) is set to an extremely low value (for example, level 1).

In the case described above, adjustment is made such that the fourth reference temperature T4 successively decreases from 36 ° C above 33 ° C and 30 ° C to 26 ° C when the number of excited units of the PTC heater 37 increases from 0 to 1 and 2 to 3. The setting is also made such that the fifth reference temperature T5 successively decreases from 29 ° C above 26 ° C and 23 ° C to 19 ° C when the number of excited units of the PTC heater 37 increases from 0 to 1 and 2 to 3.

When the engine cooling water temperature Tw is lower than the fifth reference temperature T5, the second pilot level f2B (TW) is set to level 0 to stop the operation of the blower 32 to stop. The relationship between the first to fifth reference temperatures is such that T2>T3>T1>T4> T5. The differences between the reference temperatures are set as a hysteresis width to avoid so-called control hunting.

Although not shown, the same control table used in step S725 is referred to in step S732 to also determine the second pilot level f2A (TW).

The next step, which is step S733, is executed to determine whether the air outlet mode determined in step S9 described below is either the foot mode, the two-level mode (ZN) or the foot / defrost mode. Mode (F / E) is. When the determination result obtained at step S733 indicates that the air outlet mode is either the foot mode, the two-level mode, or the foot / defrost mode, the flow proceeds to step S734.

In step S734, the control table stored in the control device 50 the air conditioning device is stored, referenced, to determine an additional blower level f (temperature setting) according to the cabin temperature setting Tset selected by the cabin temperature setting switch. The additional blower level f (temperature setting) is a value used in the warm-up mode to set the blower level according to the cabin temperature setting Tset.

More specifically, when the passenger compartment temperature setting Tset is lower than 26 ° C at the step S734, the additional fan level f (temperature setting) is set to a minimum value (level 1). On the other hand, when the cabin temperature setting Tset is not lower than 26 ° C, the additional fan level f (temperature setting) is increased with an increase in the passenger compartment temperature setting Tset. When the passenger compartment temperature setting Tset is higher than 30 ° C, the additional fan level f (temperature setting) is set to a maximum value (level 10).

At step S735, the first pilot level f1B (TAO) determined at step S731 becomes the sum of the second pilot level f2B (TW) determined at step S732 and the additional blower level f (temperature setting) is determined in the step S734, and the second Vorgebläseniveau f2A (TW), which is determined in step S732, compared. The smallest of these values is then determined to be the current fan level, and the flow proceeds to step S736.

In step S736, the control table stored in the control device 50 the air conditioning device is stored, referenced to determine the blower motor voltage according to the current blower level determined in step S707. The process then proceeds to step S8.

More specifically, when the blower level is lower than level 1 at step S736, the blower motor voltage is set to an electric voltage of 0V. On the other hand, if the blower level is not lower than the level 1, the blower voltage is increased with an increase in the blower level. If the blower level is higher than level 30, the blower voltage is set to a maximum voltage (12V).

In addition, if the determination result obtained in step S733 does not indicate that the air outlet mode is either the foot mode, the two-level mode, or the foot / defrost mode, the flow advances to step S729.

At step S729, the first pilot level f1B (TAO) determined at step S731 is determined as the current blower level. The process then proceeds to step S730. In other words, when the air outlet mode is neither the foot mode nor the two-level mode nor the foot / defrost mode, that is, when the warming mode is not selected, the first blower level f1B (TAO) is determined as the current blower level without consideration to the second Vorgebläseniveau f2B (TW) for adjusting the fan level in the heating mode.

In step S730, the control table stored in the control device 50 the air conditioning device is stored, referenced to determine the blower motor voltage according to the current blower level determined at step S735, as in step S736. The process then proceeds to step S8.

The other elements and operations of the air conditioning apparatus for a vehicle are the same as those of the air conditioning apparatus for a vehicle 1 according to the first embodiment. Therefore, the air conditioning device for a vehicle 1 According to the present embodiment, according to the present embodiment, when the economy switch is turned on, the higher the cabin temperature setting Tset selected by the cabin temperature setting switch is, the larger the certain additional blower level f (temperature setting) is, as described with reference to FIGS Control steps S734 to S736 is described. Therefore, the blower motor voltage can be increased with an increase in the cabin temperature setting Tset, which is set as desired by the occupant. This means that the disposal factor for the blower 32 can be increased when the passenger compartment temperature setting Tset increases.

