JP2008174130A - Air conditioner for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an air conditioner for a vehicle capable of attaining compatibility between energy saving and air conditioning performance. <P>SOLUTION: This air conditioner 10 for the vehicle is provided with: an engine 14 driving the vehicle by power generated based on supplied fuel; an alternator 15 generating electricity by driving the engine; an engine ECU 22 cutting fuel supply according to the traveling state of the vehicle; an economic mode switch 100 capable of selecting one of a comfort priority mode prioritizing occupant comfort in relation to air conditioning control in a cabin of the vehicle and an energy saving mode prioritizing energy saving over occupant comfort; and an air conditioner ECU 64 increasing a quantity of air blown out of an air blowoff port arranged in the cabin larger than the comfort priority mode by electric power generated by driving the engine 14 after cutting fuel supply when the energy saving mode is selected and fuel supply is cut. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle air conditioner, and in particular, one of a comfort priority mode that prioritizes passenger comfort with respect to air conditioning control in a vehicle cabin and an energy saving mode that prioritizes energy saving over passenger comfort. It is related with the vehicle air conditioner which can select.

  Conventionally, a vehicle air conditioner (air conditioner) that can be selected between a normal air conditioner mode that prioritizes passenger comfort and air conditioning control in a vehicle cabin and an economy mode that prioritizes energy saving over passenger comfort. ) Has been proposed.

For example, in Patent Document 1, when the economy mode is set, the evaporator as the heat exchanger is controlled at a higher temperature than when the air conditioner mode is set. Thereby, energy saving is realizable.
Japanese Utility Model Publication No. 7-13519

  However, in the technique described in Patent Literature 1, when the economy mode is set, the blower air volume is reduced, so that the air conditioning performance deteriorates and the passenger may feel uncomfortable. was there.

  In recent years, some vehicles equipped with an air conditioner perform an idling stop control for stopping the engine when the vehicle stops traveling, or perform a control for stopping the engine while traveling downhill, for example. Also, so-called hybrid vehicles using an electric motor in addition to an engine as a driving source for traveling are widely used. In these vehicles, the engine is stopped to save energy and protect the environment.

  In such a vehicle, since the driving of the compressor is stopped when the engine is stopped, the cooling capacity is lowered.

  The present invention has been made in consideration of the above facts, and an object of the present invention is to provide a vehicle air conditioner capable of achieving both energy saving and air conditioning performance.

  In order to achieve the above object, an invention according to claim 1 is directed to a drive source that drives a vehicle by power generated based on supplied fuel, a power generation means that generates electric power by driving the drive source, Fuel cut means for cutting off the supply of fuel according to the running state, comfort priority mode for giving priority to passenger comfort regarding air conditioning control in the vehicle interior of the vehicle, and energy saving mode for giving priority to energy saving over comfort for the passenger When the energy saving mode is selected and the fuel supply is cut, the vehicle interior is powered by the electric power generated by driving the drive source after the cut. Control means for increasing the air volume of the air blown from the provided air blowing port as compared with the comfort priority mode.

  According to this invention, the drive source for driving the vehicle with the power generated based on the supplied fuel is provided, and the power generation means generates power by driving the drive source.

  The fuel cut means cuts the supply of fuel according to the running state of the vehicle. For example, if you are traveling downhill, or if you are traveling at a certain high speed and the accelerator is turned off, you can travel to a certain degree of inertia, or if the vehicle is waiting for traffic lights or traffic If it stops, cut the fuel.

  The selection means can select one of a comfort priority mode that prioritizes passenger comfort and an energy saving mode that prioritizes energy saving over passenger comfort regarding air conditioning control in the vehicle interior of the vehicle. When the energy saving mode is selected, the air conditioning operation is performed with the air conditioning performance lowered than the comfort priority mode. Thereby, energy saving is achieved.

  Then, when the energy saving mode is selected by the selection means and the fuel supply is cut by the fuel cut means, the control means is provided in the vehicle interior by the electric power generated by driving the drive source after the cut. The air volume blown from the air outlet is increased as compared with the comfort priority mode.

  Thus, when the fuel is cut in the energy saving mode, the air volume is increased by the electric power generated by driving the drive source after the fuel cut, so that the air conditioning capability can be enhanced even in the energy saving mode. Thereby, energy saving property and air-conditioning performance can be made compatible.

