JP2011063058A - Vehicular air-conditioner - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress the power consumption of a battery caused by the air-conditioning in a cabin in a vehicular air-conditioner capable of executing the air-conditioning in the cabin by the power to be supplied from the battery. <P>SOLUTION: A vehicular air-conditioner to be applied to a hybrid vehicle having an electric motor for running, a battery 81 and an engine EG includes a refrigerating cycle 30 having a compressor 31 which compresses and discharges the refrigerant by the power supply from the battery 81 and an evaporator 13 which evaporates the refrigerant to cool air to be blown into the cabin, a compressor control means 50a for controlling the operation of the compressor 31 so that the refrigerant evaporation temperature TE in the evaporator 13 approaches the target refrigerant evaporation temperature TEO, and a target refrigerant evaporation temperature determining means S9 for determining the target refrigerant evaporation temperature TEO in the evaporator 13. The target refrigerant evaporation temperature determining means S9 raises the target refrigerant evaporation temperature TEO as the elapse of time after the engine EG is stopped when the engine EG is stopped. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a vehicle air conditioner.

  2. Description of the Related Art In recent years, vehicles that automatically stop an engine (internal combustion engine) when the vehicle stops, such as waiting for a signal, have been put into practical use for the purpose of environmental protection and vehicle fuel efficiency improvement. However, in the case of a vehicle in which the compressor of the refrigeration cycle is driven by the engine, the compressor stops as the engine stops, so that the temperature of the air blown into the passenger compartment rises and the air conditioning feeling of the passenger deteriorates. There is a risk of it.

  Therefore, a technology has been proposed that includes cold storage means for storing cold energy when the engine is driven, and suppresses deterioration of the air conditioning feeling of the occupant by cooling the air blown into the passenger compartment by the cold storage means when the engine stops. (For example, refer to Patent Document 1).

JP 2005-271906 A

  By the way, in a vehicle air conditioner that is applied to a vehicle that travels by at least one of the driving force of an engine and a traveling electric motor and that stores a power to be supplied to the traveling electric motor, Some vehicles can be air-conditioned with supplied power. In a vehicle equipped with this type of vehicle air conditioner, it is possible to continue air conditioning in the passenger compartment even when the engine is stopped.

  However, if the remaining charge of the battery is reduced to a predetermined value by continuing the air conditioning in the vehicle interior, it becomes impossible to drive the electric motor for traveling using the electric power stored in the battery. In this case, it is necessary to drive the engine to obtain a driving force for traveling and the like, and there is a possibility that the fuel efficiency (vehicle fuel efficiency) of the entire vehicle cannot be sufficiently improved. Therefore, in a vehicle air conditioner that can air-condition the vehicle interior with electric power supplied from a battery or the like, it is an important issue to reduce the power consumption of the battery by air-conditioning in the vehicle interior.

  In view of the above, an object of the present invention is to suppress power consumption of a battery due to air conditioning in a vehicle interior in a vehicle air conditioner capable of air conditioning the vehicle interior with electric power supplied from a battery.

  To achieve the above object, according to the first aspect of the present invention, a traveling electric motor that outputs a driving force for traveling a vehicle, a battery (81) that stores electric power supplied to the traveling electric motor, 81) A vehicle air conditioner that is applied to a vehicle having an internal combustion engine (EG) that outputs at least one of a driving force for generating electric power stored in 81) and a driving force for driving the vehicle. The compressor (31) that compresses and discharges the refrigerant by being supplied with the electric power stored in (81) and the evaporator (13) that evaporates the refrigerant and cools the blown air blown into the vehicle interior. Vapor compression refrigeration cycle (30), compressor control means (50a) for controlling operation of compressor (31), and target refrigerant for determining target refrigerant evaporation temperature (TEO) in evaporator (13) And a compressor control means (50a), the compressor control means (50a), so that the refrigerant evaporating temperature (TE) in the evaporator (13) approaches the target refrigerant evaporating temperature (TEO). The target refrigerant evaporating temperature determining means (S9) controls the target refrigerant evaporating temperature determining means (S9) as the time elapses after the internal combustion engine (EG) is stopped when the internal combustion engine (EG) is stopped. The refrigerant evaporating temperature (TEO) is increased.

  According to this, when the internal combustion engine (EG) is stopped, the target refrigerant evaporation temperature (TEO) is raised with the passage of time after the internal combustion engine (EG) is stopped. The power consumption of the compressor (31) can be reduced by reducing the high / low pressure difference of (30). Therefore, the power consumption of the battery (81) due to air conditioning in the passenger compartment can be suppressed.

  At this time, since the target refrigerant evaporation temperature (TEO) is increased with the passage of time after the internal combustion engine (EG) is stopped, it is possible to suppress a sudden change in the temperature of the blown air into the vehicle interior, The deterioration of the passenger's air conditioning feeling can be suppressed.

  Further, by reducing the power consumed by the compressor (31) and reducing the power consumed for air conditioning among the power stored in the battery (81), the power supplied to the electric motor for traveling is increased. Can be made.

  As a result, the travel distance of the vehicle by the travel electric motor can be extended. As a result, in a vehicle having an internal combustion engine (EG) that outputs a driving force for generating electric power stored in the battery (81), the internal combustion engine (EG) is driven to generate electric power stored in the battery (81). Therefore, it is possible to increase the travel distance of the vehicle per unit fuel, that is, to improve the fuel consumption. In addition, in a vehicle having an internal combustion engine (EG) that outputs driving force for vehicle travel, the total travel distance of the vehicle by the travel electric motor and the internal combustion engine (EG) can be extended, thereby improving fuel consumption. be able to.

  Here, as the target refrigerant evaporation temperature (TEO) rises when the internal combustion engine (EG) is stopped, the temperature of the blown air to be blown into the vehicle compartment cooled by the evaporator (13) rises and the vehicle If the room temperature becomes excessively high, the air conditioning feeling of the passenger may be deteriorated.

  Accordingly, in the invention according to claim 2, in the vehicle air conditioner according to claim 1, the target refrigerant evaporation temperature determining means (S9) stops the internal combustion engine (EG) according to the vehicle interior temperature (Tr). When the upper limit temperature of the target refrigerant evaporation temperature (TEO) is set and the internal combustion engine (EG) is stopped, with the passage of time after the internal combustion engine (EG) is stopped, The target refrigerant evaporation temperature (TEO) is raised until the upper limit temperature is reached.

  According to this, since the upper limit temperature of the target refrigerant evaporation temperature (TEO) when the internal combustion engine (EG) is stopped is set according to the vehicle interior temperature (Tr), the internal combustion engine (EG) is stopped. An excessive increase in the passenger compartment temperature (Tr) during operation can be suppressed. Therefore, it is possible to suppress the deterioration of the air conditioning feeling of the occupant when the internal combustion engine (EG) is stopped.

  According to a third aspect of the present invention, in the vehicle air conditioner according to the first or second aspect of the invention, a command for requesting power saving of power required for air conditioning in the passenger compartment is output by a passenger operation. The power saving requesting means (60d) is provided, and the target refrigerant evaporation temperature determining means (S9) requests power saving when the power saving requesting means (60d) outputs a command to request power saving. As compared with the case where the command to perform is not output, the degree of increase in the target refrigerant evaporation temperature (TEO) when the internal combustion engine (EG) is stopped is increased.

  According to this, when a command for requesting power saving is output, the high / low pressure difference of the refrigeration cycle (30) can be reduced to save power of the compressor (31). The power consumption of (81) can be more effectively suppressed. In addition, since it is possible to select the power saving of the compressor (31) by the operation of the power saving request means (60d) by the occupant, the intention of the occupant who desires the power saving of the power required for air conditioning in the passenger compartment. Can be appropriately reflected.

  According to a fourth aspect of the present invention, in the vehicle air conditioner according to any one of the first to third aspects, the blower that blows air into the vehicle interior by being supplied with electric power stored in the battery (81). 12), a blower control means (50b) for controlling the operation of the blower (12), and a target blown amount determination means (S6) for determining a target blown amount in the blower (12), and a target blown amount decision means (S6) is characterized in that when the internal combustion engine (EG) is stopped, the target air flow rate is reduced with the passage of time after the internal combustion engine (EG) is stopped.

  According to this, when the internal combustion engine (EG) is stopped, the target air flow rate of the blower (12) is reduced as time passes after the internal combustion engine (EG) is stopped. The consumption power of (12) can be reduced. Therefore, the power consumption of the battery (81) due to air conditioning in the passenger compartment can be suppressed.

  At this time, since the target air flow rate is reduced with the passage of time after the internal combustion engine (EG) is stopped, a sudden change in the air flow rate of the blown air into the passenger compartment can be suppressed, and the air conditioning of the occupant The deterioration of feeling can be suppressed.

  Furthermore, by reducing the power consumption of the blower (12) and reducing the power consumed for air conditioning among the power stored in the battery (81), the power supplied to the electric motor for travel is increased. be able to. As a result, the fuel efficiency of the vehicle can be improved in the same manner as the vehicle air conditioner described in claim 1.

  According to a fifth aspect of the present invention, in the vehicle air conditioner according to the fourth aspect of the present invention, a power saving that outputs a command for requesting a power saving of the power required for air conditioning in the passenger compartment by the operation of the passenger. If the command for requesting power saving is output from the power saving requesting means (60d), the target air flow determining means (S6) is provided with a command requesting power saving. Compared to the case where no output is made, the degree of reduction in the target air flow rate when the internal combustion engine (EG) is stopped is increased.

  According to this, when a command for requesting power saving is output, the amount of air blown from the blower (12) can be reduced and power saving of the blower (12) can be achieved. ) Can be more effectively suppressed. In addition, since it is possible to select the power saving of the blower (12) by the operation of the power saving request means (60d) by the occupant, the intention of the occupant who desires the power saving of the power required for the air conditioning in the passenger compartment. It can be reflected appropriately.

