JP2012076517A - Vehicle air conditioning device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle air conditioning device that is constituted so as to be capable of executing in-cabin air conditioning while suppressing the lowering of a battery charge remaining amount at the execution of pre-air conditioning.SOLUTION: When performing the in-cabin pre-air conditioning by using power supplied from an outside power supply, an upper limit value of power consumption which is consumed by a temperature adjuster such as a refrigerating cycle which adjusts blowing air blown into a cabin until the supply of the power from the outside power supply is finished is gradually lowered with the lapse of a time. By this arrangement, a high air-conditioning capacity is exhibited immediately after the start of the pre-air conditioning, the in-cabin air conditioning high in instantaneous effect is performed, and after that, power carried out of a battery 81 for performing the in-cabin air conditioning can gradually be lowered with the lapse of a time.

Description

  The present invention relates to a vehicle air conditioner configured to be able to perform pre-air conditioning that starts air conditioning in a passenger compartment before an occupant enters the vehicle.

  2. Description of the Related Art Conventionally, there is known a vehicle air conditioner configured to be able to execute pre-air conditioning that starts air conditioning in a passenger compartment before an occupant gets into the vehicle. Furthermore, in this type of vehicle air conditioner, those that are applied to an electric vehicle that obtains a driving force for traveling from an electric motor for traveling generally include electric power supplied from an external power source (commercial power source) and Pre-air conditioning is executed with at least one of the electric power stored in the battery.

  However, when pre-air conditioning is performed in an electric vehicle, if the vehicle air conditioner consumes more power than the power supplied from the external power supply due to operating conditions that require high air conditioning capacity, the power is taken out from the battery. As a result, the remaining amount of electricity stored in the battery is reduced. And the fall of the electrical storage residual amount of the battery before a vehicle travel start will cause the fall of the travel distance after a travel start.

  On the other hand, Patent Literature 1 discloses a vehicle air conditioner that stops when the remaining amount of power stored in a battery is equal to or less than a predetermined value when performing pre-air conditioning in an electric vehicle. (See paragraph 0030 of Patent Document 1 and FIG. 3). Thereby, in the vehicle air conditioner of patent document 1, before the vehicle driving | running | working start, it suppresses that the electrical storage residual amount of a battery becomes below a predetermined value, and suppresses the fall of driving distance.

JP 2006-248386 A

  However, in the configuration in which the vehicle air conditioner is stopped when the remaining amount of power stored in the battery is equal to or less than a predetermined value during pre-air conditioning as in Patent Document 1, the vehicle air conditioner has high air conditioning just after the start of pre-air conditioning. When the capacity is required and the remaining amount of power stored in the battery is likely to decrease, the operation of the vehicle air conditioner may stop.

  For this reason, the vehicle air conditioner operates only immediately after the start of pre-air conditioning, and then the vehicle air conditioner stops. When the occupant gets into the vehicle, there is a possibility that the vehicle interior is not substantially air-conditioned. There is.

  In view of the above points, an object of the present invention is to provide a vehicle air conditioner configured to be capable of performing air conditioning in a vehicle interior while suppressing a decrease in the remaining amount of electricity stored in a battery during execution of pre-air conditioning. To do.

In order to achieve the above object, according to the first aspect of the present invention, electric power supplied from an external power source is applied to a vehicle capable of charging the battery (81), and the electric power supplied from the external power source and the battery (81) are used. A vehicle air conditioner configured to be able to perform pre-air conditioning that starts air conditioning in a passenger compartment before an occupant gets into the vehicle by at least one of the supplied power,
Temperature adjusting means (10, 40) that operates by at least one of the power supplied from the external power source and the battery (81) to adjust the temperature of the blown air blown into the vehicle interior,
When performing pre-air-conditioning with power supplied from at least an external power supply, the upper limit value of power consumption consumed by the temperature adjusting means (10, 40) until the power is no longer supplied from the external power supply over time. It is characterized by a vehicular air conditioner that gradually decreases.

  According to this, since the upper limit value of the power consumption consumed by the temperature adjusting means (10, 40) is gradually lowered with time when pre-air conditioning is executed using at least the power supplied from the external power source. Even if the temperature adjusting means (10, 40) is required to have high capacity immediately after the start of pre-air conditioning, the temperature adjusting means (10, 40) is made highly effective by the electric power supplied from the external power source and has high immediate effect. Car interior air conditioning can be realized.

  Furthermore, after that, even if the operation state in which the temperature adjusting means (10, 40) exhibits the maximum capacity is continued, the power supplied from the external power source is given priority over the power supplied from the battery (81). By using it, it is possible to continue air conditioning in the passenger compartment while gradually reducing the electric power taken out from the battery (81) in order to operate the temperature adjusting means (10, 40). At this time, of the power supplied from the external power source, the power exceeding the power consumed by the temperature adjusting means (10, 40) can be stored in the battery (81).

  Then, after the power supplied from the external power supply is stopped, the upper limit value of the power consumption consumed by the temperature adjusting means (10, 40) is lowered and the power supplied from the battery (81) is reduced. Since the air conditioning in the vehicle interior can be continued by operating the temperature adjusting means (10, 40), the vehicle interior can be effectively suppressed while suppressing the decrease in the remaining power (SOC) of the battery (81) before the vehicle starts running. Air conditioning can be performed.

  The “power supplied from the external power source” described in the claims includes not only the power supplied by directly connecting the power terminal on the air conditioner side to the power terminal on the external power source side, but also the external power source. Electric power supplied by non-contact power feeding that transmits power in a non-contact state from the primary coil for power feeding on the side to the secondary coil for power receiving on the vehicle air conditioner side is also included.

  Furthermore, “power supplied from an external power supply” includes not only power supplied directly from the external power supply to the components of the vehicle air conditioner, but also indirectly from power storage means such as a battery from the external power supply. The supplied power is also included. The “temperature adjusting means (10, 40)” described in the claims includes, for example, a vapor compression refrigeration cycle, a heat source medium circuit for circulating the heat source medium to the heating heat exchanger, and the like.

In the second aspect of the present invention, the power supplied from the external power source is applied to the vehicle capable of charging the battery (81), and at least of the power supplied from the external power source and the power supplied from the battery (81). On the other hand, a vehicle air conditioner configured to be able to perform pre-air conditioning that starts air conditioning in a passenger compartment before an occupant gets into the vehicle,
Temperature adjusting means (10, 40) that operates by at least one of the power supplied from the external power source and the battery (81) to adjust the temperature of the blown air blown into the vehicle interior,
When power is not supplied from an external power source and pre-air conditioning is performed using power supplied from the battery (81), an upper limit value of power consumption consumed by the temperature adjusting means (10, 40) is set as follows: A vehicle air conditioner that is gradually lowered with the passage of time.

  According to this, the power consumption consumed by the temperature adjustment means (10, 40) when the pre-air conditioning is executed by the power supplied from the battery (81) when the power from the external power supply is not supplied. Since the upper limit value is gradually lowered with the passage of time, even if a high capacity is required for the temperature adjusting means (10, 40) immediately after the start of pre-air conditioning, the temperature adjusting means (10, 40) exhibits a high capacity. This makes it possible to achieve highly efficient vehicle interior air conditioning.

  Furthermore, after that, even if the operation state in which the temperature adjusting means (10, 40) exhibits the maximum capacity is continued, the electric power taken out from the battery (81) to operate the temperature adjusting means (10, 40) is used. Since the air conditioning in the vehicle interior can be continued while gradually decreasing with the passage of time, the air conditioning in the vehicle interior can be executed while suppressing a decrease in the remaining amount of power stored in the battery (81) before the vehicle starts running. it can.

  Specifically, as in the invention described in claim 3, in the vehicle air conditioner described in claim 1 or 2, the temperature adjusting means includes a compressor (11) that compresses and discharges the refrigerant. Of the refrigerant discharge capacity of the compressor (11) when the upper limit value of power consumption consumed by the temperature adjusting means (10, 40) is gradually lowered with time. The upper limit value may be gradually lowered with time.

  According to this, among the electric components constituting the temperature adjusting means (10, 40), the refrigerant discharge capacity of the compressor (11) with relatively large power consumption is gradually reduced with time. Thus, it is possible to effectively suppress a decrease in the remaining amount of power stored in the battery (81) before the vehicle starts to travel.

