JP2012076507A - Vehicle air conditioning device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an vehicle air conditioning device that can suppress misfit between temperature information in a cabin which is transmitted to a user and a temperature in the cabin which the user actually and effectively feels.SOLUTION: The vehicle air conditioning device includes: an internal air sensor 51 which is arranged in an interior member of the vehicle, and detects a temperature of a prescribed region; a controlling cabin temperature calculator S6 which calculates a controlling cabin temperature being the temperature information in the cabin which is used for controlling air conditioners 11, 32; and a transmitting cabin temperature calculator S5 which calculates a transmitting cabin temperature being the temperature information in the cabin which is used for notifying the user of vehicle information. The controlling cabin temperature calculator S6 calculates the controlling cabin temperature by performing delay processing which slows a change of a detection value detected by the internal air sensor 51, and the transmitting cabin temperature calculator S5 calculates the transmitting cabin temperature so that a slowing degree with respect to the change of the detected value detected by the internal air sensor 51 becomes lower than the controlling cabin temperature.

Description

  The present invention relates to a vehicle air conditioner.

  Conventionally, in a vehicle air conditioner, a target blowout temperature TAO of air blown into the vehicle interior based on a set temperature in the vehicle interior, a temperature in the vehicle interior (inside temperature), a temperature outside the vehicle interior (outside temperature), the amount of solar radiation, and the like. And various air conditioners (air conditioning means) are controlled in accordance with the set target blowing temperature TAO.

  Here, the inside air sensor that detects the vehicle interior temperature is generally disposed at a position where the influence of solar radiation or the like is small in the vehicle interior space (for example, inside an interior member such as an instrument panel).

  For this reason, for example, when air conditioning in a vehicle interior is started, the inside air sensor tends to detect a temperature lower than the vicinity of the ceiling (in the vicinity of the face when the user gets on) affected by solar radiation in the interior of the vehicle interior. If the target air temperature is set using the detected value of the inside air sensor, the target air temperature is set higher. Thereby, for example, there is a possibility that the amount of air that blows air into the passenger compartment decreases, and the air conditioning performance desired by the user cannot be exhibited.

  On the other hand, for example, in Patent Document 1, a vehicle interior temperature for air conditioning control is calculated by performing a delay process with a predetermined time constant on the detected value of the inside air sensor, and the calculated air conditioning control The target blowing temperature is set using the passenger compartment temperature.

JP 2002-36847 A

  By the way, in a general vehicle, vehicle information including vehicle compartment temperature is transmitted to a display device such as a display device provided on an instrument panel or a user's portable terminal in a remote place, so that The vehicle information can be provided.

  As vehicle interior temperature information transmitted to the user, for example, it is conceivable to employ the detection value of the inside air sensor as it is. However, when the air conditioning of the vehicle interior is started, the user tends to detect a temperature lower than the part where the user feels the temperature in the vehicle interior, and the vehicle interior temperature transmitted to the user side and the vehicle actually experienced by the user The room temperature may deviate. Furthermore, since the detected value of the inside air sensor is easily affected by noise from other devices, changes in the air flow, and the like, it is difficult to adopt the detected value as vehicle interior temperature information as it is.

  Further, as the vehicle interior temperature information transmitted to the user, it is conceivable to adopt the vehicle interior temperature for air conditioning control calculated by applying a delay process to the detected value of the inside air sensor. However, the vehicle interior temperature for air conditioning control is maintained at a lower temperature than the part where the user feels the temperature in the vehicle interior due to the delay process even if the temperature distribution in the vehicle interior is reduced after the air conditioning is started. easy.

  For this reason, even if the vehicle interior temperature for air conditioning control is adopted as vehicle interior temperature information transmitted to the user, the vehicle interior temperature transmitted to the user side and the vehicle interior temperature actually experienced by the user are different. End up.

  As described above, if the vehicle interior temperature transmitted to the user side deviates from the vehicle interior temperature actually experienced by the user, it causes a sense of incongruity to the user. In addition, when the vehicle interior temperature for air conditioning control is transmitted to the user side, the change in the vehicle interior temperature transmitted to the user side by the delay process is small, so even if air conditioning with immediate effect is performed, There is a risk that this will not be fully communicated to the user.

  Therefore, an object of the present invention is to provide a vehicle air conditioner capable of suppressing a deviation between vehicle interior temperature information transmitted to the user and the vehicle interior temperature actually experienced by the user.

  In order to achieve the above object, according to the first aspect of the present invention, the air conditioning means (11, 32) for air conditioning the vehicle interior and a relatively low temperature in the vehicle interior when a temperature distribution occurs in the vehicle interior. The indoor temperature for control which is the temperature information of the vehicle interior used to control the indoor temperature detecting means (51) for detecting the temperature of the relevant part and the air conditioning means (11, 32) is calculated. Control room temperature calculation means (S6), and transmission room temperature calculation means (S5) for calculating the transmission room temperature, which is temperature information in the vehicle interior used to inform the user of vehicle information. The control room temperature calculation means (S6) calculates the control room temperature by performing a delay process that slows down the change in the detection value detected by the room temperature detection means (51), and the transmission room temperature calculation means ( S5) is the control room Than degrees, characterized in that a blunted degree with respect to a change in detection value detected by the indoor temperature detection means (51) calculates the outgoing indoor temperature to be smaller.

  According to this, a temperature with a smaller degree of blunting with respect to a change in the detected value of the indoor temperature detecting means (51) than the control indoor temperature used for controlling the air conditioning means (11, 32) is transmitted to the user. Compared with the case where the indoor temperature is transmitted to the user, the difference between the temperature information in the vehicle interior transmitted to the user and the temperature in the vehicle interior actually experienced by the user can be suppressed.

  As a result, it is possible to reduce the user's uncomfortable feeling caused by the difference between the temperature in the passenger compartment and the temperature information in the passenger compartment transmitted to the user, and to appropriately change the temperature change in the passenger compartment when immediate air conditioning is performed. Can tell the user.

  Moreover, since the air-conditioning means (11, 32) is controlled using the control room temperature in which the change in the detection value of the room temperature detection means (51) is slowed, the control hunting of the air-conditioning means (11, 32) is suppressed. It is possible to control the air conditioning according to the user's air conditioning request.

  In the invention according to claim 2, the air conditioning means (11, 32) for air conditioning the passenger compartment and the temperature distribution in the passenger compartment when the temperature distribution occurs in the passenger compartment are disposed at a relatively low temperature. The indoor temperature detecting means (51) for detecting the temperature of the part and the temperature level indicating the predetermined temperature range are changed stepwise as the detection value detected by the indoor temperature detecting means (51) decreases. Based on the temperature level setting means (S5) for setting the temperature level corresponding to the detection value detected by the room temperature detection means (51) and the temperature level set by the temperature level setting means (S5), Display means (60) for displaying a temperature range for transmission for notifying the temperature information in the passenger compartment, and the display means (60) displays a transmission when the temperature level changes to one low temperature side. Maximum temperature range , Characterized in that it is displayed in a value higher than the detection value detected by the indoor temperature detection means (51) when the temperature level is one step change to a low.

  According to this, even if the detected value of the room temperature detecting means (51) becomes a temperature lower than the temperature in the passenger compartment experienced by the user when the temperature distribution occurs in the passenger compartment, the display means (60) The displayed temperature range for transmission is easily displayed higher than the detected value of the room temperature detecting means (51). Accordingly, it is possible to suppress a difference between the temperature information in the passenger compartment transmitted to the user and the temperature in the passenger compartment actually experienced by the user.

  The “detected value detected by the room temperature detecting means (51)” in claim 2 is output from the room temperature detecting means (51) in addition to the information actually output from the room temperature detecting means (51). The room temperature information obtained by processing and correcting the information is also included.

  Here, when the temperature level is simply changed stepwise according to the detection value detected by the indoor temperature detection means (51), the temperature level is detected by control hunting of the detection value detected by the indoor temperature detection means (51). May change frequently and may give the user a sense of incongruity.

  Therefore, in the invention according to claim 3, in the vehicle air conditioner according to claim 2, among the temperature levels different in one step, the low temperature side temperature level indicating the low temperature range from the high temperature side temperature level indicating the high temperature range. The first threshold value for changing to the low temperature side temperature level is set to a value lower than the second threshold value for changing from the low temperature side temperature level to the high temperature side temperature level, and the temperature level setting means (S5) is air conditioning means. When the detected value detected by the room temperature detecting means (51) is larger than the first threshold value and smaller than the second threshold value at the time of starting the operation of (11, 32), the temperature level is set to the high temperature side temperature level. It is characterized by setting to.

  According to this, it is possible to suppress frequent switching of the temperature level by providing a difference in the threshold value when switching to the temperature level in the temperature increasing process and the temperature decreasing process in the passenger compartment.

  Furthermore, when the detected value detected by the room temperature detecting means (51) is between the thresholds having a predetermined difference at the start of the operation of the air conditioning means (11, 32), the temperature level indicates a high temperature range. Therefore, the temperature range for transmission displayed on the display means (60) is easily displayed higher than the detection value of the room temperature detection means (51). As a result, temperature information close to the actual temperature in the vehicle compartment can be transmitted to the user.

  Here, when the amount of solar radiation in the vehicle interior is large, the vicinity of the ceiling in the vehicle interior is heated, so the temperature in the vicinity of the ceiling in the vehicle interior (near the face when the user gets on the vehicle) is the indoor temperature detection means (51 ) Is higher than the part where the temperature distribution is disposed, and the temperature distribution tends to be easily expanded in the passenger compartment.

  For this reason, in the invention described in claim 4, the air-conditioning means (11, 32) for air-conditioning the passenger compartment is disposed at a location where the temperature is relatively low in the passenger compartment when a temperature distribution is generated in the passenger compartment. The indoor temperature detecting means (51) for detecting the temperature of the location and the indoor temperature for transmission, which is the temperature information in the vehicle interior used to notify the vehicle information to the user, are detected by the indoor temperature detecting means (51). A transmission indoor temperature calculation means (S5) for correcting the temperature to be higher than the detected value to be detected, and the transmission indoor temperature calculation means (S5), according to the increase in the amount of solar radiation in the vehicle interior, The correction amount for the detection value detected by the indoor temperature detection means (51) is increased.

  According to this, as the amount of solar radiation in the passenger compartment increases, the transmission indoor temperature is corrected to a temperature higher than the detection value detected by the indoor temperature detection means (51), so that it expands as the amount of solar radiation increases. Temperature information considering the temperature distribution in the passenger compartment can be transmitted to the user. For this reason, even if the detected value of the room temperature detecting means (51) becomes a temperature lower than the temperature in the passenger compartment experienced by the user when the temperature distribution occurs in the passenger compartment, It becomes possible to transmit temperature information close to the room temperature. Accordingly, it is possible to suppress a difference between the temperature information in the passenger compartment transmitted to the user and the temperature in the passenger compartment actually experienced by the user.

  In addition, as the elapsed time from when the air-conditioning means (11, 32) is stopped to when it is restarted, that is, the longer the stop period of the air-conditioning means (11, 32), the longer the time for the vicinity of the ceiling in the vehicle interior to be heated by solar radiation. The temperature distribution tends to be easily expanded in the passenger compartment.

  Therefore, in the invention according to claim 5, in the vehicle air conditioner according to claim 4, the transmitting room temperature calculating means (S5) restarts after stopping the operation of the air conditioning means (11, 32). In this case, the correction amount for the detection value detected by the indoor temperature detection means (51) is increased in accordance with the length of the elapsed time from the stop to the restart of the air conditioning means (11, 32). 4. The vehicle air conditioner according to 4.

  According to this, the room temperature for transmission is corrected to a temperature higher than the detected value detected by the room temperature detecting means (51) according to the length of the elapsed time from the stoppage of the air conditioning means (11, 32) to the restart. Therefore, the temperature information considering the temperature distribution in the passenger compartment that expands while the air conditioning means (11, 32) is stopped can be transmitted to the user.

  Further, after the operation of the air conditioning means (11, 32) is resumed, the air in the passenger compartment is agitated and the temperature distribution in the passenger compartment is gradually reduced.

  Therefore, in the invention according to claim 6, in the vehicle air conditioner according to claim 4 or 5, the operation of the air conditioning means (11, 32) is resumed in the transmitting room temperature calculating means (S5). Thereafter, the correction amount for the detected value detected by the indoor temperature detecting means (51) is decreased according to the length of time elapsed since the operation of the air conditioning means (11, 32) is resumed. Item 6. The vehicle air conditioner according to Item 4 or 5.

  According to this, in accordance with the length of the elapsed time since the operation of the air conditioning means (11, 32) is resumed, the correction amount for the detection value detected by the indoor temperature detecting means (51) is reduced. Therefore, by resuming the operation of the air-conditioning means, it is possible to transmit temperature information that takes into account the decreasing temperature distribution in the passenger compartment to the user.

  Here, when the pre-air-conditioning that starts air-conditioning before the user gets on the vehicle is performed, the temperature distribution in the passenger compartment may be widened because the vehicle is stopped. For this reason, when the temperature information in the vehicle interior transmitted to the user deviates from the actual temperature in the vehicle interior, there is a problem that the user cannot appropriately confirm the effect of the pre-air conditioning.

  In view of this, the invention according to claim 7 is a vehicle air conditioner capable of performing pre-air conditioning that starts air conditioning in the passenger compartment before the user gets into the vehicle, and the vehicle is moved when temperature distribution occurs in the passenger compartment. An indoor temperature detection means (51) that is disposed at a location where the temperature is relatively low in the room and detects the temperature of the location, and transmission that is temperature information in the vehicle interior that is used to inform the vehicle information to the user A transmission indoor temperature calculation means (S5) for calculating the indoor temperature of the vehicle, and the transmission indoor temperature calculation means (S5) is detected by the indoor temperature detection means (51) when performing the pre-air conditioning. The transmitting room temperature is corrected so that the temperature is higher than the value.

  According to this, when the pre-air conditioning is executed, the temperature distribution in the vehicle interior is taken into account and the transmission indoor temperature is corrected. Therefore, the detected value of the indoor temperature detection means (51) Even if the temperature becomes lower than the temperature in the passenger compartment experienced by the user when it occurs, temperature information close to the actual temperature in the passenger compartment can be transmitted to the user.