Consequently, the air flow rate can be increased according to the intention of the occupant even when the engine cooling water temperature is low in the economy mode. Consequently, an improved comfort for the occupant may be provided when the occupant desires to increase the air flow rate if the engine cooling water temperature is low in the economy mode.

Moreover, at step S735, the first pilot level f1B (TAO) determined at step S731 becomes the sum of the second pilot level f2B (TW) determined at step S732 and the additional blower level f (temperature setting). , the is determined in step S734, and the second pilot level f2A (TW) determined in step S732 is compared to determine the smallest of these values as the current blower level. Therefore, an excessive increase in the air flow rate can be avoided if the passenger compartment temperature setting Tset is excessively increased by the occupant. Furthermore, since an excessive increase in the air flow rate is avoided, it is also possible to avoid an excessive decrease in the blower air temperature.

In addition, as described with reference to steps S731 and S732, the first pilot level f1B (TAO) determined in the economy mode is lower than the first pilot level f1A (TAO) determined in another mode other than the economy mode and the second pilot level f2B (TW) determined in the economy mode is less than the second pilot level f2A (TW) determined in another mode other than the economy mode. Therefore, the blower motor voltage (the availability factor of the blower 32 ) in the economy mode is less than the fan motor voltage in another mode other than the economy mode. This makes it possible not only to increase the air flow rate according to the intention of the occupant, but also to provide energy savings according to the intention of the occupant.

Third embodiment

The refrigeration cycle 10 which is applied in the above-explained embodiments is constructed so that the cooling circuits (cooling circuits) for the cooling mode, the heating mode, the first dehumidifying mode and the second dehumidifying mode can be selectively applied. However, the refrigeration cycle has 10 used in a third embodiment of the present invention has no function for selecting various cooling circuits as shown in FIG 13 is shown. More specifically, the refrigeration cycle 10 formed according to the third embodiment, by the compressor 11 , the outdoor heat exchanger 16 , the thermostatic expansion valve 27 and the interior evaporator 26 are circularly connected in the order named. The refrigeration cycle 10 According to the present embodiment, it functions to cool the air blown into the passenger compartment from the blower. In other words, the refrigeration cycle is 10 According to the present embodiment, constructed so that it is capable of providing the cooling mode of the embodiments explained above.

Accordingly, the refrigeration cycle has 10 according to the present embodiment, not the solenoid valves 13 to 24 that serve as the refrigerator option. Furthermore, the cooling cycle has 10 according to the present embodiment, not the memory 29 connected to the coolant inlet of the compressor 11 connected is. Instead, the cooling cycle has 10 according to the present embodiment, a receiver 29a acting as a high-pressure side gas-liquid separator, the coolant from the outdoor heat exchanger 16 receives the received coolant separates into a gas and a liquid and stores an excess of coolant. The other elements are the same as in the first embodiment.

The operation of the present embodiment basically becomes according to the flowchart 7 executed, in which the first embodiment is shown. However, since the present embodiment, the solenoid valves 13 to 24 does not serve as the refrigeration cycle selecting means, steps such as S6 and S13, which are executed for exercising control with respect to the refrigerant circuit selection, are not carried out in the present embodiment. Further, a step such as S112 turns off 10 in which the first embodiment is illustrated and which is executed to execute a control with respect to another operating mode other than the cooling mode is not executed in the present embodiment.

In addition, for example, the control step S113 of FIG 11 in which the first embodiment is illustrated and which is executed to determine whether the selected operating mode is the cooling mode is not carried out in the present embodiment. More specifically, the control step S11 must be off 11 for example, not running. Alternatively, step S113 may be performed to constantly determine that the selected operating mode is the cooling mode.

Consequently, even if the control aspect described in connection with the above-described embodiments is applied to the air conditioning apparatus for a vehicle 1 is applied according to the present embodiment, the cooling cycle 10 is specifically designed so that the cooling mode is provided for cooling the air that is blown into the passenger compartment of the fan, the present embodiment, the same advantages as the embodiments discussed above.