According to the fourth aspect of the present invention, there is provided a vehicle air conditioner configured to be able to execute pre-air conditioning that starts air conditioning of a passenger compartment before an occupant enters the vehicle by at least electric power supplied from the battery (81). And
While adjusting the temperature of the blast air blown into the passenger compartment, at least a temperature adjusting means (10, 40) that is operated by electric power supplied from the battery (81) and a request signal for requesting execution of pre-air conditioning are transmitted. A plurality of types of pre-air-conditioning signal transmitting means (90) and pre-air-conditioning signal receiving means (50a) for receiving a request signal;
The plurality of types of pre-air-conditioning signal transmitting means include at least remote-control means (90) that outputs a request signal directly received by the pre-air-conditioning signal receiving means (50a), and is transmitted from the remote control means (90). When pre-air conditioning is executed by the pre-air conditioning signal receiving means (50a) having received the request signal, the pre-air conditioning is performed by the request signal transmitted from the pre-air conditioning signal transmitting means (90) different from the remote control means (90). The vehicle air conditioner is characterized in that the upper limit value of the power consumption consumed by the temperature adjusting means (10, 40) is higher than when it is executed.

  Here, when the occupant requests the vehicle air conditioner to perform the pre-air conditioning, it is preferable that the passenger can request the execution of the pre-air conditioning from a place away from the vehicle without bothering to ride on the vehicle. For this reason, it is conceivable that a passenger uses a wireless terminal (pre-air-conditioning signal transmission means) as means for requesting the vehicle air-conditioning apparatus to perform pre-air-conditioning.

  Further, various types of pre-air conditioning signal transmitting means of this type are employed in addition to the remote control means (90) for outputting a request signal directly received by the pre-air conditioning signal receiving means (50a). For example, as a pre-air conditioning signal transmitting means different from the remote control means (90), a request signal is provided to the pre-air conditioning signal receiving means (50a) via a mobile phone base station or an Internet line, which is mounted on a mobile phone or a personal computer terminal. Can be considered.

  The pre-air-conditioning signal transmission means (90) mounted on such a mobile phone or personal computer terminal is advantageous in that the request signal can be transmitted from a place away from the vehicle, compared to the remote control means (90). . However, as the occupant leaves the vehicle, the time from the start of pre-air conditioning until the occupant gets into the vehicle may become longer.

  On the other hand, according to this claim, when the pre-air conditioning is executed by the pre-air conditioning signal receiving means (50a) receiving the request signal transmitted from the remote control means (90), the remote control means (90 Since the upper limit value of power consumption consumed by the temperature adjusting means (10, 40) is made higher than when the pre-air conditioning is executed by the request signal transmitted from the pre-air conditioning signal transmitting means (90) different from When the possibility of being near the vehicle is high, the air conditioning capability at the time of pre-air conditioning can be improved as compared with the case where the possibility that an occupant is away from the vehicle is high.

  In other words, when the possibility that the occupant is close to the vehicle is low and the time from when the pre-air conditioning starts until the occupant gets on the vehicle is high, the air-conditioning capability during the pre-air-conditioning can be reduced. Accordingly, it is possible to suppress a decrease in the remaining amount of electricity stored in the battery during pre-air conditioning. Furthermore, if the pre-air conditioning is performed for a long time, a slight decrease in the air conditioning capacity is unlikely to cause discomfort to the passengers. As a result, it is possible to execute air conditioning in the passenger compartment while effectively suppressing a decrease in the remaining amount of power stored in the battery (81) before the vehicle starts running.

In the fifth aspect of the present invention, the electric power supplied from the external power source is applied to the vehicle that can charge the battery (81), and the electric power supplied from the external power source and the electric power supplied from the battery (81) are A vehicle air conditioner configured to be able to execute pre-air conditioning that starts air conditioning in the passenger compartment before an occupant enters the vehicle by at least one of them,
In addition to adjusting the temperature of the blown air blown into the vehicle interior, the apparatus includes temperature adjusting means (10, 40) that is operated by power supplied from at least one of the power supplied from the external power source and the battery (81),
When pre-air conditioning is performed using power supplied from the battery (81) when power is not supplied from the external power source, pre-air conditioning is performed more than when pre-air conditioning is performed using power supplied from the external power source. The vehicle air conditioner is characterized in that the execution time of air conditioning is set to a short time.

  According to this, when performing pre-air conditioning with the power supplied from the battery (81), the execution time of the pre-air conditioning is shorter than when performing pre-air conditioning with the power supplied from the external power source. Since it is set, the power consumption of the temperature adjusting means (10, 40) can be limited to suppress the decrease in the remaining amount of power stored in the battery (81).

  Furthermore, executing pre-air conditioning when power from an external power source is not supplied means that the remaining power (SOC) of the battery (81) is reliably reduced during pre-air conditioning. If the passenger recognizes that the travel distance after the start of travel is shortened due to a decrease in the remaining power storage (SOC), there is a high possibility that the time from the start of pre-air conditioning to the time of boarding will be shortened.

  Therefore, even if the air conditioning is performed for a short time, it is difficult for passengers to feel uncomfortable. As a result, it is possible to execute air conditioning in the passenger compartment while effectively suppressing a decrease in the remaining amount of power stored in the battery (81) before the vehicle starts running.

In the invention according to claim 6, the electric power supplied from the external power source is applied to the vehicle that can charge the battery (81), and the electric power supplied from the external power source and the electric power supplied from the battery (81) are used. A vehicle air conditioner configured to perform pre-air conditioning that starts air conditioning in the passenger compartment before the occupant enters the vehicle,
Temperature adjusting means (10, 40) that operates by at least one of the power supplied from the external power source and the battery (81) to adjust the temperature of the blown air blown into the vehicle interior,
The vehicle air conditioner shortens the pre-air-conditioning execution time as the power supplied from the external power source decreases when the pre-air-conditioning is executed at least by the power supplied from the external power source.

  According to this, when the pre-air conditioning is executed by the power supplied from the external power source, the pre-air conditioning execution time is shortened as the power supplied from the external power source is reduced. When it becomes difficult to charge the battery (81) as the power decreases, the pre-air conditioning can be stopped in a short time. Therefore, it is possible to suppress a decrease in the remaining amount of electricity stored in the battery (81).

  Furthermore, when the power supplied from the external power supply is low, it means that it is harder to charge the battery (81) than when high power is supplied. By using means such as notification in advance, it is difficult for passengers to feel discomfort even with short-time air conditioning. As a result, it is possible to execute air conditioning in the passenger compartment while effectively suppressing a decrease in the remaining amount of power stored in the battery 81 before the vehicle starts running.

  In addition, the code | symbol in the bracket | parenthesis of each means described in this column and the claim is an example which shows a corresponding relationship 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 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 graph which shows the operating state of each solenoid valve in each operation mode of 1st Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner 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 principal part of the control processing of the vehicle air conditioner of 4th Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 4th Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 5th Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 6th Embodiment.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. First, FIGS. 1-4 is a whole block diagram of the vehicle air conditioner 1 of this embodiment, and FIG. 5 is a block diagram which shows the electric control part of the vehicle air conditioner 1. As shown in FIG. In the present embodiment, the vehicle air conditioner 1 is applied to a hybrid vehicle that obtains driving force for vehicle travel from an internal combustion engine (engine) EG and a travel electric motor.

  Further, the hybrid vehicle of the present embodiment is configured as a 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. In this plug-in hybrid vehicle, the battery 81 is charged from an external power source when the vehicle is stopped before the vehicle starts running, so that the remaining charge SOC of the battery 81 is determined in advance as in the start of running. When this is the case, the vehicle travels mainly by the driving force of the traveling electric motor (hereinafter, this operation mode is referred to as an EV operation mode).

  On the other hand, when the remaining power SOC of the battery 81 is lower than the running reference remaining amount while the vehicle is running, the vehicle runs 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 a high load, the engine EG is operated to operate the traveling electric motor. 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. It can be supplied to various in-vehicle devices including one electric component device.

  Next, the detailed structure of the vehicle air conditioner 1 of this embodiment is demonstrated. The vehicle air conditioner 1 can perform pre-air conditioning that air-conditions the passenger compartment before the occupant gets into the vehicle, in addition to normal air-conditioning that air-conditions the passenger compartment when the vehicle travels.

  The vehicle air conditioner 1 includes a cooling mode (COOL cycle) for cooling the passenger compartment, a heating mode (HOT cycle) for heating the passenger compartment, a first dehumidifying mode (DRY_EVA cycle) for dehumidifying the passenger compartment, and a second dehumidifying mode ( (DRY_ALL cycle) is provided with a vapor compression refrigeration cycle 10 configured to be able to switch a refrigerant circuit.