  Accordingly, it is possible to suppress a difference between the temperature information in the passenger compartment transmitted to the user and the temperature in the passenger compartment actually experienced by the user. As a result, the user can appropriately confirm the effect of the pre-air conditioning.

  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 whole block diagram which shows the refrigerant circuit at the time of the air conditioning mode of the vehicle air conditioner of 1st Embodiment. It is a whole block diagram which shows the refrigerant circuit at the time of the heating mode of the vehicle air conditioner of 1st Embodiment. It is a whole block diagram which shows the refrigerant circuit at the time of the 1st dehumidification mode of the vehicle air conditioner of 1st Embodiment. It is a whole block diagram which shows the refrigerant circuit at the time of the 2nd dehumidification mode of the vehicle air conditioner of 1st Embodiment. It is a block diagram which shows the electric control part of the vehicle air conditioner of 1st Embodiment. It is a circuit diagram of the PTC heater of a 1st embodiment. It is a flowchart which shows the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a graph which shows the operating state of each solenoid valve in each operation mode of 1st Embodiment. It is explanatory drawing explaining the change of the indoor temperature for transmission after starting air conditioning, and the indoor temperature for control. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 2nd Embodiment. It is explanatory drawing explaining the modification of 2nd Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 3rd Embodiment. It is a flowchart which shows the corrected amount calculation process of the vehicle air conditioner of 3rd Embodiment. It is a flowchart which shows the correction amount calculation process of the vehicle air conditioner of 4th Embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
A first embodiment of the present invention will be described with reference to FIGS. In the present embodiment, the vehicle air conditioner 1 of the present invention is applied to a hybrid vehicle that obtains driving force for traveling from an internal combustion engine (engine) EG and a traveling electric motor. The hybrid vehicle of this embodiment is configured as a so-called plug-in hybrid vehicle that can charge the battery 81 with electric power supplied from an external power source (commercial power source) when the vehicle is stopped.

  Furthermore, the plug-in hybrid vehicle according to the present embodiment charges the battery 81 when the vehicle stops before the vehicle starts running, so that the remaining amount of power stored in the battery 81 is equal to or greater than a predetermined remaining amount as when the vehicle starts running. When this is the case, the vehicle travels by the driving force of a traveling electric motor that is mainly operated by electric power supplied from the battery 81 (hereinafter, this operation mode is referred to as an EV operation mode).

  On the other hand, when the remaining amount of power stored in the battery 81 becomes lower than a predetermined remaining amount during vehicle travel, the vehicle travels mainly by the driving force of the engine EG (hereinafter, this operation mode is referred to as HV operation mode). In this way, by switching between the EV operation mode and the HV operation mode, the fuel consumption of the engine EG is suppressed and the vehicle fuel consumption is improved with respect to a normal vehicle that obtains driving force for vehicle travel only from the engine EG. I am letting.

  The EV operation mode is an operation mode in which the vehicle is driven mainly by the driving force output from the traveling electric motor. However, when the vehicle traveling load becomes high, the engine EG is operated to drive the amount of travel. Assist the motor. Similarly, the HV operation mode is an operation mode in which the vehicle is driven mainly by the driving force output from the engine EG. When the vehicle driving load becomes high, the driving electric motor is operated to operate the engine EG. To assist. The operations of the engine EG and the traveling electric motor are controlled by an engine control device (not shown).

  Further, the driving force output from the engine EG is used not only for driving the vehicle but also for operating the generator 80. And the electric power generated with the generator 80 and the electric power supplied from the external power supply can be stored in the battery 81, and the electric power stored in the battery 81 is not only a traveling electric motor but also a vehicle air conditioner. 1 can be supplied to various in-vehicle devices including each component device (air-conditioning means) constituting one.

  Next, the detailed structure of the vehicle air conditioner 1 of this embodiment is demonstrated. The vehicle air conditioner 1 performs air conditioning of the vehicle interior before the user (occupant) gets into the vehicle during charging of the battery 81 from the external power source, in addition to the normal air conditioning that performs air conditioning of the vehicle interior when the vehicle travels. It is configured to be able to perform pre-air conditioning. Note that the pre-air conditioning of the present embodiment can be executed even when the battery 81 is not being charged from the external power source.

  The vehicle air conditioner 1 includes a cooling mode (COOL cycle) for cooling the vehicle interior, a heating mode (HOT cycle) for heating the vehicle interior, and a first dehumidification mode (DRY_EVA) for dehumidifying the vehicle interior in normal air conditioning and pre-air conditioning. Cycle) and the second dehumidification mode (DRY_ALL cycle) are provided with a vapor compression refrigeration cycle 10 configured to be switchable.

  1 to 4 respectively show the flow of the refrigerant in the cooling mode, the heating mode, and the first and second dehumidifying modes with solid arrows. The first dehumidification mode is a dehumidification mode that prioritizes the dehumidification capacity over the heating capacity, and the second dehumidification mode is a dehumidification mode that prioritizes the heating capacity over the dehumidification capacity. Therefore, the first dehumidification mode can be expressed as a low temperature dehumidification mode or a simple dehumidification mode, and the second dehumidification mode can be expressed as a high temperature dehumidification mode or a dehumidification heating mode.

  The refrigeration cycle 10 includes a compressor 11, an indoor condenser 12 and an indoor evaporator 26 as indoor heat exchangers, a temperature expansion valve 27 and a fixed throttle 14 as decompression means for decompressing and expanding the refrigerant, and a refrigerant circuit switching means. As a plurality (5 in this embodiment) of electromagnetic valves 13, 17, 20, 21, 24, and the like.

  Further, the refrigeration cycle 10 employs a normal chlorofluorocarbon refrigerant as the refrigerant, and constitutes a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant. Further, the refrigerant is mixed with refrigerating machine oil for lubricating the compressor 11, and a part of the refrigerating machine oil circulates in the cycle together with the refrigerant.

  The compressor 11 is disposed in the engine room, sucks the refrigerant in the refrigeration cycle 10, compresses it, and discharges it. The electric motor 11b drives the fixed capacity compression mechanism 11a having a fixed discharge capacity. It is configured as a compressor. Specifically, various types of compression mechanisms such as a scroll type compression mechanism and a vane type compression mechanism can be adopted as the fixed capacity type compression mechanism 11a.

  The electric motor 11b is an AC motor whose operation (number of rotations) is controlled by the AC voltage output from the inverter 61. 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 of the compressor 11 is changed by this rotation speed control. Therefore, the electric motor 11b constitutes a discharge capacity changing unit of the compressor 11.

  The refrigerant inlet side of the indoor condenser 12 is connected to the discharge side of the compressor 11. The indoor condenser 12 is disposed in a casing 31 that forms an air passage for the blown air that is blown into the vehicle interior in the indoor air conditioning unit 30 of the vehicle air conditioner, and a refrigerant that circulates in the casing 31 and an indoor evaporator described later. It is a heat exchanger for heating which heats blowing air by heat-exchanging with blowing air after passing 26. The details of the indoor air conditioning unit 30 will be described later.

  An electric three-way valve 13 is connected to the refrigerant outlet side of the indoor condenser 12. The electric three-way valve 13 is refrigerant circuit switching means whose operation is controlled by a control voltage output from the air conditioning control device 50.

  More specifically, the electric three-way valve 13 switches to a refrigerant circuit that connects between the refrigerant outlet side of the indoor condenser 12 and the refrigerant inlet side of the fixed throttle 14 in an energized state in which electric power is supplied. In the non-energized state in which the supply of the refrigerant is stopped, the refrigerant circuit is switched to a refrigerant circuit that connects between the refrigerant outlet side of the indoor condenser 12 and one refrigerant inlet / outlet of the first three-way joint 15.

  The fixed throttle 14 is a dehumidifying means for heating and dehumidifying that decompresses and expands the refrigerant flowing out of the electric three-way valve 13 in the heating mode and the first and second dehumidifying modes. As the fixed throttle 14, a capillary tube, an orifice, or the like can be employed. Of course, an electric variable throttle mechanism in which the throttle passage area is adjusted by a control signal output from the air-conditioning control device 50 may be employed as the decompression means for heating and dehumidification. A refrigerant inlet / outlet port of a third three-way joint 23 described later is connected to the refrigerant outlet side of the fixed throttle 14.

  The first three-way joint 15 has three refrigerant inflow / outflow ports and functions as a branching portion that branches the refrigerant flow path. Such a three-way joint may be constituted by joining refrigerant pipes, or may be constituted by providing a plurality of refrigerant passages in a metal block or a resin block. In addition, one refrigerant inlet / outlet of the outdoor heat exchanger 16 is connected to another refrigerant inlet / outlet of the first three-way joint 15, and the refrigerant inlet side of the low-pressure solenoid valve 17 is connected to another refrigerant inlet / outlet. ing.

  The low pressure solenoid valve 17 has a valve body portion that opens and closes the refrigerant flow path and a solenoid (coil) that drives the valve body portion, and the operation of which is controlled by a control voltage output from the air conditioning control device 50. Circuit switching means. More specifically, the low-pressure solenoid valve 17 is configured as a so-called normally closed on-off valve that opens in an energized state and closes in a non-energized state.

  One refrigerant inlet / outlet port of a fifth three-way joint 28 described later is connected to the refrigerant outlet side of the low pressure solenoid valve 17 via the first check valve 18. The first check valve 18 only allows the refrigerant to flow from the low pressure solenoid valve 17 side to the fifth three-way joint 28 side.

  The outdoor heat exchanger 16 is disposed in the engine room, and exchanges heat between the refrigerant circulating inside and the air outside the vehicle (outside air) blown from the blower fan 16a. The blower fan 16 a is an electric blower in which the rotation speed (the amount of blown air) is controlled by a control voltage output from the air conditioning control device 50.

  Further, the blower fan 16a of the present embodiment blows outdoor air not only to the outdoor heat exchanger 16 but also to a radiator (not shown) that dissipates the cooling water of the engine EG. Specifically, the vehicle exterior air blown from the blower fan 16a flows in the order of the outdoor heat exchanger 16 → the radiator.

  Moreover, the cooling water circuit shown in the broken line of FIGS. 1-4 is arrange | positioned with the cooling water pump for circulating a cooling water. The cooling water pump 40 a 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.

  One refrigerant inlet / outlet of the second three-way joint 19 is connected to the other refrigerant inlet / outlet of the outdoor heat exchanger 16. The basic configuration of the second three-way joint 19 is the same as that of the first three-way joint 15. Further, the refrigerant inlet side of the high-pressure solenoid valve 20 is connected to another refrigerant inlet / outlet of the second three-way joint 19, and one refrigerant inlet / outlet of the heat exchanger cutoff electromagnetic valve 21 is connected to another refrigerant inlet / outlet. It is connected.

  The high-pressure solenoid valve 20 and the heat exchanger shut-off solenoid valve 21 are refrigerant circuit switching means whose operation is controlled by a control voltage output from the air conditioning control device 50. It is the same. However, the high-pressure solenoid valve 20 and the heat exchanger shut-off solenoid valve 21 are configured as so-called normally open type on-off valves that close in an energized state and open in a non-energized state.

  The refrigerant outlet side of the high-pressure solenoid valve 20 is connected via a second check valve 22 to the throttle mechanism portion inlet side of a temperature type expansion valve 27 described later. The second check valve 22 only allows the refrigerant to flow from the high pressure solenoid valve 20 side to the temperature type expansion valve 27 side.

  One refrigerant inlet / outlet of the third three-way joint 23 is connected to the other refrigerant inlet / outlet of the heat exchanger cutoff electromagnetic valve 21. The basic configuration of the third three-way joint 23 is the same as that of the first three-way joint 15. Further, as described above, the refrigerant outlet side of the fixed throttle 14 is connected to another refrigerant inlet / outlet of the third three-way joint 23, and the refrigerant inlet side of the dehumidifying electromagnetic valve 24 is connected to another refrigerant inlet / outlet. Yes.

  The dehumidifying electromagnetic valve 24 is a refrigerant circuit switching means whose operation is controlled by a control voltage output from the air conditioning control device 50, and its basic configuration is the same as that of the low-pressure electromagnetic valve 17. Further, the dehumidifying electromagnetic valve 24 is also configured as a normally closed type on-off valve. Then, the refrigerant circuit switching means of the present embodiment includes an electric three-way valve 13, a low pressure solenoid valve 17, a high pressure solenoid valve 20, and a heat exchange that are in a predetermined valve open state or a valve closed state when power supply is stopped. It comprises a plurality of (five) solenoid valves, ie, a device cutoff solenoid valve 21 and a dehumidification solenoid valve 24.

  One refrigerant inlet / outlet of the fourth three-way joint 25 is connected to the refrigerant outlet side of the dehumidifying electromagnetic valve 24. The basic configuration of the fourth three-way joint 25 is the same as that of the first three-way joint 15. Further, another refrigerant inlet / outlet of the fourth three-way joint 25 is connected to the throttle mechanism outlet side of the temperature type expansion valve 27, and further, the refrigerant inlet side of the indoor evaporator 26 is connected to another refrigerant inlet / outlet. Yes.

  The indoor evaporator 26 is disposed in the casing 31 of the indoor air-conditioning unit 30 on the upstream side of the blower air flow of the indoor condenser 12, and exchanges heat between the refrigerant circulating in the interior and the blown air so that the blown air is exchanged. A cooling heat exchanger for cooling.

  The temperature-sensing part inlet side of the temperature type expansion valve 27 is connected to the refrigerant outlet side of the indoor evaporator 26. The temperature type expansion valve 27 is a decompression means for cooling that decompresses and expands the refrigerant that has flowed in from the inlet of the throttle mechanism part and flows out from the outlet of the throttle mechanism part to the outside.

