JP2012081871A - Vehicle air conditioning device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the operating frequency that operates an internal combustion engine in order to raise temperature of cooling water in a vehicle air conditioning device applied to a hybrid vehicle.SOLUTION: When operating an engine EG in order to raise the temperature of the cooling water used as a heat source of a heater core until it becomes engine-off water temperature Twoff, the engine EG engine-off water temperature Twoff for the EV operation mode in which the motor side drive force output from an electric motor for running becomes larger than the internal combustion engine side drive force output from the internal combustion, is set to the temperature lower than that for the HV operation mode to which the motor side drive force becomes smaller than the internal combustion engine side drive force. Thereby, the operating frequency of the internal combustion engine EG is reduced by making it easy to stop the engine EG.

Description

  The present invention relates to a vehicle air conditioner that heats blown air that is blown into a passenger compartment using engine coolant as a heat source.

  Conventionally, a hybrid vehicle that obtains a driving force for traveling from an engine (internal combustion engine) and a traveling electric motor is known, and Patent Document 1 discloses a vehicle air conditioner that is applied to this type of hybrid vehicle. ing. In the vehicle air conditioner disclosed in Patent Document 1, when heating the vehicle interior, air blown into the vehicle interior is heated using engine coolant as a heat source.

  However, in this type of hybrid vehicle, the engine may be stopped even when the vehicle is stopped or traveling in order to improve vehicle fuel efficiency. For this reason, when the vehicle air conditioner heats the passenger compartment, the temperature of the cooling water may not rise to a temperature sufficient as a heat source for heating.

  Therefore, in the vehicle air conditioner disclosed in Patent Document 1, the temperature of the cooling water is set to a temperature sufficient as a heat source for heating even under traveling conditions in which the engine does not need to be operated in order to output driving force for traveling. When the temperature has not increased, an engine operation request signal is output to the driving force control device, and the temperature of the cooling water is increased to a temperature sufficient as a heat source for heating.

JP 2008-174042 A

  By the way, in recent hybrid vehicles, there is a so-called plug-in hybrid vehicle that can charge a battery mounted on the vehicle from an external power source (commercial power source) when the vehicle is stopped.

  In this type of plug-in hybrid vehicle, when the battery is charged from an external power source when the vehicle is stopped, the remaining amount of charge in the battery is equal to or greater than a predetermined reference remaining amount for traveling as at the start of traveling. Travels mainly in the EV operation mode in which driving power for traveling is obtained from the traveling electric motor, and when the remaining charge of the battery is lower than the reference remaining power for traveling, the driving power for traveling mainly from the engine Travel in the HV operation mode.

  More specifically, in the EV operation mode, the vehicle is driven mainly by the driving force output from the traveling electric motor, and the engine is operated to assist the traveling electric motor when the vehicle traveling load becomes high. It is an operation mode to do. Therefore, in the EV operation mode, the driving force ratio of the driving force output from the traveling electric motor to the driving force output from the engine increases.

  On the other hand, the HV operation mode is an operation mode in which the vehicle is driven mainly by the driving force output from the engine and the electric motor for driving is operated to assist the engine when the vehicle driving load becomes high. Therefore, in the HV operation mode, the above driving force ratio becomes small.

  Therefore, when the vehicle air conditioner of Patent Document 1 is applied to a plug-in hybrid vehicle and the engine is operated to raise the temperature of the cooling water to a sufficient temperature as a heat source for heating in the EV operation mode, the EV is Since the driving force ratio is large and the engine output is small in the operation mode, the engine operating frequency for raising the cooling water temperature may be higher than that in the HV operation mode.

  Furthermore, such an increase in the operating frequency of the engine not only causes a problem in that the fuel consumption of the vehicle is deteriorated, but also makes the passenger feel uncomfortable that the engine operates frequently even in the EV operation mode. It also becomes a problem in that there is a possibility of giving it to. The increase in the engine operation frequency does not mean only an increase in the number of engine operations per unit time, but includes an increase in the continuous operation time of the engine.

  In view of the above points, an object of the present invention is to reduce the frequency of operation of an internal combustion engine for raising the coolant temperature in a vehicle air conditioner applied to a hybrid vehicle.

In order to achieve the above object, according to the first aspect of the present invention, the present invention is applied to a vehicle including a traveling electric motor and an internal combustion engine (EG) as a driving source that outputs driving force for traveling the vehicle. As the operation mode, a first operation mode in which the internal combustion engine side driving force output from the internal combustion engine (EG) is larger than the motor side driving force output from the traveling electric motor, and the motor side driving force is the internal combustion engine side. A vehicle air conditioner applied to a vehicle having a second operation mode that is greater than a driving force,
Heating means (36) for heating the blown air blown into the vehicle interior using cooling water of the internal combustion engine (EG) as a heat source, and driving force for controlling the operation of the internal combustion engine (EG) when heating the vehicle interior A request signal output means (50a) for outputting a request signal for operating the internal combustion engine (EG) until the temperature of the cooling water reaches an upper limit temperature (Twoff), and an upper limit temperature (Twoff) for the control means (70). An upper limit temperature determining means (S1107) for determining,
The upper limit temperature determining means (S1107) determines the upper limit temperature (Twoff) in the second operation mode to be lower than the upper limit temperature (Twoff) in the first operation mode.

  According to this, since the upper limit temperature determining means (S1107) determines the upper limit temperature (Twoff) in the second operation mode to be lower than the upper limit temperature (Twoff) in the first operation mode, the second operation mode Sometimes, even if the internal combustion engine (EG) is operated to raise the temperature of the cooling water, it is easy to stop it. Therefore, the operating frequency of the internal combustion engine (EG) in the second operation mode can be reduced.

  Further, in the first operation mode, the internal combustion engine side driving force becomes larger than the motor side driving force, and the temperature of the cooling water is easily raised, so the internal combustion engine (EG) is operated to raise the temperature of the cooling water. Less frequently. Accordingly, the operation of the internal combustion engine (EG) for raising the temperature of the cooling water to a temperature sufficient as a heat source for heating by reducing the operation frequency of the internal combustion engine (EG) in the second operation mode. The frequency can be effectively reduced.

  As a result, in the hybrid vehicle to which the vehicle air conditioner of the present invention is applied, the deterioration of the vehicle fuel consumption in the second operation mode in which the motor side driving force is larger than the internal combustion engine side driving force is suppressed, and the electric vehicle is more It is possible to approach a vehicle with low noise and low exhaust gas. Furthermore, it is possible to suppress giving the passenger an uncomfortable feeling that the engine frequently operates in spite of being in the second operation mode.

  According to a second aspect of the present invention, in the vehicle air conditioner according to the first aspect, a power saving request signal for requesting a power saving of the power required for air conditioning in the passenger compartment is output by a passenger operation. The upper-limit temperature determining means (S1107) has an upper-limit temperature (Twoff) when the power-saving request signal is not output than when the power-saving request signal is not output. It is characterized by determining a low value.

  According to this, when the power saving is requested | required, the operating frequency of an internal combustion engine (EG) can be reduced. Furthermore, since power saving is required according to the occupant's will, even if a slight decrease in the heating capacity occurs, there is no discomfort to the occupant.

  According to a third aspect of the present invention, the vehicle air conditioner according to the first or second aspect further comprises target temperature setting means for setting a target temperature (Tset) in the passenger compartment by an occupant's operation, and an upper limit temperature determining means ( S1107) is characterized in that the upper limit temperature (Twoff) is determined to be a low value as the target temperature (Tset) decreases.

  According to this, the operation frequency of the internal combustion engine (EG) can be lowered as the target temperature (Tset) in the passenger compartment is set low. Furthermore, since the target temperature (Tset) in the passenger compartment is set low depending on the will of the occupant, even if the heating capacity is slightly reduced, the occupant is not uncomfortable.

According to a fourth aspect of the present invention, the present invention is applied to a vehicle including a traveling electric motor and an internal combustion engine (EG) as a driving source for outputting a driving force for traveling the vehicle, and further, an internal combustion engine is used as a driving mode of the vehicle. A first operation mode in which the internal combustion engine side driving force output from the engine (EG) is greater than the motor side driving force output from the traveling electric motor, and the motor side driving force is greater than the internal combustion engine side driving force. A vehicle air conditioner applied to a vehicle having the second operation mode,
Heating means (36) for heating the blown air blown into the passenger compartment using the cooling water of the internal combustion engine (EG) as a heat source, and target temperature determining means (f (TAO)) for determining the cooling water target temperature (f (TAO)) S1102) and the driving water control means (70) for controlling the operation of the internal combustion engine (EG) when heating the passenger compartment, the temperature of the cooling water becomes the cooling water target temperature (f (TAO)). Request signal output means (50a) for outputting a request signal for operating the internal combustion engine (EG) so as to approach,
The request signal output means (50a) outputs a request signal that shortens the operation time of the internal combustion engine (EG) in the second operation mode than the operation time of the internal combustion engine (EG) in the first operation mode. Features.

  According to this, the request signal output means (50a) makes the operation time of the internal combustion engine (EG) in the second operation mode shorter than the operation time of the internal combustion engine (EG) in the first operation mode. Therefore, the operating time of the internal combustion engine (EG) for raising the coolant temperature in the second operation mode can be shortened. That is, the operating frequency of the internal combustion engine (EG) in the second operation mode can be reduced.

  Therefore, similarly to the first aspect of the invention, it is possible to effectively reduce the operating frequency of the internal combustion engine (EG) for raising the temperature of the cooling water to a temperature sufficient as a heat source for heating. it can. Further, the hybrid vehicle can be brought closer to a vehicle with low noise and less exhaust gas, which is closer to an electric vehicle, and gives the passenger a sense of incongruity that the engine frequently operates despite being in the second operation mode. This can be suppressed.

  According to a fifth aspect of the present invention, in the vehicle air conditioner according to the fourth aspect, a power saving request signal for requesting a power saving of the power required for air conditioning in the passenger compartment is output by a passenger operation. The request signal output means (50a) is a request for shortening the operation time when the power saving request signal is output than when the power saving request signal is not output. A signal is output.

  According to this, when the power saving is requested | required, the operating time of an internal combustion engine (EG) can be shortened. Furthermore, since power saving is required according to the occupant's will, even if a slight decrease in the heating capacity occurs, there is no discomfort to the occupant.

In a sixth aspect of the present invention, the present invention is applied to a vehicle including a traveling electric motor and an internal combustion engine (EG) as a driving source that outputs driving force for traveling the vehicle, and an internal combustion engine ( EG) in which the internal combustion engine side driving force is greater than the motor side driving force output from the traveling electric motor, and the motor side driving force is greater than the internal combustion engine side driving force. A vehicle air conditioner applied to a vehicle having two driving modes,
Heating means (36) for heating the blown air blown into the vehicle interior using cooling water of the internal combustion engine (EG) as a heat source, and driving force for controlling the operation of the internal combustion engine (EG) when heating the vehicle interior A request signal output means (50a) for outputting a request signal for operating the internal combustion engine (EG) until the temperature of the cooling water reaches an upper limit temperature (Twoff), and an upper limit temperature (Twoff) for the control means (70). Upper limit temperature determining means for determining (S1107);
Air is blown out from a plurality of air outlets (24, 25, 26) including at least a face air outlet (24) that blows out air to the upper body of the occupant and a foot air outlet (25) that blows out air to the lower body of the occupant. And a blower outlet mode switching means (24a, 25a, 26a) for switching a plurality of blower outlet modes by switching the air volume ratio.
The upper limit temperature determining means (S1107) is in other air outlet modes when the air outlet mode is a bi-level mode in which blown air is blown out from both the face air outlet (24) and the foot air outlet (25). The upper limit temperature (Twoff) is determined to be higher than the upper limit temperature, and the upper limit temperature determining means (S1107) further determines the upper limit temperature (Twoff) in the second operation mode than the upper limit temperature (Twoff) in the first operation mode. ) Is determined to be a low value.

  Here, in the vehicle air conditioner configured to be able to switch the air outlet mode, comfortable air conditioning of the head-and-foot heat type is performed in the bi-level mode in which blown air is blown out from both the face air outlet (24) and the foot air outlet (25). In order to realize the feeling, there is one in which the temperature of the blown air blown out from the foot blower outlet (25) is made higher than the blown air blown out from the face blower outlet (24).