  In addition, as described in claim 2, the drive source is an internal combustion engine that generates power by burning the fuel, and the power generation unit is an alternator that is connected to the internal combustion engine and generates power. When the energy saving mode is selected and the fuel supply is cut, the control means is configured to increase the air volume by the electric power generated by connecting the alternator to the internal combustion engine after the cut. It can be.

  Thereby, in an internal combustion engine, for example, a vehicle using the engine as a drive source, it is possible to achieve both energy saving and air conditioning capability in the energy saving mode.

  According to a third aspect of the present invention, the drive source includes an internal combustion engine that generates power by burning the fuel and a motor that generates power by electric power, and the power generation means is the motor. When the energy saving mode is selected and the fuel supply is cut, the control means can increase the air volume by the electric power generated by driving the motor after the cut.

  Thereby, in what is called a hybrid vehicle which uses an internal combustion engine and a motor as a drive source, it is possible to achieve both energy saving and air conditioning capability in the energy saving mode.

  In this case, as described in claim 4, the electric power generated by driving the motor may be a regenerative electric power generated during braking of the vehicle.

  As described above, by using the regenerative power generated when the vehicle is braked, the air conditioning capability in the energy saving mode can be enhanced.

  As described above, according to the present invention, it is possible to achieve both energy saving and air conditioning performance.

  (First embodiment)

  Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. In this embodiment, a case where the present invention is applied to a vehicle using only an engine as a drive source will be described.

  Embodiments of the present invention will be described below with reference to the drawings. 1 and 2 show a schematic configuration of a vehicle air conditioner (hereinafter referred to as “air conditioner 10”) according to the present embodiment.

  As shown in FIG. 1, the air conditioner 10 applied to the present embodiment has a refrigerant circulation path (refrigeration cycle) including a compressor 26, a condenser 28, an expansion valve 30, and an evaporator 32. An engine 14 that drives the vehicle is connected to the compressor 26 via a belt or the like (not shown), and the compressor 26 is rotationally driven by the driving force of the engine 14.

  As a result, in the air conditioner 10, the compressor 26 is driven to rotate and the refrigerant is circulated while the engine 14 is being driven. In the air conditioner 10, when the refrigerant circulated through the refrigeration cycle by driving the compressor 26 passes through the evaporator 32, the conditioned air blown into the vehicle compartment is cooled.

  The air conditioner 10 includes, for example, an air conditioning duct 38 concealed in the instrument panel 36 (see FIG. 3A), and the evaporator 32 is disposed in the air conditioning duct 38.

  The air conditioning duct 38 has an air inlet 40 formed at one opening end. The air intake 40 is formed with an air intake 40A for introducing outside air and an air intake 40B for introducing internal air. The air conditioning duct 38 is provided with an inside / outside air switching damper 42 for opening and closing each of the air intake ports 40A and 40B. Thereby, the air conditioner 10 can be switched between an outside air introduction mode for introducing air outside the vehicle and an inside air circulation mode for circulating air inside the vehicle interior.

  In the air conditioning duct 38, a blower fan 44 is provided between the air intake 40 and the evaporator 32. The blower fan 44 is driven by a blower motor 46, whereby outside air or inside air is sucked from the air intake port 40 into the air conditioning duct 38 as conditioned air.

  The conditioned air sucked by the blower fan 44 is sent to the evaporator 32. An air mix damper 48 and a heater core 50 are provided in the air conditioning duct 38 on the downstream side of the evaporator 32. The air mix damper 48 separates the conditioned air sent into the heater core 50 and the conditioned air that bypasses the heater core 50. Further, when the air mix damper 48 is closed (indicated by a solid line in FIG. 1), the conditioned air that has passed through the evaporator 32 bypasses the heater core 50 and reaches the maximum opening (indicated by a broken line in FIG. 1). In addition, the conditioned air that has passed through the evaporator 32 is sent to the heater core 50.

  The heater core 50 is configured such that engine coolant is circulated between the heater core 50 and the engine 14 by a water pump 52. The engine coolant is heated when the engine 14 is started. Thereby, the engine cooling water is supplied to the heater core 50, whereby the conditioned air passing through the heater core 50 is heated by the engine cooling water.

  In the air conditioning duct 38, the conditioned air heated by the heater core 50 and the conditioned air that bypasses the heater core 50 (the conditioned air that has been cooled by the evaporator 32) are mixed. Thereby, in the air conditioner 10, the air-conditioning wind of predetermined temperature is produced | generated. Further, in the air conditioner 10, the opening degree SWDD of the air mix damper 48 is controlled so that the conditioned air at the predetermined target blowing temperature can be obtained with the temperature of the conditioned air at this time as the target blowing temperature.