  In the invention according to claim 6, the electric motor for traveling that outputs driving force for traveling the vehicle, the battery (81) that stores electric power supplied to the electric motor for traveling, and the battery (81) are stored. An air conditioner for a vehicle that is applied to a vehicle having an internal combustion engine (EG) that outputs at least one of a driving force for generating electric power and a driving force for driving the vehicle, and is stored in a battery (81). The blower (12) that blows air into the vehicle interior by being supplied with the generated power, the blower control means (50b) that controls the operation of the blower (12), and the target blower amount in the blower (12) are determined. A target air flow determining means (S6), and the target air flow determining means (S6) is a time elapse after the internal combustion engine (EG) is stopped when the internal combustion engine (EG) is stopped. With Wherein the lowering the target air volume.

  According to this, when the internal combustion engine (EG) is stopped, the target air flow rate of the blower (12) is reduced as time passes after the internal combustion engine (EG) is stopped. The power consumption of (12) can be reduced, and the power consumption of the battery (81) due to air conditioning in the passenger compartment can be suppressed.

  At this time, since the target air flow rate is reduced with the passage of time after the internal combustion engine (EG) is stopped, a sudden change in the air flow rate of the blown air into the passenger compartment can be suppressed, and the air conditioning of the occupant The deterioration of feeling can be suppressed.

  Furthermore, by reducing the power consumption of the blower (12) and reducing the power consumed for air conditioning among the power stored in the battery (81), the power supplied to the electric motor for travel is increased. As a result, the fuel efficiency of the vehicle can be improved in the same manner as the vehicle air conditioner described in claim 1.

  Here, when the air flow rate of air cooled by the evaporator (13) decreases due to a decrease in the target air flow rate when the internal combustion engine (EG) is stopped, the passenger compartment temperature becomes excessively high. There is a risk that the air-conditioning feeling will deteriorate.

  Therefore, in the invention according to claim 7, in the vehicle air conditioner according to any one of claims 4 to 6, the target air flow rate determining means (S6) is an internal combustion engine according to the vehicle interior temperature (Tr). When the engine (EG) is stopped, the lower limit air flow rate of the target air flow rate is set, and when the internal combustion engine (EG) is stopped, the passage of time after the internal combustion engine (EG) is stopped Along with this, the target air flow rate is reduced until the lower limit air flow rate is reached.

  According to this, since the lower limit blowing amount of the target blowing amount when the internal combustion engine (EG) is stopped is set according to the vehicle interior temperature (Tr), the internal combustion engine (EG) is stopped. An excessive increase in the vehicle interior temperature (Tr) can be suppressed. Accordingly, it is possible to suppress deterioration of the air conditioning feeling of the occupant when the internal combustion engine (EG) is stopped.

  According to an eighth aspect of the present invention, in the vehicle air conditioner according to any one of the first to seventh aspects, an internal combustion engine that outputs a driving force for generating electric power stored in the battery (81). It is applied to a vehicle having (EG).

  According to this, as described above, the frequency of driving the internal combustion engine (EG) in order to generate the electric power stored in the battery (81) can be reduced, so that the fuel consumption can be improved.

  In addition, the code | symbol in the bracket | parenthesis of each means described in this column and the claim shows the correspondence with the specific means as described in embodiment mentioned later.

It is a block diagram of the vehicle air conditioner in 1st Embodiment of this invention. It is a block diagram of the electric heater in FIG. It is a block diagram of the electric control part of the vehicle air conditioner of FIG. It is a flowchart which shows the control processing of the vehicle air conditioner of FIG. It is a flowchart which shows the detail of S10 of FIG. It is a flowchart which shows the detail of S13 of FIG. It is a flowchart which shows the detail of S6 of FIG. It is a flowchart which shows the detail of S9 of FIG. It is a flowchart which shows the detail of S6 of FIG. 4 in 2nd Embodiment. It is a flowchart which shows the detail of S9 of FIG. 4 in 2nd Embodiment.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is an overall configuration diagram of a vehicle air conditioner 1 according to the present embodiment, and FIG. 2 is a block diagram illustrating a configuration of an electric control unit of the vehicle air conditioner 1. The vehicle air conditioner 1 according to this embodiment is mounted on a hybrid vehicle that obtains driving force for vehicle travel from an engine (internal combustion engine) EG and a travel electric motor.

  The hybrid vehicle according to the present embodiment operates or stops the engine EG according to the traveling load of the vehicle, etc., and stops the engine EG by obtaining driving force from both the engine EG and the traveling electric motor. Thus, it is possible to switch the running state in which the driving force is obtained only from the traveling electric motor. Thereby, the vehicle fuel consumption is improved with respect to the normal vehicle which obtains the driving force for vehicle travel only from the engine EG.

  Further, the operation of the engine EG such as the operation or stop of the engine EG is controlled by an engine control device 70 described later. Furthermore, the driving force output from the engine EG of the present embodiment is used not only for driving the vehicle but also for operating the generator (power generation means) 80. That is, in this embodiment, the vehicle air conditioner 1 is applied to a vehicle having an engine EG that outputs both driving force for generating electric power stored in the battery 81 and driving force for traveling the vehicle.

  And the electric power generated with the generator 80 can be stored in the battery 81, and the electric power stored in the battery 81 is not only the electric motor for traveling, but also each component device that constitutes the vehicle air conditioner 1 ( It can be supplied to various in-vehicle devices such as air conditioning equipment. The generator 80 constitutes battery charging means for charging the battery 81.

  Next, the detailed structure of the vehicle air conditioner 1 of this embodiment is demonstrated. The vehicle air conditioner 1 of the present embodiment includes the indoor air conditioning unit 10 shown in FIG. 1, the refrigeration cycle 30, the air conditioning control device 50 shown in FIG.

  First, the indoor air-conditioning unit 10 is arranged inside the instrument panel (instrument panel) at the foremost part of the vehicle interior, and a blower 12, an evaporator 13, a heater core 14, and a PTC heater 15 are disposed in a casing 11 that forms an outer shell thereof. Etc. are accommodated.

  The casing 11 forms an air passage for blown air that is blown into the passenger compartment, and is formed of a resin (for example, polypropylene) that has a certain degree of elasticity and is excellent in strength. An inside / outside air switching box 20 as an inside / outside air switching means for switching and introducing between the inside air (vehicle compartment air) and the outside air (vehicle compartment outside air) is arranged on the most upstream side of the blown air flow in the casing 11.

  More specifically, the inside / outside air switching box 20 is formed with an inside air introduction port 21 for introducing inside air into the casing 11 and an outside air introduction port 22 for introducing outside air. Further, inside the inside / outside air switching box 20, the opening areas of the inside air introduction port 21 and the outside air introduction port 22 are continuously adjusted, and the air volume ratio between the air volume of the inside air introduced into the casing 11 and the air volume of the outside air is set. An inside / outside air switching door 23 to be changed is arranged.

  Therefore, the inside / outside air switching door 23 constitutes an air volume ratio changing means for switching the suction port mode for changing the air volume ratio between the air volume of the inside air introduced into the casing 11 and the air volume of the outside air. More specifically, the inside / outside air switching door 23 is driven by an electric actuator 62 for the inside / outside air switching door 23, and the operation of the electric actuator 62 is controlled by a control signal output from an air conditioning control device 50 described later. Be controlled.

  As the suction port mode, the inside air introduction port 21 is fully opened and the outside air introduction port 22 is fully closed to introduce the inside air into the casing 11. The inside air introduction port 21 is fully closed and the outside air introduction port 22 is fully closed. The outside air mode in which the outside air is introduced into the casing 11 with the valve fully open, and the opening areas of the inside air introduction port 21 and the outside air introduction port 22 are continuously adjusted between the inside air mode and the outside air mode. There is an internal / external air mixing mode that continuously changes the introduction ratio.

  On the downstream side of the air flow in the inside / outside air switching box 20, a blower 12 as a blowing means for blowing the air sucked through the inside / outside air switching box 20 toward the vehicle interior is arranged. The blower 12 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) with an electric motor, and the number of rotations (the amount of blown air) is controlled by a control voltage (blower voltage) output from the air conditioning controller 50. The The blower 12 is configured to be operable by being supplied with electric power stored in the battery (81), and the electric power of the battery 81 is consumed by the operation of the blower 12.

  An evaporator (evaporator) 13 is disposed on the downstream side of the air flow of the blower 12. The evaporator 13 is a cooling heat exchanger that cools the blown air by exchanging heat between the refrigerant flowing through the evaporator 13 and the blown air. In other words, the evaporator 13 is a cooling heat exchanger that cools the blown air that evaporates the refrigerant and blows air into the passenger compartment. The evaporator 13 constitutes a vapor compression refrigeration cycle 30 together with a compressor (compressor) 31, a condenser 32, a gas-liquid separator 33, an expansion valve 34, and the like.

  The compressor 31 is disposed in the engine room, sucks the refrigerant in the refrigeration cycle 30, compresses and discharges it, and drives the fixed capacity type compression mechanism 31a having a fixed discharge capacity by the electric motor 31b. It is configured as an electric compressor. The electric motor 31b is an AC motor whose operation (number of rotations) is controlled by the AC voltage output from the inverter 61. The compressor 31 is configured to be operable by being supplied with electric power stored in the battery (81), and the electric power of the battery 81 is consumed by the operation of the compressor 31.

  Further, the inverter 61 outputs an AC voltage having a frequency corresponding to a control signal output from the air conditioning control device 50 described later. And the refrigerant | coolant discharge capability (rotation speed) of the compressor 31 is changed by this rotation speed control. Therefore, the electric motor 31b constitutes a discharge capacity changing means of the compressor 31. In addition, the power consumption required in order to operate the compressor 31 of this embodiment is larger than the power consumption required in order to operate ventilation to the above-mentioned air blower 12. FIG.

  The condenser 32 is disposed in the engine room, and exchanges heat between the refrigerant circulating in the interior and the outside air (outside air) blown from the blower fan 35 as an outdoor blower, so that the compressed refrigerant is Condensed liquid. The blower fan 35 is an electric blower in which the operating rate, that is, the rotation speed (the amount of blown air) is controlled by the control voltage output from the air conditioning control device 50.