  In FIGS. 1-4, the flow of the refrigerant | coolant at the time of air_conditioning | cooling mode, heating mode, and 1st, 2nd dehumidification mode is shown by the solid line arrow, respectively. 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. And a plurality of (in this embodiment, five) electromagnetic valves 13, 17, 20, 21, 24, etc., function as temperature adjusting means for adjusting the temperature of the blown air blown into the passenger compartment.

  The refrigeration cycle 10 employs a chlorofluorocarbon refrigerant as a 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 (blowing capacity) 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. The radiator is connected to a cooling water pipe constituting a cooling water circuit 40 indicated by a broken line in FIGS. The cooling water circuit 40 will be described later.

  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 blowing capacity) is controlled by a control voltage output from the air conditioning controller 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 connected to a cooling water pipe that constitutes the cooling water circuit 40. The heater core 36 exchanges heat between the cooling water of the engine EG and the air that has passed through the indoor evaporator 26, and the air that has passed through the indoor evaporator 26 is exchanged. A heat exchanger for heating.

  Here, the cooling water circuit 40 will be described. The coolant circuit 40 is a circuit that circulates coolant for cooling the engine EG. Further, an electric cooling water pump 40 a that pumps the cooling water is disposed in the cooling water piping of the cooling water circuit 40. The cooling water pump 40 a has its rotation speed (water pressure feeding capability) controlled by a control voltage output from the air conditioning control device 50.

  Then, the air conditioning controller 50 operates the cooling water pump 40a, so that the cooling water heated by the waste heat of the engine EG is cooled by flowing into the radiator or heater core 36, and is cooled by the radiator or heater core 36. The cooling water is returned to the engine EG again.

  That is, the cooling water is a heat source medium that heats the air blown into the passenger compartment by the heater core 36, and in the cooling water circuit 40, the cooling water pump 40a shown by the broken lines in FIGS. The circuit that circulates the cooling water in the order of EG → cooling water pump 40a constitutes a temperature adjusting means for adjusting the temperature of the blown air.

  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.

  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, the air outlet includes a face air outlet that blows air-conditioned air toward the upper body of the passenger in the passenger compartment, a foot air outlet that blows air-conditioned air toward the feet of the passenger, and an inner surface of the front window glass of the vehicle. 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.

  In addition, as the air outlet mode, the face air outlet is fully opened and air is blown out from the face air outlet toward the upper body of the passenger in the passenger compartment. Bi-level mode that blows air toward the upper body and feet, foot mode that fully opens the foot outlet and opens the defroster outlet by a small opening, and mainly blows air from the foot outlet, and the foot outlet and defroster There is a foot defroster mode in which the air outlet is opened to the same extent and air is blown out from both the foot air outlet and the defroster air outlet.

  Furthermore, it can also be set as the defroster mode which fully opens a defroster blower outlet and blows air from a defroster blower outlet to the vehicle front window glass inner surface by operating a switch of the operation panel 60 mentioned later by a passenger | crew manually.

  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 electromagnetic valves 13, 17, 20, 21, 24 constituting the refrigerant circuit switching means, the blower fan 16a, the blower 32, the PTC heater 37, various electric actuators 62, The operation of 63, 64, etc. is controlled.

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

  Note that 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 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 of the vehicle air conditioner 1, an auto switch, an operation mode changeover switch, an outlet mode changeover switch, an air volume setting switch of the blower 32, A vehicle interior temperature setting switch, an economy switch, a display unit 60a for displaying the current operation state of the vehicle air conditioner 1, and the like are provided.

  The auto switch is a switch for setting or canceling automatic control of the vehicle air conditioner 1. The economy switch is a switch that prioritizes power saving of the refrigeration cycle 10. Further, by turning on the economy switch, a signal for reducing the operating frequency of the engine EG that is operated to assist the electric motor for traveling is output to the engine control device in the EV operation mode.

  Moreover, the air-conditioning control apparatus 50 has the transmission / reception part 50a as a pre air-conditioning signal receiving means which transmits / receives a control signal with the radio | wireless terminal which a passenger | crew carries. The wireless terminal is pre-air conditioning signal transmission means for outputting a request signal for requesting that the occupant perform the above-described pre-air conditioning. Thereby, the passenger | crew can start the air conditioner 1 for vehicles in the place away from the vehicle for pre air conditioning.

  Furthermore, in this embodiment, a plurality of types of means are provided as pre-air conditioning signal transmission means. Specifically, it is mounted on the remote control means 90 for transmitting a request signal directly received by the transmission / reception unit 50a of the air-conditioning control device 50 and the mobile communication means (specifically, a mobile phone), and is operated by the occupant. When the execution of pre-air conditioning is requested by the mobile terminal, a mobile terminal is provided that transmits a request signal to the transmitting / receiving unit 50a of the air conditioning control device 50 via the mobile phone base station.

  In FIG. 5, only the remote control means 90 is illustrated among a plurality of types of wireless terminals for clarity of illustration. The remote control means 90 can communicate information with the transmission / reception unit 50a of the air conditioning control device 50 using radio waves, ultrasonic waves, infrared rays, or the like within a short distance range of 10 m or less from the vehicle. A short-range wireless communication standard (for example, Bluetooth) can also be used as this type of communication standard.

  Specifically, the remote control unit 90 includes a pre-air-conditioning start switch 90a, a transmission / reception unit 90b that transmits and receives control signals to and from the air-conditioning control device 50, and a signal received by the transmission / reception unit 90b. A display portion 90c for displaying the operating state of 1 is provided. Thereby, the passenger | crew can also confirm the operating state of the vehicle air conditioner 1 in the place away from the vehicle.

  Further, in addition to air conditioning information such as that the automatic control of the vehicle air conditioner 1 is being executed, the air outlet mode, the air volume of the blower 32, and the like on the display unit of the operation panel 60 and the remote control means 90, during pre-air conditioning The battery also has a function of displaying when the remaining power storage SOC of the battery and the remaining power storage SOC are below a predetermined reference power storage remaining amount.

  Further, the operation panel 60 and the remote control means 90 incorporate a buzzer as a notification means for generating a warning sound when the remaining power SOC is below a predetermined reference remaining power during pre-air conditioning. Also good. Further, the operation panel 60 and the remote controller 90 of the present embodiment are provided with a timer setting function for setting a timer operation for starting the vehicle air conditioner 1 for pre-air conditioning at a predetermined time.

  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 constituting the engine EG 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, a voltmeter for detecting the voltage VB across the battery 81, an accelerator position sensor for detecting the accelerator position Acc, an engine speed sensor for detecting the engine speed Ne, and a vehicle speed Vv are detected. Various engine control sensors such as a vehicle speed sensor (not shown) are connected.

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

  Further, in a vehicle capable of charging the battery 81 with power supplied from an external power supply, such as the plug-in hybrid vehicle of the present embodiment, when overcharging occurs due to excessive power supply from the external power supply, Problems such as heat generation, smoke generation, ignition and deterioration of 81 occur.

  Therefore, the engine control device controls the power supplied from the external power source based on the detection signal of the power meter that detects the power supplied from the external power source, in other words, the amount of required power required for the external power source. ing.

  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 this embodiment in the above configuration will be described with reference to FIG. FIG. 6 is a flowchart showing a control process of the vehicle air conditioner 1 of the present embodiment. This control process is executed if power is supplied from the battery to the air conditioning control device 50 even when the vehicle system is stopped.

  First, in 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. Of course, the fact that the pre-air-conditioning start switch is turned on includes the start of pre-air-conditioning by the aforementioned timer operation.

  In 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. Note that the initialization of the flag includes maintaining the current flag state. In 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 step S4, the vehicle environmental 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, a target blowing temperature TAO of the vehicle cabin blowing air is calculated. Further, in the heating mode, the heating heat exchanger target temperature is calculated. The target blowing temperature TAO is calculated by the following formula F1.
TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C (F1)
Here, Tset is the vehicle interior set temperature set by the vehicle interior temperature setting switch, Tr is the internal air temperature detected by the internal air sensor 51, Tam is the external air temperature detected by the external air sensor 52, and Ts is detected by the solar radiation sensor 53. Is the amount of solar radiation. Kset, Kr, Kam, Ks are control gains, and C is a correction constant.

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

  In subsequent steps S6 to S16, control states of various devices connected to the air conditioning control device 50 are determined. First, in step S6, 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 S6 will be described with reference to FIG.

  First, in step S61, it is determined whether pre-air conditioning is being performed. When it determines with performing pre air conditioning in step S61, it progresses to step S62 and it is determined whether the external temperature Tam is lower than -3 degreeC. If it is determined in step S62 that the outside air temperature Tam is lower than −3 ° C., it is determined in step S63 that the PTC heater 37 needs to be energized, and the process proceeds to step S7.