  On the other hand, at the opening end of the other side of the air conditioning duct 38 (opposite to the air intake port 40), a plurality of air outlets each opened toward a predetermined position in the passenger compartment are formed. In this embodiment, as an example, the defroster outlet 56 (center defroster outlet 56A and side defroster outlet 56B), register outlet 58 (center register outlet 58A, side register outlet 58B), foot outlet 60 ( There are provided a foot outlet 60A on the front seat side and a rear seat foot outlet 60B) opened at the foot on the rear seat side.

  In addition, a mode switching damper 62 that opens and closes each of the outlets is provided in the air conditioning duct 38. In the air conditioner 10, the mode switching damper 62 is operated according to the setting of the blowing mode so that the conditioned air is blown out from the blowing port corresponding to the blowing mode.

  In the air conditioner 10, as the air-conditioning air blowing mode, the FACE mode in which the air-conditioning air is blown from the register air outlet 58 (center register air outlet 58A and side register air outlet 58B), the foot air outlet 60 (the foot air outlet 60A and the rear seat foot air outlet). In addition to the FOOT mode for blowing the conditioned air from the outlet 60B) and the DEF mode for blowing the conditioned air from the defroster outlet 56 (center defroster outlet 56A and side defroster outlet 56B), the conditioned air is supplied from the register outlet 58 and the foot outlet 60. The BI-LEVEL mode for blowing out and the FOOT / DEF mode for blowing the conditioned air from the defroster outlet 56 and the foot outlet 60 are set.

  On the other hand, as shown in FIG. 2, the air conditioner 10 includes an air conditioner ECU 64 that controls the operation of the air conditioner 10. The air conditioner ECU 64 includes a compressor motor 34, a blower motor 46, a water pump 52, a servo motor 66 that drives the inside / outside air switching damper 42, a servo motor 68 that drives the air mix damper 48, and a servo motor 70 that drives the mode switching damper 62. Is connected.

  The air conditioner ECU 64 includes a room temperature sensor 72 that detects the temperature inside the vehicle, an outside air temperature sensor 74 that detects the temperature outside the vehicle, a solar radiation sensor 76 that detects the amount of solar radiation, and a cooling water temperature sensor that detects the temperature of engine cooling water. 78, various sensors such as a post-evaporator temperature sensor 80 for detecting the temperature of the conditioned air that has passed through the evaporator 32 (post-evaporator temperature) are connected.

  Furthermore, an operation panel 82 for operating the air conditioner 10 and performing various setting operations is connected to the air conditioner ECU 64.

  As shown in FIG. 3A, the operation panel 82 is provided on the instrument panel 36 and can be operated by a passenger seated in the front seat. As shown in FIG. 3B, the operation panel 82 includes a display 84 for various displays, an operation switch (A / C switch) 86 for operating / stopping the air conditioner 10, and a temperature setting ( Temperature setting switch 88 for setting temperature up / down), inside air circulation switch 90 for selecting the inside air circulation mode (switching between the inside air circulation mode and the outside air introduction mode), setting the air volume of the conditioned air (up / down of the blower air volume) A blower switch 92 for performing the operation and a mode changeover switch 94 for selecting a blow-out port for blowing the conditioned air are provided.

  As a result, the air conditioner 10 can set the blow-out mode as well as the operation / stop of the air-conditioning operation, the switching between the inside air circulation mode and the outside air introduction mode, the temperature setting, and the air volume setting while watching the display on the display 84 and the like. The air conditioner ECU 64 can perform an air conditioning operation based on the setting on the operation panel 82.

  The operation panel 82 is provided with an auto switch 96. When the auto switch 96 is turned on, the air conditioner ECU 64 sets the temperature of the blown air (target blow temperature) so that the vehicle interior becomes the set temperature based on the set temperature, the room temperature, the outside air temperature, the amount of solar radiation, and the like. Settings such as air volume and blowing mode are performed, and air conditioning control based on the settings is performed.

  That is, the air conditioner ECU 64 sets a target blow temperature based on the set temperature, environmental conditions, and the like, and the rotation speed of the compressor 26 (rotation speed of the engine 14) and the air mix damper 48 so that the set target blow temperature is obtained. In addition to setting the opening, etc., selecting the outlet and setting the blowout air volume (blower air volume), and performing the air conditioning operation based on these settings, the vehicle interior is set to the set temperature and the vehicle interior is set The temperature is maintained.