  In order to realize a comfortable air conditioning feeling of such a head-and-foot heat type, the upper limit temperature (Twoff) of the cooling water is determined to be high, the heating capacity of the heating means (36) is increased, and the foot outlet (25) is used. It is necessary to raise the temperature of the blown air that is blown out. However, if the upper limit temperature (Twoff) of the cooling water is increased in the bi-level mode, the operating frequency of the internal combustion engine (EG) is increased.

  On the other hand, according to the invention described in this claim, the upper limit temperature determining means (S1107) sets the upper limit temperature (Twoff) in the second operation mode to be higher than the upper limit temperature (Twoff) in the first operation mode. Since the low value is determined, even if the bi-level mode is selected in the second operation mode and the internal combustion engine (EG) is operated to raise the temperature of the cooling water, it is easy to stop it.

  Therefore, even if the bi-level mode is selected in the second operation mode, the operating frequency of the internal combustion engine (EG) can be reduced, and the temperature of the cooling water is sufficient as a heat source for heating as in the first embodiment. The operating frequency of the internal combustion engine (EG) for raising the temperature until it reaches the temperature can be effectively reduced. Further, the hybrid vehicle can be brought closer to a vehicle with low noise and less exhaust gas, which is closer to an electric vehicle, and gives the passenger a sense of incongruity that the engine frequently operates despite being in the second operation mode. This can be suppressed.

  Further, the increase in the operation frequency of the internal combustion engine (EG) by determining the upper limit temperature (Twoff) of the cooling water at the time of the bi-level mode is not limited to the above-described plug-in hybrid vehicle, but in a normal hybrid vehicle Also occurs.

In view of this, the invention according to claim 7 is a vehicle air conditioner that is applied to a vehicle including a traveling electric motor and an internal combustion engine (EG) as a driving source for outputting a driving force for traveling the vehicle,
Heating means (36) for heating the blown air blown into the vehicle interior using cooling water of the internal combustion engine (EG) as a heat source, and driving force for controlling the operation of the internal combustion engine (EG) when heating the vehicle interior A request signal output means (50a) for outputting a request signal for operating the internal combustion engine (EG) until the temperature of the cooling water reaches an upper limit temperature (Twoff), and an upper limit temperature (Twoff) for the control means (70). Upper limit temperature determining means for determining (S1107);
Air is blown out from a plurality of air outlets (24, 25, 26) including a face air outlet (24) that blows out air to the upper body of the occupant and a foot air outlet (25) that blows out air to the lower body of the occupant. Outlet mode switching means (24a, 25a, 26a) for switching a plurality of outlet modes by switching the air volume ratio;
Power saving request means for outputting a power saving request signal for requesting power saving of the power required for air conditioning in the passenger compartment by the operation of the passenger,
The upper limit temperature determining means (S1107) is in other air outlet modes when the air outlet mode is a bi-level mode in which blown air is blown out from both the face air outlet (24) and the foot air outlet (25). The upper limit temperature (Twoff) is determined to be higher than the upper limit temperature, and the upper limit temperature determination means (S1107) does not output the power saving request signal when the power saving request signal is output. The upper limit temperature (Twoff) is determined to be lower than that at the time.

  According to this, since the upper limit temperature determining means (S1107) determines the upper limit temperature (Twoff) lower when the power saving request signal is output than when the power saving request signal is not output. Even when the internal combustion engine (EG) is operated to raise the temperature of the cooling water in the bi-level mode, it is easy to stop the internal combustion engine (EG) when the power saving request signal is output. Become.

  Therefore, the operation frequency of the internal combustion engine (EG) can be reduced when the power saving request signal is output. In addition, the hybrid vehicle can be brought closer to a vehicle with lower noise and less exhaust gas, which is closer to an electric vehicle, and the passenger feels uncomfortable that the engine will operate frequently despite the power saving request signal being output. Can be suppressed.

  Furthermore, since power saving is required according to the occupant's will, even if a slight decrease in the heating capacity occurs, there is no discomfort to the occupant.

According to an eighth aspect of the present invention, there is provided a vehicle air conditioner that is applied to a vehicle including a traveling electric motor and an internal combustion engine (EG) as a driving source that outputs driving force for traveling the vehicle.
Heating means (36) for heating the blown air blown into the vehicle interior using cooling water of the internal combustion engine (EG) as a heat source, and driving force for controlling the operation of the internal combustion engine (EG) when heating the vehicle interior When the temperature of the cooling water reaches the lower limit temperature (Twon) with respect to the control means (70), the internal combustion engine (EG) is operated, and when the temperature of the cooling water reaches the upper limit temperature (Twoff) A request signal output means (50a) for outputting a request signal for stopping the internal combustion engine (EG), an upper / lower limit temperature determination means (S1157) for determining a lower limit temperature (Twon) and an upper limit temperature (Twoff), and an occupant's operation , Comprising a power saving request means for outputting a power saving request signal for requesting power saving of the power required for air conditioning in the vehicle interior;
The upper / lower limit temperature determining means (S1157) subtracts the lower limit temperature (Twon) from the upper limit temperature (Twoff) when the power saving request signal is output than when the power saving request signal is not output. The temperature range (β) is increased.

  According to this, since the upper and lower limit temperature determining means (S1157) increases the temperature range (β) when the power saving request signal is output, than when the power saving request signal is not output. It becomes difficult to operate the internal combustion engine (EG) in order to raise the cooling water temperature.

  That is, if the upper / lower limit temperature determining means (S1157) does not change the upper limit temperature (Twoff), the lower limit temperature (Twon) when the power saving request signal is output is the power saving request signal. Since it becomes lower than the lower limit temperature (Twon) at the time of absence, it becomes difficult to operate the internal combustion engine (EG).

  Therefore, the operation frequency of the internal combustion engine (EG) can be reduced when the power saving request signal is output. In addition, the hybrid vehicle can be brought closer to a vehicle with lower noise and less exhaust gas, which is closer to an electric vehicle, and the passenger feels uncomfortable that the engine will operate frequently despite the power saving request signal being output. Can be suppressed.

  Furthermore, since power saving is required according to the occupant's will, even if a slight decrease in the heating capacity occurs, there is no discomfort to the occupant.

The invention according to claim 9 is a vehicle air conditioner that is applied to a vehicle including a traveling electric motor and an internal combustion engine (EG) as a driving source that outputs driving force for traveling the vehicle,
Heating means (36) for heating the blown air blown into the vehicle interior using cooling water of the internal combustion engine (EG) as a heat source, and driving force for controlling the operation of the internal combustion engine (EG) when heating the vehicle interior A request signal output means (50a) for outputting a request signal for operating the internal combustion engine (EG) until the temperature of the cooling water reaches an upper limit temperature (Twoff), and an upper limit temperature (Twoff) for the control means (70). An upper limit temperature determining means (S1167) for determining, and an auxiliary heating means (90) for increasing the temperature of at least a part of the passenger compartment,
The upper limit temperature determining means (S1167) determines that the upper limit temperature (Twoff) is lower when the auxiliary heating means (90) is operating than when the auxiliary heating means (90) is not operating. Features.

  According to this, when the auxiliary heating means (90) is operating, the upper limit temperature determining means (S1167) sets the upper limit temperature (Twoff) more than when the auxiliary heating means (90) is not operating. Since it is determined to be low, even if the internal combustion engine (EG) is operated to raise the temperature of the cooling water when the auxiliary heating means (90) is operating, it is easy to stop it.

  Furthermore, if the auxiliary heating means (90) is operating, a sufficient feeling of heating can be given to the occupant even if the temperature of the blown air blown into the passenger compartment is low. Therefore, the operation frequency of the internal combustion engine (EG) for raising the temperature of the cooling water can be reduced without impairing the passenger's feeling of heating.

In a tenth aspect of the present invention, there is provided a vehicle air conditioner that is applied to a vehicle including a traveling electric motor and an internal combustion engine (EG) as a driving source that outputs driving force for traveling the vehicle.
Heating means (36) for heating the blown air blown into the vehicle interior using cooling water of the internal combustion engine (EG) as a heat source, and driving force for controlling the operation of the internal combustion engine (EG) when heating the vehicle interior A request signal output means (50a) for outputting a request signal for operating the internal combustion engine (EG) until the temperature of the cooling water reaches an upper limit temperature (Twoff), and an upper limit temperature (Twoff) for the control means (70). Upper limit temperature determining means for determining (S1167), and target temperature setting means for setting the vehicle interior target temperature (Tset) in the vehicle interior by the operation of the occupant,
The upper limit temperature determining means (S1167) is characterized by determining the upper limit temperature (Twoff) to a lower temperature as the vehicle interior target temperature (Tset) decreases.

  According to this, since the upper limit temperature determining means (S1167) determines the upper limit temperature (Twoff) to a lower temperature as the vehicle interior target temperature (Tset) decreases, in order to raise the temperature of the cooling water. Even if the internal combustion engine (EG) is operated, it becomes easier to stop the vehicle interior target temperature (Tset) as it decreases.

  Furthermore, since the vehicle interior target temperature (Tset) is set according to the occupant's will, even if the vehicle interior target temperature (Tset) decreases, even if a slight decrease in heating capacity occurs, the passenger will feel uncomfortable. I don't give it. Therefore, the operation frequency of the internal combustion engine (EG) for raising the temperature of the cooling water can be reduced without causing discomfort to the passenger.

  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 of the vehicle air conditioner of 1st Embodiment. It is a block diagram which shows the electric control part of the vehicle air conditioner of 1st Embodiment. It is a circuit diagram of the PTC heater of a 1st embodiment. It is a flowchart which shows the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a graph which shows the determination state of the operation mode 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 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 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 another 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 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. FIG. 1 is an overall configuration diagram of a vehicle air conditioner 1 according to the present embodiment, and FIG. 2 is a block diagram illustrating a configuration of an electric control unit of the vehicle air conditioner 1. 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.

  The hybrid vehicle of this 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 operation mode is such that 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. The EV operation mode corresponds to the second operation mode described in the claims.

  On the other hand, when the remaining amount SOC of the battery 81 is lower than the reference remaining amount for traveling while the vehicle is traveling, the operation mode is set to travel mainly by the driving force of the engine EG. Hereinafter, this operation mode is referred to as an HV operation mode. The HV operation mode corresponds to the first operation mode described in the claims.

  More specifically, 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. When the vehicle driving load becomes high, the engine EG is operated. Assist the electric motor for traveling. That is, this is an operation mode in which the driving force for driving (motor side driving force) output from the electric motor for driving is larger than the driving force for driving (internal combustion engine side driving force) output from the engine EG.

  In other words, it can also be expressed as an operation mode in which the driving force ratio of the motor side driving force to the internal combustion engine side driving force (motor side driving force / internal combustion engine side driving force) is at least greater than 0.5. .

  On the other hand, 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. Assist. That is, this is an operation mode in which the internal combustion engine side driving force is larger than the motor side driving force. In other words, it can also be expressed as an operation mode in which the drive force ratio (motor side drive force / internal combustion engine side drive force) is at least smaller than 0.5.

  In the plug-in hybrid vehicle of the present embodiment, the fuel consumption amount of the engine EG with respect to a normal vehicle that obtains driving force for vehicle travel only from the engine EG by switching between the EV operation mode and the HV operation mode in this way. This suppresses vehicle fuel efficiency. The switching between the EV operation mode and the HV operation mode and the control of the driving force ratio are controlled by a driving force control device 70 described later.

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

  Next, the detailed structure of the vehicle air conditioner 1 of this embodiment is demonstrated. The vehicle air conditioner 1 of the present embodiment includes the refrigeration cycle 10, the indoor air conditioner unit 30 shown in FIG. 1, the air conditioning control device 50 shown in FIG. 2, the seat air conditioner 90, and the like. First, the indoor air conditioning unit 30 is arranged inside the instrument panel (instrument panel) at the foremost part of the vehicle interior, and the blower 32, the evaporator 15, the heater core 36, and the PTC heater 37 are disposed in a casing 31 that forms an outer shell thereof. 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. An inside / outside air switching box 20 as an inside / outside air switching means for switching between the inside air (vehicle compartment air) and the outside air (vehicle compartment outside air) is arranged on the most upstream side of the blown air flow in the casing 31.

  More specifically, the inside / outside air switching box 20 is formed with an inside air introduction port 21 for introducing inside air into the casing 31 and an outside air introduction port 22 for introducing outside air. Further, inside the inside / outside air switching box 20, the opening area of the inside air introduction port 21 and the outside air introduction port 22 is continuously adjusted, and 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 is set. An inside / outside air switching door 23 to be changed is arranged.