  More specifically, in the present embodiment, as the temperature type expansion valve 27, a temperature sensing unit 27a that detects the degree of superheat of the refrigerant on the outlet side of the indoor evaporator 26 based on the temperature and pressure of the refrigerant on the outlet side of the indoor evaporator 26; And a variable throttle mechanism 27b that adjusts the throttle passage area (refrigerant flow rate) so that the degree of superheat of the refrigerant on the outlet side of the indoor evaporator 26 falls within a predetermined range according to the displacement of the temperature sensing unit 27a. An internal pressure equalizing expansion valve housed inside is adopted.

  One refrigerant inlet / outlet of the fifth three-way joint 28 is connected to the temperature sensing part outlet side of the temperature type expansion valve 27. The basic configuration of the fifth three-way joint 28 is the same as that of the first three-way joint 15. Further, as described above, the refrigerant outlet side of the first check valve 18 is connected to another refrigerant inlet / outlet of the fifth three-way joint 28, and the refrigerant inlet side of the accumulator 29 is connected to another refrigerant inlet / outlet. ing.

  The accumulator 29 is a low-pressure side gas-liquid separator that separates the gas-liquid refrigerant flowing into the fifth three-way joint 28 and stores excess refrigerant. Further, the refrigerant inlet of the compressor 11 is connected to the gas-phase refrigerant outlet of the accumulator 29.

  Next, the indoor air conditioning unit 30 will be described. The indoor air conditioning unit 30 is disposed inside the instrument panel (instrument panel) at the foremost part of the vehicle interior, and has a blower 32, the above-described indoor evaporator 26, the indoor condenser 12, The heater core 36, the PTC heater 37, etc. are accommodated.

  The casing 31 forms an air passage for blown air that is blown into the vehicle interior, and is formed of a resin (for example, polypropylene) that has a certain degree of elasticity and is excellent in strength. On the most upstream side of the blown air flow in the casing 31, an inside / outside air switching box (not shown) for switching between the inside air (vehicle compartment air) and the outside air (vehicle compartment outside air) is arranged.

  More specifically, the inside / outside air switching box is formed with an inside air introduction port for introducing inside air into the casing 31 and an outside air introduction port for introducing outside air. Furthermore, an inside / outside air switching door is provided inside the inside / outside air switching box to continuously adjust the opening area of the inside air inlet and the outside air inlet to change the air volume ratio between the inside air volume and the outside air volume. ing.

  Therefore, the inside / outside air switching door 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 31 and the air volume of the outside air. More specifically, the inside / outside air switching door is driven by an electric actuator 62 for the inside / outside air switching door, and the operation of the electric actuator 62 is controlled by a control signal output from the air conditioning controller 50.

  Further, as the suction port mode, the inside air mode in which the inside air introduction port is fully opened and the outside air introduction port is fully closed and the inside air is introduced into the casing 31, and the inside air introduction port is fully closed and the outside air introduction port is fully opened. 31. The outside air mode for introducing outside air into the inside 31. Further, by continuously adjusting the opening area of the inside air introduction port and the outside air introduction port between the inside air mode and the outside air mode, the introduction ratio of the inside air and the outside air is continuously adjusted. There is an inside / outside air mixing mode to change to.

  A blower 32 that blows air sucked through the inside / outside air switching box toward the vehicle interior is disposed on the downstream side of the inside / outside air switching box. The blower 32 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) with an electric motor, and the number of rotations (air flow rate) is controlled by a control voltage output from the air conditioning control device 50.

  The indoor evaporator 26 is disposed on the downstream side of the air flow of the blower 32. Further, on the downstream side of the air flow of the indoor evaporator 26, an air passage such as a cooling cold air passage 33 and a cold air bypass passage 34 for flowing air after passing through the indoor evaporator 26, and a heating cold air passage 33 and a cold air bypass passage 34. A mixing space 35 is formed for mixing the air that has flowed out of the air.

  In the heating cool air passage 33, a heater core 36, an indoor condenser 12, and a PTC heater 37 as heating means for heating the air that has passed through the indoor evaporator 26 are arranged in this order in the air flow direction. Has been. The heater core 36 is a heating heat exchanger that heats the air that has passed through the indoor evaporator 26 by exchanging heat between the cooling water of the engine EG that outputs vehicle driving force and the air that has passed through the indoor evaporator 26. is there.

  The PTC heater 37 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 indoor condenser 12. In addition, the PTC heater 37 of this embodiment is provided with two or more (specifically three), and the air-conditioning control apparatus 50 changes the number of the PTC heaters 37 to energize, and thereby the plurality of PTC heaters 37. The overall heating capacity is controlled.

  More specifically, as shown in FIG. 6, the PTC heater 37 is composed of a plurality (three in this embodiment) of PTC heaters 37a, 37b, and 37c. FIG. 6 is a circuit diagram showing an electrical connection mode of the PTC heater 37 of the present embodiment. In addition, the power consumption required to operate the PTC heater 37 of the present embodiment is less than the power consumption required to operate the compressor 11 of the refrigeration cycle 10.

  As shown in FIG. 6, the positive side of each PTC heater 37a, 37b, 37c is connected to the battery 81 side, and the negative side is connected to each PTC heater 37a, 37b, 37c via each switch element SW1, SW2, SW3. Connected to the ground side. Each switch element SW1, SW2, SW3 switches between the energized state (ON state) and the non-energized state (OFF state) of each PTC element h1, h2, h3 included in each PTC heater 37a, 37b, 37c.

  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 device 50 switches the energized state and the non-energized state of each switch element SW1, SW2, SW3 to an energized state among the PTC heaters 37a, 15b, 15c, and exhibits heating capability. It is possible to change the heating capacity of the PTC heater 37 as a whole by switching the ones.

  On the other hand, the cold air bypass passage 34 is an air passage for guiding the air after passing through the indoor evaporator 26 to the mixing space 35 without passing through the heater core 36, the indoor condenser 12, and the PTC heater 37. Accordingly, the temperature of the blown air mixed in the mixing space 35 varies depending on the air volume ratio of the air passing through the heating cool air passage 33 and the air passing through the cold air bypass passage 34.

  Therefore, in the present embodiment, the cold air flowing into the heating cold air passage 33 and the cold air bypass passage 34 on the downstream side of the air flow of the indoor evaporator 26 and on the inlet side of the heating cold air passage 33 and the cold air bypass passage 34 is supplied. An air mix door 38 that continuously changes the air volume ratio is disposed.

  Therefore, the air mix door 38 constitutes a temperature adjusting means for adjusting the air temperature in the mixing space 35 (the temperature of the blown air blown into the vehicle interior). More specifically, the air mix door 38 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 control device 50.

  Furthermore, a blower outlet (not shown) for blowing out the blown air whose temperature is adjusted from the mixing space 35 to the vehicle interior that is the space to be cooled is disposed at the most downstream portion of the blown air flow of the casing 31. Specifically, as the air outlet, a face air outlet that blows conditioned air toward the user's upper body in the passenger compartment, a foot air outlet that blows conditioned air toward the user's feet, and an inner surface of the vehicle front window glass A defroster outlet for blowing air conditioned air is provided.

  Further, on the upstream side of the air flow of the face outlet, the foot outlet, and the defroster outlet, a face door for adjusting the opening area of the face outlet, a foot door for adjusting the opening area of the foot outlet, and the defroster outlet, respectively. A defroster door (none of which is shown) for adjusting the opening area is arranged.

  These face doors, foot doors, and defroster doors constitute the outlet mode switching means for switching the outlet mode, and are connected to the electric actuator 64 for driving the outlet mode door via a link mechanism (not shown). Are operated in conjunction with each other. The operation of the electric actuator 64 is also controlled by a control signal output from the air conditioning controller 50.

  As the air outlet mode, the face air outlet is fully opened and air is blown out from the face air outlet toward the user's upper body, and both the face air outlet and the foot air outlet are opened. A bi-level mode that blows air toward the user's upper body and feet, a foot mode that fully opens the foot outlet and opens the defroster outlet by a small opening, and blows mainly air from the foot outlet, and a foot outlet There is a foot defroster mode in which the defroster outlet is opened to the same extent and air is blown out from both the foot outlet and the defroster outlet.

  Furthermore, it can also be set as the defroster mode which blows out air from a defroster blower outlet to a vehicle front window glass inner surface by fully opening a defroster blower outlet by manual operation of the switch of the operation panel 60 mentioned later.

  In addition, the hybrid vehicle to which the vehicle air conditioner 1 of the present embodiment is applied includes an electric heat defogger (not shown) separately from the vehicle air conditioner. The electric heat defogger is a heating wire disposed inside or on the surface of the vehicle interior window glass, and prevents fogging or window fogging by heating the window glass. The operation of the electric heat defogger can be controlled by a control signal output from the air conditioning controller 50.

  Next, the electric control unit of this embodiment will be described with reference to FIG. The air conditioning control device 50 is composed of a well-known microcomputer including a CPU, ROM, RAM, and its peripheral circuits, and performs various calculations and processing based on an air conditioning control program stored in the ROM, and is connected to the output side. The inverter 61 for the electric motor 11b of the compressor 11, the solenoid valves 13, 17, 20, 21, 24 constituting the refrigerant circuit switching means, the blower fan 16a, the blower 32, various electric actuators 62, 63, 64, etc. Control the operation of

  The air-conditioning control device 50 is integrally configured with the control means for controlling the various devices (air-conditioning means) described above. In the present embodiment, in particular, the electric-power that is the discharge capacity changing means of the compressor 11 is used. A configuration (hardware and software) for controlling the operation (refrigerant discharge capability) of the motor 11b is referred to as a discharge capability control means 50a. Of course, the discharge capacity control means 50a may be configured separately from the air conditioning control device 50.

  Further, on the input side of the air conditioning control device 50, an inside air sensor 51 (indoor temperature detecting means) for detecting the passenger compartment temperature Tr, an outside air sensor 52 (outside air temperature detecting means) for detecting the outside air temperature Tam, and the amount of solar radiation in the passenger compartment. A solar radiation sensor 53 for detecting Ts, a discharge temperature sensor 54 (discharge temperature detecting means) for detecting the discharge refrigerant temperature Td of the compressor 11, and a discharge pressure for detecting the discharge side refrigerant pressure (high pressure side refrigerant pressure) Pd of the compressor 11 A sensor 55 (discharge pressure detection means), an evaporator temperature sensor 56 (evaporator temperature detection means) for detecting the temperature of the air blown from the indoor evaporator 26 (evaporator temperature) Te, the first three-way joint 15 and the low-pressure solenoid valve 17 A suction temperature sensor 57 for detecting the temperature Tsi of the refrigerant flowing between the engine and the engine, a coolant temperature sensor for detecting the engine coolant temperature Tw, and a relative humidity of the vehicle interior air near the window glass in the vehicle interior. A humidity sensor for the detection signal of the interior window glass near a temperature sensor for detecting the temperature of the air, and sensors such as a window glass surface temperature sensor for detecting the window glass surface temperature of the window glass near is input.

  In addition, the inside air sensor 51 of this embodiment is arrange | positioned in the predetermined | prescribed site | part from which temperature distribution becomes large during operation stop rather than during operation | movement of the air-conditioning means (compressor 11, fan 32, etc.) in a vehicle interior. Specifically, it is disposed in a part that is relatively low in temperature when a temperature distribution is generated in the vehicle interior, for example, an interior member in the vehicle interior that is not easily affected by solar radiation in the vehicle interior. In addition, in this embodiment, it accommodates in the recessed part provided in the face blower outlet vicinity of the instrument panel of the vehicle front part.

  Further, the discharge side refrigerant pressure (high pressure side refrigerant pressure) Pd of the compressor 11 of the present embodiment is from the refrigerant discharge port side of the compressor 11 to the variable throttle mechanism portion 27b inlet side of the temperature type expansion valve 27 in the cooling mode. This is the high-pressure side refrigerant pressure of the cycle to reach, and in the other operation modes, the high-pressure side refrigerant pressure of the cycle from the refrigerant discharge port side of the compressor 11 to the fixed throttle 14 inlet side. The discharge pressure sensor 55 is provided to monitor an abnormal increase in the high-pressure side refrigerant pressure even in a general refrigeration cycle.

  Further, the evaporator temperature sensor 56 specifically detects the heat exchange fin temperature of the indoor evaporator 26. Of course, as the evaporator temperature sensor 56, temperature detection means for detecting the temperature of other parts of the indoor evaporator 26 may be employed, or temperature detection for directly detecting the temperature of the refrigerant itself flowing through the indoor evaporator 26. Means may be employed. Moreover, the detected value of a humidity sensor, a window glass vicinity temperature sensor, and a window glass surface temperature sensor is used in order to calculate the relative humidity RHW of the window glass surface.

  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. Specifically, various air conditioning operation switches provided on the operation panel 60 include an operation switch (ignition switch IG) of the vehicle air conditioner 1, an auto switch, an operation mode switching switch, a blowout mode switching switch, and a blower 32. Air volume setting switch, vehicle interior temperature setting switch, economy switch (eco switch), pre-air conditioning start switch, and the like.

  The auto switch is a switch that sets or cancels the automatic control of the vehicle air conditioner 1, and the economy switch is a switch that prioritizes power saving of the refrigeration cycle 10. The pre-air conditioning start switch is a switch for setting a time when the user starts the pre-air conditioning and a timing (for example, after 10 minutes) for starting the pre-air conditioning.

  Further, the operation panel 60 is provided with a display unit that displays the current operation state of the vehicle air conditioner 1. In this display unit, automatic control of the vehicle air conditioner 1 is executed via the communication processing unit 50b of the control device 50, temperature information in the passenger compartment, outlet mode information, air volume information of the blower 32, and the like. Is output, and the output information is displayed as the operating state of the vehicle air conditioner 1. Therefore, the operation panel 60 also has a function as display means of the present invention.

  In addition to the operation panel 60, the communication processing unit 50b of the air conditioning control device 50 according to the present embodiment includes a wireless terminal (not shown) that is a short-range communication means carried by the user (for example, a remote controller) or a mobile communication means (not shown). For example, vehicle information including vehicle interior temperature information (vehicle interior temperature, solar radiation information, etc.) can be output to a mobile phone. When the vehicle is provided with a seat air-conditioning means for adjusting the temperature of the seat on which the user is seated or a temperature detection means for detecting the temperature of the steering of the vehicle, the operating state of the seat air-conditioning means and the steering temperature May also be output as vehicle information to the display unit of the operation panel 60, the wireless terminal, or the mobile communication means.