  The operation panel 82 is provided with an outside air temperature display switch 98. In the air conditioner ECU 64 (see FIG. 2), when the outside air temperature display switch 98 is operated, the outside air temperature detected by the outside air temperature sensor 74 (see FIG. 2) is displayed on the display 84. At this time, in order to prevent the temperature detected by the outside air temperature sensor 74 from fluctuating and the outside air temperature displayed on the display 84 from becoming unstable, the air conditioner ECU 64 keeps the display temperature for a predetermined time. . That is, the outside air temperature displayed on the display 84 is updated at predetermined time intervals.

  As shown in FIG. 2, the air conditioner ECU 64 is connected to the engine ECU 22. An engine ECU and an alternator (generator) 15 that can be connected to the engine 14 and generate electric power are connected to the engine ECU. The AC power generated by being connected to the engine 14 while the engine 14 is being driven is converted into DC power by the inverter 17 and the battery 19 is charged.

  The engine ECU 22 performs control such that an energy saving effect is obtained by performing stop control of the engine 14 such as idling stop control. For example, when the vehicle stops due to a signal waiting or traffic jam, the fuel supplied to the engine 14 is controlled to be cut. Also, when driving downhill or when driving at a certain high speed and the accelerator is turned off, it is possible to drive the vehicle with inertia without supplying fuel to the engine 14 and driving it. Therefore, for example, when the vehicle is traveling on a downhill, when the rotational speed of the engine 14 is equal to or greater than a predetermined threshold value, the fuel supplied to the engine 14 is controlled to be cut. In this case, the predetermined threshold value is set to a value that allows the vehicle to travel well even if the fuel is cut if the rotational speed of the engine 14 is equal to or greater than this value. By performing engine stop control that does not depend on the driver's intention, fuel saving can be realized.

  In the present embodiment, in order to save energy even in air conditioning control, the air conditioner 10 is set with an economy mode that prevents the energy saving effect from being impaired. For this reason, in the air conditioner 10, it is possible to select an economy mode that prioritizes energy saving effects (hereinafter referred to as an eco mode) and a comfort priority mode that prioritizes comfort in the passenger compartment.

  As shown in FIG. 2, the air conditioner ECU 64 is connected to an eco mode switch 100 for switching whether or not to select the eco mode. As shown in FIG. 3A, the eco-mode switch 100 is provided at a predetermined position of the instrument panel 36 that can be operated mainly by the driver. FIG. 3C shows an outline of the eco-mode switch 100. The eco-mode switch 100 is turned on / off by a pressing operation (touch operation), whereby the eco-mode and the comfort priority mode are switched. Switching takes place.

  In the air conditioner ECU 64 shown in FIG. 2, when the eco mode switch 100 is operated and the eco mode is selected, the setting is switched to the setting based on the eco mode. The air conditioner ECU 64 cancels the eco mode when the eco mode switch 100 is operated again or when a predetermined manual operation is performed on the operation panel 82 during the air conditioning operation in the eco mode. Thus, the air conditioning operation is performed in the comfort priority mode (normal mode).

The air-conditioner ECU 64, when starting the air conditioning operation, set the set temperature, cabin temperature, outside air temperature, based on the environmental conditions of solar radiation and the like, the target outlet air temperature T _AO for the passenger compartment and the set temperature, set The compressor 26 is driven, the engine coolant is circulated, and the air mix damper 48 is opened / closed (servo motor 68 is driven) so that the target blowout temperature T _AO is obtained.

The target blowing temperature T _{AO at} this time can be set using the following general arithmetic expression when the set temperature T _SET , the room temperature TR, the outside air temperature TAM, and the solar radiation amount TS are used.

T _AO = K _SET × T _SET −KR × TR−KAM × TAM−KS × TS + C

(K _SET , KR, KAM, and KS are gains, and C is a correction constant)

  Next, among the controls executed by the air conditioner ECU 64, the setting of the blower air volume and the like in the eco mode will be described with reference to the flowchart shown in FIG. This embodiment demonstrates the case where cooling control is performed.

  The control shown in FIG. 4 is executed when the air conditioner operation switch 86 shown in FIG. 3B is turned on.

  In step 100, it is determined whether or not the eco mode switch 100 shown in FIG. 3C is turned on, that is, whether or not the eco mode is selected.