  Therefore, the inside / outside air switching door 23 constitutes an air volume ratio changing means for switching the suction port mode for changing the air volume ratio between the air volume of the inside air introduced into the casing 31 and the air volume of the outside air. More specifically, the inside / outside air switching door 23 is driven by an electric actuator 62 for the inside / outside air switching door 23, and the operation of the electric actuator 62 is controlled by a control signal output from an air conditioning control device 50 described later. Be controlled.

  Further, as the suction port mode, the inside air introduction port 21 is fully opened and the outside air introduction port 22 is fully closed to introduce the inside air into the casing 31, and the inside air introduction port 21 is fully closed and the outside air introduction port 22. The outside air mode in which the outside air is introduced into the casing 31 with the valve fully open, and the opening areas of the inside air introduction port 21 and the outside air introduction port 22 are continuously adjusted between the inside air mode and the outside air mode. There is an internal / external air mixing mode that continuously changes the introduction ratio.

  A blower 32 (blower), which is a blowing means for blowing the air sucked through the inside / outside air switching box 20 toward the vehicle interior, is disposed on the downstream side of the inside / outside air switching box 20. The blower 32 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) with an electric motor, and the number of rotations (air flow rate) is controlled by a control voltage output from the air conditioning control device 50. Therefore, this electric motor constitutes a blowing capacity changing means of the blower 32.

  An evaporator 15 is disposed on the downstream side of the air flow of the blower 32. The evaporator 15 functions as a cooling heat exchanger that cools the blown air by exchanging heat between the refrigerant flowing through the evaporator 15 and the blown air blown from the blower 32. Specifically, the evaporator 15 constitutes a vapor compression refrigeration cycle 10 together with the compressor 11, the condenser 12, the gas-liquid separator 13, the expansion valve 14, and the like.

  The compressor 11 is disposed in the engine room, sucks refrigerant in the refrigeration cycle 10, compresses and discharges it, and drives the fixed capacity type compression mechanism 11a having a fixed discharge capacity by the electric motor 11b. It is configured as an electric compressor. 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 condenser 12 is disposed in the engine room, and exchanges heat between the refrigerant circulating in the interior and the air outside the vehicle (outside air) blown from the blower fan 12a as the outdoor blower, thereby discharging the refrigerant discharged from the compressor 11. It is an outdoor heat exchanger that condenses water. The blower fan 12a is an electric blower in which the operation rate, that is, the rotation speed (the amount of blown air) is controlled by a control voltage output from the air conditioning control device 50.

  The gas-liquid separator 13 is a receiver that gas-liquid separates the refrigerant condensed in the condenser 12 and stores excess refrigerant, and flows only the liquid-phase refrigerant downstream. The expansion valve 14 is a decompression unit that decompresses and expands the liquid-phase refrigerant that has flowed out of the gas-liquid separator 13. The evaporator 15 is an indoor heat exchanger that evaporates the refrigerant decompressed and expanded by the expansion valve 14 and exerts an endothermic effect on the refrigerant. Thereby, the evaporator 15 functions as a heat exchanger for cooling which cools blowing air.

  Further, in the casing 31, on the downstream side of the air flow of the evaporator 15, 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 evaporator 15, and the heating cold air passage 33 and the cold air. A mixing space 35 for mixing the air flowing out from the bypass passage 34 is formed.

  A heater core 36 and a PTC heater 37 for heating the air after passing through the evaporator 15 are arranged in this order in the cooling air passage 33 for heating in the direction of air flow. The heater core 36 heat-exchanges engine cooling water (hereinafter simply referred to as cooling water) that cools the engine EG and blown air that has passed through the evaporator 15 to heat the blown air that has passed through the evaporator 15. It is a heat exchanger.

  Specifically, the heater core 36 and the engine EG are connected by a cooling water pipe, and the cooling water circuit 40 in which the cooling water circulates between the heater core 36 and the engine EG is configured. The cooling water circuit 40 is provided with a cooling water pump 40a for circulating the cooling water. The cooling water pump 40 a is an electric water pump whose rotational speed (cooling water circulation flow rate) is controlled by a control voltage output from the air conditioning control device 50.

  The PTC heater 37 has an PTC element (positive characteristic thermistor), and is an electric heater as auxiliary heating means that generates heat when electric power is supplied to the PTC element and heats the air after passing through the heater core 36. Note that the power consumption required to operate the PTC heater 37 of the present embodiment is less than the power consumption required to operate the compressor 11 of the refrigeration cycle 10.

  More specifically, as shown in FIG. 3, the PTC heater 37 is composed of a plurality (three in this embodiment) of PTC heaters 37a, 37b, and 37c. FIG. 3 is a circuit diagram showing an electrical connection mode of the PTC heater 37 of the present embodiment.

  As shown in FIG. 3, the positive side of each PTC heater 37a, 37b, 37c is connected to the battery 81 side, and the negative side is connected to each PTC heater 37a, 37b, 37c via each switch element SW1, SW2, SW3. Connected to the ground side. Each switch element SW1, SW2, SW3 switches between the energized state (ON state) and the non-energized state (OFF state) of each PTC element h1, h2, h3 included in each PTC heater 37a, 37b, 37c.

  Further, the operation of each switch element SW1, SW2, SW3 is independently controlled by a control signal output from the air conditioning control device 50. Therefore, the air-conditioning control device 50 switches the energized state and the non-energized state of each switch element SW1, SW2, and SW3 independently, and becomes an energized state among the PTC heaters 37a, 37b, and 37c, and exhibits heating capability. It is possible to change the heating capacity of the PTC heater 37 as a whole by switching the ones.

  On the other hand, the cold air bypass passage 34 is an air passage for guiding the air after passing through the evaporator 15 to the mixing space 35 without passing through the heater core 36 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 amount of cold air that flows into the heating cold air passage 33 and the cold air bypass passage 34 on the downstream side of the air flow of the evaporator 15 and on the inlet side of the heating cold air passage 33 and the cold air bypass passage 34. An air mix door 39 that continuously changes the ratio is disposed. Accordingly, the air mix door 39 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 39 includes a rotary shaft driven by the electric actuator 63 for the air mix door, and a plate-like door main body having a rotary shaft connected to one end thereof. The so-called cantilever door. The operation of the electric actuator 63 for the air mix door is controlled by a control signal output from the air conditioning controller 50.

  Furthermore, blower outlets 24 to 26 that blow out the blown air whose temperature is adjusted from the mixing space 35 to the vehicle interior that is the air-conditioning target space are arranged at the most downstream portion of the blown air flow of the casing 31. Specifically, the air outlets 24 to 26 include a face air outlet 24 that blows air-conditioned air toward the upper body of an occupant in the vehicle interior, a foot air outlet 25 that blows air-conditioned air toward the feet of the occupant, and the front of the vehicle. A defroster outlet 26 that blows air-conditioned air toward the inner side surface of the window glass is provided.

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

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

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

  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.

  Further, the vehicle air conditioner 1 according to the present embodiment includes an electric heat defogger (not shown). The electric heat defogger is a heating wire arranged inside or on the surface of the vehicle interior window glass, and is a window glass heating means for preventing fogging or eliminating 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.

  Furthermore, the vehicle air conditioner 1 of the present embodiment includes a seat air conditioner 90 as auxiliary heating means for increasing the surface temperature of the seat on which the occupant is seated. Specifically, the seat air conditioner 90 is a seat heating unit that is configured by a heating wire embedded in the seat surface and generates heat when supplied with electric power.

  And when the heating of a vehicle interior may become inadequate with the air-conditioning wind which blows off from each blower outlet 24-26 of the indoor air-conditioning unit 10, it fulfill | performs the function which supplements a passenger | crew's heating feeling by operating. The operation of the seat air conditioner 90 is controlled by a control signal output from the air conditioning controller 50, and is controlled so as to increase the surface temperature of the seat until it reaches about 40 ° C. during operation.

  Next, the electric control unit of the present embodiment will be described with reference to FIG. The air conditioning control device 50 and the driving force control device 70 are composed of a well-known microcomputer including a CPU, ROM, RAM and the like and peripheral circuits thereof, and perform various calculations and processing based on an air conditioning control program stored in the ROM. And control the operation of various devices connected to the output side.

  Connected to the output side of the driving force control device 70 are various engine components constituting the engine EG, a traveling inverter for supplying an alternating current to the traveling electric motor, and the like. Specifically, as various engine components, 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.

  Further, on the input side of the driving force control device 70, a voltmeter for detecting the voltage VB between the terminals of the battery 81, an ammeter for detecting the current ABin flowing into the battery 81 or the current ABiout flowing from the battery 81, and the accelerator opening Acc Various engine control sensors such as an accelerator opening sensor for detecting, an engine speed sensor for detecting the engine speed Ne, and a vehicle speed sensor (none of which is shown) for detecting the vehicle speed Vv are connected.

  On the output side of the air conditioning control device 50, the blower 32, the inverter 61 for the electric motor 11b of the compressor 11, the blower fan 12a, various electric actuators 62, 63, 64, the first to third PTC heaters 37a, 37b, 37c, A cooling water pump 40a, a seat air conditioner 90, and the like are connected.

  Further, on the input side of the air-conditioning control device 50, an inside air sensor 51 that detects the vehicle interior temperature Tr, an outside air sensor 52 (outside air temperature detection means) that detects the outside air temperature Tam, and a solar radiation sensor that detects the amount of solar radiation Ts in the vehicle interior. 53, a discharge temperature sensor 54 (discharge temperature detection means) for detecting the compressor 11 discharge refrigerant temperature Td, a discharge pressure sensor 55 (discharge pressure detection means) for detecting the compressor 11 discharge refrigerant pressure Pd, and an outlet from the evaporator 15 An evaporator temperature sensor 56 (evaporator temperature detecting means) that detects an air temperature (evaporator temperature) TE, a cooling water temperature sensor 58 that detects a cooling water temperature Tw of cooling water that has flowed out of the engine EG, and a window glass in the vehicle interior Humidity sensor as humidity detection means for detecting the relative humidity of air in the vicinity of the vehicle interior, temperature sensor in the vicinity of the window glass for detecting the temperature of air in the vehicle interior in the vicinity of the window glass, and window glass Sensors of various air-conditioning control, such as a window glass surface temperature sensor for detecting the surface temperature is connected.

  Note that the evaporator temperature sensor 56 of the present embodiment specifically detects the heat exchange fin temperature of the evaporator 15. Of course, as the evaporator temperature sensor 56, temperature detection means for detecting the temperature of other parts of the evaporator 15 may be adopted, or temperature detection means for directly detecting the temperature of the refrigerant itself flowing through the evaporator 15 may be used. It may be adopted. 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 for displaying the current operating state of the vehicle air conditioner 1 and the like are provided.

  The auto switch is automatic control setting means for setting or canceling automatic control of the vehicle air conditioner 1 by the operation of the passenger. The vehicle interior temperature setting switch is target temperature setting means for setting the vehicle interior target temperature Tset by the operation of the passenger. The economy switch is a power saving request means for outputting a power saving request signal for requesting power saving of the power required for air conditioning in the passenger compartment by the operation of the passenger.

  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 driving force control device 70 in the EV operation mode.

  In addition, the air conditioning control device 50 and the driving force control device 70 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 air-conditioning control device 50 can output the engine EG request signal to the driving force control device 70 to operate the engine EG or change the rotational speed of the engine EG.

  The air-conditioning control device 50 and the driving force control device are configured such that control means for controlling various control target devices connected to the output side is integrally configured, but controls the operation of each control target device. The configuration (hardware and software) constitutes 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. Furthermore, the structure which transmits / receives a control signal with the driving force control apparatus 70 comprises the request signal output means 50a.

  Next, the operation of the vehicle air conditioner 1 of the present embodiment having the above configuration will be described with reference to FIGS. FIG. 4 is a flowchart showing a control process as a main routine of the vehicle air conditioner 1 of the present embodiment. This control process starts when the auto switch is turned on with the operation switch of the vehicle air conditioner 1 turned on. In addition, each control step in FIGS. 4-8 comprises the various function implementation | achievement means which the air-conditioning control apparatus 50 has.