  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.

  If it is determined in step S62 that the outside air temperature Tam is not lower than −3 ° C., the process proceeds to step S64, and it is determined whether or not the air outlet mode is the face mode. If it is determined in step S64 that the outlet mode is the face mode, the process proceeds to step S65, the cooling mode is selected, and the process proceeds to step S7. The reason is that the face mode is an operation mode selected mainly in summer, as will be described in step S9 described later.

  If it is determined in step S64 that the air outlet mode is not the face mode, the process proceeds to step S66, where the necessity of dehumidification increases as the air temperature Te blown 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 S7.

  On the other hand, when it determines with pre air conditioning not being performed in step S61, it progresses to step S67 and it is determined whether the external temperature Tam is lower than -3 degreeC. If it is determined in step S67 that the outside air temperature Tam is lower than −3 ° C., the process proceeds to step S68, the cooling mode is selected, and the process proceeds to step S7.

  If it is determined in step S67 that the outside air temperature Tam is not lower than −3 ° C., the process proceeds to step S69, and it is determined whether the air outlet mode is the face mode. If it is determined in step S69 that the air outlet mode is the face mode, the process proceeds to step S70, the COOL cycle is selected, and the process proceeds to step S7. The reason is the same as in step S65. If it is determined in step S69 that the outlet mode is not the face mode, the process proceeds to step S66 described above.

  In step S <b> 7, 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. In this step 7, when the auto switch of the operation panel 60 is not turned on, the blower motor voltage which becomes the passenger's desired air volume manually set by the air volume setting switch of the operation panel 60 is determined, and the process proceeds to step S8. .

  On the other hand, when the auto switch of the operation panel 60 is turned on, the blower motor voltage is set to a high voltage near the maximum value in the extremely low temperature range (maximum cooling range) and the extremely high temperature range (maximum heating range) of the TAO. The air volume of 32 is controlled near the maximum air volume.

  Further, when TAO rises from the extremely low temperature range toward the intermediate temperature range, the blower motor voltage is decreased in accordance with the increase in TAO to reduce the air volume of the blower 32, and TAO decreases from the extremely high temperature range toward the intermediate temperature range. Then, the blower motor voltage is decreased according to 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 and the air volume of the blower 32 is set to the minimum value.

  In step S7, if the current operation of the vehicle air conditioner 1 is an operation as a pre-air conditioning, the value of the blower motor voltage is determined to be smaller than when the operation is not as a pre-air conditioning. Good. Further, the blower motor voltage may be gradually reduced with the passage of time from the start of pre-air conditioning. Thereby, the power consumption of the air blower 32 at the time of pre air conditioning can be reduced.

  In step S8, the inlet mode, that is, the switching state of the inside / outside air switching box is determined. This inlet mode is also determined based on TAO with reference to a control map stored in advance in the air conditioning controller 50. In the present embodiment, priority is given mainly to the outside air mode for introducing outside air. However, the inside air mode for introducing inside air is selected when TAO is in a very low temperature range and high cooling performance is desired. Further, an exhaust gas concentration detecting means for detecting the exhaust gas concentration of the outside air may be provided, and the inside air mode may be selected when the exhaust gas concentration becomes equal to or higher than a predetermined reference concentration.

  In step S9, the air outlet mode is determined. This air outlet mode is also determined based on TAO with reference to a control map stored in advance in the air conditioning controller 50. 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 S10, 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 S11, 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 S4. 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 advance in the air conditioning control device 50 based on the heating heat exchanger target temperature determined in step S4, 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.

  More detailed control contents of step S11 will be described with reference to FIGS. First, in step S1101, a rotational speed change amount Δf_C in the cooling mode (COOL cycle) is obtained. Step S1101 in FIG. 8 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 S1102, the rotational speed change amount Δf_H in the heating mode (HOT cycle), the first dehumidification mode (DRY_EVA cycle), and the second dehumidification mode (DRY_ALL cycle) is obtained. Step S1102 in FIG. 8 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 S1103, it is determined whether or not the current operation of the vehicle air conditioner 1 is an operation as pre-air conditioning. If it is determined in step S1103 that the operation is pre-air conditioning, the process proceeds to step S1104. If it is determined in step S1103 that the operation is not pre-air conditioning, the process proceeds to step S1110 described later. move on.

  In step S1104, the upper limit value of the power consumption that can be used by the various electric components 11, 16a, 32, 37, and 40a constituting the refrigeration cycle 10 and the cooling water circuit 40, which are temperature adjusting means of the vehicle air conditioner 1, is set. Is determined so as to gradually decrease with the passage of time from the start of the pre-air conditioning operation, and the process proceeds to step S1105.

  Specifically, as shown in step S1104 of FIG. 8, the use permission power f (TIMER) = 2800 W is determined for 2 minutes from the start of the pre-air conditioning, and the use permission power f (TIMER) is determined for the next one minute. ) = 2500W, and further, for the next one minute, the use permission power f (TIMER) = 2200W is determined. After that, the use permission power f (TIMER) = 2100W is determined.

  In step S1105, based on the power consumption difference obtained by subtracting the actual power consumption of the various electric components of the vehicle air conditioner 1 from the use permitted power f (TIMER), a control map stored in the air conditioning control device 50 in advance is obtained. With reference to the upper limit value Δf_PRE of the rotation speed change amount of the compressor 11, the process proceeds to step S1106. Specifically, as shown in step S1105 of FIG. 8, it is determined that the upper limit value Δf_PRE increases as the power consumption difference increases.

  Subsequently, in step S1106 shown in FIG. 9, it is determined whether or not the operation mode determined in step S6 is the cooling mode. If it is determined in step S1106 that the operation mode determined in step S6 is the cooling mode, the process proceeds to step S1107, where Δf_C and Δf_PRE are compared and the smaller value is changed in the rotation speed of the compressor 11. The amount Δf is determined, and the process proceeds to step S1109.

  If it is determined in step S1106 that the operation mode determined in step S6 is not the cooling mode, the process proceeds to step S1108, and Δf_H and Δf_PRE are compared, and the smaller value is determined as the rotation speed of the compressor 11. The change amount Δf is determined, and the process proceeds to step S1109. On the other hand, when it is determined in step S1103 that the operation is not the pre-air conditioning, the process proceeds to step S1110 shown in FIG. 9, and it is determined whether or not the operation mode determined in step S6 is the cooling mode. The

  If it is determined in step S1110 that the operation mode determined in step S6 is the cooling mode, the process proceeds to step S1111, Δf_C is determined as the rotation speed change amount Δf of the compressor 11, and the process proceeds to step S1109. . If it is determined in step S1110 that the operation mode determined in step S6 is not the cooling mode, the process proceeds to step S1112 and Δf_H is determined as the rotation speed change amount Δf of the compressor 11, and the process proceeds to step S1109. move on.

  In step S1109, the value obtained by adding the rotational speed change amount Δf to the previous compressor rotational speed fn−1 is determined as the current compressor rotational speed fn, and the process proceeds to step S12. Note that the determination of the compressor speed fn in step S1109 is not performed every control cycle τ but every predetermined control interval (1 second in this embodiment).

  In the present embodiment, step S11 is executed until the pre-air conditioning is started in a state where power is supplied from the external power source to the vehicle, and further, the supply of power from the external power source is stopped. Yes. When the supply of power from the external power supply is stopped, the use permission power f (TIMER) determined in step S23 is maintained. That is, the longer the elapsed time from the start of the pre-air conditioning, the smaller the permitted power f (TIMER) after the supply of power from the external power supply is stopped.

  In step S12, the operating rate of the blower fan 16a that blows outside air toward the outdoor heat exchanger 16 (specifically, the rotational speed of the blower fan 16a) is determined. The basic method for determining the operating rate (number of rotations) of the blower fan 16a of the present embodiment is as follows. That is, the first temporary operating rate (the number of rotations) is determined so that the operating rate (the number of rotations) of the blower fan 16a increases with an increase in the discharge refrigerant temperature Td of the compressor 11, and the engine cooling water temperature Tw The second temporary operation rate (the number of rotations) is determined so that the operation rate (the number of rotations) of the blower fan 16a increases with the increase.

  Further, the larger one of the first and second temporary operating rates (revolutions) is selected, and the selected operating rate (revolutions) is corrected in consideration of noise reduction of the blower fan 16a and vehicle speed. This value is determined as the operating rate (number of rotations) of the blower fan 16a.