  Similar to the operation panel 60 provided in the passenger compartment, the wireless terminal and the mobile communication means are provided with a display unit for displaying vehicle information to the user, and the vehicle information received from the communication processing unit 50b is received. The display unit can be displayed. Therefore, the wireless terminal and the mobile communication means also have a function as the display means of the present invention.

  Further, the wireless terminal and the mobile communication means are provided with an operation instruction unit for instructing various requests to the communication processing unit 50b, and various operations are performed on the communication processing unit 50b by the user operating the operation instruction unit. The request signal can be output.

  Each of the wireless terminal and the mobile communication means is provided with a pre-air conditioning start switch in the operation instruction section. Therefore, the user can acquire vehicle information from a place away from the vehicle, and execute pre-air conditioning or the like according to the acquired vehicle information.

  Further, the air conditioning control device 50 is a power control device (not shown) that determines the power to be distributed to various electric devices in the vehicle according to the power supplied from the power supply outside the vehicle or the power stored in the battery 81. Are electrically connected. The air conditioning control device 50 of the present embodiment receives an output signal (such as data indicating air conditioning use permission power permitted to be used for air conditioning) output from the power control device.

  Here, the air-conditioning use permission power is “power permitted to be used for air conditioning among power usable in the entire vehicle”. When pre-air conditioning is performed using electric power supplied from a power source external to the vehicle as in the present embodiment, the conversion efficiency of the voltage conversion means for enabling the electric power from the power source external to the vehicle to be used in the vehicle It can be calculated by subtracting the power used by the 12V battery that supplies power to the electrical equipment other than the air conditioner and the auxiliary equipment after multiplying the available power.

  The engine control device (not shown) is composed of a well-known microcomputer and its peripheral circuits, similar to the air conditioning control device 50, and performs various calculations and processes based on the engine control program stored in the ROM. Controls the operation of various engine control devices connected to the output side.

  Various engine components and the like constituting the engine EG (not shown) are connected to the output side of the engine control device. Specifically, a starter for starting the engine EG, a fuel injection valve (injector) drive circuit (not shown) for supplying fuel to the engine EG, and the like are connected.

  On the input side of the engine control device, there are a speed sensor (vehicle speed detecting means) for detecting the speed of the vehicle, a voltmeter (not shown) for detecting the voltage VB between the terminals of the battery 81, and an accelerator opening for detecting the accelerator opening Acc. Various sensor control sensor groups such as a sensor (not shown) and an engine speed sensor (not shown) for detecting the engine speed Ne are connected.

  Furthermore, the air-conditioning control device 50 and the engine control device are configured to be electrically connected and electrically communicable. 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.

  The air-conditioning control device 50 and the engine control device are configured such that control means for controlling various devices to be controlled connected to the output side is integrally configured, but the configuration for controlling the operation of each device to be controlled. (Hardware and software) constitutes a control means for controlling the operation of each control target device.

  For example, in the air conditioning control device 50, the configuration in which the refrigerant discharge capacity of the compressor 11 is controlled by controlling the frequency of the AC voltage output from the inverter 61 connected to the electric motor 11 b of the compressor 11 is compressor control. The structure which comprises a means, controls the action | operation of the air blower 32 which is an air blow means, and controls the ventilation capability of the air blower 32 comprises an air blower control means.

  Next, the operation of the present embodiment in the above configuration will be described with reference to FIG. FIG. 7 is a flowchart showing a control process of the vehicle air conditioner 1 of the present embodiment. This control process is executed if electric power is supplied from the battery 81 to the air conditioning control device 50 even when the vehicle system is stopped.

  First, in the process of step S1, it is determined whether the operation switch of the vehicle air conditioner 1 is turned on (ON) and whether the pre-air conditioning start switch is turned on. If it is determined that the operation switch of the vehicle air conditioner 1 or the pre-air conditioning start switch is turned on, the process proceeds to step S2. At this time, a flag indicating pre-air conditioning is turned on.

  Here, whether or not the pre-air conditioning start switch has been turned on is determined, for example, when the user is instructed to perform the pre-air conditioning by the pre-air conditioning start switch on the operation panel 60. When the air-conditioning start time comes, it is determined that the pre-air-conditioning start switch has been turned on. In addition, when execution of pre-air conditioning is instructed by the pre-air conditioning start switch of the wireless terminal, the pre-air conditioning start switch is turned on when the vehicle side directly receives the pre-air conditioning start signal transmitted from the wireless terminal. It is determined that Furthermore, when execution of pre-air conditioning is instructed by the pre-air conditioning start switch of the mobile communication means, the vehicle side indirectly receives a pre-air conditioning start signal transmitted via a mobile phone base station or the like, It is determined that the pre-air conditioning start switch has been turned on.

  In addition, since the vehicle air conditioner 1 according to the present embodiment is applied to a plug-in hybrid vehicle, the pre-air conditioning is requested by the user to stop the pre-air conditioning when electric power is supplied to the vehicle from an external power source. When the power is not supplied from the external power source, the operation is performed until the remaining amount of power stored in the battery 81 becomes a predetermined amount or less.

  In the process of step S2, initialization of a flag, a timer, etc., initial alignment of the stepping motor constituting the electric actuator described above, and the like are performed. In the subsequent process of step S3, the operation signal of the operation panel 60 is read and the process proceeds to step S4. Specific operation signals include a vehicle interior set temperature Tset set by a vehicle interior temperature setting switch, an air outlet mode selection signal, a suction port mode selection signal, an air volume setting signal of the blower 32, and the like.

  In the process of step S4, the vehicle environment state signal used for air conditioning control, that is, the detection signals of the sensor groups 51 to 57 described above is read, and the process proceeds to step S5.

  In step S5, the transmission room temperature to be displayed on the display unit such as the operation panel 60, the wireless terminal, or the mobile communication means for displaying the operation state of the vehicle air conditioner 1 is calculated. Details of step S5 will be described with reference to the flowchart of FIG.

  First, in step S51, an average value TR (16) new of the detection value Tr of the inside air sensor 51 detected in a predetermined period (in this embodiment, 4 seconds) is calculated. Specifically, as shown by the mathematical expression in step S51 of FIG. 8, an average value TR (16) new for 16 times of the detection value Tr of the inside air sensor 51 in a predetermined sampling period (in this embodiment, 250 msec) is obtained. calculate.

  Next, in step S52, it is determined whether or not the time (4 seconds) for calculating the average value TR (16) new of the detection values Tr of the inside air sensor 51 has elapsed since the processing of step S51 was started. As a result, if it is determined that 4 seconds have not elapsed (S52: NO), the process returns to step S51. On the other hand, if it is determined that 4 seconds have elapsed (S52: YES), the process proceeds to step S53, and the average value TR (16) new calculated in step S51 is used as the vehicle interior temperature TR. Set to (16). Thus, the vehicle interior temperature TR (16) of the present embodiment is updated every 4 seconds. The updated vehicle interior temperature TR (16) is stored as TRNEW in storage means such as a RAM of the control device 50, and the vehicle interior temperature TR (16) before update is stored as TROLD in the RAM of the control device 50. Is stored in the storage means.

  In the next step S54, the current vehicle interior temperature TR (16) is set to the transmission indoor temperature for outputting to the display unit for displaying vehicle information to the user, and the process proceeds to step S6. This indoor temperature for transmission is influenced by the detection value Tr of the previous 15 inside air sensors 51 with respect to the detection value Tr of the current inside air sensor 51. That is, the transmission room temperature is a value in which fluctuations in the detected value due to noise generated in the inside air sensor 51 and a temporary temperature change in the vicinity of the inside air sensor 51 are suppressed (smoothed). It becomes a dull temperature (a delayed temperature).

  In the subsequent step S6, a control room temperature used for controlling various air conditioners is calculated. Details of step S6 will be described with reference to the flowchart of FIG.

  In step S6, first, in step S61, it is determined whether or not the temperature in the passenger compartment is increasing. That is, TRNEW (updated vehicle interior temperature TR (16)) stored in the storage means such as the RAM of the control device 50 in the process of step S5 is calculated from TROLD (vehicle interior temperature TR (16) before update). It is determined whether or not it is higher.

  As a result of this determination processing, if it is determined that the temperature in the vehicle compartment is increasing (TRNEW> TOLD) (step S61: YES), it can be determined that the temperature in the vehicle interior has increased, so step The process proceeds to S62, in which the time constant τ is set to the first time constant τ1 that is set at the normal time. Then, in step S63, using the first time constant τ1 set in step S62, a delay process for slowing the change in the detected value of the inside air sensor 51, that is, the change in the vehicle interior temperature TR (16) is performed. The process proceeds to step S7. Specifically, in the delay process performed in step S63, the control room temperature is calculated using the mathematical formula shown in step S63.

  On the other hand, as a result of the determination process in step S61, when it is determined that the temperature in the vehicle interior is not increasing, that is, the temperature in the vehicle interior is decreasing (TRNEW ≦ TOLD) (step S61: NO), Since it can be determined that the temperature in the passenger compartment has decreased, the process proceeds to step S64 to determine whether or not it is the initial stage of the air conditioning start. Specifically, in the process of step S64, the detected value TR0 of the inside air sensor 51 at the start of air conditioning (when the ignition switch IG is set from OFF to ON) is set to a preset reference set temperature (for example, 28 ° C.). It is determined whether it is above.

  As a result of this determination processing, when it is determined that it is not the initial stage of air conditioning start (step S64: NO), the air in the passenger compartment is sufficiently agitated by the passenger compartment air conditioning, and the temperature distribution in the passenger compartment is reduced. Therefore, the process proceeds to step S62. Then, in step S62, the time constant τ is set to the first time constant τ1 that is set at the normal time. After delay processing is performed in step S63, the process proceeds to step S7.

  On the other hand, when it is determined that it is not the initial stage of the air conditioning start (step S64: YES), the air in the vehicle interior is not sufficiently stirred by the vehicle interior air conditioning, and the temperature distribution in the vehicle interior (for example, the vicinity of the ceiling is Since it can be determined that the high temperature and the temperature in the vicinity of the portion where the inside air sensor 51 is provided are increasing, the process proceeds to step S65, and the time constant is larger than the first time constant τ1 set at the normal time. Set. In step S63, after delay processing is performed using the time constant τ set in step S65, the process proceeds to step S7.

  Specifically, in step S65, the time constant is reduced stepwise as the elapsed time from when the ignition switch IG is switched from OFF to ON is longer. For example, as shown in step S65 of FIG. 9, the second time constant τ2 (τ2> τ1) is set until 10 minutes have elapsed since the ignition switch IG was switched from OFF to ON, and 10 minutes to 15 minutes. If it is between, the third time constant τ3 (τ2> τ3> τ1) is set. When the ignition switch IG is switched from off to on for more than 15 minutes, the first time constant τ1 is set as the time constant τ.

  The control room temperature of the present embodiment is calculated by performing a delay process on the transmission room temperature for transmitting to the user, so that the temperature is reduced with respect to the transmission room temperature for transmitting to the user. (Delayed temperature). In other words, the transmission room temperature calculated in step S5 has a smaller degree of delay (delay) with respect to the change in the inside air sensor 51 than the control room temperature calculated in step S6. The process in step 5 corresponds to the transmission room temperature calculating means of the present invention, and the process in step S6 corresponds to the control room temperature calculating means of the present invention.

In the process of the next step S7, the target blowing temperature TAO of the cabin blowing temperature is calculated. In the present embodiment, the target blowout temperature TAO of the air blown into the vehicle interior is calculated using the control indoor temperature TRC calculated by performing a delay process on the detection value of the inside air sensor 51. Specifically, the target blowing temperature TAO can be calculated by the following mathematical formula F1.
TAO = Kset * Tset-Kr * TRC-Kam * Tam-Ks * Ts + c (F1)
Here, Tset is the vehicle interior set temperature set by the vehicle interior temperature setting switch, TRC is the control room temperature calculated in step 8, Tam is the outside air temperature detected by the outside air sensor 52, and the solar radiation sensor 53 detects it. The amount of solar radiation. Kset, Kr, Kam, and Ks are control gains, and C is a correction constant.

  Thus, by calculating the TAO using the control indoor temperature TRC calculated by delaying the detection value Tr of the internal air sensor 51, the detection value of the internal air sensor 51 is influenced by the influence of the airflow in the vehicle interior. However, even if it falls compared with a user's sensible temperature etc., the change of TAO becomes insensitive and it can delay that the change of the detected value of the inside air sensor 51 is reflected in air-conditioning control. Thereby, air-conditioning control according to a user's air-conditioning request becomes possible at the time of air-conditioning operation requiring immediate effect such as pre-air-conditioning.

  The heating heat exchanger target temperature is basically a value calculated by the above-described formula F1, but correction for calculating a value lower than TAO calculated by the formula F1 is performed to suppress power consumption. Sometimes it is done.

  In the next steps S8 to S20, control states of various devices connected to the air conditioning control device 50 are determined. First, in step S8, the cooling mode, the heating mode, the first dehumidifying mode and the second dehumidifying mode are selected, and whether or not the PTC heater 37 is energized is determined according to the air conditioning environment state. Details of step S8 will be described with reference to FIG.

  First, in step S81, it is determined whether pre-air conditioning is being performed. When it determines with performing pre air conditioning in step S81, it progresses to step S82 and it is determined whether the external temperature Tam is lower than -3 degreeC. If it is determined in step S82 that the outside air temperature Tam is lower than −3 ° C., it is determined in step S83 that the PTC heater 37 needs to be energized, and the process proceeds to step S9.

  Thus, when the outside temperature Tam is lower than −3 ° C., the reason why it is necessary to energize the PTC heater 37 is that the refrigeration cycle 10 performs heating when the outside temperature Tam is lower than −3 ° C. If this is done, the difference between the high and low pressures of the cycle will increase, the cycle efficiency (COP) will decrease, the refrigerant evaporation temperature in the outdoor heat exchanger 16 will decrease, and the outdoor heat exchanger 16 may be frosted. is there.