  The gas-liquid separator 33 gas-liquid separates the condensed and liquefied refrigerant to store surplus liquid refrigerant, and flows only the liquid refrigerant downstream. The expansion valve 34 is a decompression unit that decompresses and expands the liquid refrigerant. The evaporator 13 evaporates the refrigerant expanded under reduced pressure by heat exchange between the refrigerant and the blown air.

  Further, in the casing 11, on the downstream side of the air flow of the evaporator 13, an air passage such as a cooling cold air passage 16 and a cold air bypass passage 17 for flowing air after passing through the evaporator 13, and the heating cold air passage 16 and the cold air are provided. A mixing space 18 for mixing the air that has flowed out of the bypass passage 17 is formed.

  A heater core 14 and a PTC heater 15 for heating the air that has passed through the evaporator 13 are arranged in this order in the cooling air passage 16 for heating in the air flow direction. The heater core 14 heats the engine cooling water (hereinafter simply referred to as cooling water) that cools the engine EG and the blown air that has passed through the evaporator 13 to heat the blown air that has passed through the evaporator 13. It is a heat exchanger.

  Specifically, a cooling water flow path 41 is provided between the heater core 14 and the engine EG, and the cooling water circuit 40 is configured in which the cooling water circulates between the heater core 14 and the engine EG. The cooling water circuit 40 is provided with an electric water pump 42 for circulating the cooling water. The electric water pump 42 is an electric water pump whose rotation speed (cooling water circulation amount) is controlled by a control voltage output from the air conditioning control device 50.

  The PTC heater 15 is an electric heater that has a PTC element (positive characteristic thermistor), generates heat when electric power is supplied to the PTC element, and heats air after passing through the heater core 14. Note that the power consumption required to operate the PTC heater 15 of this embodiment is less than the power consumption required to operate the compressor 31 of the refrigeration cycle 30.

  More specifically, as shown in FIG. 3, the PTC heater 15 includes a plurality of (in this embodiment, three) PTC heaters 15a, 15b, and 15c. FIG. 3 is a circuit diagram showing an electrical connection mode of the PTC heater 15 of the present embodiment.

  As shown in FIG. 3, the positive side of each PTC heater 15a, 15b, 15c is connected to the battery 81 side, and the negative side is connected to each PTC heater 15a, 15b, 15c via each switch element SW1, SW2, SW3. Connected to the ground side. Each switch element SW1, SW2, SW3 switches the energized state (ON state) and the non-energized state (OFF state) of each PTC element h1, h2, h3 included in each PTC heater 15a, 15b, 15c.

  Further, the operation of each switch element SW1, SW2, SW3 is independently controlled by a control signal output from the air conditioning control device 50. Therefore, the air-conditioning control apparatus 50 switches to the energized state and the non-energized state of each switch element SW1, SW2, SW3, and becomes an energized state among the PTC heaters 15a, 15b, 15c, and exhibits the heating capability. By switching the thing, the heating capability as the whole PTC heater 15 can be changed.

  On the other hand, the cold air bypass passage 17 is an air passage for guiding the air after passing through the evaporator 13 to the mixing space 18 without passing the heater core 14 and the PTC heater 15. Therefore, the temperature of the blown air mixed in the mixing space 18 varies depending on the air volume ratio of the air passing through the heating cool air passage 16 and the air passing through the cold air bypass passage 17.

  Therefore, in the present embodiment, the amount of cold air that flows into the heating cold air passage 16 and the cold air bypass passage 17 on the downstream side of the air flow of the evaporator 13 and on the inlet side of the heating cold air passage 16 and the cold air bypass passage 17. An air mix door 19 that continuously changes the ratio is disposed.

  Therefore, the air mix door 19 constitutes a temperature adjusting means for adjusting the air temperature in the mixing space 18 (the temperature of the blown air blown into the vehicle interior). More specifically, the air mix door 19 is driven by an electric actuator 63 for the air mix door, and the operation of the electric actuator 63 is controlled by a control signal output from the air conditioning controller 50.

  Furthermore, blower outlets 24 to 26 that blow out the blown air whose temperature has been adjusted from the mixing space 18 to the vehicle interior that is the air-conditioning target space are disposed in the most downstream portion of the blown air flow of the casing 11. Specifically, the air outlets 24 to 26 include a face air outlet 24 that blows air-conditioned air toward the upper body of an occupant in the vehicle interior, a foot air outlet 25 that blows air-conditioned air toward the feet of the occupant, and the front of the vehicle. A defroster outlet 26 that blows air-conditioned air toward the inner surface of the window glass W is provided.

  Further, on the upstream side of the air flow of the face air outlet 24, the foot air outlet 25, and the defroster air outlet 26, the face door 24a for adjusting the opening area of the face air outlet 24 and the opening area of the foot air outlet 25 are adjusted. The defroster door 26a which adjusts the opening area of the foot door 25a to perform and the defroster blower outlet 26 is arrange | positioned.

  The face door 24a, the foot door 25a, and the defroster door 26a constitute an outlet mode switching means for switching the outlet mode, and an electric actuator 64 for driving the outlet mode door via a link mechanism (not shown). It is linked to and rotated in conjunction with it. The operation of the electric actuator 64 is also controlled by a control signal output from the air conditioning control device 50.

  Further, as the air outlet mode, the face air outlet 24 is fully opened and air is blown out from the face air outlet 24 toward the upper body of the passenger in the vehicle. Both the face air outlet 24 and the foot air outlet 25 are opened. A bi-level mode that blows air toward the upper body and feet of passengers in the passenger compartment, a foot mode in which the foot blower outlet 25 is fully opened and the defroster blower opening 26 is opened by a small opening, and air is mainly blown from the foot blower outlet 25. In addition, there is a foot defroster mode in which the foot outlet 25 and the defroster outlet 26 are opened to the same extent and air is blown out from both the foot outlet 25 and the defroster outlet 26.

  Next, the electric control unit of the present embodiment will be described with reference to FIG. The air conditioning control device 50, the engine control device 70, and the battery control device 90 are composed of a well-known microcomputer including a CPU, a ROM, a RAM, and the like and peripheral circuits thereof, and various types based on a control program stored in the ROM. Performs computation and processing, and controls the operation of various devices connected to the output side.

  To the output side of the engine control device 70, various engine constituent devices constituting the engine EG are connected. Specifically, a starter that starts the engine EG, a drive circuit (not shown) of a fuel injection valve (injector) that supplies fuel to the engine EG, and the like are connected.

  On the output side of the air conditioning control device 50, as an air conditioner, an air blower 12, an inverter 61 for the electric motor 31b of the compressor 31, a blower fan 35, various electric actuators 62, 63, 64, first to third PTC heaters 15a, 15b and 15c, the electric water pump 42, etc. are connected.

  On the output side of the air conditioning control device 50, the blower 12, the inverter 61 for the electric motor 31b of the compressor 31, the blower fan 35, various electric actuators 62, 63, 64, the first to third PTC heaters 15a, 15b, 15c, An electric water pump 42 and the like are connected.

  Further, on the input side of the air-conditioning control device 50, an inside air sensor 51 that detects the vehicle interior temperature Tr, an outside air sensor 52 (outside air temperature detection means) that detects the outside air temperature Tam, and a solar radiation sensor that detects the amount of solar radiation Ts in the vehicle interior. 53, a discharge temperature sensor 54 (discharge temperature detection means) for detecting the compressor 31 discharge refrigerant temperature Td, a discharge pressure sensor 55 (discharge pressure detection means) for detecting the compressor 31 discharge refrigerant pressure Pd, and an outlet from the evaporator 13 Various air-conditioning controls such as an evaporator temperature sensor 56 (refrigerant evaporation temperature detecting means) for detecting the air temperature (refrigerant evaporation temperature) TE, a cooling water temperature sensor 58 for detecting the cooling water temperature Tw of the cooling water flowing out from the engine EG, etc. The detection signal of the sensor group for use is connected.

  Note that the evaporator temperature sensor 56 of the present embodiment specifically detects the heat exchange fin temperature of the evaporator 13. Of course, as the evaporator temperature sensor 56, temperature detection means for detecting the temperature of other parts of the evaporator 13 may be adopted, or temperature detection means for directly detecting the temperature of the refrigerant itself flowing through the evaporator 13 may be used. It may be adopted.

  Further, operation signals from various air conditioning operation switches provided on the operation panel 60 disposed near the instrument panel in the front part of the vehicle interior are input to the input side of the air conditioning control device 50. As various air conditioning operation switches provided on the operation panel 60, specifically, an operation switch (not shown) of the vehicle air conditioner 1 and an air conditioner on / off (specifically, the compressor 31 is on / off). Air conditioner switch 60a for switching, auto switch 60b for setting / releasing automatic control of the vehicle air conditioner 1, operation mode switch (not shown), suction port mode switch (not shown) for switching the suction port mode, blowing Prioritize power saving of the outlet mode switch (not shown) for switching the outlet mode, the air volume setting switch (not shown) of the blower 12, the vehicle interior temperature setting switch 60c for setting the vehicle interior temperature Tr, and the refrigeration cycle 30. An economy switch 60d for outputting a command is provided.

  The vehicle interior temperature setting switch 60c of the present embodiment constitutes a target temperature setting means for setting a target temperature (vehicle interior set temperature) Tset in the vehicle interior, and the economy switch 60d is operated by the occupant's operation. A power saving requesting means for outputting a command for requesting power saving of power required for indoor air conditioning is configured.

  Further, the air conditioning control device 50 is electrically connected to an engine control device 70 that controls the operation of the engine EG, and the air conditioning control device 50 and the engine control device 70 are configured to be capable of electrical communication with each other. Thereby, based on the detection signal or operation signal input into one control apparatus, the other control apparatus can also control the operation | movement of the various apparatuses connected to the output side. For example, the engine EG can be operated by the air conditioning control device 50 outputting an operation request command for the engine EG to the engine control device 70.

  In addition, each of the air conditioning control device 50 and the engine control device 70 is electrically connected to a battery control device 90 that performs monitoring of the remaining amount of power stored in the battery 81 (hereinafter simply referred to as the remaining battery amount). A detection signal (such as data indicating the remaining battery level) output from the device 90 is input.