  In step S13, 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 is operated in step S6 and the PTC heater 37 needs to be energized, the target opening degree SW of the air mix door 38 is 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 S14, it is determined whether or not to operate the cooling water pump 40a for circulating the cooling water between the heater core 36 and the engine EG. Specifically, when the cooling water temperature Tw is higher than the blown air temperature Te from the indoor evaporator 26, the cooling water pump 40a is stopped (OFF), and the cooling water temperature Tw becomes equal to or lower than the blown air temperature Te. If it is, the cooling water pump 40a is activated (ON).

  The reason for this is that when the cooling water temperature Tw is equal to or lower than the blown air temperature Te, if the cooling water is flowed to the heater core 36, the cooling water flowing through the heater core 36 cools the air after passing through the evaporator 13, This is because the temperature of the air blown from the outlet is lowered. When the cooling water temperature Tw is equal to or lower than the blown air temperature Te, the cooling air is circulated in the refrigerant water circuit 40 to heat-exchange the air passing through the heater core 36 to heat the blown air. it can.

  In step S15, the operating states of the solenoid valves 13 to 24, which are refrigerant circuit switching means, are determined in accordance with the operation mode determined in step S6 described above.

  Specifically, as shown in the chart of FIG. 10, when the operation mode is determined to be the cooling mode (COOL cycle), all the solenoid valves are set in a non-energized state. When the heating mode (HOT cycle) is determined, the electric three-way valve 13, the high pressure solenoid valve 20, and the low pressure solenoid valve 17 are energized, and the remaining solenoid valves 21 and 24 are deenergized.

  When the first dehumidification mode (DRY_EVA cycle) is determined, the electric three-way valve 13, the low pressure solenoid valve 17, the dehumidification solenoid valve 24, and the heat exchanger shut-off solenoid valve 21 are energized, and the high pressure solenoid valve 20 Is turned off. In addition, when the second dehumidification mode (DRY_ALL cycle is determined), the electric three-way valve 13, the low-pressure solenoid valve 17, and the dehumidification 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 S16, various devices 61, 13, 17, 20, 21, 24, 16a, 32, 37, 62, 63 are provided from the air conditioning control device 50 so that the control state determined in the above-described steps S6 to S16 is obtained. , 64 output a control signal and a control voltage. 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 S17, the process waits for the control period τ. When it is determined that the control period τ has elapsed, the process proceeds to step S19. 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 S6.

(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 described in the control step S11 (specifically, step S1104) of the present embodiment, when pre-air conditioning is executed using electric power supplied from an external power source, the temperature adjustment of the vehicle air conditioner 1 is performed. The upper limit value of the power consumption consumed by the various electric components constituting the refrigeration cycle 10 and the cooling water circuit 40 as means is gradually lowered with time.

  As a result, even if a high air conditioning capability is required for the vehicle air conditioner 1 immediately after the start of pre-air conditioning, the high air conditioning capability can be exhibited by the electric power supplied from the external power source, realizing a highly effective vehicle interior air conditioning. it can.

  At this time, in the cooling mode, the refrigerant evaporation temperature of the indoor evaporator 26 can be quickly reduced, so that the surface of the indoor evaporator 26 can be quickly wetted. Thereby, generation | occurrence | production of the malodor which flows into a room | chamber interior when the surface of the indoor evaporator 26 dries can be suppressed.

  Furthermore, after that, even if the operation state in which the vehicle air conditioner 1 exhibits the maximum capacity is continued, the electric power taken out from the battery 81 to operate the vehicle air conditioner 1 is gradually decreased with time. Air conditioning in the passenger compartment can be continued. At this time, of the power supplied from the external power supply, the power exceeding the power consumption consumed by the vehicle air conditioner 1 can be stored in the battery 81.

  Then, after the power supplied from the external power supply is not supplied, it is supplied from the battery 81 in a state where the use permission power f (TIMER) that is the upper limit value of the power consumption consumed by the vehicle air conditioner 1 is lowered. Since the vehicle air conditioner 1 can be operated by the generated electric power and the air conditioning in the vehicle interior can be continued, the air conditioning of the vehicle interior can be executed while suppressing a decrease in the remaining amount of power stored in the battery 81 before the vehicle starts running. it can.

  Furthermore, the use permission electric power f (TIMER) of the electric component apparatus of the vehicle air conditioner 1 is gradually reduced with the passage of time from the start of the pre-air conditioning, so that the electric component apparatus of the electric component apparatus with the passage of time. The ability can also be reduced gradually. Therefore, the noise generated by the electric component equipment can be reduced with time, and the time during which the electric component equipment operates while demonstrating high performance is shortened, and the reduction of the durable life can be suppressed. .

  In the present embodiment, as described in the control step S1105, during pre-air conditioning, the rotation of the compressor 11 is accompanied by an increase in the power consumption difference obtained by subtracting the actual power consumption from the use permission power f (TIMER). The upper limit value Δf_PRE of the number change amount is determined to be increased. Therefore, when the use permission power f (TIMER) is small, it is possible to prevent the battery 81 from being over-discharged by suppressing a sudden change in the rotational speed of the compressor 11, and therefore, it is possible to suppress the deterioration of the battery 81. .

  In addition, you may make it perform control step S11 of this embodiment, when pre air conditioning is started in the state in which electric power is not supplied to the vehicle from an external power supply. According to this, since the use permission power f (TIMER), which is the upper limit value of the power consumption of the electric components of the vehicle air conditioner 1, is gradually reduced with time, pre-air conditioning is started immediately after the start of pre-air conditioning. Even if a high air conditioning capability is required for the vehicle air conditioner 1 immediately after the start, the vehicle interior air conditioning with high effectiveness can be realized by exhibiting the high capability.

  Furthermore, after that, even if the operation state in which the vehicle air conditioner 1 exhibits the maximum capacity is continued, the electric power taken out from the battery 81 to operate the vehicle air conditioner 1 is gradually decreased with time. Since the air conditioning in the vehicle interior can be continued while the vehicle interior is being operated, the air conditioning in the vehicle interior can be executed while suppressing a decrease in the remaining amount of power stored in the battery 81 before the vehicle starts to travel.

(Second Embodiment)
In the present embodiment, an example in which the control step S11 is changed as shown in FIG. 11 with respect to the first embodiment will be described. In the control step S11 of the present embodiment, various electric component devices 11, 16a, 32, 37, 40a of the vehicle air conditioner 1 are selected according to the types of the plurality of types of pre-air conditioning signal transmission means described in the first embodiment. The use permission power f (TIMER), which is the upper limit value of the power consumption of, is changed.

  The reason for changing the use permission power f (TIMER) in accordance with the type of the pre-air conditioning signal transmission means in this way is that the pre-air conditioning is executed by the remote control means 90 that can request the execution of the pre-air conditioning in a range close to the vehicle. This is because it is more likely that the occupant is away from the vehicle when the pre-air conditioning is executed by the mobile communication means (mobile phone) than the case.

  Furthermore, as the occupant leaves the vehicle, the possibility that the time from when the pre-air conditioning starts until the occupant gets into the vehicle increases. Therefore, in the present embodiment, the permitted power f (TIMER) when the pre-air conditioning is executed by the remote controller 90, and the permitted power f (TIMER) when the pre-air conditioning is executed by the mobile communication means (mobile phone). Decided to be higher.

  Specifically, as shown in FIG. 11, first, in steps S1101 to S1103, as in the first embodiment, the amount of change Δf_C in the rotation speed of the compressor 11 in the cooling mode, the heating mode, and the first dehumidification, respectively. A change amount Δf_H of the rotational speed of the compressor 11 in the mode and the second dehumidifying mode is determined. Further, in step S1103, it is determined whether or not the current operation of the vehicle air conditioner 1 is an operation as pre-air conditioning.

  Since steps S1101 and S1102 in FIG. 11 are exactly the same as those in FIG. 6 of the first embodiment, the fuzzy rule table used as a rule is omitted in FIG. 11 for clarity of illustration.

  If it is determined in step S1103 that the operation is not pre-air conditioning, the process proceeds to step S1110. The control processing after step S1110 is the same as in FIG. 9 of the first embodiment. On the other hand, when it is determined in step S1103 that the operation is pre-air conditioning, the process proceeds to step S1114, and it is determined whether or not the current pre-air conditioning operation is based on a request signal transmitted from the remote controller 90. To do.