  If the eco mode switch 100 is turned off and the comfort priority mode is selected, a negative determination is made in step 100 and the process proceeds to step 102. In this step 102, the air conditioning operation is set to be performed in the comfort priority mode. Thereby, when the eco mode switch 100 is operated in the state of driving in the eco mode, the eco mode is canceled and the comfort priority mode is set. In this case, as shown in Table 1 below, the blower fan 44 blower air volume, the set temperature in the passenger compartment, and the outlet for blowing the conditioned air are set as a reference for air conditioning control. Note that the standard blower air volume, set temperature, and outlet are set to those set by the occupant operating the operation panel 82 or appropriately set by the air conditioner ECU 64 when the auto switch 96 is operated. Can do.

   On the other hand, when the eco mode switch 100 is turned on and the eco mode is selected, an affirmative determination is made at step 100 and the routine proceeds to step 104.

  In step 104, the blower air volume is set to an A pattern that is a setting of a normal eco mode (eco mode when the accelerator is on) in which the cooling capacity is lowered as compared with the comfort priority mode. In this embodiment, as shown in Table 1 above, the air volume is set to 80% of the standard air volume as an example. That is, the air volume is reduced by 20% compared to the comfort priority mode. The degree to which the air volume is reduced is set to such an extent that passenger comfort is not significantly impaired, and is set for each vehicle, for example.

  In step 106, the set temperature is set to the A pattern which is the normal eco mode setting. In the present embodiment, as shown in Table 1, the temperature is set to 3 ° C. higher than the reference set temperature as an example. The degree to which the set temperature is increased is set to such an extent that passenger comfort is not greatly impaired, and is set for each vehicle, for example.

  In step 108, the outlet is set to the A pattern which is the normal eco mode setting. In the present embodiment, as shown in Table 1 above, a predetermined outlet is set so that the conditioned air is blown out in a spot-like manner. Here, in the case of cooling control as in the present embodiment, the predetermined outlet is set as an outlet that can prevent the passenger from feeling worsened in cooling. In the present embodiment, as an example, a FACE mode outlet, that is, a register outlet 58 may be used. As a result, even if the blower air volume is set lower than the comfort priority mode and the set temperature is set higher due to the selection of the eco mode, the air-conditioning air is spotted on the upper body near the passenger's face. Since it blows out, it can prevent that a cooling feeling deteriorates.

  Thus, in the normal eco mode when the accelerator is on, the blower air volume is set lower than the comfort priority mode and the set temperature is set higher, so that energy saving can be achieved. In addition, since the conditioned air is blown out in a spot manner, it is possible to prevent the passenger from feeling worse in cooling.

  In step 110, it is determined whether or not the vehicle accelerator is turned off. In the present embodiment, for example, an accelerator opening sensor (not shown) that detects the accelerator opening is connected to the engine ECU 22, and an accelerator signal indicating whether or not the accelerator is turned off is output to the air conditioner ECU 64. The air conditioner ECU 64 can determine whether or not the accelerator is off based on the accelerator signal.

  When the accelerator is off, for example, when traveling downhill or when the vehicle is stopped or about to stop, an affirmative determination is made at step 110 and the routine proceeds to step 112, where the accelerator is on In this case, the process returns to step 100 and the same processing as described above is repeated.

  In step 112, it is determined whether or not the fuel supply to the engine 14 is cut. In the present embodiment, for example, the engine ECU 22 controls whether or not to cut the supply of fuel to the engine 14, and outputs a fuel cut signal indicating whether or not the fuel has been cut to the air conditioner ECU 64. The air conditioner ECU 64 can determine whether or not the fuel to the engine 14 is cut based on the fuel cut signal.

  If the fuel supply to the engine 14 is not cut, that is, if the fuel is supplied to the engine 14 and driven, a negative determination is made in step 112 and the process returns to step 100 to perform the same processing as above. repeat.

  On the other hand, if the supply of fuel to the engine 14 is cut, an affirmative determination is made at step 112 and the routine proceeds to step 114.

  In step 114, the blower air volume is set to the A pattern which is the normal eco mode setting or the B pattern having a higher cooling capacity than the comfort priority mode. In the present embodiment, as shown in Table 1, the air volume is set to 120% of the standard air volume as an example. That is, the air volume increases by 20% compared to the comfort priority mode. The degree of increasing the air volume is set to such an extent that passenger comfort is not greatly impaired, and is set for each vehicle, for example.