  When it determines with outside temperature Tam not being lower than -3 degreeC in step S82, it progresses to step S84 and it is determined whether a blower outlet mode is face mode. If it is determined in step S84 that the outlet mode is the face mode, the process proceeds to step S85, the cooling mode is selected, and the process proceeds to step S9. The reason is that the face mode is an operation mode selected mainly in the summer, as will be described later in step S11.

  If it is determined in step S84 that the air outlet mode is not the face mode, the process proceeds to step S86, where the necessity of dehumidification increases as the air temperature Te discharged from the indoor evaporator 26 decreases. The mode is selected in the order of the first dehumidifying mode and the second dehumidifying mode, and the process proceeds to step S9.

  On the other hand, when it determines with pre air conditioning not being performed in step S81, it progresses to step S87 and it is determined whether the external temperature Tam is lower than -3 degreeC. If it is determined in step S87 that the outside air temperature Tam is lower than −3 ° C., the process proceeds to step S88, the cooling mode is selected, and the process proceeds to step S9.

  If it is determined in step S87 that the outside air temperature Tam is not lower than −3 ° C., the process proceeds to step S89, and it is determined whether or not the air outlet mode is the face mode. If it is determined in step S89 that the outlet mode is the face mode, the process proceeds to step S90, the cooling mode is selected, and the process proceeds to step S9. The reason is the same as in step S85. If it is determined in step S89 that the outlet mode is not the face mode, the process proceeds to step S86 described above.

  In step S <b> 9, a target air blowing amount of air blown by the blower 32 is determined. Specifically, the blower motor voltage to be applied to the electric motor of the blower 32 is determined with reference to the control map stored in advance in the air conditioning control device 50 based on the target blowing temperature TAO set in step S7.

  More specifically, in the present embodiment, the blower motor voltage is set to a high voltage near the maximum value (about 12 V) in the extremely low temperature range (maximum cooling range) and extremely high temperature range (maximum heating range) of TAO, and the air volume of the blower 32 is set. Is controlled near the maximum air volume. Further, when TAO rises from the extremely low temperature region toward the intermediate temperature region, the blower motor voltage is decreased according to the increase in TAO, and the air volume of the blower 32 is decreased.

  Further, when TAO decreases from the extremely high temperature range toward the intermediate temperature range, the blower motor voltage is decreased in accordance with the decrease in TAO, and the air volume of the blower 32 is decreased. When TAO enters a predetermined intermediate temperature range, the blower motor voltage is set to the minimum value (about 4 V), and the air volume of the blower 32 is set to the minimum value.

  In step S10, the inlet mode, that is, the switching state of the inside / outside air switching box is determined. This suction port mode is also determined with reference to the control map stored in advance in the air conditioning control device 50 based on the TAO set in step S7. 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 S11, the air outlet mode is determined. This air outlet mode is also determined with reference to the control map stored in advance in the air conditioning control device 50 based on the TAO set in step S7. 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. Further, when it is determined that the window glass is likely to be fogged based on the relative humidity RHW of the window glass surface calculated from the detection value of the humidity sensor or the like, the foot defroster mode or the defroster mode is selected. You may do it.

  In step S12, the target opening degree SW of the air mix door 38 is calculated based on the TAO, the air temperature Te blown from the indoor evaporator 26 detected by the evaporator temperature sensor 56, and the heater temperature.

Here, the heater temperature is a value determined according to the heating capability of the heating means (the heater core 36, the indoor condenser 12, and the PTC heater 37) disposed in the cold air passage 33 for heating, and is generally The engine coolant temperature Tw can be used for the. Therefore, the target opening degree SW can be calculated by the following formula F2.
SW = [(TAO−Te) / (Tw−Te)] × 100 (%) (F2)
SW = 0 (%) is the maximum cooling position of the air mix door 38, and the cold air bypass passage 34 is fully opened and the heating cold air passage 33 is fully closed. On the other hand, SW = 100 (%) is the maximum heating position of the air mix door 38, and the cold air bypass passage 34 is fully closed and the heating cold air passage 33 is fully opened.

  In step S13, the refrigerant discharge capacity of the compressor 11 (specifically, the rotational speed of the compressor 11) is determined. Here, a basic method for determining the rotational speed of the compressor 11 will be described. For example, in the cooling mode, the target blowing temperature TEO of the blowing air temperature Te from the indoor evaporator 26 is determined by referring to the control map stored in advance in the air conditioning control device 50 based on the TAO determined in step S7. decide.

  Then, a deviation En (TEO−Te) between the target blowing temperature TEO and the blowing air temperature Te is calculated, and a deviation change rate Edot (En− (En− ()) obtained by subtracting the previously calculated deviation En−1 from the currently calculated deviation En. En-1)), and based on the fuzzy inference based on the membership function and rules stored in the air conditioning controller 50 in advance, the rotational speed change amount Δf_C with respect to the previous compressor rotational speed fCn-1 is calculated. Ask.

  In the heating mode, the first dehumidifying mode, and the second dehumidifying mode, referring to the control map stored in the air conditioning control device 50 in advance based on the heating heat exchanger target temperature determined in step S7, A target high pressure PDO of the discharge side refrigerant pressure (high pressure side refrigerant pressure) Pd is determined.

  Then, a deviation Pn (PDO−Pd) between the target high pressure PDO and the discharge side refrigerant pressure Pd is calculated, and a deviation change rate Pdot (Pn− (Pn− ( Pn-1)) is used to calculate the rotational speed change amount Δf_H with respect to the previous compressor rotational speed fHn-1 based on the fuzzy inference based on the membership function and rules stored in the air conditioning controller 50 in advance. Ask.

  Details of the control in step S13 will be described with reference to FIGS. First, in step S1305, a rotational speed change amount Δf_C in the cooling mode (COOL cycle) is obtained. Step S1305 in FIG. 11 describes a fuzzy rule table used as a rule. In this rule table, Δf_C is determined based on the above-described deviation En and deviation change rate Edot so that frosting of the indoor evaporator 26 is prevented.

  In step S1310, the rotational speed change amount Δf_H in the heating mode (HOT cycle), the first dehumidifying mode (DRY_EVA cycle), and the second dehumidifying mode (DRY_ALL cycle) is obtained. Step S1310 in FIG. 11 describes a fuzzy rule table used as a rule. In this rule table, Δf_H is determined so as to prevent an abnormal increase in the high-pressure side refrigerant pressure Pd based on the above-described deviation Pn and deviation change rate Pdot.

  In a succeeding step S1315, it is determined whether or not the current operation of the vehicle air conditioner 1 is an operation as pre-air conditioning. Specifically, it is determined whether or not the flag indicating the pre-air conditioning described in step S1 is ON.

  If it is determined in step S1315 that the operation is pre-air conditioning (S1315: YES), the process proceeds to step S1320, and the operation of the pre-air conditioning is performed by operating the start switch of the wireless terminal that is a short-distance communication means. Determine whether it has been done. Specifically, it is set based on the output signal from the wireless terminal whether or not the wireless terminal flag that is set when starting the pre-air conditioning operation is ON.

  If it is determined in the determination process in step S1320 that the pre-air conditioning operation is performed by the wireless terminal (S1320: YES), the process proceeds to step S1325. In step S1325, the air conditioning use permission power f (TIMER) = 2500 [W] is set. In addition, the air-conditioning use permission electric power f (TIMER) is electric power permitted to be used for air-conditioning out of the electric power usable in the entire vehicle.

  In the next step S1330 (see FIG. 12), a temporary rotational speed change amount Δf_PRE is obtained in accordance with the air-conditioning use permission power f (TIMER) set in step S1325. Specifically, based on the value obtained by subtracting the power consumption in the air conditioning equipment from the air conditioning usage permission power so that the power consumption in the air conditioning equipment (compressor 11, blower 32, blower fan 16a) does not exceed the air conditioning usage permission power. Then, Δf_PRE is determined with reference to a control map stored in the air conditioning controller 50 in advance.

  Here, as described in step S1330, the control map of the present embodiment is accompanied by an increase in the value obtained by subtracting the power consumption in the air conditioning equipment (the compressor 11, the blower 32, and the blower fan 16a) from the air conditioning use permission power. Thus, Δf_PRE is determined to increase. In addition, the power consumption in the compressor 11, the air blower 32, and the air blowing fan 16a is calculated based on the rotation speed currently set.

  On the other hand, when it is determined in step S1320 (see FIG. 11) that the pre-air-conditioning operation is performed by means other than the wireless terminal (operation panel 60, mobile communication means) (S1320: NO), The process moves to step S1335. In step S1335, air-conditioning use permission power f (TIMER) = 2100 [W] is set. In other words, when the pre-air conditioning operation is performed by operating a start switch other than the wireless terminal, the air-conditioning use permission power is set to be smaller than that when operated by operating the start switch of the wireless terminal.

  Since the wireless terminal is a short-distance communication means and the user is likely to get on in a short time, setting the air-conditioning use permission power higher will alleviate the air conditioner operation restrictions during pre-air conditioning and Immediate effect can be secured. Furthermore, since the temperature of the indoor evaporator 26 can be quickly reduced, it is possible to suppress the generation of malodor when the condensed water adhering to the indoor evaporator 26 dries.

  On the other hand, since it is unlikely that the user will get on the vehicle in a short time with a means other than the wireless terminal, the power consumption of the air-conditioning equipment during pre-air-conditioning can be reduced by setting the air-conditioning use permitted power low. Can continue. Furthermore, since the operation sound (noise) of the air conditioner in the vehicle can be suppressed, it is possible to reduce the possibility of inconvenience to people around the vehicle when the user is not nearby. Further, during pre-air conditioning, the operation of the air conditioner such as the compressor 11, the blower 32, and the blower fan 16a can be suppressed at a high load, and the life of the air conditioner can be improved.

  In the next step S1340 (see FIG. 12), it is determined whether or not the operation mode set in step S8 is the cooling mode. As a result, when it is determined that the cooling mode is set (S1340: YES), the process proceeds to step S1345, and the smaller value of Δf_C determined in step S1305 and Δf_PRE set in step S1330 is set to the current rotation. The number change amount Δf is determined. Thereby, while being able to suppress that the power consumption of an air-conditioning apparatus exceeds air-conditioning use permission electric power, the frost formation of the indoor evaporator 26 can be prevented.

  On the other hand, when it is determined that the operation mode set in step S8 is not the cooling mode (S1340: NO), the process proceeds to step S1350, which is smaller of Δf_H determined in step S1310 and Δf_PRE set in step S1330. This value is determined as the current rotational speed change amount Δf. Thereby, while being able to suppress that the power consumption of an air-conditioning apparatus exceeds air-conditioning use permission electric power, it can aim at prevention of the abnormal raise of a high voltage | pressure side refrigerant pressure.

  In step S1355, the rotation speed change amount Δf determined in either step S1345 or step S1350 is added to the rotation speed of the compressor 11 set last time to determine the rotation speed of the compressor 11 this time. . The rotation speed of the compressor 11 is updated at a control cycle of 1 second.

  If it is determined in step S1315 (see FIG. 11) that the operation is not pre-air conditioning (S1315: NO), the process proceeds to step S1360 (see FIG. 12), and the operation mode set in step S8. It is determined whether or not is in the cooling mode. As a result, when it is determined that the cooling mode is set (S1360: YES), the process proceeds to step S1365, and Δf_C determined in step S1305 is determined as the current rotation speed change amount Δf. Thereby, frost formation of the indoor evaporator 26 can be prevented.

  On the other hand, when it is determined in step S1360 that the operation mode set in step S8 is not determined to be not the cooling mode (S1360: NO), the process proceeds to step S1370 and Δf_H determined in step S1310. Is determined as the current rotational speed change amount Δf. Thereby, it is possible to prevent an abnormal increase in the high-pressure side refrigerant pressure.

  In step S1355, the rotational speed change amount Δf determined in either step S1365 or step S1370 is added to the rotational speed of the compressor 11 set last time to determine the rotational speed of the compressor 11 this time. Then, the process proceeds to step S14.

  In the next step S14, the number of operating PTC heaters 37 and the operating state of the electric heat defogger are determined. For example, when the PTC heater 37 needs to be energized in step S8, even if the target opening degree SW of the air mix door 38 becomes 100% in the heating mode, What is necessary is just to determine according to the difference of internal temperature Tr and the heat exchanger target temperature for heating, when the heat exchanger target temperature for heating cannot be obtained.

  In addition, when there is a high possibility that the window glass is fogged due to the humidity and temperature in the passenger compartment, or when the window glass is fogged, the electric heat defogger is operated.

  In step S15, a process for transmitting vehicle information to the display unit is performed. Specifically, the temperature information in the passenger compartment including the transmission temperature calculated in step S5, the outlet mode information, and the air volume information of the blower 32 are displayed on the display unit of the operation panel 60. When there is a request from the wireless terminal or the mobile communication means, temperature information displayed on the display unit of the operation panel 60 is output to the wireless terminal or the mobile communication means.

  Thereby, the temperature information in the vehicle interior including the transmission temperature, the outlet mode information, and the air volume information of the blower 32 are displayed on the display unit of the wireless terminal or the mobile communication means.

  In step S16, the operating states of the solenoid valves 13 to 24, which are refrigerant circuit switching means, are determined according to the operation mode determined in step S8.

  Specifically, as shown in the chart of FIG. 13, when the operation mode is determined to be the cooling mode, all the solenoid valves are set in a non-energized state. When the heating mode is determined, the electric three-way valve 13, the high pressure solenoid valve 20, and the low pressure solenoid valve 17 are turned on, and the remaining solenoid valves 21 and 24 are turned off.

  When the first dehumidifying mode is determined, the electric three-way valve 13, the low pressure solenoid valve 17, the dehumidifying solenoid valve 24, and the heat exchanger shut-off solenoid valve 21 are energized, and the high pressure solenoid valve 20 is not energized. And When the second dehumidifying mode is determined, the electric three-way valve 13, the low pressure solenoid valve 17, and the dehumidifying solenoid valve 24 are energized, and the remaining solenoid valves 20 and 21 are de-energized.