  If it is determined in step S1114 that the current pre-air conditioning operation is based on the request signal transmitted from the remote control means 90, the process proceeds to step S1115, and for 20 minutes from the start of pre-air conditioning, the permitted power f is used. (TIMER) = 2800W is determined, and after 20 minutes have elapsed since the start of pre-air conditioning, the permitted use power f (TIMER) = 0W is determined, and the process proceeds to step S1105.

  On the other hand, if it is determined in step S1114 that the current pre-air conditioning operation is not due to the request signal transmitted from the remote controller 90, the process proceeds to step S1116, and the permitted power for 20 minutes from the start of the pre-air conditioning. f (TIMER) = 2100W is determined, and after 20 minutes have elapsed since the start of pre-air conditioning, the permitted use power f (TIMER) = 0W is determined, and the process proceeds to step S1105. The control processing after step S1105 is the same as in the first embodiment.

  That is, in the control steps S1114 to S1116 of the present embodiment, when pre-air conditioning is executed by the request signal transmitted from the remote control means 90, than when executing pre-air conditioning by the request signal transmitted from the mobile phone. The use permission power f (TIMER) is determined to be high. Other configurations and operations of the vehicle air conditioner 1 are the same as those in the first embodiment.

  Therefore, in this embodiment, when the possibility that the occupant is close to the vehicle is high, the air-conditioning capability at the time of pre-air-conditioning can be improved more than when the occupant is highly likely to be away from the vehicle. . In other words, when it is unlikely that the occupant is near the vehicle and it is likely that the time from the start of pre-air conditioning until the occupant gets on the vehicle is long, the air-conditioning capability during pre-air conditioning is reduced, It is possible to suppress a decrease in the remaining amount of electricity stored in the battery.

  Furthermore, if the pre-air conditioning is performed for a long time, a slight decrease in the air conditioning capacity is unlikely to cause discomfort to the passengers. As a result, it is possible to execute air conditioning in the passenger compartment while effectively suppressing a decrease in the remaining amount of power stored in the battery 81 before the vehicle starts running.

  Furthermore, when there is a high possibility that the occupant is away from the vehicle, the ability of the electric component device of the vehicle air conditioner 1 can be reduced, and the operation noise of the electric component device can be suppressed. It can also be suppressed that the operating sound of the electric component equipment becomes annoying for people around the vehicle.

(Third embodiment)
In the first embodiment described above, with the passage of time from the start of pre-air conditioning, the permitted power f (TIMER), which is the upper limit value of power consumption of various electric components of the vehicle air conditioner 1, is gradually reduced. In the present embodiment, an example in which the upper limit value of the refrigerant discharge capacity (number of rotations) of the compressor 11 of the refrigeration cycle 10 is gradually decreased as time elapses has been described. explain.

  Specifically, the control flow of the control step S11 is changed as shown in FIG. First, in steps S1101 to S1103, just as in the first embodiment, the amount of change Δf_C in the rotation speed of the compressor 11 in the cooling mode and the rotation of the compressor 11 in the heating mode, the first dehumidifying mode, and the second dehumidifying mode, respectively. A numerical change amount Δf_H is determined.

  Further, in step S1103, it is determined whether or not the current operation of the vehicle air conditioner 1 is an operation as pre-air conditioning. Since steps S1101 and S1102 in FIG. 12 are exactly the same as those in FIG. 6 of the first embodiment, in FIG. 12, the fuzzy rule table used as a rule is omitted for clarity of illustration.

  If it is determined in step S1103 that the operation is not pre-air conditioning, the process proceeds to step S1125, the upper limit value IVOmax of the compressor 11 is determined to be 10000 rpm, and the process proceeds to step S1110.

  On the other hand, if it is determined in step S1103 that the operation is pre-air conditioning, the process proceeds to step S1124. In step S1124, the upper limit value of the rotation speed of the compressor 11 is determined so as to gradually decrease with the passage of time from the start of the pre-air conditioning operation, and the process proceeds to step S1110.

  Specifically, as illustrated in step S1124 of FIG. 12, the upper limit value IVOmax of the compressor 11 is determined to be 8000 rpm for 2 minutes from the start of the pre-air conditioning, and IVOmax = 6000 rpm for the next 1 minute. In addition, for the next 1 minute, IVOmax = 5000 rpm is determined. Thereafter, IVOmax = 4000 rpm is determined.

  The control processing in steps S1110 to S1112 is the same as that in the first embodiment. In subsequent step S1129, the value obtained by adding the rotational speed change amount Δf to the previous compressor rotational speed fn−1 is compared with the upper limit value IVOmax determined in steps S1124 and S1125, and the smaller value is determined this time. The compressor speed fn is determined, and the process proceeds to step S12. The determination of the compressor speed fn in step S1129 is not performed every control cycle τ but every predetermined control interval (1 second in the present embodiment).

  Other operations and configurations are the same as those in the first embodiment. Therefore, in the present embodiment, specifically, among the various electric components of the vehicle air conditioner 1, the refrigerant discharge capacity (the number of revolutions) of the compressor 11 with relatively large power consumption is gradually increased with time. Therefore, the same effect as that of the first embodiment can be effectively obtained.

  Of course, in the control flow of the control step S11 of the present embodiment, pre-air-conditioning is started in a state where power is supplied from the external power source to the vehicle, and power supply from the external power source is performed as in the first embodiment. May be executed until the vehicle is stopped, or may be executed when pre-air conditioning is started in a state where power is not supplied to the vehicle from the external power source.

(Fourth embodiment)
In the present embodiment, the control step S11 is changed as shown in FIGS. 13 and 14 with respect to the first embodiment. In the control step S11 of the present embodiment, when pre-air conditioning is executed with the power supplied from the battery 81 when not supplied from the external power source, compared to when pre-air conditioning is executed with the power supplied from the external power source. An example in which the pre-air conditioning execution time is shortened will be described.

  Specifically, first, in steps S1101 to S1103 shown in FIG. 13, the amount of change Δf_C in the rotation speed of the compressor 11 in the cooling mode and the heating mode, the first dehumidification mode, and the first are the same as in the first embodiment. A change amount Δf_H of the rotational speed of the compressor 11 in the 2 dehumidifying mode is determined.

  Further, in step S1103, it is determined whether or not the current operation of the vehicle air conditioner 1 is an operation as pre-air conditioning. Since steps S1101 and S1102 in FIG. 13 are exactly the same as those in FIG. 6 of the first embodiment, in FIG. 13, the fuzzy rule table used as a rule is omitted for clarity of illustration.

  If it is determined in step S1103 that the operation is not pre-air conditioning, the process proceeds to step S1110. The subsequent control processing (steps S1110 to S1112) (FIG. 14) is the same as in the first embodiment. On the other hand, if it is determined in step S1103 that the operation is pre-air conditioning, the process proceeds to step S1134. In step S1134, it is determined whether power is supplied from an external power source.

  If it is determined in step S1134 that power is being supplied from the external power supply, the process proceeds to step S1135, and for 20 minutes from the start of pre-air conditioning, the permitted use power f (TIMER) is determined to be 2500 W, and pre-air conditioning is performed. After 20 minutes have elapsed, the use permitted power f (TIMER) = 0 W is determined, and the process proceeds to step S1105.

  On the other hand, when it is determined in step S1134 that power is not supplied from the external power source, the process proceeds to step S1136, and for 10 minutes from the start of the pre-air conditioning, the permitted use power f (TIMER) is determined to be 2500 W, After 10 minutes have elapsed since the start of pre-air conditioning, the use permitted power f (TIMER) = 0 W is determined, and the process proceeds to step S1105. The subsequent control processing (FIG. 14) in steps S1105 to S1108 is the same as in the first embodiment.

  That is, in the control steps S1134 to S1135 of the present embodiment, when pre-air conditioning is performed using the power supplied from the battery 81, the permitted power is used compared to when pre-air conditioning is performed using the power supplied from the external power source. The time for f (TIMER) to be 2500 W is determined to be short.

  Furthermore, as shown in FIG. 14, in step S1137 following steps S1107, S1108, S1111, and S1112, it is determined whether or not the permitted use power f (TIMER) is 0 W.

  If it is determined in step S1137 that the permitted use power f (TIMER) is not 0 W, the process proceeds to step S1138, and the number of revolutions is set to the previous compressor speed fn−1 in the same manner as in step S1109 of the first embodiment. The value obtained by adding the change amount Δf is determined as the current compressor speed fn, and the process proceeds to step S12.

  On the other hand, if the use permission power f (TIMER) is 0 W in step S1137, the process proceeds to step S1139, the current compressor speed fn is determined to be 0 rpm, and the process proceeds to step S12. Note that the determination of the compressor speed fn in step S1138 is not performed every control cycle τ but every predetermined control interval (1 second in the present embodiment).