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

  Next, in step S2, an operation signal of the operation panel 60 is read and the process proceeds to step S3. Specific operation signals include a vehicle interior target temperature Tset set by the vehicle interior temperature setting switch, a suction port mode switch setting signal, a power saving request signal output in response to an operation of the economy switch, and the like.

  Next, in step S3, a vehicle environmental state signal used for air-conditioning control, that is, detection signals from the sensor groups 51 to 58 and the like are read. In step S3, a part of the detection signal of the sensor group connected to the input side of the driving force control device 70 and the control signal output from the driving force control device 70 are also read from the driving force control device 70. It is out.

Next, in step S4, the target blowing temperature TAO of the vehicle compartment blowing air is calculated. The target blowing temperature TAO is calculated by the following formula F1.
TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C (F1)
Here, Tset is the vehicle interior set temperature set by the vehicle interior temperature setting switch, Tr is the vehicle interior temperature (inside air temperature) detected by the inside air sensor 51, Tam is the outside air temperature detected by the outside air sensor 52, and Ts is This is the amount of solar radiation detected by the solar radiation sensor 53. Kset, Kr, Kam, Ks are control gains, and C is a correction constant.

  In subsequent steps S5 to S13, control states of various devices connected to the air conditioning control device 50 are determined. First, in step S5, the target opening degree SW of the air mix door 39 is calculated based on the target blowing temperature TAO, the blowing air temperature TE detected by the evaporator temperature sensor 56, and the cooling water temperature Tw.

Details of step S5 will be described with reference to the flowchart of FIG. First, in step S51, a provisional air mix opening degree SW is calculated by the following formula F2, and the process proceeds to step S52.
SWdd = [{TAO− (TE + 2)} / {MAX (10, Tw− (TE + 2))}] × 100 (%) (F2)
Note that {MAX (10, Tw− (TE + 2))} in Formula F2 means the larger value of 10 and Tw− (TE + 2).

  Subsequently, in step S52, the air mix opening SW is determined based on the temporary air mix opening SWdd calculated in step S51 with reference to a control map stored in the air conditioning control device 50 in advance. Proceed to step S6. In this control map, as shown in step S52 of FIG. 5, the value of the air mix opening SW with respect to the temporary air mix opening SWdd is determined nonlinearly.

  As described above, since the cantilever door is adopted as the air mix door 39 in the present embodiment, the cold air bypass passage 34 viewed from the actual flow direction of the blown air with respect to the change in the air mix opening SW. This is because the change in the opening area and the change in the opening area of the heating cool air passage 33 have a non-linear relationship.

  Note that SW = 0% is the maximum cooling position of the air mix door 39, 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 39, and the cold air bypass passage 34 is fully closed and the heating cold air passage 33 is fully opened.

  In the next step S <b> 6, the air blowing capacity (air blowing amount) of the blower 32 is determined. Specifically, referring to the control map stored in advance in the air conditioning control device 50 based on the target blowing temperature TAO determined in step S4, the blowing capacity of the blower 32 (specifically, the electric motor) The blower motor voltage to be applied) is determined.

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

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

  In the next step S7, 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 the next step S8, the air outlet mode is determined. This air outlet mode is also determined with reference to a control map stored in advance in the air conditioning control device 50 based on TAO. In this embodiment, as the TAO rises from the low temperature range to the high temperature range, the outlet mode is sequentially switched from the foot mode to the bi-level mode to the face mode.

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

  In the next step S9, the refrigerant discharge capacity (specifically, the rotational speed (rpm)) of the compressor 11 is determined. In step S9, based on the TAO determined in step S4 and the like, the target air temperature TeO of the air temperature Te discharged from the indoor evaporator 15 is determined with reference to the control map stored in advance in the air conditioning control device 50. To do.

  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.

  Further, in the membership function and rule stored in the air conditioning control device 50 of the present embodiment, Δf_C is determined based on the above-described deviation En and deviation change rate Edot so as to prevent frosting of the indoor evaporator 15. The Further, the value obtained by adding the rotational speed change amount Δf_C to the previous compressor rotational speed fn−1 is updated as the current compressor rotational speed fn. The update of the compressor speed fn is executed at a control cycle of 1 second.

  In the next step S10, the number of operating PTC heaters 37 and the operating state of the electric heat defogger are determined. First, the determination of the number of operating PTC heaters 37 will be described. In step S10, the number of operating PTC heaters 37 is determined according to the outside air temperature Tam, the temporary air mix opening SWdd determined in step S51, and the cooling water temperature Tw. To decide.

  Details of step S10 will be described with reference to the flowchart of FIG. First, in step S101, it is determined whether or not the PTC heater 37 needs to be operated based on the outside air temperature. Specifically, it is determined whether or not the outside air temperature detected by the outside air sensor 52 is higher than a predetermined temperature (26 ° C. in the present embodiment).

  If it is determined in step S101 that the outside air temperature is higher than 26 ° C., it is determined that the blowing temperature assist by the PTC heater 37 is not necessary, and the process proceeds to step S105, where the number of operation of the PTC heater 37 is reduced to zero. decide. On the other hand, if it is determined in step S101 that the outside air temperature is lower than 26 ° C., the process proceeds to step S102.

  In steps S102 and S103, it is determined whether or not the PTC heater 37 needs to be operated based on the provisional air mix opening degree SWdd. Here, since the provisional air mix opening degree SWdd becomes small means that it is less necessary to heat the blown air in the heating cool air passage 33, so the air mix opening degree SW becomes small. Accordingly, the necessity of operating the PTC heater 37 is reduced.

  Therefore, in step S102, the air mix opening SW determined in step S5 is compared with a predetermined reference opening, and the air mix opening SW is equal to or less than the first reference opening (100% in this embodiment). If there is, it is not necessary to operate the PTC heater 37, and the PTC heater operation flag f (SW) = OFF is set.

  On the other hand, if the air mix opening is equal to or greater than the second reference opening (110% in this embodiment), it is assumed that the PTC heater 37 needs to be operated, and the PTC heater operation flag f (SW) = ON. . The opening difference between the first reference opening and the second reference opening is set as a hysteresis width for preventing control hunting.

  In step S103, if the PTC heater operation flag f (SW) determined in step S102 is OFF, the process proceeds to step S105, and the number of operation of the PTC heater 37 is determined to be zero. On the other hand, if the PTC heater operation flag f (SW) is ON, the process proceeds to step S104, the number of operation of the PTC heater 37 is determined, and the process proceeds to step S11.

  In step S104, the number of operating PTC heaters 37 is determined according to the cooling water temperature Tw. Specifically, when the cooling water temperature Tw is in an increasing process, if the cooling water temperature Tw <the first predetermined temperature T1, the number of operation is three, and the first predetermined temperature T1 ≦ the cooling water temperature Tw <second. If the predetermined temperature T2, the number of operation is two, and if the second predetermined temperature T2 ≦ cooling water temperature Tw <the third predetermined temperature T3, the number of operation is one, and the third predetermined temperature T3 ≦ the cooling water temperature Tw. If there is, the number of operation is 0.

On the other hand, when the cooling water temperature Tw is in the descending process, if the fourth predetermined temperature T4 <the cooling water temperature Tw, the number of operation is zero, and the fifth predetermined temperature T5 <the cooling water temperature Tw ≦ the fourth predetermined temperature T4. If so, the number of operation is one, and if the sixth predetermined temperature T6 <cooling water temperature Tw ≦ the fifth predetermined temperature T2, the number of operation is two, and if the cooling water temperature Tw ≦ the sixth predetermined temperature T6, the operation is performed. The number proceeds to step S11, and the process proceeds to step S11. Each predetermined temperature has a relationship of T3>T2>T4>T1>T5> T6. In the present embodiment, specifically, T3 = 75 ° C., T2 = 70. ° C, T4 = 67.5 ° C, T1 = 65 ° C, T5 = 62.5 ° C, and T6 = 57.5 ° C. Further, the temperature difference between the predetermined temperatures in the ascending process and the descending process is set as a hysteresis width for preventing control hunting.

  As for the electric heat defogger, the electric heat defogger is operated 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.

  In the next step S11, a request signal output from the air conditioning control device 50 to the driving force control device 70 is determined. Examples of the request signal include an engine EG operation request signal (engine ON request signal) and an engine EG operation stop signal (engine OFF request signal).

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

  On the other hand, in the plug-in hybrid vehicle according to the present embodiment, when traveling in the EV operation mode, the traveling drive force may be obtained only from the traveling electric motor. Even in the HV operation mode, the assist amount of the electric motor for traveling may increase and the output of the engine EG may decrease. For this reason, even if a high heating capacity is required, the cooling water temperature Tw may not rise until it reaches a temperature sufficient as a heat source for heating.

  Therefore, in the vehicle air conditioner 1 of the present embodiment, when the cooling water temperature Tw does not rise to a temperature sufficient as a heat source for heating even though a high heating capacity is required, the cooling water temperature Tw is set. In order to raise, a request signal is output from the air conditioning control device 50 to the driving force control device 70 so as to operate the engine EG at a predetermined rotational speed. Thereby, the cooling water temperature Tw is raised to obtain a high heating capacity.

  Details of step S11 will be described with reference to the flowcharts of FIGS. First, in step S1101, the blowout temperature rise amount ΔTptc is determined based on the number of operating PTC heaters 37 determined in step S10. This ΔTptc is the temperature rise due to the amount of heat generated by the PTC heater 37 among the amount of air temperature rise due to the operation of the PTC heater 37, that is, the temperature of the air-conditioning air blown out from the outlets 24 to 26 into the vehicle interior Amount.

  Therefore, the blowout temperature rise amount ΔTptc becomes a high value as the number of operating PTC heaters 37 increases. In this embodiment, specifically, as shown in step S1101 of FIG. 7, if the number of operating PTC heaters 37 is 0, ΔTptc = 0 ° C., and if the number of operating PTC heaters is 1, ΔTptc = 3 If the number of operation is 2, ΔTptc = 6 ° C., and if the number of operation is 3, ΔTptc = 9 ° C.

  In subsequent step S1102, the cooling water target temperature f (TAO) is determined with reference to the control map stored in advance in the air conditioning control device 50 based on the TAO determined in step S4. This cooling water target temperature f (TAO) is a value determined as a cooling water temperature Tw that is desirable for the vehicle air conditioner to exhibit sufficient heating capacity.

  Therefore, the control step S1102 of the present embodiment constitutes a target temperature determining unit that determines the cooling water target temperature (f (TAO)). In the present embodiment, specifically, as shown in step S1102 of FIG. 7, it is determined that f (TAO) increases as TAO increases.

  In subsequent step S1103, the provisional upper limit temperature f of the cooling water is referred to by referring to a control map stored in advance in the air conditioning control device 50 based on the outside air temperature Tam and the number of the PTC heaters 37 determined in step S10. (TAMdisp) is determined. The provisional upper limit temperature f (TAMdisp) is a value determined so that the vehicle air conditioner can exhibit a certain amount of heating capability and further does not unnecessarily increase the operating frequency of the engine EG.

  In the present embodiment, specifically, as shown in step S1103 in FIG. 7, the provisional upper limit temperature f (TAMdisp) is determined to gradually decrease as the outside air temperature Tam increases. Furthermore, the provisional upper limit temperature f (TAMdisp) is determined to decrease as the number of operating PTC heaters 37 decreases.

  In the subsequent step S1104, an operation mode correction term f (operation mode) to be added to the temporary upper limit temperature f (TAMdisp) is determined based on the vehicle operation mode. Specifically, in step S1104, if the vehicle operation mode is the HV operation mode, the operation mode correction term f (operation mode) is determined to be 0 ° C. regardless of whether or not the economy switch is turned on.

  On the other hand, when the operation mode is the EV operation mode and the economy switch is turned on, the operation mode correction term f (operation mode) is determined to be −5 ° C. Furthermore, when the operation mode is the EV operation mode and the economy switch is not turned on, the operation mode correction term f (operation mode) is determined to be 0 ° C.

  More specifically, in step S1104, as described in step S1107, which will be described later, when in the EV operation mode and when the economy switch is turned on (ON), compared to in the HV operation mode. The operation mode correction term f (operation mode) is determined so that the engine OFF water temperature Twoff described later is determined to be a low temperature.

  In the hybrid vehicle of the present embodiment, as described above, when the remaining charge SOC of the battery 81 is greater than or equal to the predetermined reference remaining charge for travel, the remaining charge SOC of the battery 81 is sufficient. The EV operation mode is used, and when the remaining battery charge SOC of the battery is smaller than the reference remaining charge for driving, the HV operation mode is set assuming that the remaining charge SOC of the battery 81 is insufficient.