  The battery control device 90 constitutes battery remaining amount detecting means for detecting the remaining amount of battery. Examples of the method for detecting the remaining battery level include a method for measuring and detecting the specific gravity of the battery electrolyte, the weight of the entire battery, a method for detecting based on the current value and time of charging / discharging, A method of measuring and detecting the internal resistance can be employed.

  When the engine EG is stopped due to travel conditions, the battery control device 90 according to the present embodiment causes the engine control device to reduce the remaining battery level to a predetermined lower limit due to travel by the travel electric motor or air conditioning in the passenger compartment. 70 is configured to output an engine EG operation request signal (engine ON request signal). In other words, until the remaining battery level reaches a predetermined lower limit value, the electric power stored in the battery 81 to the electric motor for traveling can be traveled with the driving force output from the electric motor for traveling. It is configured to allow supply.

  By outputting the engine ON request signal to the engine control device 70, the engine EG operates, so that it is possible to secure the driving force necessary for traveling and charge the battery 81 by the generator 80 or the like.

  In addition, the air conditioning control device 50 is configured integrally with control means for controlling the various air conditioning control devices described above, but in this embodiment, in particular, an inverter 61 connected to the electric motor 31b of the compressor 31. The configuration (hardware and software) that controls the frequency of the AC voltage output from the compressor 31 to control the refrigerant discharge capacity of the compressor 31 is the compressor control means 50a, and the operation of the blower 12 that is the blower means is controlled. The configuration for controlling the blowing capacity of the blower 12 is referred to as a blower control means 50b. Of course, the compressor control means 50a and the like may be configured separately from the air conditioning control device 50.

  First, in step S1, initialization such as initialization of flags, timers, etc., and initial alignment of the stepping motor constituting the electric actuator described above is performed. In this initialization, some of the flags and calculation values that are stored at the end of the previous operation of the vehicle air conditioner 1 are maintained.

  In the next step S2, the operation signal of the operation panel 60 is read and the process proceeds to step S3. As specific operation signals, the vehicle interior temperature setting Tset set by the vehicle interior temperature setting switch 60c, the air outlet mode selection signal, the air inlet mode selection signal, the air volume setting signal of the blower 12, the economy switch 60d There are setting signals.

In step S3, a vehicle environmental state signal used for air-conditioning control, that is, detection signals from the sensor groups 51 to 58, the battery control device 90, and the like are read, and the process proceeds to step S4. In step S4, the target blowing temperature TAO of the vehicle compartment blowing air is calculated. The target blowing temperature TAO is calculated by the following formula F1.
TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C (F1)
Here, Tset is the vehicle interior set temperature set by the vehicle interior temperature setting switch 60c, Tr is the vehicle interior temperature detected by the internal air sensor 51, Tam is the outside air temperature detected by the outside air sensor 52, and Ts is the solar radiation sensor 53. Is the amount of solar radiation detected by. Kset, Kr, Kam, Ks are control gains, and C is a correction constant.

  In subsequent steps S5 to S13, control states of various devices connected to the air conditioning control device 50 are determined. First, in step S5, the target opening degree SW of the air mix door 19 is set to the above TAO, the blown air temperature detected by the evaporator temperature sensor 56 (the refrigerant evaporation temperature of the evaporator 13) TE, and the hot air temperature TWD before the air mix. Calculate based on

Specifically, the target opening degree SW can be calculated by the following formula F2-1.
SW = [{TAO- (TE + 2)} / {TWD- (TE + 2)}] × 100 (%) ... (F2-1)
The hot air temperature TWD before air mixing is a value determined according to the heating capacity of the heater core 14 and the PTC heater 15 disposed in the heating cold air passage 16, and specifically, the following formula F2 -2.
TWD = Tw × 0.8 + TE × 0.2 + ΔTptc (F2-2)
Here, Tw is the cooling water temperature detected by the cooling water temperature sensor 58, ΔTptc is the amount of increase in the blowing temperature due to the operation of the PTC heater 15, that is, the temperature of the conditioned air blown out from the outlet to the vehicle interior (outlet temperature). Among these, the temperature rise amount contributed by the operation of the PTC heater 15.

  That is, in Formula F3, the warm air temperature TWD before the air mix is the total value of the blowout temperature rise amount (Tw × 0.8 + TE × 0.2) by the heater core 14 and the blowout temperature rise amount ΔTptc by the operation of the PTC heater 15. Asking.

  It is considered that the air temperature rise amount (Tw × 0.8 + TE × 0.2) by the heater core 14 increases to the cooling water temperature Tw at the heater core 14 if the heat exchange efficiency of the heater core 14 is 100%. On the other hand, in the actual heater core 14, the coefficient of 0.8 is determined because the heat exchange efficiency is about 80%.

  Further, it has been found by the present inventors that the amount of temperature rise by the heater core 14 varies depending on the temperature of the blown air flowing into the heater core 14. Since the temperature of the blown air flowing into the heater core 14 is the temperature of the cool air cooled by the evaporator 13, the blown air temperature TE can be adopted. And the coefficient of 0.2 calculated | required experimentally is employ | adopted as a contribution with respect to the blowing temperature rise amount of the temperature of the ventilation air which flows in into this heater core 14. FIG.

On the other hand, the blowout temperature rise amount ΔTptc due to the operation of the PTC heater 15 is the power consumption W (Kw) of the PTC heater 15, the air density ρ (kg / m 3), the specific air heat Cp, and the amount of air passing through the PTC heater 15. Using the air volume Va (m3 / h), it can be calculated by the formula F2-3.
ΔTptc = W / ρ / Cp / Va × 3600 (F2-3)
Here, as the PTC passing air volume Va, the air mix opening SW calculated in the previous step S5 is considered with respect to the blown air volume of the blower 12.

  SW = 0 (%) is the maximum cooling position of the air mix door 19, and the cold air bypass passage 17 is fully opened and the heating cold air passage 16 is fully closed. On the other hand, SW = 100 (%) is the maximum heating position of the air mix door 19, and the cold air bypass passage 17 is fully closed and the heating cold air passage 16 is fully opened.

  In step S6, the target air volume of the air blown by the blower 12, specifically, the blower voltage applied to the electric motor is determined. That is, the process of S6 of this embodiment constitutes the target air flow rate determining means of the present invention. Details of the method for determining the blower voltage of the blower 12 will be described later.

  In step S7, the suction port mode, that is, the switching state of the inside / outside air switching box 20 is determined. This inlet mode is also determined based on TAO with reference to a control map stored in advance in the air conditioning controller 50. In the present embodiment, priority is given mainly to the outside air mode for introducing outside air. However, the inside air mode for introducing inside air is selected when TAO is in a very low temperature range and high cooling performance is desired. Further, an exhaust gas concentration detecting means for detecting the exhaust gas concentration of the outside air may be provided, and the inside air mode may be selected when the exhaust gas concentration becomes equal to or higher than a predetermined reference concentration.

  In step S8, the outlet mode is determined. This air outlet mode is also determined with reference to a control map stored in advance in the air conditioning control device 50 based on TAO. In this embodiment, as the TAO rises from the low temperature range to the high temperature range, the outlet mode is sequentially switched from the foot mode to the bi-level mode to the face mode.

  Accordingly, the face mode is mainly selected in the summer, the bi-level mode is mainly selected in the spring and autumn, and the foot mode is mainly selected in the winter. Furthermore, when there is a high possibility that fogging will occur on the window glass W from the detection value of the humidity sensor, the foot defroster mode or the defroster mode may be selected.

  In step S9, the target refrigerant evaporation temperature TEO of the evaporator 13 is determined. That is, the process of S9 of this embodiment constitutes the target refrigerant evaporation temperature determining means of the present invention. TEO is a target temperature of the refrigerant evaporation temperature (blow air temperature) TE in the evaporator 13, and is determined in order to adjust the temperature and humidity of the blown air. The TEO is updated every predetermined second (for example, 1 second). Details of the TEO determination method will be described later.

  In step S10, the refrigerant discharge capacity (specifically, the rotational speed [rpm]) of the compressor 31 is determined. Details of step 10 will be described with reference to the flowchart of FIG. The relationship diagram between the compressor revolution speed deviation En and the deviation rate of change Edot described in step 21 of FIG. 5 is an example of a fuzzy inference rule for calculating the revolution speed change amount Δf of the compressor 31. FIG.

  First, in step S21, a rotational speed change amount Δf with respect to the previous compressor rotational speed fn−1 is calculated based on fuzzy inference. Specifically, the deviation En (ETE) obtained by subtracting the deviation En-1 previously calculated from the deviation En (= TEO-TE) calculated in step S9 and the deviation En calculated this time from the deviation En calculated this time. = En− (En−1)) is used to calculate the rotational speed change amount Δf based on the membership function and rules stored in advance in the air conditioning control device 50.

  In step S22, a value obtained by adding the rotational speed change amount Δf to the previous compressor rotational speed fn−1 is set as the current compressor rotational speed fn [rpm]. Since the compressor speed is updated every second, the previous compressor speed fn−1 is a value one second before the current compressor speed fn.

  In the next step S11, the number of operating PTC heaters 15 is determined. The number of operating PTC heaters 15 is determined according to the air mix opening SW and the cooling water temperature Tw. Here, the smaller the air mix opening degree SW means that the necessity of heating the blown air in the heating cool air passage 16 is reduced. Therefore, the necessity of operating the PTC heater 15 is reduced as the air mix opening SW is reduced.

  Therefore, in this embodiment, first, when the air mix opening degree SW is smaller than a predetermined reference opening degree (40% in this embodiment), it is assumed that there is no need to operate the PTC heater 15, and the PTC heater 15 Is determined to be non-energized (OFF). On the other hand, if the air mix opening SW is equal to or larger than a predetermined reference opening, it is determined that the PTC heater 15 needs to be operated, and the operating state of the PTC heater 15 is determined to be energized (ON).