  That is, in this embodiment, even if it is a case where it switches to the refrigerant circuit of any operation mode, it is comprised so that supply of the electric power with respect to at least 1 electromagnetic valve among each electromagnetic valves 13-24 may be stopped. . Thereby, the total power consumption of each solenoid valve 13-24 of this embodiment can be reduced.

  In step S17, various devices 61, 13, 17, 20, 21, 24, 16a, 32, 62, 63, and 64 are provided from the air conditioning control device 50 so that the control state determined in the above-described steps S8 to S16 is obtained. Control signal and control voltage are output. For example, a control signal is output to the inverter 61 for the electric motor 11b of the compressor 11 so that the rotational speed of the compressor 11 becomes the rotational speed determined in step S11.

  In step S18, the process waits for the control period τ, and returns to step S3 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.

  Since the vehicle air conditioner 1 of this embodiment is controlled as described above, it operates as follows according to the operation mode selected in the control step S8.

(A) Cooling mode (COOL cycle: see FIG. 1)
In the cooling mode, the air-conditioning control device 50 deenergizes all the solenoid valves, so that the electric three-way valve 13 is located between the refrigerant outlet side of the indoor condenser 12 and one refrigerant inlet / outlet of the first three-way joint 15. , The low pressure solenoid valve 17 is closed, the high pressure solenoid valve 20 is opened, the heat exchanger shut-off solenoid valve 21 is opened, and the dehumidifying solenoid valve 24 is closed.

  Thereby, as shown by the arrow in FIG. 1, the compressor 11 → the indoor condenser 12 → the electric three-way valve 13 → the first three-way joint 15 → the outdoor heat exchanger 16 → the second three-way joint 19 → the high-pressure solenoid valve 20 → Second check valve 22 → Variable throttle mechanism 27b of temperature type expansion valve 27 → Fourth three-way joint 25 → Indoor evaporator 26 → Temperature sensitive part 27a of temperature type expansion valve 27 → Fifth three way joint 28 → Accumulator 29 → A vapor compression refrigeration cycle in which the refrigerant circulates in the order of the compressor 11 is configured.

  In this cooling mode refrigerant circuit, the refrigerant flowing into the first three-way joint 15 from the electric three-way valve 13 does not flow out to the low-pressure solenoid valve 17 side because the low-pressure solenoid valve 17 is closed. Further, the refrigerant flowing from the outdoor heat exchanger 16 into the second three-way joint 19 does not flow out to the heat exchanger shut-off electromagnetic valve 21 side because the dehumidifying electromagnetic valve 24 is closed. Further, the refrigerant flowing out from the variable throttle mechanism 27b of the temperature type expansion valve 27 does not flow out to the dehumidifying electromagnetic valve 24 side because the dehumidifying electromagnetic valve 24 is closed. Further, the refrigerant that has flowed into the fifth three-way joint 28 from the temperature sensing portion 27 a of the temperature type expansion valve 27 does not flow out to the second check valve 22 side due to the action of the second check valve 22.

  Therefore, the refrigerant compressed by the compressor 11 is cooled by exchanging heat with the blown air (cold air) that has passed through the indoor evaporator 26 by the indoor condenser 12 and further cooled by the outdoor heat exchanger 16. It is cooled by exchanging heat and expanded under reduced pressure by the temperature type expansion valve 27. The low-pressure refrigerant decompressed by the temperature type expansion valve 27 flows into the indoor evaporator 26 and absorbs heat from the blown air blown from the blower 32 to evaporate. Thereby, the blown air passing through the indoor evaporator 26 is cooled.

  At this time, since the opening degree of the air mix door 38 is adjusted as described above, a part (or all) of the blown air cooled by the indoor evaporator 26 flows into the mixing space 35 from the cold air bypass passage 34, A part (or all) of the blown air cooled by the indoor evaporator 26 flows into the heating cold air passage 33 and is reheated when passing through the heater core 36, the indoor condenser 12, and the heater core 36, and is mixed space 35. Flow into.

  Thereby, the temperature of the blast air mixed in the mixing space 35 and blown into the vehicle interior is adjusted to a desired temperature, and the vehicle interior can be cooled. In the cooling mode, although the dehumidifying ability of the blown air is high, the heating ability is hardly exhibited.

  The refrigerant that has flowed out of the indoor evaporator 26 flows into the accumulator 29 via the temperature sensing part 61 a of the temperature type expansion valve 27. The gas-phase refrigerant that has been gas-liquid separated by the accumulator 29 is sucked into the compressor 11 and compressed again.

  Furthermore, in this cooling mode refrigerant circuit, as is apparent from the description of FIG. 1, two different portions in the refrigerant flow path of the refrigeration cycle 10 communicate with each other. In other words, in the cooling mode refrigerant circuit, a closed circuit that does not communicate with other parts is not formed in the refrigerant flow path constituting the refrigeration cycle 10.

(B) Heating mode (HOT cycle: see FIG. 2)
In the heating mode, the air-conditioning control device 50 energizes the electric three-way valve 13, the high-pressure solenoid valve 20, and the low-pressure solenoid valve 17 and de-energizes the remaining solenoid valves 21, 24. The refrigerant outlet side of the indoor condenser 12 and the refrigerant inlet side of the fixed throttle 14 are connected, the low pressure solenoid valve 17 is opened, the high pressure solenoid valve 20 is closed, and the heat exchanger shut-off solenoid valve 21 is opened. Then, the dehumidifying solenoid valve 24 is closed.

  Thereby, as shown by the arrow in FIG. 2, the compressor 11 → the indoor condenser 12 → the electric three-way valve 13 → the fixed throttle 14 → the third three-way joint 23 → the heat exchanger cutoff electromagnetic valve 21 → the second three-way joint 19. → Vapor compression refrigeration cycle in which refrigerant circulates in the order of outdoor heat exchanger 16 → first three-way joint 15 → low pressure solenoid valve 17 → first check valve 18 → fifth three-way joint 28 → accumulator 29 → compressor 11 Is done.

  In the heating mode refrigerant circuit, the refrigerant flowing into the third three-way joint 23 from the fixed throttle 14 does not flow out to the dehumidifying electromagnetic valve 24 side because the dehumidifying electromagnetic valve 24 is closed. Further, the refrigerant flowing into the second three-way joint 19 from the heat exchanger cutoff electromagnetic valve 21 does not flow out to the high pressure solenoid valve 20 side because the high pressure solenoid valve 20 is closed. The refrigerant flowing into the first three-way joint 15 from the outdoor heat exchanger 16 is connected to the refrigerant outlet side of the indoor condenser 12 and the refrigerant inlet side of the fixed throttle 14 by the electric three-way valve 13. It does not flow out to the electric three-way valve 13 side. The refrigerant flowing from the first check valve 18 into the fifth three-way joint 28 does not flow out to the temperature type expansion valve 27 side because the dehumidifying electromagnetic valve 24 is closed.

  Therefore, the refrigerant compressed by the compressor 11 is cooled by exchanging heat with the blown air blown from the blower 32 by the indoor condenser 12. As a result, the blown air passing through the indoor condenser 12 is heated. At this time, since the opening degree of the air mix door 38 is adjusted, similarly to the cooling mode, the temperature of the blown air mixed in the mixing space 35 and blown into the vehicle interior is adjusted to a desired temperature, Heating can be performed. In the heating mode, the dehumidifying ability of the blown air is not exhibited.

  Further, the refrigerant flowing out of the indoor condenser 12 is decompressed by the fixed throttle 14 and flows into the outdoor heat exchanger 16. The refrigerant that has flowed into the outdoor heat exchanger 16 absorbs heat from the vehicle exterior air blown from the blower fan 16a and evaporates. The refrigerant that has flowed out of the outdoor heat exchanger 16 flows into the accumulator 29 through the low-pressure solenoid valve 17, the first check valve 18, and the like. The gas-phase refrigerant that has been gas-liquid separated by the accumulator 29 is sucked into the compressor 11 and compressed again.

(C) First dehumidification mode (DRY_EVA cycle: see FIG. 3)
In the first dehumidifying mode, the air conditioning control device 50 sets the electric three-way valve 13, the low pressure solenoid valve 17, the heat exchanger shut-off solenoid valve 21 and the dehumidification solenoid valve 24 in the energized state, and sets the high pressure solenoid valve 20 in the non-energized state. The electric three-way valve 13 connects the refrigerant outlet side of the indoor condenser 12 and the refrigerant inlet side of the fixed throttle 14, the low pressure solenoid valve 17 is opened, the high pressure solenoid valve 20 is opened, and heat exchange is performed. The device shut-off solenoid valve 21 is closed, and the dehumidifying solenoid valve 24 is opened.

  Thereby, as shown by the arrow in FIG. 3, the compressor 11, the indoor condenser 12, the electric three-way valve 13, the fixed throttle 14, the third three-way joint 23, the dehumidifying solenoid valve 24, the fourth three-way joint 25, and the indoor evaporation. A vapor compression refrigeration cycle in which the refrigerant circulates in the order of the vessel 26 → the temperature sensing part 27 a of the temperature type expansion valve 27 → the fifth three-way joint 28 → the accumulator 29 → the compressor 11.

  In the refrigerant circuit in the first dehumidifying mode, the refrigerant flowing into the third three-way joint 23 from the fixed throttle 14 flows out to the heat exchanger shut-off solenoid valve 21 side because the heat exchanger shut-off solenoid valve 21 is closed. There is nothing. Further, the refrigerant flowing into the fourth three-way joint 25 from the dehumidifying electromagnetic valve 24 does not flow out toward the variable throttle mechanism 27 b side of the temperature type expansion valve 27 due to the action of the second check valve 22. Further, the refrigerant that has flowed into the fifth three-way joint 28 from the temperature sensing portion 27 a of the temperature type expansion valve 27 does not flow out to the first check valve 18 side due to the action of the first check valve 18.

  Therefore, the refrigerant compressed by the compressor 11 is cooled by exchanging heat with the blown air (cold air) after passing through the indoor evaporator 26 by the indoor condenser 12. As a result, the blown air passing through the indoor condenser 12 is heated. The refrigerant flowing out of the indoor condenser 12 is decompressed by the fixed throttle 14 and flows into the indoor evaporator 26.

  The low-pressure refrigerant flowing into the indoor evaporator 26 absorbs heat from the blown air blown from the blower 32 and evaporates. Thereby, the blown air passing through the indoor evaporator 26 is cooled and dehumidified. Therefore, the blown air cooled and dehumidified by the indoor evaporator 26 is reheated when passing through the heater core 36, the indoor condenser 12, and the heater core 36, and blown out from the mixing space 35 into the vehicle interior. That is, dehumidification in the passenger compartment can be performed. In the first dehumidifying mode, the dehumidifying capacity of the blown air can be exhibited, but the heating capacity is small.

  The refrigerant that has flowed out of the indoor evaporator 26 flows into the accumulator 29 via the temperature sensing part 61 a of the temperature type expansion valve 27. The gas-phase refrigerant that has been gas-liquid separated by the accumulator 29 is sucked into the compressor 11 and compressed again.

(D) Second dehumidification mode (DRY_ALL cycle: see FIG. 4)
In the second dehumidifying mode, the air conditioning control device 50 sets the electric three-way valve 13, the low pressure electromagnetic valve 17, and the dehumidifying electromagnetic valve 24 in the energized state and the remaining electromagnetic valves 20 and 21 in the non-energized state. 13 connects between the refrigerant outlet side of the indoor condenser 12 and the refrigerant inlet side of the fixed throttle 14, the low pressure solenoid valve 17 is opened, the high pressure solenoid valve 20 is opened, and the heat exchanger shut-off solenoid valve 21. Is opened, and the dehumidifying electromagnetic valve 24 is opened.

  Thereby, as shown by the arrow in FIG. 4, the compressor 11 → the indoor condenser 12 → the electric three-way valve 13 → the fixed throttle 14 → the third three-way joint 23 → the heat exchanger cutoff electromagnetic valve 21 → the second three-way joint 19. The refrigerant circulates in the order of the outdoor heat exchanger 16 → the first three-way joint 15 → the low pressure solenoid valve 17 → the first check valve 18 → the fifth three-way joint 28 → the accumulator 29 → the compressor 11, and the compressor 11 → Condenser 12 → Electric three-way valve 13 → Fixed throttle 14 → Third three-way joint 23 → Dehumidification solenoid valve 24 → Fourth three-way joint 25 → Indoor evaporator 26 → Temperature sensitive valve 27a of temperature type expansion valve 27 → Fifth three-way A vapor compression refrigeration cycle in which the refrigerant circulates in the order of the joint 28 → accumulator 29 → compressor 11 is configured.

  That is, in the second dehumidifying mode, the refrigerant that has flowed from the fixed throttle 14 into the third three-way joint 23 flows out to both the heat exchanger shut-off solenoid valve 21 side and the dehumidifying solenoid valve 24 side, and from the first check valve 18. Both the refrigerant flowing into the fifth three-way joint 28 and the refrigerant flowing into the fifth three-way joint 28 from the temperature sensing part 27a of the temperature type expansion valve 27 merge at the fifth three-way joint 28 and flow out to the accumulator 29 side.

  In the refrigerant circuit in the second dehumidifying mode, the refrigerant that has flowed from the outdoor heat exchanger 16 into the first three-way joint 15 is such that the electric three-way valve 13 is connected to the refrigerant outlet side of the indoor condenser 12 and the refrigerant inlet of the fixed throttle 14. As a result, the electric three-way valve 13 does not flow out. Further, the refrigerant flowing into the fourth three-way joint 25 from the dehumidifying electromagnetic valve 24 does not flow out toward the variable throttle mechanism 27 b side of the temperature type expansion valve 27 due to the action of the second check valve 22.

  Therefore, the refrigerant compressed by the compressor 11 is cooled by exchanging heat with the blown air (cold air) after passing through the indoor evaporator 26 by the indoor condenser 12. As a result, the blown air passing through the indoor condenser 12 is heated. The refrigerant flowing out of the indoor condenser 12 is depressurized by the fixed throttle 14, branched by the third three-way joint 23, and flows into the outdoor heat exchanger 16 and the indoor evaporator 26.