  Other operations and configurations are the same as those in the first embodiment. Therefore, in the present embodiment, when pre-air conditioning is performed with the power supplied from the battery 81 when not supplied from the external power source, the vehicle is more effective than when performing pre-air conditioning with the power supplied from the external power source. The consumption current of the electric component device of the air conditioner 1 can be limited, and the decrease in the remaining amount of power stored in the battery 81 can be suppressed.

  Furthermore, executing pre-air conditioning when power from an external power source is not supplied means that the remaining amount of power stored in the battery 81 is reliably reduced during pre-air conditioning. There is a high possibility that the time until boarding will be shortened. Therefore, even if the air conditioning is performed for a short time, it is difficult for passengers to feel uncomfortable. As a result, it is possible to execute air conditioning in the passenger compartment while effectively suppressing a decrease in the remaining amount of power stored in the battery 81 before the vehicle starts running.

(Fifth embodiment)
In this embodiment, as shown in FIG. 15, control step S11 is changed with respect to the first embodiment. In the control step S11 of the present embodiment, an example in which the pre-air-conditioning execution time is shortened as the power supplied from the external power source decreases when the pre-air-conditioning is executed by the power supplied from the external power source will be described. To do.

  Specifically, first, in steps S1101 to S1103 shown in FIG. 15, the amount of change Δf_C in the rotation speed of the compressor 11 in the cooling mode and the heating mode, the first dehumidifying mode, and the first are exactly the same as in the first embodiment. A change amount Δf_H of the rotational speed of the compressor 11 in the 2 dehumidifying mode is determined.

  Further, in step S1103, it is determined whether or not the current operation of the vehicle air conditioner 1 is an operation as pre-air conditioning. Since steps S1101 and S1102 in FIG. 15 are exactly the same as those in FIG. 6 of the first embodiment, in FIG. 15, the fuzzy rule table used as rules is omitted for clarity of illustration.

  If it is determined in step S1103 that the operation is not pre-air conditioning, the process proceeds to step S1110. The control process after step S1110 is the same as that of FIG. 14 of 4th Embodiment. On the other hand, if it is determined in step S1103 that the operation is pre-air conditioning, the process proceeds to step S1144.

  In step S1144, it is determined whether the voltage (effective value) of the external power source is 100V (error range ± 10V) or 200V (error range ± 20V). In the determination in step S1144, the error range is determined in consideration of voltage fluctuation when the external power source is a commercial power source.

  If it is determined in step S1144 that the voltage of the external power supply is 200 V, the process proceeds to step S1135, and for 20 minutes from the start of pre-air conditioning, the permitted power f (TIMER) is determined to be 2500 W, and pre-air conditioning is performed. After 20 minutes have elapsed, the use permitted power f (TIMER) = 0 W is determined, and the process proceeds to step S1105.

  On the other hand, if it is determined in step S1144 that the voltage of the external power supply is 100 V, the process proceeds to step S1136, and for 10 minutes from the start of the pre-air conditioning, the permitted use power f (TIMER) is determined to be 2500 W, After 10 minutes have elapsed since the start of pre-air conditioning, the use permitted power f (TIMER) = 0 W is determined, and the process proceeds to step S1105. The control process after step S1105 is the same as that of FIG. 14 of 4th Embodiment.

  Further, other operations and configurations are the same as those in the first embodiment. Therefore, in the present embodiment, when the pre-air conditioning is executed by the power supplied from the external power source, the execution time of the pre-air conditioning is shortened as the power supplied from the external power source is reduced. When it becomes difficult to charge the battery 81 as the supplied power is reduced, the pre-air conditioning can be stopped in a short time. Accordingly, it is possible to suppress a decrease in the remaining amount of power stored in the battery 81.

  Furthermore, when the power supplied from the external power supply is low, it means that it is difficult to charge the battery 81 than when high power is supplied. By displaying on a portable terminal (for example, the display unit 90c of the remote control unit 90) and notifying the occupant, it is difficult for the occupant to feel uncomfortable even with short-time air conditioning. As a result, it is possible to execute air conditioning in the passenger compartment while effectively suppressing a decrease in the remaining amount of power stored in the battery 81 before the vehicle starts running.

(Sixth embodiment)
In the first embodiment, it has been described that the engine control device controls power supplied from an external power source, thereby suppressing overcharge of the battery 81 and protecting the battery 81. In the control device, an upper limit value of electric power that can be consumed by the vehicle air conditioner 1 (hereinafter referred to as air conditioning use permitted power) is determined and output to the air conditioning control device 50.

  And in the air-conditioning control apparatus 50, the electric current consumption of the various electric component apparatus of the vehicle air conditioner 1 is restrict | limited so that this air-conditioning use permission electric power may not be exceeded. Thereby, the overdischarge of the battery 81 is suppressed, and the malfunction of the lifetime of the battery 81 is suppressed. Therefore, in the present embodiment, an example will be described in which air conditioning in the vehicle interior is executed using the air conditioning use permission power output from the engine control device while effectively suppressing a decrease in the remaining amount of power stored in the battery 81. Specifically, the control flow of control step S11 is changed as shown in FIG.

  First, in steps S1101 and S1102, the amount of change Δf_C in the rotation speed of the compressor 11 in the cooling mode and the rotation of the compressor 11 in the heating mode, the first dehumidifying mode, and the second dehumidifying mode are the same as in the first embodiment. A numerical change amount Δf_H is determined. Since steps S1101 and S1102 in FIG. 16 are exactly the same as those in FIG. 6 of the first embodiment, the fuzzy rule table used as a rule is omitted in FIG. 16 for clarity of illustration.

  In subsequent step S1153, the air-conditioning use permission power output from the engine control device is read, and the maximum amount of change ΔIVOmax in the rotation speed of the compressor 11 is determined. For example, the maximum change amount ΔIVOmax can be determined so as to increase as the power consumption difference increases by subtracting the actual power consumption from the use permission power f (TIMER) of the above-described embodiment.

  In a succeeding step S1154, it is determined whether or not the actual power consumption of the various electric components of the vehicle air conditioner 1 is larger than the air conditioning use permission power read in the step S1153. If it is determined in step S1154 that the actual power consumption is greater than the air conditioning use permission power, the process proceeds to step S1155.

  Here, the fact that the actual power consumption is higher than the air-conditioning use permission power causes the above-described overdischarge of the battery 81, so that the actual power consumption is equal to or less than the air-conditioning use permission power. Is desirable. However, for example, when the capacity fluctuation of the compressor 11 (speed fluctuation or the like) occurs, the actual power consumption may transiently become larger than the air-conditioning use permission power.

  Therefore, in step S1155, it is determined whether or not 30 seconds or more have elapsed since the maximum change amount ΔIVOmax has changed. If it is determined in step S1155 that 30 seconds or more have elapsed since the maximum change amount ΔIVOmax has changed, it is assumed that the actual power consumption does not transiently exceed the air-conditioning use permission power, and step S1156. , The maximum change amount ΔIVOmax is decreased by 300 rpm, and the process proceeds to step S1110.

  If it is determined in step S1155 that 30 seconds or more have not elapsed since the maximum change amount ΔIVOmax has changed, the refrigerant discharge capacity (the number of rotations) of the compressor 11 is in the process of changing, and is transient. In step S1110, it is assumed that the actual power consumption is greater than the air-conditioning use permission power. That is, the maximum change amount ΔIVOmax is maintained without being changed.

  On the other hand, if it is determined in step S1154 that the actual power consumption is not greater than the air conditioning use permission power, the process proceeds to step S1157, and whether or not the margin amount obtained by subtracting the actual power consumption from the air conditioning use permission power is greater than 300W. Determine whether. Here, if the surplus amount is larger than 300 W, it is considered that there is a surplus in the power that can be used by the vehicle air conditioner 1. However, as described above, there is a possibility that the margin amount transiently exceeds 300 W.

  Therefore, if it is determined in step S1157 that the margin is greater than 300 W, the process proceeds to step S1158, and whether or not 30 seconds or more have elapsed since the maximum change amount ΔIVOmax has changed, as in step S1155. judge.

  If it is determined in step S1158 that 30 seconds or more have not elapsed since the maximum change amount ΔIVOmax has changed, it is determined that the margin amount has become transiently larger than 300 W, and the process proceeds to step S1110. That is, the maximum change amount ΔIVOmax is maintained without being changed.