  Next, when the operating state of the PTC heater 15 is determined to be energized (ON), the operating number of the PTC heater 15 is determined with reference to a predetermined control map based on the coolant temperature Tw. Specifically, the number of operating PTC heaters 15 is increased as the cooling water temperature Tw decreases.

  In step S12, it is determined whether or not an engine EG operation request (engine ON request) is necessary. In this step S12, when the engine EG is stopped due to the remaining battery level and the running conditions, the operation and stop of the engine EG for air conditioning are determined.

  Here, in a normal vehicle that obtains the driving force for vehicle travel only from the engine EG, since the engine EG is operated, the cooling water is always at a high temperature. Therefore, in a normal vehicle, sufficient heating performance can be exhibited by circulating cooling water through the heater core 14.

  On the other hand, in the hybrid vehicle as in the present embodiment, if the remaining battery level is sufficient, the vehicle can travel by obtaining the driving force for traveling only from the traveling electric motor. For this reason, even when high heating performance is required, when the engine EG is stopped, the coolant temperature TW only rises to about 40 ° C., and the heater core 14 cannot exhibit sufficient heating performance.

  Therefore, in the present embodiment, when the cooling water temperature Tw is lower than the predetermined reference cooling water temperature even though high heating performance is required, the air conditioning control device maintains the cooling water temperature Tw above a predetermined temperature. An operation request signal is output from 50 to the engine control device 70 so as to operate the engine EG.

  Note that such an output of the operation request signal causes the fuel consumption to deteriorate because the engine EG is operated even when it is not necessary to operate the engine EG as a vehicle driving source. For this reason, it is desirable to reduce the frequency of outputting the operation request signal as much as possible.

  In the next step 13, it is determined whether or not to operate the electric water pump 42 that circulates the cooling water between the heater core 14 and the engine EG. Details of step S13 will be described with reference to the flowchart of FIG. First, in step S31, it is determined whether or not the coolant temperature TW is higher than the blown air temperature (refrigerant evaporation temperature) TE of the evaporator 13.

  In step S31, when the cooling water temperature TW is equal to or lower than the blown air temperature TE of the evaporator 13, the process proceeds to step S34, and it is determined that the electric water pump 42 is stopped (OFF). The reason is that when the cooling water temperature TW is equal to or lower than the blown air temperature TE of the evaporator 13 and the cooling water is flowed to the heater core 14, the cooling water flowing through the heater core 14 cools the air after passing through the evaporator 13. This is because the temperature of the air blown from the outlet is lowered.

  On the other hand, when the cooling water temperature TW is higher than the blown air temperature TE of the evaporator 13 in step S31, the process proceeds to step S32. In step S32, it is determined whether or not the blower 12 is operating. When it is determined in step S32 that the blower 12 is not operating, the process proceeds to step S34, and it is determined to stop (OFF) the electric water pump 42 for power saving.

  On the other hand, when it determines with the air blower 12 operating in step S32, it progresses to step S33 and determines operating the electric water pump 42 (ON). As a result, the electric water pump 42 operates and the cooling water circulates in the cooling water circuit 40, so that the cooling water flowing through the heater core 14 and the air passing through the heater core 14 are heat-exchanged to heat the blown air. Can do.

  Returning to FIG. 4, in step S <b> 14, various devices 12, 61, 35, 62, 63, 64, 15 a, 15 b, and so on are obtained from the air conditioning controller 50 so that the control state determined in steps S <b> 5 to S <b> 13 described above is obtained. Control signals and control voltages are output to 15 c and 42 and the engine control device 70.

  Thereby, for example, a control signal is output from the compressor control means 50a of the air conditioning control device 50 to the inverter 61, and a control voltage (blower voltage V) is output from the blower control means 50b to the electric motor of the blower 12. The Further, if an engine operation request signal is output from the air-conditioning control device 50 to the engine control device 70, the engine EG is operated even when the engine EG is stopped due to traveling conditions.

  In step S15, the process waits for the control period τ, and returns to step S2 when it is determined that the control period τ has elapsed. In the present embodiment, the control cycle τ is 250 ms. This is because the air conditioning control in the passenger compartment does not adversely affect the controllability even if the control period is slower than the engine control or the like. Furthermore, it is possible to suppress a communication amount for air conditioning control in the vehicle and to sufficiently secure a communication amount of a control system that needs to perform high-speed control such as engine control.

  By the way, when the engine EG is stopped due to traveling conditions (while the engine is stopped including the timing at which the engine is stopped), the remaining amount of the battery is predetermined by operating each air conditioner by supplying power from the battery 81 or the like. When the value is lowered to the lower limit value, it is necessary to drive the engine EG in order to secure driving force for traveling or to charge the battery by the generator 80 or the like. In this case, since there is a concern about deterioration of vehicle fuel consumption due to driving of the engine EG, it is desirable to suppress power consumption of the battery 81 due to air conditioning in the passenger compartment.

  Therefore, in the present embodiment, by adjusting the blower voltage (air flow rate) of the blower 12 and the TEO of the evaporator 13 used when determining the rotation speed of the compressor 31 in consideration of the operating state of the engine EG, The power consumption of the battery 81 is suppressed by air conditioning in the passenger compartment.

  First, the detail of the blower voltage determination method (S6) of the air blower 12 of this embodiment is demonstrated using the flowchart of FIG. In this embodiment, in order to determine the blower voltage of the blower 12, a blower voltage (to be applied to the electric motor of the blower 12) from among a plurality of temporary blower voltages set according to the air conditioning heat load and the operating state of the engine EG. Target air flow).

  In step S41, the first temporary blower voltage f (TAO) is set according to the TAO determined in step S4, as shown in the relationship diagram between the target blowing temperatures TAO and f (TAO) described in step S41.

  Specifically, the first temporary blower voltage f (TAO) is set to a high voltage in the extremely low temperature range and the very high temperature range of TAO, and the air volume of the blower 12 is set to the maximum air volume. Further, when TAO rises from the extremely low temperature region toward the intermediate temperature region, the first temporary blower voltage f (TAO) is decreased in accordance with the increase in TAO, and the amount of air blown by the blower 12 is decreased. Further, when the TAO decreases from the extremely high temperature range toward the intermediate temperature range, the first temporary blower voltage f (TAO) is decreased in accordance with the decrease in TAO, and the amount of air blown by the blower 12 is decreased. Further, when TAO enters a predetermined intermediate temperature range, the first temporary blower voltage f (TAO) is set to a low voltage, and the air volume of the blower 12 is set to the minimum air volume. Here, the first temporary blower voltage f (TAO) of the present embodiment is set such that the maximum voltage in the entire temperature range from the extremely low temperature range to the extremely high temperature range is 12V and the minimum voltage value is 4V.

  Here, in the present embodiment, the blowing amount when the first temporary blower voltage f (TAO) determined in step S41 is applied to the electric motor is referred to as “normal blowing amount”. Since the first temporary blower voltage f (TAO) is a value determined based on TAO, the first temporary blower voltage f (TAO) is determined based on the air conditioning heat load such as the vehicle interior set temperature Tset, the vehicle interior temperature Tr, the outside air temperature Tam, and the solar radiation amount Ts. Is the value to be The relationship diagram between the target blowing temperature TAO and f (TAO) described in step S41 is an example showing the relationship between the target blowing temperature TAO and the first temporary blower voltage, and is not limited to this. .

  In the next step S42, it is determined whether or not the engine EG is stopped (the engine is stopped) based on a control signal indicating the operating state of the engine EG from the engine control device 70.

  As a result, when it is determined that the engine is stopped (S42: YES), the process proceeds to step S44, and the second temporary blower voltage f (for adjusting the blower voltage according to the elapsed time since the engine EG stopped). Set engine stop.

  In the present embodiment, the elapsed time since the engine EG stopped during the engine stop, as shown in the relationship diagram between the elapsed time after the engine EG stopped and the f (engine stop) described in step S44. Accordingly, the second temporary blower voltage f (engine stop) is set so that the target air flow rate decreases.

  Specifically, the second temporary blower voltage f (engine stop) is changed to the first temporary blower voltage f (TAO) at an initial stage (0 to 2 minutes in the present embodiment) after the engine has stopped. Is set to a voltage (for example, 10 V) lower than the maximum voltage (12 V), and the air flow rate of the blower 12 is reduced below the maximum air flow rate.

  Then, when the elapsed time from the engine stop reaches the intermediate period (2 to 5 minutes in the present embodiment) after the initial stage, the second temporary blower voltage f (engine stop) is gradually decreased with the passage of time.

  Further, when the elapsed time from the engine stop reaches the later stage (in this embodiment, 5 minutes or more) after the intermediate stage, the second temporary blower voltage f (engine stop) is changed to the first temporary blower voltage f (TAO). The voltage is set lower than the lowest voltage (4V) (for example, 3V). Therefore, in the later stage, the amount of air flow when the second temporary blower voltage f (engine stop) is applied to the electric motor is lower than the “normal amount of air flow”, so the power consumption of the battery 81 is effectively suppressed. It becomes possible to do. In addition, the relationship diagram between the elapsed time after stopping the engine EG and the f (engine stop) described in step S44 shows the relationship between the elapsed time after stopping the engine EG and the second temporary blower voltage. However, the present invention is not limited to this example.

  By the way, when the passenger compartment temperature Tr is low, the occupant is less likely to feel a sense of incongruity even if the air flow rate of the fan 12 is small. If the air volume is low, the passenger may feel uncomfortable. In this case, there is a concern about the deterioration of the air conditioning feeling of the passenger.

  Therefore, in the present embodiment, the lower limit blowing amount of the blower 12 when the engine is stopped is set according to the vehicle interior temperature Tr. Specifically, after setting the second temporary blower voltage in step S44, the process proceeds to step S46, and the vehicle interior is as shown in the relationship diagram between the vehicle interior temperature Tr and f (vehicle interior temperature) described in step S46. The third temporary blower voltage f (vehicle interior temperature) is set according to the temperature Tr.