  The refrigerant that has flowed into the outdoor heat exchanger 16 absorbs heat from the vehicle exterior air blown from the blower fan 16a and evaporates. The refrigerant that has flowed out of the outdoor heat exchanger 16 flows into the fifth three-way joint 28 via the low pressure solenoid valve 17, the first check valve 18, and the like. The low-pressure refrigerant flowing into the indoor evaporator 26 absorbs heat from the blown air blown from the blower 32 and evaporates. Thereby, the blown air passing through the indoor evaporator 26 is cooled and dehumidified.

  Therefore, the blown air cooled and dehumidified by the indoor evaporator 26 is reheated when passing through the heater core 36, the indoor condenser 12, and the heater core 36, and blown out from the mixing space 35 into the vehicle interior. At this time, in the second dehumidifying mode, the amount of heat absorbed by the outdoor heat exchanger 16 can be radiated by the indoor condenser 12 as compared to the first dehumidifying mode, so that the blown air is more than the first dehumidifying mode. Can be heated to high temperatures. That is, in the second dehumidifying mode, it is possible to perform dehumidifying heating that also exhibits a dehumidifying capability while exhibiting a high heating capability.

  The refrigerant that has flowed out of the indoor evaporator 26 flows into the fifth three-way joint 28, merges with the refrigerant that flows out of the outdoor heat exchanger 16, and flows into the accumulator 29. The gas-phase refrigerant that has been gas-liquid separated by the accumulator 29 is sucked into the compressor 11 and compressed again.

  Further, as described above, the cooling mode refrigerant circuit, the heating mode refrigerant circuit, and the first dehumidification mode refrigerant circuit all use the outdoor heat exchanger 16 and the indoor heat exchanger ( Specifically, it is a refrigerant circuit in a single heat exchanger mode that circulates to either the indoor condenser 12 or the indoor evaporator 26), and the refrigerant circuit in the second dehumidifying mode is sucked into the compressor 11. It can also be expressed as a refrigerant circuit in a combined heat exchanger mode that distributes the refrigerant to both the outdoor heat exchanger 16 and the indoor heat exchanger (specifically, the indoor evaporator 26).

  Since the vehicle air conditioner of this embodiment operates as described above, the following excellent effects can be exhibited.

  First, as explained in the control step S5, the room temperature for transmission, which is the temperature information in the vehicle interior used to notify the vehicle information to the user, is set to the inside air for a plurality of times (16 times in this embodiment). An average value obtained by averaging the detection values Tr of the sensor 51 is used. For this reason, the transmission room temperature is affected by the detection value Tr of the previous 15 inside air sensors 51 with respect to the current detection value Tr of the inside air sensor 51. The temperature information is slowed down with respect to the change.

  Therefore, a value obtained by suppressing (smoothing) the fluctuation of the detection value due to noise generated in the inside air sensor 51 or a temporary temperature change in the vicinity of the inside air sensor 51 can be transmitted to the user as the transmission room temperature.

  Further, as described in the control step S6, in the present embodiment, the transmission room temperature is set as temperature information with a small degree of delay, that is, a delay with respect to the control room temperature used for control of various air conditioners.

  Here, the temperature change of the transmission room temperature and the control room temperature when the air conditioning of the vehicle interior is started in the cooling mode will be described with reference to FIG. It is assumed that the average temperature in the passenger compartment immediately before the start of air conditioning is about 55 ° C.

  As shown in FIG. 14, in the initial stage of air conditioning in the vehicle interior (for example, 0 minutes to 1 minute), the control room temperature is 10 times higher than the average temperature in the vehicle interior immediately before the start of air conditioning due to the influence of the time constant. It becomes a low temperature. For this reason, even if the control room temperature is transmitted to the user, it cannot be sufficiently communicated to the user that the temperature in the passenger compartment is high.

  In addition, after the air conditioning is started, the control room temperature changes from the initial stage of the air conditioning at the stage where the air distribution in the passenger compartment is agitated and the temperature distribution in the passenger compartment is reduced (for example, 5 minutes to 10 minutes). Therefore, the effect of air conditioning in the passenger compartment and the value as a product (commercial value) cannot be sufficiently communicated to the user.

  On the other hand, the transmission room temperature has a lower degree of slowing than the control room temperature, and thus is faster than the control room temperature and is close to the average temperature in the vehicle compartment immediately before the start of air conditioning. For this reason, when transmitting the room temperature for transmission to a user, compared with the case where the room temperature for control is transmitted to a user, it can fully tell a user that the temperature in a vehicle interior is high.

  In addition, after the air conditioning is started, the air condition in the passenger compartment is agitated and the temperature distribution in the passenger compartment is reduced (for example, 5 minutes to 10 minutes). It is possible to fully convey the effect of air conditioning in the passenger compartment and the value (commercial value) as a product.

  As described above, in the present embodiment, a temperature having a smaller degree of blunting with respect to a change in the detected value of the inside air sensor 51 than the control indoor temperature used for controlling the air conditioner is transmitted to the user. It is possible to suppress a deviation between the temperature information in the passenger compartment and the temperature in the passenger compartment actually experienced by the user.

  As a result, it is possible to reduce the user's uncomfortable feeling caused by the difference between the temperature in the passenger compartment and the temperature information in the passenger compartment transmitted to the user, and to appropriately change the temperature change in the passenger compartment when immediate air conditioning is performed. Can tell the user.

  Further, separately from the inside air sensor 51, it is possible to calculate temperature information for different purposes such as the control room temperature and the transmission room temperature without providing a temperature sensor for detecting the transmission room temperature. For this reason, it is not necessary to increase the number of parts of the vehicle air conditioner 1, which is advantageous in terms of cost.

  In the present embodiment, since various air conditioners are controlled using the control room temperature calculated by the delay process that slows down the change in the detected value of the inside air sensor 51, control hunting can be suppressed. Furthermore, since the temperature is higher than the actual temperature in the passenger compartment, and the target blowing temperature TAO is calculated to be higher, for example, the blowing amount of the blower 32 and the rotation speed of the compressor 11 can be set higher. As a result, air conditioning control according to the user's air conditioning request becomes possible.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIGS. 15 and 16. FIG. 15 is a flowchart showing a control flow corresponding to FIG. 8 of the first embodiment. In the present embodiment, description of the same or equivalent parts as in FIG. 8 will be omitted or simplified.

  In the first embodiment, the temperature information in the passenger compartment is displayed with specific numerical values. In the present embodiment, the temperature information in the passenger compartment is displayed using a temperature level indicating a predetermined temperature range. , Is displayed.

  The transmission mode of the transmission temperature information according to the present embodiment will be described. As shown in FIG. 15, in the present embodiment, the current vehicle interior temperature TR (16) is set at step S53, and then the process proceeds to step S55. . In step S55, as the vehicle interior temperature TR (16), which is temperature information obtained by processing the information detected by the inside air sensor 51, decreases, the temperature level indicating the predetermined temperature range decreases stepwise (stepwise). It is trying to become.

  Specifically, when TR (16) is equal to or higher than the upper limit value of the temperature range of the low temperature side temperature level in the temperature increasing process in which TR (16) indicating the current temperature in the passenger compartment increases, the low temperature side temperature is increased. Raise the temperature level from the level to the higher temperature level. On the other hand, when TR (16) falls below the lower limit value of the temperature range of the high temperature side temperature level in the temperature decreasing process in which TR (16) decreases, the temperature level is changed from the high temperature side temperature level to the low temperature side temperature level. Lower it one step.

  For example, as shown in step S55 of FIG. 15, in the temperature decreasing process in which TR (16) indicating the current temperature in the vehicle interior decreases, if TR (16) is higher than 44 ° C., the maximum temperature level is “10”. When TR (16) decreases to 44 ° C., the temperature level is changed to “9”, which is one step lower. Then, every time TR (16) decreases by 5 ° C., the temperature level is decreased step by step, and when TR (16) decreases to 4 ° C., the temperature level is set to the lowest “1”.

  On the contrary, in the temperature increasing process in which TR (16) indicating the current temperature in the passenger compartment increases, if T (16) is lower than 6 ° C., the temperature level is set to the lowest “1”, and T (16) is When the temperature rises to 6 ° C, the temperature level is changed to "2" which is one step higher. Then, every time T (16) rises by 5 ° C., the temperature level is lowered step by step, and when TR (16) rises to 46 ° C., the temperature level becomes the maximum “10”. Although the case where the temperature level is set to 10 levels has been described as an example, the temperature level level can be set as appropriate.

  Further, in the present embodiment, among the temperature levels that are different by one stage, a threshold value for lowering the high temperature side temperature level indicating the high temperature range to the low temperature side temperature level indicating the low temperature range (the lower limit value of the temperature range of the high temperature side temperature level). ) And a threshold value (upper limit value of the temperature range of the low temperature side temperature level) when raising from the low temperature side temperature level to the high temperature side level, a difference (hysteresis region) is provided.

  Thus, by providing the hysteresis region, it is possible to prevent the temperature level from frequently changing even when TR (16) hunts (up and down).

  Note that at the start of air conditioning in the passenger compartment where it is not possible to determine whether the temperature is rising or falling, TR (16) is higher than the upper limit of the temperature range of the low temperature side temperature level, and the temperature of the high temperature side temperature level When the value is lower than the lower limit value of the range, the high temperature side temperature level is set. Thereby, at the start of air conditioning, a temperature level indicating a high temperature range is easily selected.

  And it transfers to step S56, the temperature level corresponding to this vehicle interior temperature TR (16) is set to this temperature level, and the process of step S5 is complete | finished. The process of step 5 corresponds to the temperature level setting means of the present invention.

  Next, in the vehicle information transmission process of step S15, the temperature level set in step S56 is transmitted to the operation panel 60. The temperature level set in step S56 is transmitted to the wireless terminal and mobile communication means as necessary.

  Then, the current temperature range (temperature range for transmission) corresponding to the temperature level transmitted from the air conditioning control device 50 is displayed (displayed in Celsius) on the display unit of the operation panel 60.

  At this time, on the display unit of the operation panel 60, in the temperature lowering process in which TR (16) is lowered, the upper limit value of the temperature range for transmission displayed when the temperature level is lowered by one step to the low temperature side is set to the temperature level. Displayed at a higher value than TR (16) when changing to a low temperature side by one step. That is, a temperature range including a value higher than TR (16) is displayed to the user.

  For example, as shown in step S55 of FIG. 15, in the temperature decreasing process in which TR (16) decreases, the temperature range set as the temperature level “9” is “39 ° C. to 44 ° C.”. On the other hand, the temperature range for transmission which is the temperature range actually displayed on the display unit is set to “40 ° C. to 45 ° C.” (see the temperature range for transmission shown on the left side of the page in S55).

  In the display section, in the temperature rising process in which TR (16) rises, the lower limit value of the temperature range for transmission that is displayed when the temperature level changes in one step to the high temperature side, the temperature level goes to one step in the high temperature side. A value lower than TR (16) when changing is displayed. That is, a temperature range including a value lower than TR (16) is displayed to the user.

  According to the present embodiment described above, even if the detected value of the inside air sensor 51 becomes a temperature lower than the temperature in the passenger compartment experienced by the user when the temperature distribution is generated in the passenger compartment, it is displayed on the display unit. The transmitted temperature range is easily displayed higher than the detection value of the inside air sensor 51. Accordingly, it is possible to suppress a difference between the temperature information in the passenger compartment transmitted to the user and the temperature in the passenger compartment actually experienced by the user.

  In addition, since the threshold value for setting the current temperature level is different (hysteresis region) between the temperature increasing process and the temperature decreasing process, the detected value of the inside air sensor 51 or the temperature when TR (16) hunts. It can suppress that a level changes frequently and can suppress giving a sense of incongruity to a user.

  Furthermore, when TR (16) is between the thresholds with a predetermined difference at the start of operation of various air conditioners (compressor 11, fan 32, etc.), the temperature level is set to indicate a high temperature range. The temperature range for transmission displayed on the operation panel 60 is easily displayed higher than the detection value of the inside air sensor 51. As a result, temperature information close to the actual temperature in the vehicle compartment can be transmitted to the user.

  Here, in FIG. 15, the temperature notation of the temperature range for transmission to be displayed to the user is displayed in degrees Celsius, but as shown in FIG. 16, the temperature of the temperature range for transmission to be displayed to the user is shown. The notation may be changed to Fahrenheit and displayed.

(Third embodiment)
Next, a third embodiment of the present invention will be described with reference to FIGS. FIG. 17 is a flowchart showing a control flow corresponding to FIG. 17 of the second embodiment. In the present embodiment, description of the same or equivalent parts as in the first and second embodiments will be omitted or simplified.

  If the duration of vehicle stoppage is long when the amount of solar radiation in the passenger compartment is large, the temperature in the vicinity of the ceiling in the passenger compartment (near the face when the user gets on) in the passenger compartment is heated. There is a tendency that the temperature distribution in the vehicle interior is likely to be increased such that the temperature is higher than the portion where the sensor 51 is disposed (inside the interior member).

  For this reason, in this embodiment, when the stop period of the vehicle is long, the temperature level is set in consideration of the amount of solar radiation into the vehicle interior. The control step S5 of the present embodiment will be described. As shown in FIG. 17, first, in step S57, a correction amount calculation process for calculating a correction amount TR (TS) of TR (16) indicating the current vehicle interior temperature. I do. Detailed control processing in step S57 will be described with reference to FIG.

  First, in step S57, it is determined in step S571 whether or not the air conditioning is started (IG: OFF → ON), that is, whether or not the air conditioning is restarted (turned off) (IG off). As a result, when it is determined that the air conditioning is started (S571: YES), the process proceeds to step S572. In step S572, it is determined whether or not a predetermined time (60 minutes in the present embodiment) has elapsed since the previous air conditioning was stopped (IG off). The predetermined time is not limited to 60 minutes and can be set as appropriate.