  More specifically, the operation mode is determined as shown in the chart of FIG. Further, when the EV cancel switch that requests the driving force control device 70 not to execute the EV operation mode is turned on (ON) by the occupant's operation, the remaining charge SOC of the battery 81 is sufficient. Even so, the HV operation mode is set.

  Next, in step S1105, an economy correction term f (economy) to be added to the temporary upper limit temperature f (TAMdisp) is determined based on whether or not the economy switch is turned on (ON). Specifically, in step S110, if the economy switch is turned on, the economy correction term f economy) is determined to be −5 ° C., and if it is not turned on, the economy correction term f economy) is set to 0 ° C. To decide.

  More specifically, in step S1105, as will be described in step S1107, which will be described later, when the economy switch as the power saving request means is turned on (ON) than when it is not turned on (OFF). The economy correction term f (economy) is determined so that the engine OFF water temperature Twoff is determined to be a low temperature.

  In subsequent step S1106, a set temperature correction term f (set temperature) to be added to the provisional upper limit temperature f (TAMdisp) is determined based on the vehicle interior target temperature Tset set by the vehicle interior temperature setting switch. Specifically, in step S1106, if the vehicle interior target temperature Tset is less than 28 ° C, the set temperature correction term f (set temperature) is determined to be 0 ° C, and if it is 28 ° C or more, the set temperature correction term. Determine f (set temperature) at 5 ° C.

  More specifically, in step S1106, as described in step S1107, which will be described later, a vehicle interior target temperature Tset set by a vehicle interior temperature setting switch, which is a target temperature setting means, is a predetermined reference vehicle interior target temperature. (In this embodiment, the set temperature correction term f (set temperature) is determined so that the engine OFF water temperature Twoff increases when the temperature is 28 ° C. or higher. In other words, the set temperature correction term f (set temperature) is determined so that the engine OFF water temperature Twoff is determined to be low as the vehicle interior target temperature Tset decreases.

  Next, in step S1107 shown in FIG. 8, the engine ON water temperature Twon and the engine OFF water temperature as determination threshold values used for determining whether or not to output an operation request signal or an operation stop signal for the engine EG based on the coolant temperature Tw. Determine Twoff. The engine ON water temperature Twon is a cooling water temperature Tw that is a criterion for determining that a stop request signal is output, and the engine OFF water temperature Twoff is a criterion for determining that an operation stop signal for the engine EG is output. Is the cooling water temperature Tw.

  That is, the engine OFF water temperature Toff is a value that becomes the upper limit temperature when the driving force control device 70 operates the engine EG to raise the cooling water temperature Tw. That is, the driving force control device 70 operates the engine EG until the cooling water temperature Tw becomes the engine OFF water temperature Twoff when raising the cooling water temperature Tw. Therefore, the control step S1107 of the present embodiment constitutes an upper limit temperature determining unit.

  Specifically, as shown in step S1107 of FIG. 8, the engine OFF water temperature Twoff is operated to a value obtained by subtracting the blowout temperature rise amount ΔTptc from the cooling water target temperature f (TAO), which is a temporary upper limit temperature f (TAMdisp). Of the value obtained by adding the mode correction term f (operation mode), economy correction term f (economy), set temperature correction term f (set temperature), and 70 ° C, the smallest value is compared with 30 ° C. Determine the larger value of the smallest value and 30 ° C.

  Here, the value obtained by subtracting the blowout temperature rise amount ΔTptc from the cooling water target temperature f (TAO) in step S1107 (A in step S1107 in FIG. 8) is used for the vehicle air conditioner 1 to exhibit sufficient heating capacity. Since this is a value obtained by subtracting the temperature rise caused by operating the PTC heater 37 from the desired cooling water temperature Tw, if this temperature is set as the engine OFF water temperature Twoff, the vehicle air conditioner 1 can surely exhibit sufficient heating capacity. Can do.

  Next, a value obtained by adding the correction terms f (operation mode), f (economy), and f (set temperature) to the temporary upper limit temperature f (TAMdisp) (B in step S1107 in FIG. 8) is unnecessarily determined. Since the cooling water temperature Tw that does not increase the operating frequency of the EG is a value that is corrected based on the operation mode, the state of the economy switch being turned on, the vehicle interior target temperature Tset, etc., if this temperature is set as the engine OFF water temperature Twoff, Increase in operating frequency can be suppressed.

  Further, 70 ° C. (C in step S1107 in FIG. 8) is the same value as the maximum value of the provisional upper limit temperature f (TAMdisp) determined in step S1103, and is used to reliably output an engine operation stop signal. It is a value determined as a value for protection.

  Therefore, by adopting the smallest value of these, the engine OFF water temperature Twoff is not increased by the desired cooling water temperature Tw or the operating frequency of the engine EG for the vehicle air conditioner to exhibit a high heating capacity. The cooling water temperature Tw can be determined.

  In addition, by determining the larger one of these values and the 30 ° C. determined as the lower limit for reliably outputting the engine stop signal, the engine OFF water temperature Twoff is determined. And it can suppress reliably that the action | operation of engine EG will be continued by the request | requirement of the air conditioner 1 for vehicles.

  On the other hand, the engine ON water temperature Twon is determined to be lower by a predetermined value (5 ° C. in the present embodiment) than the engine OFF water temperature Toff in order to prevent frequent engine ON / OFF. The value is set as a hysteresis width for preventing control hunting.

  In the subsequent step S1108, a temporary request signal flag f (Tw) indicating whether or not to output an operation request signal or an operation stop signal for the engine EG is determined according to the coolant temperature Tw. Specifically, if the cooling water temperature Tw is lower than the engine ON water temperature Twon determined in step S1107, the provisional request signal flag f (Tw) = ON is temporarily determined to output the engine EG operation request signal. If the cooling water temperature Tw is higher than the engine OFF water temperature Twoff, the provisional request signal flag f (Tw) = OFF is temporarily determined to output the engine EG operation stop signal.

  In subsequent step S1109, based on the operating state of the blower 32, the target blowing temperature TAO, and the temporary request signal flag f (Tw), the driving force control device is referred to with reference to a control map stored in the air conditioning control device 50 in advance. The request signal output to 70 is determined, and the process proceeds to step S12 shown in FIG.

  Specifically, in step S1109, when the blower 32 is operating and the target blowout temperature TAO is less than 28 ° C., the engine EG is used regardless of the temporary request signal flag f (Tw). Is determined to be a request signal for stopping.

  Further, when the blower 32 is operating and the target blowing temperature TAO is 28 ° C. or higher, if the temporary request signal flag f (Tw) is ON, the request signal for operating the engine EG is determined. If the temporary request signal flag f (Tw) is OFF, the request signal is determined to stop the engine EG. Furthermore, when the blower 32 is not operating, the request signal for stopping the engine EG is determined regardless of the target blowing temperature TAO and the temporary request signal flag f (Tw).

  Next, in step S12 shown in FIG. 4, 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 in the cooling water circuit 40. Details of step S12 will be described with reference to the flowchart of FIG. First, in step S121, it is determined whether or not the coolant temperature Tw is higher than the blown air temperature TE.

  In step S121, when the cooling water temperature Tw is equal to or lower than the blown air temperature TE, the process proceeds to step S124, and it is determined to stop (OFF) the cooling water pump 40a. The reason is that if the cooling water flows to the heater core 36 when the cooling water temperature Tw is equal to or lower than the blown air temperature TE, the cooling water flowing through the heater core 36 cools the air after passing through the evaporator 15. Therefore, the temperature of the air blown from the outlet is lowered.

  On the other hand, when the cooling water temperature Tw is higher than the blown air temperature TE in step S121, the process proceeds to step S122. In step S122, it is determined whether the blower 32 is operating. When it is determined in step S122 that the blower 32 is not operating, the process proceeds to step S124, and it is determined to stop (OFF) the cooling water pump 40a for power saving.

  On the other hand, when it determines with the air blower 32 operating in step S122, it progresses to step S123 and determines operating the cooling water pump 40a (ON). As a result, the cooling water pump 40a operates and the cooling water circulates in the refrigerant circuit, so that the cooling air flowing through the heater core 36 and the air passing through the heater core 36 can be heat-exchanged to heat the blown air. .

  Next, in step S13, it is determined whether or not the seat air conditioner 90 needs to be operated. The operating state of the seat air conditioner 90 is based on the target blowing temperature TAO determined in step S5, the operating state of the PTC heater 37 determined in step S10, the vehicle interior target temperature Tset read in step S2, and the outside air temperature Tam. It is determined with reference to a control map stored in the air conditioning control device 50 in advance.

  Specifically, the target outlet temperature TAO is lower than 100 ° C., the PTC heater 37 is operating, and the outside air temperature Tam is equal to or lower than a predetermined reference outside air temperature. Further, when the vehicle interior target temperature Tset is lower than a predetermined reference seat air conditioning operating temperature, it is determined that the seat air conditioner 90 is operated (ON).

  Further, when the target outlet temperature TAO is 100 ° C. or higher, it is determined that the seat air conditioner 90 is operated (ON) regardless of the operating state of the PTC heater 37, the outside air temperature Tam, and the vehicle interior target temperature Tset. To do. Furthermore, even if the condition for operating (ON) the seat air conditioner 90 is satisfied, the seat air conditioner 90 may be deactivated (OFF) when the economy switch of the operation panel 60 is turned on.

  Next, in step S14, various devices 32, 12a, 61, 62, 63, 64, 12a, 37, 40a, and so on are provided from the air conditioning control device 50 so that the control state determined in the above-described steps S5 to S13 is obtained. A control signal and a control voltage are output to 80. Further, the request signal output means 50c transmits the operation request signal for the engine EG determined in step S11 to the driving force control device 70.

  Next, in step S15, the system waits for the control period τ, and returns to step S2 when it is determined that the control period τ has elapsed. In the present embodiment, the control cycle τ is 250 ms. This is because the air conditioning control in the passenger compartment does not adversely affect the controllability even if the control period is slower than the engine control or the like. As a result, it is possible to suppress a communication amount for air conditioning control in the vehicle and 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 operates as described above, the blown air blown from the blower 32 is cooled by the evaporator 15. The cold air cooled by the evaporator 15 flows into the heating cold air passage 33 and the cold air bypass passage 34 according to the opening degree of the air mix door 39.

  The cold air flowing into the heating cold air passage 33 is heated when passing through the heater core 36 and the PTC heater 37, and is mixed with the cold air that has passed through the cold air bypass passage 34 in the mixing space 35. Then, the conditioned air whose temperature has been adjusted in the mixing space 35 is blown out from the mixing space 35 into the vehicle compartment via each outlet.

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

  Further, in the vehicle air conditioner 1 of the present embodiment, as explained in the control steps S1104 and S1107, the control step S1107 as the upper limit temperature determining means is in the EV operation mode and the economy switch is turned on. (ON) The operation mode correction term f (operation mode) is determined so that the engine OFF water temperature Toff is lower than that in the HV operation mode.

  Therefore, in the EV operation mode and when the economy switch is turned on (ON), the engine EG is operated to increase the cooling water temperature Tw to a temperature sufficient as a heat source for heating. However, the coolant temperature Tw easily reaches the engine OFF water temperature Twoff, and the engine EG is easily stopped. As a result, the operating frequency of the internal combustion engine EG for raising the cooling water temperature in the EV operation mode can be reduced.

  Further, in the HV rotation mode, the internal combustion engine side driving force becomes larger than the motor side driving force, and the cooling water temperature Tw is likely to be raised. Therefore, the frequency of operating the engine EG to raise the cooling water temperature Tw is low. . As a result, as in this embodiment, by reducing the operating frequency of the engine EG during the EV operation mode, the engine EG for raising the temperature of the cooling water temperature Tw to a temperature sufficient as a heat source for heating. The operating frequency can be effectively reduced.

  As a result, according to the hybrid vehicle of the present embodiment, the deterioration of the vehicle fuel consumption in the EV operation mode in which the motor-side driving force is larger than the internal combustion engine-side driving force is suppressed, and the low noise and exhaust that are closer to the electric vehicle. It can be brought closer to a vehicle with less gas. Furthermore, it is possible to prevent the passenger from feeling uncomfortable that the engine frequently operates in spite of the EV operation mode.