  In step S46, when the vehicle interior temperature Tr is equal to or lower than the low temperature side reference temperature (25 ° C. in the present embodiment), the third temporary blower voltage f (vehicle interior temperature) is changed to the first temporary blower voltage f (TAO). Is set to a voltage (3V) lower than the lowest voltage (4V).

  On the other hand, when the vehicle interior temperature Tr becomes higher than the reference temperature on the low temperature side (25 ° C. in the present embodiment), the third temporary blower voltage f (vehicle interior temperature) is increased as the vehicle interior temperature Tr increases. When the vehicle interior temperature Tr becomes higher than the reference temperature on the high temperature side (30 ° C. in this embodiment), the third temporary blower voltage f (vehicle interior temperature) is changed to the maximum voltage (12V) of the first temporary blower voltage f (TAO). ) Set the voltage near (10V). Note that the relationship diagram between the vehicle interior temperature Tr and f (vehicle interior temperature) described in step S46 is an example of the relationship between the vehicle interior temperature Tr and the third temporary blower voltage, and is not limited to this. is not.

In the next step S47, the current blower voltage is determined from the first to third temporary blower voltages based on the following formula F4.
Current blower voltage = MIN {f (TAO), MAX (f (engine stop), f (vehicle interior temperature))} (F3)
In step S47, the second temporary blower voltage f (engine stop) set in step S44 is compared with the third temporary blower voltage f (vehicle interior temperature) set in step S46, and the one having the larger voltage value is selected.

  According to this selection, it is restricted according to the vehicle interior temperature Tr that the air flow rate of the blower 12 is excessively reduced as the elapsed time from the engine stop becomes longer. That is, setting the third temporary blower voltage f (vehicle interior temperature) in step S46 means setting the lower limit value (lower limit air flow rate) of the second temporary blower voltage f (engine stop) while the engine is stopped. means. Note that the third temporary blower air volume f (vehicle interior temperature) corresponds to the lower limit air flow rate of the present invention.

  Then, the voltage value selected by comparing the second temporary blower voltage f (engine stop) and the third temporary blower voltage f (vehicle interior temperature) is compared with the first temporary blower voltage f (TAO), The smaller voltage value is determined as the current blower voltage.

  Therefore, the second temporary blower voltage f (engine stop) is larger than the third temporary blower voltage f (vehicle interior temperature), and the second temporary blower voltage f (engine stop) is the first temporary blower voltage f (TAO). Is smaller than the second temporary blower voltage f (engine stop) is determined as the current blower voltage.

  Further, the third temporary blower voltage f (vehicle interior temperature) is larger than the second temporary blower voltage f (engine stop), and the third temporary blower voltage f (engine stop) is the first temporary blower voltage f (TAO). Is smaller than the second temporary blower voltage f (engine stop) is determined as the current blower voltage.

  Also, when each of the second and third temporary blower voltages is larger than the first temporary blower voltage f (TAO), the first temporary blower voltage f (engine stop) is applied to the electric motor to operate the blower 12 However, since the power consumption of the battery 81 is small, the first temporary blower voltage f (engine stop) is determined as the current blower voltage.

  If it is not determined that the engine is stopped as a result of the determination process in step S42, the driving force for driving the vehicle can be obtained from the engine EG, and the generator 80 can be operated by the driving force of the engine EG. It is.

  Therefore, when it is not determined that the engine is stopped, the blower voltage is determined so that the air flow rate of the blower 12 at the normal time can be obtained. That is, when it is not determined that the engine is stopped (S42: NO), the process proceeds to step S48, and the second temporary blower voltage f (engine stop) and the third temporary blower voltage f (vehicle interior temperature) are respectively set to the first temporary blower. The maximum voltage (12V) of the blower voltage f (TAO) is set. In this case, since the second temporary blower voltage f (engine stop) and the third temporary blower voltage f (vehicle interior temperature) are set to the maximum voltage of the first temporary blower voltage f (TAO), in step S47 The first temporary blower voltage f (TAO) is determined as the current blower voltage.

  Next, details of the method (S9) for determining the target refrigerant evaporation temperature TEO of the evaporator 13 will be described using the flowchart of FIG.

  In the present embodiment, in order to determine the TEO used when determining the rotation speed of the compressor 31, the TEO is determined from a plurality of temporary target temperatures set according to the air conditioning heat load and the operating state of the engine EG. To do. Basically, as the TEO set value is set to a higher temperature, the difference between the high and low pressures of the refrigeration cycle 30 increases. Therefore, the power consumption of the compressor 31 increases and the TEO set value is set to a lower temperature. Since the high / low pressure difference of the refrigeration cycle 30 is reduced, the power consumption of the compressor 31 is reduced.

  First, in step S51, in order to prevent defogging of the vehicle front window glass W, as shown in the relationship diagram between the outside air temperature Tam and f (vehicle interior temperature) described in step S51, the TEO is changed according to the outside air temperature Tam. A first temporary target temperature f (Tam) is set.

  Specifically, in step S51, when the outside air temperature Tam is high, the necessity for anti-fogging is considered to be low. Therefore, when the outside air temperature Tam is higher than a preset reference outside air temperature (20 ° C. in the present embodiment), 1 Temporary target temperature f (Tam) is set to a preset maximum temperature (8 ° C. in the present embodiment).

  Further, when the outside air temperature Tam is low, the vehicle front window glass W may be fogged. Therefore, when the outside air temperature Tam is lower than the reference outside air temperature, the first temporary target temperature f (Tam) is set according to the decrease in the outside air temperature Tam. Decrease, and the evaporator 12 dehumidifies the air blown into the passenger compartment. Here, the first temporary target temperature f (Tam) is set so as not to be lower than the minimum temperature (1 ° C. in the present embodiment) in advance in order to prevent the evaporator 13 from being frosted (freezing). The relationship diagram between the outside air temperature Tam described in step S51 and f (vehicle interior temperature) is an example showing the relationship between the outside air temperature Tam described in step S51 and the first temporary target temperature. It is not limited.

  In the next step S52, the second provisional target temperature f (TAO) is set according to the TAO determined in step S4, as shown in the relationship diagram between the target blowing temperature TAO and f (TAO) described in step S52. To do.

  Specifically, if TAO is equal to or higher than the reference blowing temperature (12 ° C. in this embodiment), the second temporary target temperature f (TAO) is set to a high temperature (8 ° C. in this embodiment). Further, when TAO is lower than the reference blowing temperature, the second temporary target temperature f (TAO) is decreased according to the decrease in TAO. Here, like the first temporary target temperature f (Tam), the second temporary target temperature f (TAO) does not become lower than the minimum temperature (1 ° C.) in advance in order to prevent the evaporator 13 from frosting (freezing). I have to. The relationship diagram between the target blowing temperature TAO and f (TAO) described in step S52 is an example showing the relationship between the target blowing temperature TAO and the second temporary target temperature, and is not limited to this. .

  In the next step S53, it is determined whether or not the engine is stopped based on a control signal indicating the operating state of the engine EG from the engine control device 70.

  As described above, it is desirable to suppress the power consumption of the battery 81 while the engine is stopped. Therefore, in this embodiment, the set value of TEO is adjusted according to the operating state of the engine EG, and the power consumption of the battery 81 while the engine is stopped is reduced.

  As a result of the determination process of S53, when it is determined that the engine is stopped (S53: YES), the process proceeds to step S55, and the third temporary target for adjusting TEO according to the elapsed time since the engine EG stopped. Set the temperature f (engine stop).

  In the present embodiment, as shown in the relationship diagram between the elapsed time after stopping the engine EG described in step S55 and f (engine stop), as the time elapsed after the engine EG is stopped, TEO Is set to a third temporary target temperature f (engine stop).

  Specifically, in the initial stage (0 minutes to 2 minutes) in which the elapsed time after the engine EG is stopped is short, the third temporary target temperature f (engine stop) is changed to the first and second temporary target temperatures f (TAO). ) Is set to a temperature (3 ° C. in this embodiment) higher than the minimum temperature (1 ° C.).

  When the intermediate stage (2 to 5 minutes) is reached through the initial stage, the third temporary target temperature f (engine stop) is increased with the passage of time. In the latter stage (5 minutes or more), the third temporary target temperature f (engine stop) is set to the maximum temperature (8 ° C.) of the first and second temporary target temperatures f (TAO). The relationship diagram between the elapsed time after stopping the engine EG and the f (engine stop) described in step S55 is an example showing the relationship between the target blowing temperature TAO and the third temporary target temperature. It is not limited to.

  By the way, when the passenger compartment temperature Tr is low, even if the temperature of the blown air cooled by the evaporator 13 rises due to the rise in TEO while the engine is stopped, the air conditioning feeling of the passenger is rarely deteriorated. However, when the temperature in the passenger compartment Tr is high and the temperature of the blown air cooled by the evaporator 13 rises due to an increase in TEO while the engine is stopped, the air conditioning feeling of the occupant may be deteriorated.

  Therefore, in this embodiment, the upper limit temperature of TEO when the engine is stopped is set according to the vehicle interior temperature Tr. Specifically, after setting the third temporary target temperature f (engine stop) in step S55, the process proceeds to step S57, and the relationship diagram between the vehicle interior temperature Tr and f (vehicle interior temperature) described in step S57. As shown, the fourth temporary target temperature f (vehicle interior temperature) is set according to the vehicle interior temperature Tr.

  In step S57, if the vehicle interior temperature Tr is equal to or lower than the low temperature side reference temperature (25 ° C. in this embodiment), the fourth temporary target temperature f (vehicle interior temperature) is set to the first and second temporary target temperatures f. Let (TAO) be the maximum temperature (8 ° C.).

  On the other hand, when the vehicle interior temperature Tr becomes higher than the reference temperature (25 ° C.) on the low temperature side, the fourth temporary target temperature f (vehicle interior temperature) is increased with the increase in the vehicle interior temperature Tr, and the compressor 31 Increase the rotational speed gradually. When the vehicle interior temperature Tr becomes higher than the reference temperature on the high temperature side (30 ° C. in this embodiment), the fourth temporary target temperature f (vehicle interior temperature) is set to the minimum temperature for preventing the frost (freezing) of the evaporator 13. Set to (1 ° C). The relationship diagram between the vehicle interior temperature Tr and f (vehicle interior temperature) described in step S57 is an example showing the relationship between the vehicle interior temperature Tr described in step S57 and the fourth temporary target temperature. It is not limited to this.