  As a result of the determination process in step S572, if it is determined that 60 minutes or more have elapsed since the previous air conditioning was stopped (IG off) (S572: YES), the vehicle interior is affected by the amount of solar radiation in the vehicle interior. Therefore, the process proceeds to step S573, and the initial correction amount TR (TS) ini is set in accordance with the amount of solar radiation (detected value of the solar radiation sensor 53) into the vehicle compartment. Here, in step S573, the initial correction amount TR (TS) ini is increased as the amount of solar radiation into the passenger compartment increases.

  On the other hand, as a result of the determination process in step S572, if it is determined that 60 minutes or more have not elapsed since the previous air conditioning was stopped (IG off) (S572: NO), the influence of the amount of solar radiation on the passenger compartment is affected. Since it can be determined that it is small, the process proceeds to step S574, and the initial correction amount TR (TS) ini is set to “0” regardless of the amount of solar radiation.

  If it is determined in step S571 that the air conditioning is not started, that is, if the air conditioning is continuously executed (S571: NO), the process proceeds to step S575, and the time correction amount f ( TIMER) is calculated. When the air conditioning is continuously executed, the air in the passenger compartment is agitated by the air conditioning, and the temperature distribution in the passenger compartment is gradually reduced. Therefore, the time correction amount f (TIMER) is increased with the passage of time from the start of the air conditioning. ) Is gradually reduced.

  In step S576, based on the initial correction amount TR (TS) ini set in step S573 or S574 and the time correction amount f (TIMER) set in step S575, the current correction amount TR ( TS) is calculated.

  Specifically, the current correction amount TR (TS) is obtained by multiplying the value obtained by multiplying TR (TS) ini by f (TIMER) and the larger value of “0” with the current correction amount TR (TS ). At the start of air conditioning, “1” is set as the initial value of f (TIMER).

  Next, returning to step S51 in FIG. 17, the average value TR (16) new of the detection value Tr of the inside air sensor 51 is calculated. Then, when it is determined in the determination process of step S52 that the time (4 seconds) for calculating the average value TR (16) new has passed, the process proceeds to step S58, and the average value TR ( 16) A value obtained by adding the correction amount TR (TS) calculated in step 57 to new and the current vehicle interior temperature TR (16) are set. Then, the current temperature level is set in steps S55 and S56.

  According to the present embodiment described above, since the current temperature level is set in consideration of the correction amount TR (TS) of the amount of solar radiation in the vehicle interior when the vehicle is stopped, the amount of solar radiation into the vehicle interior is increased. Accordingly, it is possible to transmit temperature information in consideration of the temperature distribution in the passenger compartment that expands accordingly to the user.

  For this reason, even if the detected value of the inside air sensor 51 becomes a temperature lower than the temperature in the passenger compartment experienced by the user when the temperature distribution occurs in the passenger compartment, the actual temperature in the passenger compartment is changed to the user. It is possible to transmit near temperature information. Accordingly, it is possible to suppress a difference between the temperature information in the passenger compartment transmitted to the user and the temperature in the passenger compartment actually experienced by the user.

(Fourth embodiment)
Next, a fourth embodiment of the present invention will be described with reference to FIG. FIG. 19 is a flowchart showing a control flow corresponding to FIG. 18 of the third embodiment. In FIG. 19, the description of the same or equivalent parts as in FIG. 18 is omitted or simplified.

  In the third embodiment, at the start of air conditioning, when 60 minutes or more have passed since the previous air conditioning was stopped, an initial correction amount TR (TS) ini that takes into account the amount of solar radiation into the passenger compartment is set. ing.

  On the other hand, in the present embodiment, at the start of air conditioning (IG: OFF → ON), the amount of solar radiation into the vehicle interior is reduced according to the length of time elapsed since the previous air conditioning was stopped (IG off). The initial correction amount TR (TS) ini that is taken into consideration is calculated.

  Specifically, in this embodiment, if it is determined at the time of the start of air conditioning in the process of step S571 (S571: YES), the solar radiation amount correction ratio f1 (TIMER) is set in step S577. As shown in step S577, the solar radiation amount correction ratio f1 (TIMER) is set so as to gradually decrease in accordance with the elapsed time since the previous IG was turned off.

  In the next step 573, a temporary initial correction amount TR (TS) ′ is set based on the amount of solar radiation at the start of air conditioning. In step S578, the initial initial correction amount TR (TS) ini is calculated by multiplying the provisional initial correction amount TR (TS) ′ by the solar radiation amount correction ratio f1 (TIMER).

  If it is determined in step S571 that the air conditioning is not started, that is, if the air conditioning is continuously executed (S571: NO), the process proceeds to step S575, and the time correction amount f ( TIMER) is calculated. After the start of air conditioning, the air in the passenger compartment is agitated by the air conditioning, and the temperature distribution in the passenger compartment is gradually reduced. Therefore, the time correction amount f (TIMER) is gradually reduced with the passage of time from the start of the air conditioning.

  In step S576, the current correction amount TR (TS) is calculated based on the initial correction amount TR (TS) ini set in step S578 and the time correction amount f (TIMER) set in step S575. calculate. Specifically, the current correction amount TR (TS) is obtained by multiplying the value obtained by multiplying TR (TS) ini by f (TIMER) and the larger value of “0” with the current correction amount TR (TS ).

  Similar to the third embodiment, even if the correction amount TR (TS) considering the amount of solar radiation into the vehicle interior is calculated according to the length of time elapsed since the start of air conditioning, as in the present embodiment. There is an effect.

(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-described embodiments, regardless of whether or not the pre-air conditioning is performed, the calculation processing of the transmission room temperature information in step S5 and the control room temperature in step S6 are calculated. You may make it perform the process of step S5 and step S6 at the time of execution of pre air conditioning.

  According to this, when performing pre-air conditioning, the temperature distribution in the vehicle interior is corrected in consideration of the temperature distribution in the vehicle interior, so that the detected value of the inside air sensor 51 is detected when the temperature distribution occurs in the vehicle interior. Even if the temperature is lower than the temperature in the passenger compartment, the temperature information close to the actual passenger compartment temperature can be transmitted to the user.

  Therefore, the difference between the temperature information in the passenger compartment transmitted to the user and the temperature in the passenger compartment actually felt by the user can be suppressed, and the user can appropriately confirm the effect of the pre-air conditioning. .

  (2) As in the above-described second to fourth embodiments, in order to suppress control hunting, a threshold value when lowering from a high temperature side temperature level indicating a high temperature range to a low temperature side temperature level indicating a low temperature range. In addition, it is preferable to provide a hysteresis region in the threshold value when raising from the low temperature side temperature level to the high temperature side level. However, for example, when the control hunting is small enough to be ignored, the hysteresis region may be eliminated.

  (3) In the second to fourth embodiments described above, the temperature level is lowered with a decrease in TR (16) which is temperature information obtained by processing (averaging and correcting) information output from the inside air sensor 51. However, the temperature level may be decreased as the temperature output from the inside air sensor 51 decreases.

  (4) In the second to fourth embodiments described above, a high value temperature level indicates a high temperature range, but a low value temperature level may indicate a high temperature range. For example, the temperature level indicating the lowest temperature range may be “10”, and the temperature level indicating the highest temperature range may be “1”. In this case, the temperature level is increased as TR (16) decreases.

  (5) In the third and fourth embodiments described above, the temperature level is set according to the current vehicle interior temperature TR (16) in step S5 as in the second embodiment. However, the present invention is not limited to this. Instead, for example, as in the first embodiment, the current vehicle interior temperature TR (16) may be set as the transmission indoor temperature.

  (6) In the third and fourth embodiments described above, in step S575, the time correction amount f (TIMER) is gradually decreased in accordance with the elapsed time since the start of air conditioning in the vehicle interior. You may make it reduce in steps according to time.

  (7) In each of the above-described embodiments, the example in which the refrigeration cycle 10 configured to be able to switch between the cooling mode, the heating mode, the first dehumidifying mode, and the second dehumidifying mode is described. Then, you may employ | adopt the refrigerating cycle 10 which does not have the switching function of a refrigerant circuit. For example, you may employ | adopt the refrigerating cycle 10 which connected the compressor 11, the outdoor heat exchanger 16, the temperature type expansion valve 27, and the indoor evaporator 26 cyclically | annularly in this order. That is, it is good also as a structure which can implement | achieve the air_conditioning | cooling mode in each above-mentioned embodiment.

  Thus, even if it is the vehicle air conditioner 1 which employ | adopts the refrigerating cycle 10 specialized in the function which implement | achieves the air_conditioning | cooling mode which cools the ventilation air ventilated into an air blower vehicle interior, it describes in each above-mentioned embodiment. By applying the controlled mode, the effects described in the above embodiments can be obtained.

  (8) In each of the above-described embodiments, the example in which the refrigeration cycle 10 that heats or cools the blown air blown into the vehicle interior by switching the refrigerant circuit has been described. Of course, the refrigerant discharged from the compressor 11 is radiated. You may employ | adopt the heat pump cycle which heats blowing air by making the radiator to make into an indoor heat exchanger and making the evaporator which evaporates a refrigerant into an outdoor heat exchanger.

  (9) In the above-described embodiment, the vehicle air conditioner 1 of the present invention is not described in detail with respect to the driving force for driving the vehicle of the plug-in hybrid vehicle, but the vehicle air conditioner 1 of the present invention is the engine EG. It may be applied to a so-called parallel type hybrid vehicle that can travel by directly obtaining driving force from both the traveling electric motor and the engine EG as a driving source of the generator 80, and the generated power is a battery. Further, the present invention may be applied to a so-called serial type hybrid vehicle that travels by obtaining a driving force from an electric motor for traveling that is stored in 81 and that is operated by being supplied with electric power stored in the battery 81.

  (10) The above-described embodiments can be appropriately combined within a possible range.

11 Compressor (air conditioning means)
32 Blower (air conditioning means)
51 Inside air sensor (indoor temperature detection means)
60 Operation panel (display means)
S5 Temperature calculation means for transmission, temperature level setting means S6 Temperature calculation means for control

Claims (7)

Air conditioning means (11, 32) for air conditioning the vehicle interior;
An indoor temperature detecting means (51) for detecting the temperature of the part, which is disposed at a part having a relatively low temperature in the passenger compartment when a temperature distribution occurs in the passenger compartment;
Control room temperature calculation means (S6) for calculating control room temperature, which is temperature information in the vehicle interior used to control the air conditioning means (11, 32);
A transmission room temperature calculating means (S5) for calculating a transmission room temperature which is temperature information in the vehicle interior used to notify the vehicle information to the user;
The control room temperature calculation means (S6) calculates the control room temperature by performing a delay process that slows down the change in the detection value detected by the room temperature detection means (51),
The transmission room temperature calculation means (S5) calculates the transmission room temperature so that the degree of blunting with respect to the change in the detection value detected by the room temperature detection means (51) is smaller than the control room temperature. An air conditioner for a vehicle. Air conditioning means (11, 32) for air conditioning the vehicle interior;
An indoor temperature detecting means (51) for detecting the temperature of the part, which is disposed at a part having a relatively low temperature in the passenger compartment when a temperature distribution occurs in the passenger compartment;
Corresponding to the detected value detected by the indoor temperature detecting means (51) by changing the temperature level indicating the predetermined temperature range stepwise as the detected value detected by the indoor temperature detecting means (51) decreases. Temperature level setting means (S5) for setting the temperature level;
Display means (60) for displaying a temperature range for transmission for notifying the user of temperature information in the vehicle interior based on the temperature level set by the temperature level setting means (S5),
In the display means (60), the upper limit value of the temperature range for transmission that is displayed when the temperature level changes to a low temperature side is changed to the indoor temperature when the temperature level changes to a low temperature side. The vehicle air conditioner is displayed with a value higher than the detection value detected by the detection means (51). Among the temperature levels different from each other, a first threshold value when changing from a high temperature side temperature level indicating a high temperature range to a low temperature side temperature level indicating a low temperature range is from the low temperature side temperature level to the high temperature side temperature level. Is set to a value lower than the second threshold when changing to
The temperature level setting means (S5)
When the detected value detected by the indoor temperature detecting means (51) is larger than the first threshold and smaller than the second threshold at the start of operation of the air conditioning means (11, 32), The vehicle air conditioner according to claim 2, wherein a temperature level is set to the high temperature side temperature level. Air conditioning means (11, 32) for air conditioning the vehicle interior;
An indoor temperature detecting means (51) for detecting a temperature of the location, which is disposed at a location where the temperature is relatively low in the cabin when a temperature distribution is generated in the cabin;
Transmission that corrects the transmission indoor temperature, which is temperature information in the vehicle interior used to notify the vehicle information to the user, to be higher than the detection value detected by the indoor temperature detection means (51). Room temperature calculating means (S5),
The transmission indoor temperature calculation means (S5) increases the correction amount for the detection value detected by the indoor temperature detection means (51) in accordance with an increase in the amount of solar radiation in the vehicle interior. apparatus.   When the transmission room temperature calculating means (S5) restarts after stopping the operation of the air conditioning means (11, 32), the length of time elapsed from the stop to the restart of the air conditioning means (11, 32). 5. The vehicle air conditioner according to claim 4, wherein the amount of correction for the detected value detected by the indoor temperature detecting means (51) is increased accordingly.   The transmission room temperature calculating means (S5) is configured to determine the length of time elapsed since the operation of the air conditioning means (11, 32) was resumed after the operation of the air conditioning means (11, 32) was resumed. The vehicle air conditioner according to claim 4 or 5, wherein a correction amount for the detected value detected by the indoor temperature detecting means (51) is decreased accordingly. A vehicle air conditioner capable of performing pre-air conditioning that starts air conditioning in the vehicle interior before the user gets into the vehicle,
An indoor temperature detecting means (51) for detecting a temperature of the location, which is disposed at a location where the temperature is relatively low in the cabin when a temperature distribution is generated in the cabin;
A transmission room temperature calculating means (S5) for calculating a transmission room temperature which is temperature information in the vehicle interior used to notify the vehicle information to the user;
The transmission indoor temperature calculation means (S5) corrects the transmission indoor temperature so that the temperature is higher than the detection value detected by the indoor temperature detection means (51) when the pre-air conditioning is executed. An air conditioner for a vehicle.

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