  Furthermore, when the EV switch is in the EV operation mode and the economy switch is turned on (ON), the engine OFF water temperature Twoff is lowered than in the HV operation mode. Therefore, when the economy switch is not turned on The heating capacity equivalent to that in the HV operation mode can be exhibited. Therefore, a high feeling of heating can be provided to the occupant who prioritizes improving the heating feeling over improving the vehicle fuel consumption.

  Of course, when priority is given to improving vehicle fuel efficiency, the operation mode correction term f (operation mode) is set so that the engine OFF water temperature Toff is lower in the EV operation mode than in the HV operation mode, regardless of the state of the economy switch being turned on. ) May be determined.

  In the present embodiment, as described in control step S1105, when the economy switch as the power saving request means is turned on (ON), the engine OFF water temperature Twoff is greater than when the economy switch is not turned on (OFF). The economy correction term f (economy) is determined so that is determined to be a low temperature.

  Therefore, when power saving is required by the occupant's will, the operating frequency of the engine EG can be reduced. Furthermore, since power saving is required according to the occupant's will, even if a slight decrease in the heating capacity occurs, there is no discomfort to the occupant.

  Further, in this embodiment, as described in the control step S1106, the engine OFF water temperature Twoff is determined to be low as the vehicle interior target temperature Tset set by the vehicle interior temperature setting switch as the target temperature setting means decreases. Thus, the set temperature correction term f (set temperature) is determined.

  Therefore, the operation frequency of the engine EG can be reduced as the vehicle interior target temperature Tset is set low. Furthermore, since the vehicle interior target temperature Tset is set low depending on the will of the occupant, even if a slight decrease in the heating capacity occurs, the occupant is not uncomfortable.

  Furthermore, when the passenger feels that the feeling of heating is insufficient, the set temperature correction term f (set temperature) can be set to 0 by raising the vehicle interior target temperature Tset by the vehicle interior temperature setting switch. A high feeling of heating can be provided to the occupant without providing a special input means for changing the value of the OFF water temperature Twoff.

(Second Embodiment)
In the first embodiment, the example in which the operating frequency of the engine EG is reduced by reducing the upper limit temperature Twoff of the cooling water in the EV operation mode by lowering the upper limit temperature Twoff of the cooling water than in the HV operation mode has been described. An example in which the operation frequency of the engine EG is reduced by changing the control flow of step S11 of the embodiment as shown in FIGS. 11 and 12 to shorten the operation time of the engine EG will be described.

  Specifically, in the control step S11 of the present embodiment, as shown in FIG. 11, the blowout temperature rise amount ΔTptc is determined in step S1101 as in the first embodiment, and the cooling water target temperature f is determined in step S1102. (TAO) is determined, and a temporary upper limit temperature f (TAMdisp) is determined in step S1103.

  Further, in step S1105 following step S1103, the economy correction term f (economy) is determined as in the first embodiment, and in the subsequent step S1106, the set temperature correction term f (set temperature) is determined. Next, in step S1127 shown in FIG. 12, the engine ON water temperature Twon and the engine OFF water temperature Toff are determined. Therefore, the control step S1127 of the present embodiment constitutes an upper limit temperature determining unit.

  In step S1127 of the present embodiment, the value obtained by subtracting the blowout temperature rise amount ΔTptc from the cooling water target temperature f (TAO) (A in step S1127 in FIG. 12), and the temporary upper limit temperature f (TAMdisp), the economy correction term f ( (Economy) and the set temperature correction term f (set temperature) (B in Step S1127 in FIG. 12) and 70 ° C. (C in Step S1127 in FIG. 12), the smallest value is 30 ° C. And the larger value of the smallest value and 30 ° C. is determined.

  Furthermore, in step S1127, a value 5 ° C. lower than the engine OFF water temperature Toff is determined as the engine ON water temperature Twon, and the process proceeds to step S1108. In step S1108, the temporary request signal flag f (Tw) is determined as in the first embodiment.

  Next, in step S1128, an engine ON permission flag f (time) is determined. The engine ON permission flag f (time) is a flag for permitting the request signal output means 50a to output a request signal for operating the engine EG as time passes.

  Accordingly, if a request signal for operating the engine EG or a request signal for stopping the engine is determined using the engine ON permission flag f (time), the engine EG is substantially operated as compared with the case where the engine EG is continuously operated. A request signal for shortening the operation time of the engine EG is output.

  In the present embodiment, specifically, the engine ON permission flag f (time) = 1 is set and a request signal for operating the engine EG is output until the reference operation time (in this embodiment, 5 minutes) elapses. After that, a cycle in which the engine ON permission flag f (time) = 0 is set and the output of the request signal for operating the engine EG is prohibited until the reference stop time (1 minute in the present embodiment) elapses. repeat.

  In the subsequent step S1129, based on the operating state of the blower 32, the target blowing temperature TAO, the temporary request signal flag f (Tw), the vehicle operation mode, the economy switch on state, and the engine ON permission flag f (time) in advance. With reference to the control map stored in the air conditioning control device 50, a request signal output to the driving force control device 70 is determined, and the process proceeds to step S12.

  Specifically, in step S1129, when the blower 32 is operating and the target blowing temperature TAO is less than 28 ° C., the temporary request signal flag f (Tw), the vehicle operation mode, A request signal for stopping the engine EG is determined regardless of the state of the economy switch being turned on and the engine ON permission flag f (time).

  Further, when the blower 32 is operating and the target blowout temperature TAO is 28 ° C. or higher, the temporary request signal flag f (Tw) is ON, and the operation mode is the HV operation mode. The signal for operating the engine EG is determined.

  Further, when the blower 32 is operating, the target blowing temperature TAO is 28 ° C. or higher, the temporary request signal flag f (Tw) is ON, the operation mode is the EV operation mode, and If the economy switch is not turned on, a signal for operating the engine EG is determined.

  Further, when the blower 32 is operating, the target blowing temperature TAO is 28 ° C. or higher, the temporary request signal flag f (Tw) is ON, the operation mode is the EV operation mode, and When the economy switch is turned on, if the engine ON permission flag f (time) is 0, it is determined as a signal for stopping the engine EG, while if the engine ON permission flag f (time) is 1, The signal is determined to activate the engine EG.

  In addition, when the blower 32 is operating and the target blowing temperature TAO is 28 ° C. or more and the temporary request signal flag f (Tw) is OFF, the operation mode and the economy switch are turned on. In addition, the request signal for stopping the engine EG is determined regardless of the engine ON permission flag f (time).

  Further, when the blower 32 is not operating, the engine EG is used regardless of the target blowing temperature TAO, the temporary request signal flag f (Tw), the operation mode, the economy switch on state, and the engine ON permission flag f (time). Is determined to be a request signal for stopping.

  More specifically, in step S1129, a request signal for operating the engine using the engine ON permission flag f (time) when in the EV operation mode and when the economy switch is turned on (ON). Alternatively, a request signal to be stopped is determined. Therefore, when the EV operation mode is set and the economy switch is turned on (ON), the operation time of the engine EG can be shortened compared with the HV operation mode.

  Other operations and configurations are the same as those in the first embodiment. Therefore, according to the vehicle air conditioner 1 of the present embodiment, the same effect as that of the first embodiment can be obtained.

  That is, according to the vehicle air conditioner 1 of the present embodiment, as described in step S1129, the EV operation is performed more than the operation time for operating the engine EG to raise the cooling water temperature Tw in the HV operation mode. It is possible to shorten the operating time of the engine EG when in the mode and when the economy switch is turned on.

  Therefore, the operating frequency of the engine EG for raising the coolant temperature Tw during the EV operation mode can be reduced. As a result, the operating frequency of the engine EG for raising the cooling water temperature Tw to a temperature sufficient as a heating heat source can be effectively reduced, and the same effect as in the first embodiment can be obtained. Can do.

  Further, in the present embodiment, when the economy switch is turned on (ON) by the occupant's will and power saving is required, the operating time of the engine EG is shortened, so that the heating capacity is slightly reduced. Even if this occurs, there is no discomfort to the passenger.

  Of course, also in this embodiment, when priority is given to improving the vehicle fuel consumption, the engine ON permission flag f (time) in the EV operation mode regardless of the state of the economy switch regardless of the state of the economy switch. May be used to determine a request signal for operating the engine or a request signal for stopping the engine.

(Third embodiment)
In this embodiment, the operation of the engine EG for raising the cooling water temperature Tw to a temperature sufficient as a heat source for heating by changing the engine OFF water temperature Twoff that is the upper limit temperature according to the outlet mode. An example of reducing the frequency will be described.

  Here, in the vehicle air conditioner 1 according to the present embodiment, in order to realize a comfortable air conditioning feeling of the head-and-foot heat type in the bi-level mode in which blown air is blown out from both the face air outlet 24 and the foot air outlet 25, The temperature of the blown air blown from the foot blower outlet 25 is set higher than the blown air blown from the blower outlet 24.

  For this reason, when the bi-level mode is selected as the air outlet mode, the blown air that is blown out from the foot air outlet 25 by raising the engine OFF water temperature Twoff than when another air outlet mode is selected. Is raising the temperature. However, when the bi-level mode is selected, if the engine OFF water temperature Twoff is set higher than when another air outlet mode is selected, the operating frequency of the engine EG is increased.

  Therefore, in the present embodiment, the control flow in step S8 of FIG. 4 of the first embodiment is changed as shown in the flowchart of FIG. 13, and the control flow of step S11 in FIG. 4 is shown in the flowchart of FIG. Has been changed. First, in step S81 of FIG. 13, the air outlet mode flag f (air outlet) is determined based on the target air temperature TAO with reference to a control map stored in the air conditioning control device 50 in advance.

  Specifically, when TAO is in the rising process, if TAO <30 ° C., the air outlet mode flag f (air outlet) is set to the face mode, and if 30 ° C. ≦ TAO <40, the bi-level mode is set. If ℃ ≦ TAO, the foot mode is set. On the other hand, when TAO is in the descending process, the foot mode is set if 38 <TAO, the bi-level mode is set if 28 <TAO ≦ 38 ° C., and the face mode is set if TAO ≦ 28 ° C.

  In the subsequent step S82, it is determined whether or not the air outlet mode flag f (air outlet) is in the bi-level mode. When it is determined in step S82 that the air outlet mode flag f (air outlet) is in the bi-level mode, the process proceeds to step S83. On the other hand, when it is determined in step S82 that the air outlet mode flag f (air outlet) is not in the bi-level mode, the process proceeds to step S84, and the air outlet mode is changed to the air outlet mode flag f (air outlet). The same mode is determined, and the process proceeds to step S9.

  In step S83, it is determined whether or not the coolant temperature Tw is higher than the reference coolant temperature (45 ° C. in the present embodiment). This reference cooling water temperature is determined as a temperature at which sufficiently high temperature blown air can be blown out from the foot outlet 25. If it is determined in step S83 that the coolant temperature Tw is higher than 45 ° C., the process proceeds to step S85, the blower outlet mode is determined as the bi-level mode, and the process proceeds to step S9.

  On the other hand, when it determines with the cooling water temperature Tw not being higher than 45 degreeC in step S83, it progresses to step S86, determines a blower outlet mode to foot mode, and progresses to step S9. Thus, in the present embodiment, the bi-level mode is determined only when the cooling water temperature Tw is higher than the reference cooling water temperature and blown air having a sufficiently high temperature can be blown from the foot outlet 25. Yes.

  Next, based on the flowchart of FIG. 14, the control flow of control step S11 of this embodiment is demonstrated. In steps S1101 to S1106 of FIG. 14, just as in the second embodiment, determination of the blowout temperature rise amount ΔTptc (S1101) → determination of the cooling water target temperature f (TAO) (S1102) → temporary upper limit temperature f (TAMdisp) ) (S1103) → Economy correction term f (economy) (S1105) → Set temperature correction term f (set temperature) is determined (S1106).

  Since steps S1101 to S1106 in FIG. 14 are exactly the same as those in FIG. 12 of the second embodiment, the control map and the like are omitted in FIG. 14 for clarity of illustration.

  In subsequent step S1137, an engine ON water temperature Twon and an engine OFF water temperature Toff are determined. Therefore, the control step S1137 of the present embodiment constitutes an upper limit temperature determining unit. First, if the air outlet mode flag f (air outlet) is in the bi-level mode and the operation mode is the HV operation mode, the engine OFF water temperature Twoff is set to a predetermined reference OFF temperature (in this embodiment, 55 ° C.). ).