In the next step S58, the current target refrigerant evaporation temperature TEO is determined from the first to fourth temporary target temperatures based on the following formula F4.
TEO = MAX {MIN (f (outside air temperature), f (TAO)), MIN (f (engine stopped), f (vehicle interior temperature))} (F4)
In step S58, the first temporary target temperature f (outside air temperature) and the second temporary target temperature f (TAO) are compared, and the lower one is selected as the first candidate. According to the selection of the first candidate, for example, even when the TAO is high, if the anti-fogging is necessary, the TEO is lowered and the vehicle interior is dehumidified.

  Further, the third temporary target temperature f (engine stop) and the fourth temporary target temperature f (vehicle interior temperature) are compared, and the lower one is selected as the second candidate. According to the selection of the second candidate, it is restricted according to the vehicle interior temperature Tr that the TEO is increased too much as the elapsed time from the engine stop becomes longer. That is, setting the fourth temporary target temperature f (vehicle interior temperature) in step S57 means setting the upper limit (upper limit temperature) of the third temporary target temperature f (engine stop) during engine stop. To do. The fourth temporary target temperature f (vehicle interior temperature) corresponds to the upper limit temperature of the present invention.

  The first candidate selected from the first temporary target temperature f (outside air temperature) and the second temporary target temperature f (TAO), the third temporary target temperature f (engine stop), and the fourth temporary target temperature f (vehicle) The second candidate selected from the room temperature is compared with the second candidate, and the higher temperature is determined as the current TEO.

  Accordingly, the third temporary target temperature f (engine stop) is lower than the fourth temporary target temperature f (vehicle interior temperature), and the third temporary target temperature f (engine stop) is lower than the first candidate (target temperature). Is also higher, the third temporary target temperature f (engine stop) is determined to be the current TEO.

  Further, the fourth temporary target temperature f (vehicle interior temperature) is lower than the third temporary target temperature f (engine stop), and the fourth temporary target temperature f (vehicle interior temperature) is the first candidate (target temperature). If it is higher, the fourth temporary target temperature f (vehicle compartment temperature) is determined to be the current TEO.

  When each of the third and fourth temporary target temperatures is lower than the first candidate (target temperature), the compressor 31 is operated so that the target temperature of the first candidate (target temperature) becomes TEO. However, since the power consumption of the battery 81 is small, the first candidate is determined to be the current blower voltage.

  If it is determined that the engine is not stopped as a result of the determination process in step S53, the driving force for traveling the vehicle can be obtained from the engine EG, and the generator 80 can be operated by the driving force of the engine EG. is there.

  Therefore, when it is not determined that the engine is stopped, the first temporary target temperature f (outside air temperature) is compared with the second temporary target temperature f (TAO), and the lower temperature is set to TEO. Specifically, when it is not determined that the engine is stopped (S53: NO), the process proceeds to step S59, and the third temporary target temperature f (engine stop) and the fourth temporary target temperature f (vehicle interior temperature) are set to the first. 1. Set to the minimum temperature (1 ° C.) of the second temporary target temperature. In this case, since the third and fourth temporary target temperatures are set to the minimum temperatures of the first and second temporary target temperatures, in step S58, the first temporary target temperature f (outside air temperature) and the second temporary target temperature are set. The temperature f (TAO) is compared and the lower temperature is determined as the current TEO.

  Since the vehicle air conditioner 1 of this embodiment operates as described above, the blown air blown from the blower 12 is cooled by the evaporator 13. Then, the cool air cooled by the evaporator 13 flows into the heating cool air passage 16 and the cool air bypass passage 17 according to the opening degree of the air mix door 19.

  The cold air that has flowed into the heating cold air passage 16 is heated when passing through the heater core 14 and the PTC heater 15, and is mixed with the cold air that has passed through the cold air bypass passage 17 in the mixing space 18. Then, the conditioned air whose temperature is adjusted in the mixing space 18 is blown out from the mixing space 18 into the vehicle interior via the respective outlets.

  When the vehicle interior temperature Tr is cooled below the outside air temperature Tam by the conditioned air blown into the vehicle interior, cooling of the vehicle interior is realized, while the vehicle interior temperature Tr is heated higher than the outside air temperature Tam. In such a case, heating of the passenger compartment is realized.

  At this time, in step S9, the target refrigerant evaporation temperature TEO of the evaporator 13 is determined from the first to fourth temporary target temperatures set according to the air conditioning heat load and the operating state of the engine EG.

  When the third temporary target temperature f (engine stop) is determined as TEO from the first to fourth temporary target temperatures in step S58 described above, the time from when the engine EG is stopped during the engine stop is determined. Since TEO is raised with progress, the power consumption of the compressor 31 can be reduced by reducing the high-low pressure difference of the refrigeration cycle 30. Therefore, the power consumption of the battery 81 due to air conditioning in the passenger compartment can be suppressed.

  In addition, since TEO is raised with the passage of time since the engine EG stopped, it is possible to suppress a sudden change in the temperature of the air blown into the passenger compartment and suppress deterioration of the air conditioning feeling of the passengers can do.

  Furthermore, by reducing the power consumed by the compressor 31 and reducing the power consumed for air conditioning among the power stored in the battery 81, the power supplied to the traveling electric motor can be increased. . As a result, the travel distance of the vehicle by the travel electric motor can be extended. As a result, the frequency of driving the engine EG to generate the electric power stored in the battery 81 can be reduced, and the total distance of the vehicle traveled by the travel electric motor and the internal combustion engine (EG) can be extended. The fuel consumption can be improved.

  On the other hand, when the fourth temporary target temperature f (vehicle interior temperature) is determined as TEO from the first to fourth temporary target temperatures in step S58, even if the elapsed time from the stop of the operation of the engine EG is long, A rise in TEO is regulated as the passenger compartment temperature Tr rises. That is, since the TEO upper limit temperature when the engine EG is stopped is set according to the vehicle interior temperature Tr, an excessive increase in the vehicle interior temperature Tr when the engine EG is stopped is suppressed. be able to.

  Therefore, it is possible to suppress the deterioration of the air conditioning feeling of the occupant when the engine EG is stopped. When the vehicle interior temperature Tr is low, the third temporary target temperature is selected and TEO is raised, so that the compressor 31 can be saved in power and the battery 81 is consumed by air conditioning in the vehicle interior. Electric power can be suppressed.

  Moreover, in step S6, the blower voltage (target ventilation amount) applied to the electric motor of the blower 12 is determined from the first to third temporary blower voltages set according to the air conditioning heat load and the operating state of the engine EG. .

  When the second temporary blower voltage f (engine stop) is determined as the current blower voltage from the first to third temporary blower voltages in step S47 described above, the engine EG is stopped while the engine is stopped. Since the blower voltage (target air flow rate) of the blower 12 is reduced as time elapses, the power consumption of the blower 12 can be reduced. Therefore, the power consumption of the battery 81 due to air conditioning in the passenger compartment can be suppressed.

  At this time, since the target air flow rate is reduced with the passage of time after the engine EG has stopped, a sudden change in the air flow rate of the blown air into the passenger compartment can be suppressed, and the air conditioning feeling of the passenger can be reduced. Deterioration can be suppressed.

  Furthermore, by reducing the power consumption of the blower 12 and reducing the electric power consumed for air conditioning among the electric power stored in the battery 81, the electric power supplied to the traveling electric motor can be increased. As described above, the fuel efficiency of the vehicle can be improved.

  On the other hand, when the third temporary blower voltage f (vehicle interior temperature) is determined as the current blower voltage from the first to third temporary blower voltages in step S47, the elapsed time from the stop of the operation of the engine EG is long. Even so, a decrease in the air flow rate of the blower 12 is regulated as the vehicle interior temperature Tr rises. That is, since the lower limit air volume of the air flow of the blower 12 when the engine EG is stopped is set according to the vehicle interior temperature Tr, the vehicle interior temperature Tr when the engine EG is stopped is excessive. Can be suppressed.

  Therefore, it is possible to suppress the deterioration of the air conditioning feeling of the occupant when the engine EG is stopped. In addition, when the vehicle interior temperature Tr is low, the second temporary blower voltage is selected and the air flow rate of the blower 12 is reduced. Therefore, power saving of the blower 12 can be achieved, and a battery by air conditioning in the vehicle interior is provided. The power consumption of 81 can be suppressed.

  As described above, according to the vehicle air conditioner 1 of the present embodiment, the appropriate TEO and blower voltage are determined according to the air conditioning heat load and the operating state of the engine EG, thereby reducing the air conditioning feeling of the occupant. While suppressing, the power consumption of the battery 81 can be sufficiently suppressed.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIGS. Parts that are the same as or equivalent to those in the first embodiment are given the same reference numerals, and descriptions thereof are omitted. Here, FIG. 9 is a flowchart showing details of step S6 in the second embodiment, and FIG. 10 is a flowchart showing details of step S9 in the second embodiment.

  In this embodiment, according to the output (ON / OFF) of the economy switch 60d, by adjusting the blower voltage (target air volume) of the blower 12 when the engine is stopped and the target refrigerant evaporation temperature TEO of the evaporator 13, The power consumption of the battery 81 when the engine is stopped is suppressed.

  First, adjustment of the blower voltage of the blower 12 while the engine is stopped in the present embodiment will be described with reference to FIG. As shown in FIG. 9, when it is determined in step S42 that the engine is stopped (S42: YES), it is determined in step S43 whether or not the economy switch 60d is ON.

  As a result of the determination, if the economy switch 60d is not determined to be ON (S43: NO), the process proceeds to step S44, and the second temporary blower voltage similar to that of the first embodiment is set.

  On the other hand, if it is determined that the economy switch 60d is ON (S43: YES), the process proceeds to step S45, and the second temporary blower voltage of the blower 12 is compared to the case where the economy switch 60d is determined to be OFF (S43: NO). Reduce f (engine stop).