  In step 116, the set temperature is set to the A pattern which is the normal eco mode setting and the B pattern having a higher cooling capacity than in the comfort priority mode. In this embodiment, as shown in Table 1, the temperature is set to 2 ° C. lower than the reference set temperature as an example. The degree to which the set temperature is lowered is set to such an extent that passenger comfort is not greatly impaired, and is set for each vehicle, for example.

  In step 118, the outlet is set to the B pattern outlet. In this embodiment, as shown in Table 1 above, the air outlet is set to the same standard as the A pattern and the comfort priority mode, which are normal eco mode settings.

  Note that, for example, when the vehicle is traveling downhill, the accelerator is turned off, and even if the fuel supply is cut to save energy, the vehicle travels inertially. Even if the engine 14 is not combusting, it is still driven. For this reason, in this embodiment, in the air conditioning control in the B pattern set in steps 114 to 118, the engine ECU 22 connects the alternator 15 to the engine 14 to generate power and supplements the power supplied to the blower motor 46 and the like with the power. . For this reason, even in the eco mode, the cooling capacity can be increased, the fuel efficiency can be improved, and both the cooling capacity and the fuel efficiency can be achieved.

  In addition, since the cooling capacity can be increased when the accelerator is off and the fuel is cut as described above, conversely, the cooling capacity of the air-conditioning control in the A pattern when the accelerator is on is reduced to obtain an appropriate cooling capacity as a whole. Is possible. For this reason, the fuel-saving performance in the air-conditioning control when the accelerator is on can be improved as compared with the conventional case.

  (Second Embodiment)

  Next, a second embodiment of the present invention will be described. In addition, the same code | symbol is attached | subjected to the same part as 1st Embodiment, and the detailed description is abbreviate | omitted. In the present embodiment, a case where the present invention is applied to a hybrid vehicle using an engine and a motor as drive sources will be described.

  FIG. 5 shows a schematic configuration of a main part of the vehicle 12 according to the present embodiment. As shown in the figure, the vehicle 12 is provided with an electric motor 16 in addition to the engine 14 as a driving source for traveling. The electric motor 16 is driven by electric power supplied from a battery (HV battery 18) via an inverter 20.

  Thus, the vehicle 12 is a so-called hybrid vehicle that travels by the driving force of the engine 14 or the electric motor 16. In addition, the vehicle 12 applied to the present embodiment uses a motor generator having a power generation function as the electric motor 16, and the inverter 20 is also provided with a converter function, whereby the electric motor 16 supplies power. The HV battery 18 is charged by generating electric power by being rotationally driven in a state where the battery is stopped and supplying the generated electric power to the HV battery 18 via the inverter 20.

  The vehicle 12 also includes an engine ECU 22 that controls the operation of the engine 14, and a hybrid ECU 24 that performs operation control of the electric motor 16, charge / discharge control of the HV battery 18, operation control of the inverter 20, and the like.

  Thereby, in the vehicle 12, the operations of the engine 14 and the electric motor 16 are controlled according to the driving operation of the occupant, and the vehicle 12 can travel by the driving force obtained by the engine 14 or the electric motor 16. At this time, the engine ECU 22 stops the drive of the engine 14 when a preset operation stop condition is satisfied, and performs engine stop control for restarting the engine 14 when the operation start condition is satisfied.

  Accordingly, the vehicle 12 is driven when the driving load of the engine 14 is large, for example, when the driving of the engine 14 is stopped or the driving force of both the engine 14 and the electric motor 16 is used. Compared to driving with power alone, a greater energy saving effect can be obtained.

  As shown in FIG. 6, the air conditioner 10 ′ mounted on the vehicle 12 has a compressor motor 34 coupled to the compressor 26 compared to the air conditioner 10 shown in FIG. The difference is that 26 is rotationally driven.

  Thereby, in the air conditioner 10 ′, the compressor 26 is rotationally driven and the refrigerant is circulated regardless of the operation / stop of the engine 14.

  In the air conditioner 10 ′, a PTC heater 54 is provided on the downstream side of the heater core 50 as auxiliary heating means. The PTC heater 54 generates heat when energized, and heats the cooling air sent through the heater core 50.

  Thereby, in the air conditioner 10 ', the air conditioning air can be heated by using the PTC heater 54 when the temperature of the engine coolant is low. In the present embodiment, as an example, two 300 W PTC heaters 54 (PTC heaters 54A and 54B) can be individually turned on / off, thereby enabling stepwise heating. It has become.