  This reference OFF temperature is higher than the engine OFF water temperature Toff determined when the air outlet mode flag f (air outlet) is in the bi-level mode and the operation mode is the HV operation mode. Is set to Further, except when the air outlet mode flag f (air outlet) is in the bi-level mode and the operation mode is the HV operation mode, the engine OFF water temperature is the same as in step S1127 of the second embodiment. Determine Twoff.

  That is, an economy correction term f (economy) and a set temperature correction are added to a value obtained by subtracting the blowout temperature rise amount ΔTptc from the cooling water target temperature f (TAO) (A in step S1137 in FIG. 14), the temporary upper limit temperature f (TAMdisp). Of the value obtained by adding the term f (set temperature) (B in step S1127 in FIG. 14) and 70 ° C. (C in step S1127 in FIG. 14), the smallest value is compared with 30 ° C. It is determined to be the larger one of the smallest value and 30 ° C.

  Further, in step S1137, a value 5 ° C. lower than the engine OFF water temperature Toff is determined as the engine ON water temperature Twon, and the process proceeds to step S1108. In step S1108 and step S1109, as in the first embodiment, the provisional request signal flag f (Tw) is determined (step S1108) → the request signal output to the driving force control device 70 is determined (step S1109). The

  Other operations and configurations are the same as those in the first embodiment. Therefore, according to the vehicle air conditioner 1 of the present embodiment, as described in the control step S1137 constituting the upper limit temperature determining means, the air outlet mode flag f (air outlet) is in the bi-level mode, and The engine OFF water temperature Twoff in other cases (for example, in the EV operation mode) is determined to be a lower value than the engine OFF water temperature Twoff when the operation mode is the HV operation mode.

  Thereby, the bi-level mode is selected in the EV operation mode, and even if the engine EG is operated to raise the temperature of the cooling water, the cooling water temperature Tw easily reaches the engine OFF water temperature Toff, and the engine EG is stopped. It becomes easy to let you. As a result, when the bi-level mode is selected during the EV operation mode, the operation frequency of the internal combustion engine EG for raising the cooling water temperature Tw can be reduced.

(Fourth embodiment)
In the present embodiment, a modification of the third embodiment will be described. That is, in the third embodiment, the vehicle air conditioner applied to the plug-in hybrid vehicle has been described. However, the increase in the operating frequency of the engine EG in the bi-level mode described above is limited to the plug-in hybrid vehicle described above. This occurs even in a normal hybrid vehicle.

  Therefore, in the present embodiment, the engine EG is operated or stopped according to the traveling load of the vehicle and the like and driven from both the engine EG and the traveling electric motor without performing switching control between the HV operation mode and the EV operation mode. The vehicle air conditioner 1 is applied to a normal hybrid vehicle that switches between a traveling state in which power is obtained and a traveling state in which the engine EG is stopped and a driving force is obtained only from the electric motor for traveling.

  Furthermore, in the vehicle air conditioner 1 of the present embodiment, the control flow in step S11 of FIG. 4 is changed as shown in the flowchart of FIG. 15 with respect to the third embodiment. Specifically, in steps S1101 to S1106 in FIG. 15, the same control process as in the third embodiment is performed. Since steps S1101 to S1106 in FIG. 15 are exactly the same as those in FIG. 14 of the third embodiment, the control map and the like are not shown in FIG. 15 for the sake of clarity.

  In the following step S1147, the engine ON water temperature Twon and the engine OFF water temperature Toff are determined. Therefore, the control step S1147 of the present embodiment constitutes an upper limit temperature determining unit. First, when the air outlet mode flag f (air outlet) is in the bi-level mode and the economy switch is not turned on, the engine OFF water temperature Toff is set to a predetermined reference OFF temperature (55 in this embodiment). ° C).

  As in the third embodiment, this reference OFF temperature is determined except when the air outlet mode flag f (air outlet) is in the bi-level mode and the operation mode is the HV operation mode. It is set to be larger than the OFF water temperature Twoff.

  Further, except for the case where the air outlet mode flag f (air outlet) is in the bi-level mode and the economy switch is not turned on, the same as step S1127 of the second embodiment or step S1137 of the third embodiment. Next, the engine OFF water temperature Toff is determined.

  Further, in step S1137, a value 5 ° C. lower than the engine OFF water temperature Toff is determined as the engine ON water temperature Twon, and the process proceeds to step S1108. In step S1108 and step S1109, as in the first embodiment, the provisional request signal flag f (Tw) is determined (step S1108) → the request signal output to the driving force control device 70 is determined (step S1109). The

  Other operations and configurations are the same as those in the first embodiment. Therefore, according to the vehicle air conditioner 1 of the present embodiment, as described in the control step S1147 constituting the upper limit temperature determining means, the air outlet mode flag f (air outlet) is in the bi-level mode, and The engine OFF water temperature Twoff in other cases (for example, when the economy switch is turned on) is set to a lower value than the engine OFF water temperature Twoff when the economy switch is not turned on.

  Thereby, for example, even when the engine EG is operated to raise the temperature of the cooling water when the economy switch is turned on, the cooling water temperature Tw easily reaches the engine OFF water temperature Toff, and the engine EG It becomes easy to stop. As a result, when the economy switch is turned on, the operating frequency of the internal combustion engine EG for raising the cooling water temperature Tw can be reduced.

(Fifth embodiment)
In this embodiment, an example will be described in which the operating frequency of the engine EG for raising the temperature of the cooling water is decreased by changing the temperature range β obtained by subtracting the engine ON water temperature Twon from the engine OFF water temperature Twoff. Specifically, in the present embodiment, the control flow in step S11 of FIG. 1 is changed as shown in the flowchart of FIG. 16 with respect to the first embodiment.

  Specifically, in steps S1101 to S1106 in FIG. 16, exactly the same control processing as in the third and fourth embodiments is performed. Since steps S1101 to S1106 in FIG. 16 are exactly the same as those in FIGS. 14 and 15 of the third and fourth embodiments, the control map and the like are not shown in FIG. 16 for clarity of illustration. .

  In subsequent step S1157, engine OFF water temperature Toff and engine ON water temperature Twon are determined. Therefore, the control step S1157 of the present embodiment constitutes upper and lower limit temperature determining means.

  As for the engine OFF water temperature Toff, similarly to step S1127 of the second embodiment, a value obtained by subtracting the blowing temperature increase amount ΔTptc from the cooling water target temperature f (TAO) (A in step S1157 in FIG. 16), the provisional upper limit temperature. A value obtained by adding an economy correction term f (economy) and a set temperature correction term f (set temperature) to f (TAMdisp) (B in step S1157 in FIG. 16), and 70 ° C. (C in step S1157 in FIG. 16). Of these, the smallest value is compared with 30 ° C., and the largest value of the smallest value and 30 ° C. is determined.

  On the other hand, a value lower by β ° C. than the engine OFF water temperature Toff is determined as the engine ON water temperature Twon, and the process proceeds to step S1108. In this embodiment, β = 7 ° C. when the economy switch is turned on (ON), and β = 5 ° C. when the economy switch is not turned on.

  In other words, in step S1157 of the present embodiment, when the economy switch is turned on (ON), the temperature range obtained by subtracting the engine ON water temperature Twon from the engine OFF water temperature Toff is greater than when the economy switch is not turned on ( β = Twoff−Twon) is expanded.

  In subsequent steps S1128 and S1129, the engine ON permission flag f (time) is determined in the same manner as in the second embodiment, and in step S1129, a request signal output to the driving force control device 70 is determined. Note that step S1129 of FIG. 16 is also exactly the same as FIG. 12 of the second embodiment, and therefore, the control map and the like are omitted in FIG. 16 for clarity of illustration.

  Other operations and configurations are the same as those in the first embodiment. Therefore, according to the vehicle air conditioner 1 of the present embodiment, in the control step S1157 constituting the upper and lower limit temperature determining means, the temperature is higher when the economy switch is turned on than when the economy switch is not turned on. Since the width β is increased, it is possible to make it difficult to operate the engine EG in order to raise the cooling water temperature.

  That is, if the upper limit temperature Twoff does not change in the control step S1157, the engine ON temperature Twon when the economy switch is turned on is lower than the engine ON temperature Twon when the economy switch is not turned on. Even if the cooling water temperature Tw decreases, it becomes difficult to operate the engine EG.

  Further, in the present embodiment, as in the second embodiment, it is in the EV operation mode and the economy is longer than the operation time for operating the engine EG to raise the cooling water temperature Tw in the HV operation mode. The operating time of the engine EG when the switch is turned on (ON) can be shortened.

  Therefore, the operating frequency of the engine EG for raising the coolant temperature Tw during the EV operation mode can be reduced. As a result, it is possible to effectively reduce the operating frequency of the engine EG for raising the cooling water temperature Tw to a temperature sufficient as a heat source for heating.

(Sixth embodiment)
In the present embodiment, the operating frequency of the engine EG for raising the temperature of the cooling water is changed by changing the engine OFF water temperature Twoff that is the upper limit temperature in accordance with the operating state of the seat air conditioner 90 that is auxiliary heating means. A reduced example will be described. Specifically, in the present embodiment, the control flow in step S11 in FIG. 1 is changed as shown in the flowchart in FIG. 17 with respect to the first embodiment.

  Specifically, in steps S1101 to S1105 in FIG. 17, the same control process as in the third to fifth embodiments is performed. Since steps S1101 to S1105 in FIG. 16 are exactly the same as those in FIGS. 14 to 16 in the third to fifth embodiments, the control map and the like are not shown in FIG. 17 for clarity of illustration. .

  In subsequent step S1165, the seat heater correction term f (seat heater) is determined with reference to the control map stored in advance in the air conditioning controller 50 based on the operating state of the seat air conditioner 90 and the outside air temperature Tam.

  Specifically, as shown in step S1165 of FIG. 17, when the seat air conditioner 90 is operating, the outside air temperature Tam is low (−10 ° C. or less in the present embodiment) and high temperature (this In the embodiment, at 15 ° C. or higher), the seat heater correction term f (seat heater) is determined to be 0 ° C.

  Further, when the outside air temperature Tam rises from a low temperature region toward an intermediate temperature region (in the present embodiment, −5 ° C. or more and 10 ° C. or less), the sheet heater correction term f (seat heater) is increased as Tam increases. ) Until -5 ° C. On the other hand, when Tam decreases from the high temperature range toward the intermediate temperature range, the sheet heater correction term f (sheet heater) is decreased to −5 ° C. as Tam decreases.

  In the subsequent step S1166, a set temperature correction term f (set temperature) to be added to the temporary upper limit temperature f (TAMdisp) is determined based on the vehicle interior target temperature Tset set by the vehicle interior temperature setting switch. Specifically, in step S1166, as shown in step S1166 of FIG. 17, if the vehicle interior target temperature Tset is less than 28 ° C., the set temperature correction term f (set temperature) is determined to be 0 ° C. If it is equal to or higher than ° C., the set temperature correction term f (set temperature) is determined to be 5 ° C.

  More specifically, in step S1166, as described in step S1107, which will be described later, as the vehicle interior target temperature Tset set by the vehicle interior temperature setting switch as the target temperature setting means decreases, the engine OFF water temperature The set temperature correction term f (set temperature) is determined so that Twoff is lowered.

  In subsequent step S1167, engine ON water temperature Twon and engine OFF water temperature Toff are determined. Therefore, the control step S1167 of the present embodiment constitutes an upper limit temperature determining unit.

  In step S1167 of this embodiment, the value obtained by subtracting the blowout temperature rise amount ΔTptc from the cooling water target temperature f (TAO) (A in step S1167 in FIG. 17), and the temporary upper limit temperature f (TAMdisp), the economy correction term f ( (Economy), a set temperature correction term f (set temperature) and a value obtained by adding the seat heater correction term f (seat heater) (B in step S1167 in FIG. 17) and 70 ° C. (C in step S1167 in FIG. 17). Of these, the smallest value is compared with 30 ° C., and the largest value is determined between the smallest value and 30 ° C.

  In step S1108 and step S1109, as in the first embodiment, the provisional request signal flag f (Tw) is determined (step S1108) → the request signal output to the driving force control device 70 is determined (step S1109). The Note that steps S1108 and S1109 in FIG. 17 are exactly the same as those in FIG. 8 of the first embodiment, and therefore, in FIG. 17, the control map and the like are not shown for clarity of illustration.