  In step S45 of the present embodiment, the intermediate period in step S44 (2 to 5 minutes) as shown in the relationship diagram between the elapsed time from the stop of the engine EG described in step S45 and f (engine stop). ), The elapsed time after stopping the engine EG is reduced to the intermediate period (2 to 4 minutes). That is, in step S45, the degree of decrease in the blower voltage in the intermediate period is increased as compared with the degree of decrease in the blower voltage in the intermediate period in step S44.

  According to this, when the economy switch 60d is turned on, the power consumption of the blower 12 can be reduced as compared with the case where the economy switch 60d is not turned on. Therefore, the power consumption of the battery 81 by the air conditioning in the vehicle compartment is more effective. Can be suppressed.

  Next, adjustment of the target refrigerant evaporation temperature TEO of the evaporator 13 while the engine is stopped in the present embodiment will be described based on FIG. As shown in FIG. 10, when it is determined in step S53 that the engine is stopped (S53: YES), it is determined in step S54 whether or not the economy switch 60d is ON.

  As a result of the determination, if the economy switch 60d is not determined to be ON (S54: NO), the process proceeds to step S55, and the third temporary target temperature similar to that of the first embodiment is set.

  On the other hand, when it is determined that the economy switch 60d is ON (S54: YES), the process proceeds to step S56, and the third temporary target temperature is decreased as compared with the case where the economy switch 60d is determined to be OFF (S54: NO). .

  In step S56 of the present embodiment, as shown in the relationship diagram between the elapsed time after stopping the engine EG described in step 56 and f (engine stop), the intermediate period (2 to 5 minutes) in step S55. ), The elapsed time after stopping the engine EG is reduced to the intermediate period (2 to 4 minutes). That is, in step S56, the degree of increase in the target temperature in the intermediate period is increased compared to the degree of increase in the target temperature in the intermediate period in step S55.

  According to this, when the economy switch 60d is turned on, the power consumption of the compressor 31 can be reduced as compared with the case where the economy switch 60d is not turned on. It can be effectively suppressed.

  As described above, in the present embodiment, by turning on the economy switch 60d, it is possible to save power of the air conditioner such as the compressor 31 and the blower 12, so that the power consumption of the battery 81 can be more effectively reduced. Can be suppressed. In addition, since the power saving mode can be selected by turning on the eco switch 60d, it is possible to appropriately reflect the intention of the occupant who desires to save the power required for air conditioning in the passenger compartment.

(Other embodiments)
As mentioned above, although embodiment of this invention was described, this invention is not limited to this, Unless it deviates from the range described in each claim, it is not limited to the wording of each claim, and those skilled in the art Improvements based on the knowledge that a person skilled in the art normally has can be added as appropriate to the extent that they can be easily replaced. For example, various modifications are possible as follows.

  (1) In each of the above embodiments, the determination process (S42, S53) for determining whether or not the engine is stopped is performed. In addition to the determination whether or not the engine is stopped, the remaining battery level A determination of whether or not is sufficient may be added. Note that whether or not the remaining battery level is sufficient may be determined by determining whether or not the remaining battery level output from the battery control device 90 is equal to or greater than a preset reference value.

  (2) In each of the above embodiments, the power consumption of the battery 81 is more effectively suppressed by adjusting each of the blower amount of the blower 12 and the target refrigerant evaporation temperature TEO of the evaporator 13 while the engine is stopped. However, the present invention is not limited to this, and either one may be performed.

  (3) In each of the above embodiments, the first to third temporary blower voltages and the first to fourth temporary target temperatures are set according to the air conditioning heat load and the operating state of the engine EG. However, the present invention is not limited to this. It is not something. For example, the first and second temporary blower voltages excluding the third temporary blower voltage f (vehicle interior temperature) and the fourth temporary target temperature f (vehicle interior temperature) that are set according to the vehicle interior temperature Tr as the temporary blower voltages. , And the first to third temporary target temperatures may be set.

  (4) In each of the above embodiments, the vehicle air conditioner of the present invention is a so-called parallel type hybrid vehicle that can travel by directly obtaining driving force from both the engine EG and the traveling electric motor of the hybrid vehicle. Although the applied example is described, the application of the vehicle air conditioner of the present invention is not limited to this.

  For example, the engine EG is used as a drive source for the generator 80, the generated power is stored in the battery 81, and the driving force is obtained from a traveling electric motor that operates by being supplied with the power stored in the battery 81. The present invention may also be applied to a so-called serial type hybrid vehicle that travels in a row.

  (5) Further, the vehicle air conditioner of the present invention does not output an operation request signal for the engine EG even if the remaining battery amount for the engine control device 70 is lowered, and the vehicle is driven by the engine EG when the remaining battery amount is lowered. You may apply to the vehicle which outputs the driving force for driving | running | working. In this case, the total distance of the travel distance of the vehicle by the travel electric motor and the internal combustion engine (EG) is obtained by suppressing the power consumption of the battery 81 due to the air conditioning in the vehicle interior and extending the travel distance by the travel electric motor. Can be extended. As a result, fuel consumption can be improved.

  (6) The vehicle air conditioner of the present invention can also be applied to a vehicle that can charge the battery 81 by supplying power from an external power source (commercial power source) outside the vehicle, that is, a so-called plug-in hybrid vehicle. In this type of vehicle, the air conditioners such as the blower 12 and the compressor 31 can be configured to be directly operable by supplying power from an external power source in addition to the battery 81.

DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 12 Blower 13 Evaporator 30 Refrigeration cycle 31 Compressor 50 Air conditioning control device 50a Compressor control means 50b Blower control means 60d Economy switch (power saving request means)
S6 Target air flow determining means S9 Target refrigerant evaporation temperature determining means EG engine

Claims (8)

A traveling electric motor that outputs a driving force for traveling the vehicle; a battery (81) that stores electric power supplied to the electric motor for traveling; a driving force for generating electric power stored in the battery (81); among the driving force for vehicle traveling, a vehicle air-conditioning apparatus applied to a vehicle having an internal combustion engine that outputs at least one (EG),
A compressor (31) that compresses and discharges refrigerant by being supplied with electric power stored in the battery (81), and an evaporator (13) that evaporates the refrigerant and cools blown air blown into the vehicle interior. A vapor compression refrigeration cycle (30) having
Compressor control means (50a) for controlling the operation of the compressor (31);
The evaporator and the target refrigerant evaporation temperature determining means for determining a target refrigerant evaporation temperature (TEO) in (13) (S9), provided with,
The compressor control means (50a) controls the operation of the compressor (31) so that the refrigerant evaporation temperature (TE) in the evaporator (13) approaches the target refrigerant evaporation temperature (TEO),
The target refrigerant evaporating temperature determining means (S9) is configured such that when the internal combustion engine (EG) is stopped, the target refrigerant evaporating temperature is increased as time elapses after the internal combustion engine (EG) is stopped. (TEO) is raised, The vehicle air conditioner characterized by the above-mentioned.   The target refrigerant evaporating temperature determining means (S9) sets an upper limit temperature of the target refrigerant evaporating temperature (TEO) when the internal combustion engine (EG) is stopped according to a passenger compartment temperature (Tr), When the internal combustion engine (EG) is stopped, the target refrigerant evaporation temperature (TEO) is increased until the upper limit temperature is reached with the passage of time after the internal combustion engine (EG) is stopped. The vehicle air conditioner according to claim 1. A power saving requesting means (60d) for outputting a command for requesting power saving of power required for air conditioning in the passenger compartment by an operation of a passenger;
The target refrigerant evaporating temperature determining means (S9) does not output the command for requesting power saving when the command for requesting power saving is output by the power saving request means (60d). 3. The vehicle air conditioner according to claim 1, wherein an increase degree of the target refrigerant evaporation temperature (TEO) when the internal combustion engine (EG) is stopped is increased as compared with a case. A blower (12) for blowing air into the vehicle interior by being supplied with electric power stored in the battery (81);
A blower control means (50b) for controlling the operation of the blower (12);
A target air volume determining means (S6) for determining a target air volume in the blower (12),
The target air flow determining means (S6) reduces the target air flow with the passage of time after the internal combustion engine (EG) is stopped when the internal combustion engine (EG) is stopped. The vehicle air conditioner according to any one of claims 1 to 3, wherein the air conditioner is used. A power saving requesting means (60d) for outputting a command for requesting power saving of power required for air conditioning in the passenger compartment by an operation of a passenger;
When the command for requesting power saving is output by the power saving requesting means (60d), the target air flow determining means (S6) does not output the command requesting power saving. 5. The vehicle air conditioner according to claim 4, wherein the degree of decrease in the target air flow rate when the internal combustion engine (EG) is stopped is increased. A traveling electric motor that outputs a driving force for traveling the vehicle; a battery (81) that stores electric power supplied to the electric motor for traveling; a driving force for generating electric power stored in the battery (81); A vehicle air conditioner that is applied to a vehicle having an internal combustion engine (EG) that outputs at least one of driving power for vehicle travel,
A blower (12) for blowing air into the vehicle interior by being supplied with electric power stored in the battery (81);
A blower control means (50b) for controlling the operation of the blower (12);
A target air volume determining means (S6) for determining a target air volume in the blower (12),
The target air flow determining means (S6) reduces the target air flow with the passage of time after the internal combustion engine (EG) is stopped when the internal combustion engine (EG) is stopped. A vehicle air conditioner characterized in that   The target air flow determining means (S6) sets a lower limit air flow of the target air flow when the internal combustion engine (EG) is stopped according to the vehicle interior temperature (Tr), and the internal combustion engine (EG). ) Is stopped, the target air flow rate is decreased until the lower limit air flow rate is reached as time elapses after the internal combustion engine (EG) is stopped. The vehicle air conditioner as described in any one of thru | or 6.   8. The vehicle according to claim 1, which is applied to a vehicle having the internal combustion engine (EG) that outputs a driving force for generating electric power stored in the battery (81). Vehicle air conditioner.

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