  Further, if it is determined in step S1158 that 30 seconds or more have elapsed since the maximum change amount ΔIVOmax has changed, it is assumed that the margin amount is not transiently larger than 300 W in a transient manner. The process proceeds to S1159. In step S1159, the maximum change amount ΔIVOmax is increased by 300 rpm, and the process proceeds to step S1110.

  The control processing in steps S1110 to S1112 is the same as that in the first embodiment. In subsequent step S1159, as in step S1129 of the third embodiment, the value obtained by adding the rotational speed change amount Δf to the previous compressor rotational speed fn−1 is compared with the upper limit value IVOmax, and the smaller value is determined. Then, the current compressor speed fn is determined, and the process proceeds to step S12.

  Other operations and configurations are the same as those in the first embodiment. In the present embodiment, the current consumption of various electric components of the vehicle air conditioner 1 is controlled to a value lower than the air conditioning use permission power determined by the engine control device and close to the air conditioning use permission power. Can do. As a result, it is possible to cause the vehicle air conditioner 1 to exhibit a high air conditioning capability within the range of the air conditioning use permission power.

  That is, the vehicle air conditioner of the present embodiment includes an upper limit value determining unit that determines an upper limit value of power that can be used for air conditioning, and the actual power consumption consumed by the temperature adjusting unit is determined by the upper limit value determining unit. When the air conditioning use permission power is exceeded, the refrigerant discharge capacity of the compressor constituting the refrigeration cycle that is the temperature adjustment means is reduced, or the upper limit of power that can be used for air conditioning An upper limit determining means for determining a value, and when the actual power consumption consumed by the temperature adjusting means is smaller than the air conditioning use permitted power determined by the upper limit determining means, in a range that is equal to or lower than the air conditioning use permitted power, It can also be expressed as a vehicle air conditioner characterized by increasing the refrigerant discharge capacity of the compressor constituting the refrigeration cycle which is the temperature adjusting means.

  Furthermore, in other words, the vehicle air conditioner of the present embodiment includes an upper limit value determining unit that determines an upper limit value of electric power that can be used for air conditioning, and the actual power consumption consumed by the temperature adjusting unit determines the upper limit value. It can also be expressed as a vehicle air conditioner that adjusts the refrigerant discharge capacity of the compressor that constitutes the refrigeration cycle that is the temperature adjusting means so as to approach the air conditioning use permission power determined by the means.

  Furthermore, if the control flow of the control step S11 of the present embodiment is executed during pre-air conditioning, the power used by the various electric components of the vehicle air conditioner 1 can be within the range of air-conditioning use permission power. Air conditioning in the passenger compartment can be performed while securing a predetermined remaining power storage SOC at 81.

(Other embodiments)
The present invention is not limited to the above-described embodiment, and can be variously modified as follows without departing from the spirit of the present invention.

  (1) In each of the embodiments described above, the vapor compression refrigeration cycle 10, the cooling water circuit 40, and the like have been described as the temperature adjusting means, but the temperature adjusting means is not limited to this. That is, in the vehicle air conditioner 1, any configuration that adjusts the temperature of the air blown into the passenger compartment is widely included in the temperature adjusting means. For example, as the temperature adjusting means, a seat air conditioner that blows air for seat air conditioning that is air-conditioned from a blowout hole provided in a seat on which a passenger is seated may be used as the temperature adjusting means.

  (2) In the above-described first to sixth embodiments, the example in which the refrigeration cycle 10 for heating or cooling the blown air blown into the vehicle interior by switching the refrigerant circuit has been described. You may employ | adopt the refrigerating cycle 10 which has only the function to cool. Moreover, you may employ | adopt the heat pump cycle which heats ventilation air by using the radiator which radiates the refrigerant | coolant discharged from the compressor 11 as an indoor heat exchanger, and the evaporator which evaporates a refrigerant | coolant as an outdoor heat exchanger.

  (3) 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 plug-in hybrid vehicle, but the vehicle air conditioner 1 of the present invention is not 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.

  Moreover, you may apply the vehicle air conditioner 1 of this invention to the electric vehicle which obtains the driving force for vehicle travel only from a travel electric motor, without providing the engine EG.

DESCRIPTION OF SYMBOLS 10 Refrigeration cycle 11 Compressor 40 Cooling water circuit 50a Transmission / reception part 81 Battery 90 Remote control means

Claims (6)

Applied to a vehicle capable of charging the battery (81) with electric power supplied from an external power source;
A vehicle configured to be able to execute pre-air-conditioning that starts air-conditioning in the passenger compartment before an occupant enters the vehicle by at least one of power supplied from the external power source and power supplied from the battery (81). Air conditioner for
Temperature adjusting means (10, 40) that operates by at least one of the electric power supplied from the external power source and the battery (81) to adjust the temperature of the blown air blown into the vehicle interior. With
When performing the pre-air conditioning with at least power supplied from the external power supply, an upper limit value of power consumption consumed by the temperature adjusting means (10, 40) until power is no longer supplied from the external power supply, A vehicle air conditioner that is gradually lowered with time. Applied to a vehicle capable of charging the battery (81) with electric power supplied from an external power source;
A vehicle configured to be able to execute pre-air-conditioning that starts air-conditioning in the passenger compartment before an occupant enters the vehicle by at least one of power supplied from the external power source and power supplied from the battery (81). Air conditioner for
Temperature adjusting means (10, 40) that operates by at least one of the electric power supplied from the external power source and the battery (81) to adjust the temperature of the blown air blown into the vehicle interior. With
When power is not supplied from the external power source and the pre-air-conditioning is executed by the power supplied from the battery (81), the power consumption consumed by the temperature adjusting means (10, 40) An air conditioner for a vehicle, wherein the upper limit value is gradually lowered with time. The temperature adjusting means is a vapor compression refrigeration cycle (10) having a compressor (11) for compressing and discharging a refrigerant,
By gradually lowering the upper limit value of the refrigerant discharge capacity of the compressor (11) over time, the upper limit value of power consumption consumed by the refrigeration cycle (10) is gradually increased over time. The vehicle air conditioner according to claim 1 or 2, wherein the air conditioner is lowered. A vehicle air conditioner configured to be able to execute pre-air conditioning that starts air conditioning in the vehicle compartment before an occupant gets into the vehicle by at least electric power supplied from a battery (81),
Temperature adjustment means (10, 40) that operates by at least the electric power supplied from the battery (81) and adjusts the temperature of the blown air blown into the vehicle interior;
A plurality of types of pre-air conditioning signal transmission means (90) for transmitting a request signal for requesting execution of the pre-air conditioning;
Pre-air conditioning signal receiving means (50a) for receiving the request signal,
The plurality of types of pre-air conditioning signal transmission means include at least remote control means (90) for outputting a request signal directly received by the pre-air conditioning signal receiving means (50a),
When the pre-air conditioning is executed by the pre-air conditioning signal receiving means (50a) receiving the request signal transmitted from the remote control means (90), the pre-air conditioning signal transmission is different from the remote control means (90). The vehicle air conditioner is characterized in that the upper limit value of power consumption consumed by the temperature adjusting means (10, 40) is made higher than when the pre-air conditioning is executed by a request signal transmitted from the means (90). . Applied to a vehicle capable of charging the battery (81) with electric power supplied from an external power source;
A vehicle configured to be able to execute pre-air-conditioning that starts air-conditioning in the passenger compartment before an occupant enters the vehicle by at least one of power supplied from the external power source and power supplied from the battery (81). Air conditioner for
Temperature adjusting means (10, 40) that operates by at least one of the electric power supplied from the external power source and the battery (81) to adjust the temperature of the blown air blown into the vehicle interior. With
When the pre-air conditioning is performed with the power supplied from the battery (81) when the power from the external power source is not supplied, the pre-air conditioning is performed with the power supplied from the external power source. The vehicle air-conditioning apparatus is characterized in that the pre-air-conditioning execution time is set to a short time. Applied to a vehicle capable of charging the battery (81) with electric power supplied from an external power source;
A vehicle configured to be able to execute pre-air-conditioning that starts air-conditioning in the passenger compartment before an occupant enters the vehicle by at least one of power supplied from the external power source and power supplied from the battery (81). Air conditioner for
Temperature adjusting means (10, 40) that operates by at least one of the electric power supplied from the external power source and the battery (81) to adjust the temperature of the blown air blown into the vehicle interior. With
When the pre-air-conditioning is executed by at least electric power supplied from the external power source, the pre-air-conditioning execution time is shortened as the power supplied from the external power source decreases. Air conditioner.

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