  Other operations and configurations are the same as those in the first embodiment. Therefore, according to the vehicle air conditioner 1 of the present embodiment, as explained in the control step S1167 constituting the upper limit temperature determining means, when the seat air conditioner 90 that is the auxiliary heating means is operating, the seat The engine OFF water temperature Twoff is determined to be a lower value than when the air conditioner 90 is not operating.

  Thereby, when the seat air conditioner 90 is operating, the cooling water temperature Tw easily reaches the engine OFF water temperature Twoff, and the engine EG is easily stopped. Furthermore, if the seat air-conditioning apparatus 90 is operating, even if the temperature of the blown air blown into the passenger compartment is low, a sufficient feeling of heating can be given to the occupant. As a result, the operating frequency of the internal combustion engine EG for raising the cooling water temperature Tw can be reduced without impairing the passenger's feeling of heating.

  Further, in the control step S1167, as the vehicle interior target temperature Tset decreases, the engine OFF water temperature Twoff is determined to be a low temperature. Therefore, even if the engine EG is operated to raise the cooling water temperature Tw, As the indoor target temperature Tset decreases, it becomes easier to stop it.

  Further, since the vehicle interior target temperature Tset is a value set according to the occupant's will, even when the vehicle interior target temperature Tset decreases, even if a slight decrease in heating capacity occurs, it may cause discomfort to the occupant. Absent.

  On the other hand, when the passenger feels that the feeling of heating is insufficient even when the seat air conditioner 90 is operating, the passenger raises the vehicle interior target temperature Tset using the vehicle interior temperature setting switch, thereby increasing the engine OFF water temperature Twoff. Can be made. Therefore, a high feeling of heating can be provided to the occupant without providing a special input means for increasing the engine OFF water temperature Twoff.

(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 the first embodiment described above, an example in which the temporary upper limit temperature f (TAMdisp) is corrected using the operation mode correction term f (operation mode) in the control step S1107 constituting the upper limit temperature determination means. As described above, also in the control steps S1127 to S1167 constituting the upper limit temperature determination means or the upper and lower temperature determination means in the second to sixth embodiments, the temporary upper limit temperature f (TAMdisp) is changed to the operation mode correction term f (operation mode). ) May be corrected. In this case, the operation mode correction term f (operation mode) may be determined in the second to sixth embodiments as in the control step S1104 of the first embodiment.

  (2) Although the vehicle air conditioner 1 of the present invention has not been described in detail in the above-described embodiment with respect to the driving force for vehicle travel of the plug-in hybrid vehicle, the vehicle air conditioner 1 of the present invention is not engine EG. In addition, the present invention may be applied to a so-called parallel type hybrid vehicle that can travel by directly obtaining a driving force from both the traveling electric motor.

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

24 face outlet 24a face door 25 foot outlet 25a foot door 36 heater core 50 air conditioning control means 50a request signal output means 52 outside air temperature sensor 70 driving force control means 90 seat air conditioner

Claims (10)

As a drive source that outputs driving force for vehicle travel, it is applied to a vehicle equipped with a travel electric motor and an internal combustion engine (EG),
Further, as an operation mode of the vehicle, a first operation mode in which an internal combustion engine side driving force output from the internal combustion engine (EG) is larger than a motor side driving force output from the electric motor for traveling, and A vehicle air conditioner applied to a vehicle having a second operation mode in which a motor side driving force is larger than the internal combustion engine side driving force,
Heating means (36) for heating the blown air blown into the passenger compartment using the cooling water of the internal combustion engine (EG) as a heat source;
When the vehicle interior is heated, the internal combustion engine (70) until the temperature of the cooling water reaches the upper limit temperature (Twoff) with respect to the driving force control means (70) that controls the operation of the internal combustion engine (EG). Request signal output means (50a) for outputting a request signal for operating EG);
An upper limit temperature determining means (S1107) for determining the upper limit temperature (Twoff);
The upper limit temperature determining means (S1107) determines the upper limit temperature (Twoff) in the second operation mode to be lower than the upper limit temperature (Twoff) in the first operation mode. Air conditioner. Power saving request means for outputting a power saving request signal for requesting power saving of the power required for air conditioning in the passenger compartment by the operation of the passenger,
The upper limit temperature determining means (S1107) determines the upper limit temperature (Twoff) to a lower value when the power saving request signal is output than when the power saving request signal is not output. The vehicle air conditioner according to claim 1. Provided with target temperature setting means for setting a target temperature (Tset) in the passenger compartment by the operation of the passenger,
3. The vehicle air conditioning according to claim 1, wherein the upper limit temperature determining means (S <b> 1107) determines the upper limit temperature (Twoff) to a low value as the target temperature (Tset) decreases. apparatus. As a drive source that outputs driving force for vehicle travel, it is applied to a vehicle equipped with a travel electric motor and an internal combustion engine (EG),
Further, as an operation mode of the vehicle, a first operation mode in which an internal combustion engine side driving force output from the internal combustion engine (EG) is larger than a motor side driving force output from the electric motor for traveling, and A vehicle air conditioner applied to a vehicle having a second operation mode in which a motor side driving force is larger than the internal combustion engine side driving force,
Heating means (36) for heating the blown air blown into the passenger compartment using the cooling water of the internal combustion engine (EG) as a heat source;
Target temperature determining means (S1102) for determining a cooling water target temperature (f (TAO)) of the cooling water;
When the vehicle interior is heated, the cooling water temperature is set to the cooling water target temperature (f (TAO)) with respect to the driving force control means (70) that controls the operation of the internal combustion engine (EG). Request signal output means (50a) for outputting a request signal for operating the internal combustion engine (EG) so as to approach,
The request signal output means (50a) is a request signal for shortening the operation time of the internal combustion engine (EG) in the second operation mode than the operation time of the internal combustion engine (EG) in the first operation mode. The vehicle air conditioner characterized by outputting. Power saving request means for outputting a power saving request signal for requesting power saving of the power required for air conditioning in the passenger compartment by the operation of the passenger,
The request signal output means (50a) outputs a request signal for shortening the operation time when the power saving request signal is output than when the power saving request signal is not output. A vehicle air conditioner characterized by the above. As a drive source that outputs driving force for vehicle travel, it is applied to a vehicle equipped with a travel electric motor and an internal combustion engine (EG),
Further, as an operation mode of the vehicle, a first operation mode in which an internal combustion engine side driving force output from the internal combustion engine (EG) is larger than a motor side driving force output from the electric motor for traveling, and A vehicle air conditioner applied to a vehicle having a second operation mode in which a motor side driving force is larger than the internal combustion engine side driving force,
Heating means (36) for heating the blown air blown into the passenger compartment using the cooling water of the internal combustion engine (EG) as a heat source;
When the vehicle interior is heated, the internal combustion engine (70) until the temperature of the cooling water reaches the upper limit temperature (Twoff) with respect to the driving force control means (70) that controls the operation of the internal combustion engine (EG). Request signal output means (50a) for outputting a request signal for operating EG);
Upper limit temperature determining means (S1137) for determining the upper limit temperature (Twoff);
From a plurality of outlets (24, 25, 26) including a face outlet (24) that blows out the blown air toward at least the upper body of the occupant and a foot outlet (25) that blows out the blasted air toward the lower body of the occupant By providing a blower outlet mode switching means (24a, 25a, 26a) for switching a plurality of blower outlet modes by switching the blown air volume ratio,
The upper limit temperature determining means (S1107) is configured such that when the air outlet mode is a bi-level mode in which the blown air is blown from both the face air outlet (24) and the foot air outlet (25). The upper limit temperature (Twoff) is determined higher than when the air outlet mode is set,
Further, the upper limit temperature determining means (S1107) determines the upper limit temperature (Twoff) in the second operation mode to be lower than the upper limit temperature (Twoff) in the first operation mode. Vehicle air conditioner. A vehicle air conditioner applied to a vehicle including a traveling electric motor and an internal combustion engine (EG) as a driving source for outputting driving force for traveling the vehicle,
Heating means (36) for heating the blown air blown into the passenger compartment using the cooling water of the internal combustion engine (EG) as a heat source;
When the vehicle interior is heated, the internal combustion engine (70) until the temperature of the cooling water reaches the upper limit temperature (Twoff) with respect to the driving force control means (70) that controls the operation of the internal combustion engine (EG). Request signal output means (50a) for outputting a request signal for operating EG);
Upper limit temperature determining means (S1147) for determining the upper limit temperature (Twoff);
Air is blown out from a plurality of air outlets (24, 25, 26) including a face air outlet (24) that blows out the blown air toward the upper body of the occupant and a foot air outlet (25) that blows out the air that is blown toward the lower body of the occupant Outlet mode switching means (24a, 25a, 26a) for switching a plurality of outlet modes by switching the air volume ratio to be performed;
Power saving request means for outputting a power saving request signal for requesting power saving of the power required for air conditioning in the passenger compartment by the operation of the passenger,
The upper limit temperature determining means (S1107) is configured such that when the air outlet mode is a bi-level mode in which the blown air is blown from both the face air outlet (24) and the foot air outlet (25). The upper limit temperature (Twoff) is determined higher than when the air outlet mode is set,
Further, the upper limit temperature determining means (S1107) determines the upper limit temperature (Twoff) lower when the power saving request signal is output than when the power saving request signal is not output. An air conditioner for a vehicle. A vehicle air conditioner applied to a vehicle including a traveling electric motor and an internal combustion engine (EG) as a driving source for outputting driving force for traveling the vehicle,
Heating means (36) for heating the blown air blown into the passenger compartment using the cooling water of the internal combustion engine (EG) as a heat source;
When heating the vehicle interior, the internal combustion engine is controlled when the temperature of the cooling water reaches a lower limit temperature (Twon) with respect to the driving force control means (70) for controlling the operation of the internal combustion engine (EG). A request signal output means (50a) for operating the engine (EG) and outputting a request signal for stopping the internal combustion engine (EG) when the temperature of the cooling water reaches an upper limit temperature (Twoff);
Upper and lower limit temperature determining means (S1157) for determining the lower limit temperature (Twon) and the upper limit temperature (Twoff);
Power saving request means for outputting a power saving request signal for requesting power saving of the power required for air conditioning in the passenger compartment by the operation of the passenger,
The upper and lower limit temperature determining means (S1157) is configured such that when the power saving request signal is output, the upper limit temperature (Twoff) is less than the lower limit temperature than when the power saving request signal is not output. A vehicle air conditioner that expands a temperature range (β) obtained by subtracting (Twon). A vehicle air conditioner applied to a vehicle including a traveling electric motor and an internal combustion engine (EG) as a driving source for outputting driving force for traveling the vehicle,
Heating means (36) for heating the blown air blown into the passenger compartment using the cooling water of the internal combustion engine (EG) as a heat source;
When the vehicle interior is heated, the internal combustion engine (70) until the temperature of the cooling water reaches the upper limit temperature (Twoff) with respect to the driving force control means (70) that controls the operation of the internal combustion engine (EG). Request signal output means (50a) for outputting a request signal for operating EG);
Upper limit temperature determining means (S1167) for determining the upper limit temperature (Twoff);
Auxiliary heating means (90) for raising the temperature of at least part of the passenger compartment,
The upper limit temperature determining means (S1167) lowers the upper limit temperature (Twoff) when the auxiliary heating means (90) is operating than when the auxiliary heating means (90) is not operating. An air conditioner for a vehicle characterized by determining. A vehicle air conditioner applied to a vehicle including a traveling electric motor and an internal combustion engine (EG) as a driving source for outputting driving force for traveling the vehicle,
Heating means (36) for heating the blown air blown into the passenger compartment using the cooling water of the internal combustion engine (EG) as a heat source;
When the vehicle interior is heated, the internal combustion engine (70) until the temperature of the cooling water reaches the upper limit temperature (Twoff) with respect to the driving force control means (70) that controls the operation of the internal combustion engine (EG). Request signal output means (50a) for outputting a request signal for operating EG);
Upper limit temperature determining means (S1167) for determining the upper limit temperature (Twoff);
A target temperature setting means for setting a vehicle interior target temperature (Tset) in the vehicle interior by an occupant's operation,
The upper limit temperature determining means (S1167) determines the upper limit temperature (Twoff) to a lower temperature as the vehicle interior target temperature (Tset) decreases.

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