  The number and capacity of the PTC heaters 54 are not limited to this. Moreover, not only the PTC heater 54 but an electric heater having an arbitrary configuration can be used.

  Since the air conditioner 10 ′ is configured as described above, as shown in FIG. 7, the compressor motor 34 and the PTC heaters 54 (54A, 54B) are connected to the air conditioner ECU 64 that controls the operation of the air conditioner 10 ′. ing.

  Further, as shown in FIG. 7, the engine ECU 22 and the hybrid ECU 24 are connected to the air conditioner ECU 64.

  Next, as an operation of the present embodiment, setting of the blower air volume and the like in the eco mode, among the controls executed in the air conditioner ECU 64, will be described.

  Also in the hybrid vehicle according to the present embodiment, the point that the engine 14 is used as a drive source is the same as that in the first embodiment. For example, the rotational speed of the engine 14 traveling on a downhill is equal to or higher than a predetermined threshold value. In such a case, if the engine 14 is still driven even if the fuel is cut, the air conditioner ECU 64 performs the control as shown in FIG. Cooling capacity can be increased even during cutting. However, since the hybrid vehicle according to the present embodiment does not include an alternator, when the accelerator is off and when the fuel is cut, the electric motor 16 as a motor generator is generated by the power of the engine 14 after the fuel is cut, and the blower motor is generated by the electric power. Supplement the power supplied to 46 etc. As a result, even in the eco mode, the cooling capacity can be increased, the fuel efficiency can be improved, and both the cooling capacity and the fuel efficiency can be achieved.

  Further, when the vehicle is braked such as when the brake pedal is depressed, the fuel to the engine 14 is cut and the engine 14 is stopped. However, when the hybrid vehicle is braked, so-called regenerative power is generated by the electric motor 16. The electric power supplied to the blower motor 46 and the like may be supplemented by the regenerative electric power.

  A control flowchart in this case is shown in FIG. Since only step 112A is different from FIG. 4, description of other steps will be omitted.

  In step 112A, it is determined whether or not the vehicle is being braked. That is, for example, it is determined whether regenerative power is generated by braking the vehicle by operating a brake pedal. The determination as to whether or not the vehicle is being braked can be made based on a detection signal from the brake sensor, for example, by connecting a brake sensor that detects whether or not the vehicle brake has been activated to the air conditioner ECU 64.

  Further, since the air conditioner 10 ′ according to the present embodiment includes the PTC heater 54 as auxiliary heating means, the heating operation can be performed even when the engine 14 is stopped. For this reason, also in the heating operation in the eco mode, by performing the control shown in FIGS. 4 and 8, the heating capability can be increased even when the accelerator is off and the fuel is cut.

  An example of setting the blower air volume, the set temperature, and the outlet when performing the heating operation is shown below.

  As described with reference to the flowcharts of FIGS. 4 and 8, when the eco mode is selected and the accelerator is on, the A pattern is set for the blower air volume and the like.

  In this embodiment, as shown in Table 2, in the case of A pattern, the blower air volume is 80% of the standard air volume as an example when the eco switch is off (in the comfort priority mode). To do. That is, the air volume is reduced by 20%. The degree to which the air volume is reduced is set to such an extent that passenger comfort is not significantly impaired, and is set for each vehicle, for example.

  Further, as shown in Table 2, the set temperature is set to a temperature 3 ° C. lower than the reference set temperature as an example. The degree to which the set temperature is lowered is set to such an extent that passenger comfort is not greatly impaired, and is set for each vehicle, for example.

  Moreover, a predetermined blower outlet is set so that an air-conditioning wind may be blown out in a spot concentrated manner. Here, in the case of heating control, the predetermined outlet is set to an outlet that can prevent the passenger's feeling of heating from deteriorating. In the present embodiment, as an example, a FOOT mode outlet, that is, a foot outlet 60 may be used. Accordingly, even if the blower air volume is set lower than the comfort priority mode and the set temperature is set lower than the comfort priority mode when the eco mode is selected, the conditioned air is blown out spotly to the occupant's feet. Therefore, it can prevent that a feeling of heating deteriorates.

  In this way, in the normal eco mode when the accelerator is on, the blower air volume is set lower than the comfort priority mode and the set temperature is set lower, so that energy saving can be achieved. Moreover, since the conditioned air is blown out in spots, it is possible to prevent the passenger's feeling of heating from deteriorating.

