JP2013193560A - Air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain an air conditioner for a vehicle, for which a single switch is enough by enabling seat heater output to be reduced through one time of switch input when an attendant feels warm.SOLUTION: An air conditioner for a vehicle includes: a heat exchanger 7 for air conditioning which uses a compressed coolant to adjust a temperature of air conditioning winds toward the inside of a compartment in accordance with a control parameter; a seat air conditioning device 101 including at least a seat heater 1012 which is operated to heat or cool a seat 1013 inside the compartment; a control means (60, 1014) for bringing the seat air conditioning device 101 into an operated state under an automatic mode; and a single seat heater switch SSW which performs a seat temperature adjustment of the seat heater 1012. A switch operation in the seat temperature adjustment of the seat heater switch SSW is shifted in the order of a seat temperature adjustment off state OFF, a seat temperature adjustment strong state Hi, a seat temperature adjustment weak state Me, and the seat temperature adjustment off state (OFF) in response to single switch input.

Description

  The present invention relates to a vehicle air conditioner including a seat heater that sends a refrigerant to an evaporator using a compressor, air-conditions a passenger compartment, and heats a passenger's seat.

  Conventionally, in the automatic control device for a vehicle seat heater described in Patent Document 1, the seat heater is automatically controlled according to the air mix opening degree and the target outlet temperature (TAO) of an air mix door that mixes cold air and hot air. The idea to do is known. For example, the seat heater voltage changes stepwise such as Lo, Me, and Hi according to the opening of the air mix damper.

Japanese Utility Model Publication No. 62-4006

  In the technique of the above-mentioned Patent Document 1, even if the occupant wants to lower the energization to the seat heater by one rank after the seat heater is operated, it is free only by automatically controlling according to the air mix opening degree and the target blowing temperature. In addition, the energization of the seat heater cannot be reduced by one rank.

  Therefore, it is conceivable to reduce the energization of the seat heater by one rank by switching to manual operation during automatic control and then switching the switch by manual operation. However, the structure and operation of the switch are complicated.

  Therefore, if the occupant feels warm after the seat heater has been activated, the seat heater output can be reduced with a single switch input (for example, pressing the push button once), so that the seat heater can be operated to match the occupant's sense of temperature. In addition, there is a need for a vehicle air conditioner that requires only one switch and can be easily mounted on the vehicle in terms of cost and space. In addition, the seat heater has a large variation in how the passenger feels the temperature, and it is difficult to make adjustments suitable for everyone by only automatic control.

  The present invention has been made paying attention to such problems existing in the prior art, and its purpose is to reduce the seat heater output with a single switch input when the passenger feels warm, An object is to provide a vehicle air conditioner that requires only one switch and can be easily mounted in a vehicle in terms of cost and space.

  Descriptions of patent documents listed as prior art can be introduced or incorporated by reference as explanations of technical elements described in this specification.

  In order to achieve the above object, the present invention employs the following technical means. That is, according to the first aspect of the present invention, in the vehicle air conditioner capable of changing the heating intensity in the seat temperature adjustment of the seat heater (1012) mounted on the vehicle seat (1013), the manual operation by the seat heater (1012) is performed. A single seat heater switch (SSW) for instructing the seat temperature adjustment in the mode, and the seat temperature adjustment OFF state in which the seat temperature is not adjusted in response to a single switch operation by the operation of the seat heater switch (SSW) (OFF), sheet temperature adjustment state (Hi) in which the heating intensity is in a strong state, sheet temperature adjustment state (Me) in which the heating intensity is in a weak state, and sheet temperature adjustment off state (OFF) in which the sheet temperature is not adjusted It is characterized by the transition in the order.

  According to the present invention, if the occupant feels that the seat heater has been warmed after operating the seat heater, the seat heater output can be reduced by one rank with a single switch operation, so the seat heater operation immediately matches the occupant's sense of temperature. In addition, since only one seat heater switch is required, the vehicle can be easily mounted in terms of cost and space.