Other embodiments

• (1) In dem ersten Ausführungsbeispiel wird das zusätzliche Gebläseniveau f(Temperatureinstellung) bei den Steuerschritten S706 und S734 linear erhöht, wenn die Fahrgastraumtemperatur Tset zunimmt. Alternativ kann jedoch das zusätzliche Gebläseniveau f(Temperatureinstellung) schrittweise erhöht werden.
• (2) Das erste und das zweite Ausführungsbeispiel verwenden den Kühlzyklus 10, bei dem der Kühlkreislauf nach Bedarf geändert wird zum Erwärmen oder Kühlen der geblasenen Luft, die zu dem Fahrgastraum geliefert wird. Das dritte Ausführungsbeispiel verwendet den Kühlzyklus 10, der die Gebläseluft kühlt. Es ist offensichtlich, dass alternativ ein Wärmepumpenzyklus angewendet werden kann, der die Gebläseluft erwärmt durch die Anwendung eines Radiators zum Verteilen der Wärme des Kühlmittels, das von dem Kompressor 11 abgegeben wird, als ein Innenwärmetauscher und durch die Anwendung eines Verdampfers zum Verdampfen des Kühlmittels als ein Außenwärmetauscher.
• (3) Was das erste bis dritte Ausführungsbeispiel anbelangt, so ist die Antriebskraft zum Fahren des Hybridfahrzeugs der Einsteckart hierbei nicht detailliert beschrieben. Jedoch ist die Luftkonditioniervorrichtung für ein Fahrzeug 1 auf sowohl ein Hybridfahrzeug der Parallelart als auch ein Hybridfahrzeug der Reihenart (serielle Art) anwendbar. Das Hybridfahrzeug der Parallelart kann fahren, indem die Antriebskraft von sowohl dem Verbrennungsmotor EG als auch dem Fahrelektromotor direkt erlangt wird. Das Hybridfahrzeug der seriellen Art (Reihenart) verwendet den Verbrennungsmotor EG als Antriebsquelle für den Generator 80, speichert die erzeugte elektrische Energie in der Batterie 81, liefert die in der Batterie 81 gespeicherte elektrische Energie zu dem Fahrelektromotor und fährt durch ein Erlangen der Antriebskraft von dem Fahrelektromotor.

The present invention is not limited to the above-described embodiments. Various modifications may be made as described below without departing from the scope of the invention.

• (1) In the first embodiment, the additional blower level f (temperature setting) in the control steps S706 and S734 is linearly increased as the cabin temperature Tset increases. Alternatively, however, the additional fan level f (temperature setting) may be increased stepwise.
• (2) The first and second embodiments use the refrigeration cycle 10 in which the refrigeration cycle is changed as needed to heat or cool the blown air supplied to the passenger compartment. The third embodiment uses the refrigeration cycle 10 that cools the forced air. It is obvious that, alternatively, a heat pump cycle may be used which heats the blower air by the application of a radiator for distributing the heat of the coolant discharged from the compressor 11 is discharged as an indoor heat exchanger and by the use of an evaporator for evaporating the refrigerant as an outdoor heat exchanger.
• (3) As for the first to third embodiments, the driving force for driving the hybrid vehicle of the plug-in type is not described in detail herein. However, the air conditioning device is for a vehicle 1 to both a parallel type hybrid vehicle and a series type (serial type) hybrid vehicle. The parallel type hybrid vehicle can travel by directly obtaining the driving force from both the engine EG and the traveling electric motor. The serial type hybrid vehicle uses the engine EG as a drive source for the generator 80 , stores the generated electrical energy in the battery 81 , that delivers in the battery 81 stored electric power to the traveling electric motor and drives by obtaining the driving force from the traveling electric motor.

The air conditioning device for a vehicle 1 can also be applied to an electric vehicle that has no engine EG and that obtains the vehicle driving force of only the driving electric motor.

LIST OF REFERENCE NUMBERS

32

fan

36

Heater core (warming heat exchanger)

50

control device

Claims (3)

An air conditioning device for a vehicle comprising: a blower ( 32 ), which generates fan air; a heating heat exchanger ( 36 ) which heats the blower air by a heat exchange between the blower air and a heat medium; a target temperature setting device that sets a target temperature (Tset) for a passenger compartment according to an operation performed by an occupant; and a control device ( 50 ), which determines the disposition factor of the blower ( 32 ) determined according to the temperature of the heating medium, wherein the control device ( 50 ) the disposition factor of the blower ( 32 ) increases as the set temperature (Tset) increases. An air conditioning apparatus according to claim 1, further comprising: an energy saving requesting means for outputting an energy saving request signal according to an operation of the occupant to request that the energy required for air conditioning in the passenger compartment be saved, and when the energy saving request signal is output, the control device ( 50 ) the disposition factor of the blower ( 32 ) increases as the set temperature (Tset) increases. Air conditioning device according to claim 2, wherein the control device ( 50 ) causes the blower ( 32 ) operates at a lower power factor when the power save request signal is issued than when the power save request signal is not asserted.

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