  On the other hand, the B pattern is set when the accelerator is off and the fuel is cut or the vehicle is braked.

  In the case of the B pattern, as shown in Table 2, the blower air volume is set to 120% of the standard air volume as an example. That is, the air volume increases by 20% compared to the comfort priority mode. The degree of increasing the air volume is set to such an extent that passenger comfort is not greatly impaired, and is set for each vehicle, for example.

  Further, as shown in Table 2, the set temperature is set to a temperature 2 ° C. higher than the reference set temperature, for example. The degree to which the set temperature is increased is set to such an extent that passenger comfort is not significantly impaired, and is set for each vehicle, for example.

  Further, as shown in Table 2, the air outlet is set to the same air outlet as the A pattern and the comfort priority mode, which are normal eco mode settings.

  When performing the heating operation by the B pattern, the air conditioner ECU 64 operates the PTC heater 54. As a result, the heating capacity can be increased even when the engine 14 is stopped.

  In each of the above embodiments, the present invention is applied to a vehicle using only an engine as a drive source, or a hybrid vehicle using an electric motor that operates with electric power charged in a battery by driving the engine and the engine. However, the present invention can also be applied to a fuel cell vehicle that uses an electric motor (motor generator having a power generation function) that is operated by electric power generated by a so-called fuel cell as a drive source. In this case, for example, the air conditioner ECU of the fuel cell vehicle may perform the control as shown in FIG. As a result, when the vehicle is braked in a state where the eco mode is selected, it is possible to perform an operation in which the cooling capacity and the heating capacity are enhanced by the regenerative power.

It is a figure which shows schematic structure of the vehicle air conditioner which concerns on 1st Embodiment. It is a block diagram which shows schematic structure of the control system of the vehicle air conditioner which concerns on 1st Embodiment. (A) is the schematic which shows the instrument panel in which an operation panel is provided, (B) is the schematic which shows an example of an operation panel, (C) is the schematic which shows an example of an eco mode switch. It is a flowchart which shows the control routine performed with the air-conditioner ECU which concerns on 1st Embodiment. It is a schematic block diagram of the principal part of the hybrid vehicle which concerns on 2nd Embodiment. It is a figure which shows schematic structure of the vehicle air conditioner which concerns on 2nd Embodiment. It is a block diagram which shows schematic structure of the control system of the vehicle air conditioner which concerns on 2nd Embodiment. It is a flowchart which shows the control routine performed with the air-conditioner ECU which concerns on 2nd Embodiment.

Explanation of symbols

10, 10 'air conditioner (vehicle air conditioner)
12 Vehicle 14 Engine (drive source)
15 Alternator (power generation means)
16 Electric motor (drive source, power generation means)
18 HV battery 19 Battery 22 Engine ECU (fuel cut means)
24 Hybrid ECU
44 Blower fan 46 Blower motor 54 PTC heater 64 Air conditioner ECU (control means)
100 Eco mode switch (selection means)

Claims (4)

A drive source for driving the vehicle by power generated based on the supplied fuel;
Power generation means for generating power by driving the drive source;
Fuel cutting means for cutting the supply of the fuel according to the running state of the vehicle;
Selection means capable of selecting either a comfort priority mode that prioritizes passenger comfort with respect to air conditioning control in the vehicle interior of the vehicle and an energy saving mode that prioritizes energy saving over the comfort of the passenger;
When the energy saving mode is selected and the fuel supply is cut, the air blown from the air outlet provided in the vehicle interior by the electric power generated by driving the drive source after the cut Control means for increasing the air volume of the air more than in the comfort priority mode,
A vehicle air conditioner comprising:   The drive source is an internal combustion engine that generates power by burning the fuel, the power generation means is an alternator that is connected to the internal combustion engine and generates power, and the control means selects the energy saving mode. 2. The vehicle according to claim 1, wherein when the fuel supply is cut, the air volume is increased by electric power generated by connecting the alternator to the internal combustion engine after the cut. Air conditioner.   The drive source includes an internal combustion engine that generates power by burning the fuel and a motor that generates power by electric power, the power generation means is the motor, and the control means selects the energy saving mode. 2. The vehicle air conditioner according to claim 1, wherein when the fuel supply is cut, the air volume is increased by electric power generated by driving the motor after the cut.   The vehicle air conditioner according to claim 3, wherein the electric power generated by driving the motor is regenerative electric power generated during braking of the vehicle.

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