  In addition, the code | symbol in parentheses described in a claim and each said means is an example which shows the correspondence with the specific means as described in embodiment mentioned later easily, and limits the content of invention is not.

It is a schematic block diagram of the vehicle air conditioner in 1st Embodiment of this invention. FIG. 2 is an electrical connection diagram of the electric heater in FIG. 1. It is a block diagram which shows the connection to the air-conditioner ECU used for the said embodiment. It is the flowchart which showed an example of the process of the air-conditioner ECU in the said embodiment. It is a front view of the operation panel in the said embodiment. It is a front view of the eco mode switch in the said embodiment. It is explanatory drawing about the transition of the operating state in the manual mode and auto mode of the sheet | seat air conditioner in the said embodiment. It is a graph which shows the characteristic of the auto mode in FIG. It is a graph which shows temperature control of the seat heater in each operation state in FIG. It is a flowchart which shows the blower voltage determination process in the said embodiment. It is a flowchart which shows the suction inlet mode determination process in the said embodiment. It is a flowchart which shows the blower outlet mode determination process in the said embodiment. It is a flowchart which shows the compressor rotation speed determination process in the said embodiment. It is a flowchart which shows the PTC operation | movement number determination process in the said embodiment. It is a flowchart which shows the request | requirement water temperature determination process in the said embodiment. It is a flowchart which shows the electric water pump action | operation determination process in the said embodiment. It is a graph which shows the characteristic of the auto mode in 2nd Embodiment of this invention.

  A plurality of modes for carrying out the present invention will be described below with reference to the drawings. In each embodiment, parts corresponding to the matters described in the preceding embodiment may be denoted by the same reference numerals, and redundant description may be omitted. When only a part of the configuration is described in each mode, the other modes described above can be applied to the other parts of the configuration.

  Not only combinations of parts that clearly indicate that the combination is possible in each embodiment, but also the embodiments are partially combined even if they are not clearly specified unless there is a problem with the combination. It is also possible.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described in detail with reference to FIGS. The main points of this embodiment are shown in FIGS. The main point is to provide an input means capable of transitioning the seat heater temperature mode from OFF → Hi → Me → Lo so that the seat heater output can be reduced by a single switch input when the passenger feels warm. . As a result, the seat heater operates in accordance with the warm feeling and only one switch is required, so that the vehicle can be easily mounted in terms of cost and space.

  However, in the following, the details of the embodiment will be described in order from FIG. In FIG. 1, a hybrid ECU (hybrid electronic unit) (not shown) has a function of performing drive switching control as to which driving force is transmitted to the drive wheels among the motor generator 51 and the engine 50 of FIG. It has a function of controlling charging / discharging of a battery (not shown) that is a power storage device.

  Further, the battery includes a charging device (not shown) for charging electric power consumed by air conditioning in the vehicle interior and traveling. In addition, the charging device is provided with a power stand as a power supply source or an outlet connected to a commercial power source (household power source), and the battery is charged by connecting the power supply source to the outlet. Can do.

Specifically, the engine ECU 61 and the hybrid ECU in FIG. 3 perform the following control.
(1) When the vehicle is stopped, the engine 50 is basically stopped.
(2) During traveling, the driving force generated by the engine 50 is transmitted to the driving wheels except during deceleration. During deceleration, the engine 50 is stopped, the motor generator 51 generates power, and the battery is charged. (3) When the running load such as starting, acceleration, climbing and high speed running is large, the motor generator 51 is caused to function as an electric motor and generated in the motor generator 51 in addition to the driving force generated by the engine 50. The driving force is transmitted to the driving wheel.
(4) When the remaining charge of the battery becomes equal to or less than the charge start target value, the power of the engine 50 is transmitted to the motor generator 51 to operate the motor generator 51 as a generator to charge the battery.
(5) When the remaining charge of the battery is equal to or lower than the charge start target value when the vehicle is stopped, a command to start the engine 50 is issued to the engine ECU 61, and the power of the engine 50 is Is transmitted to the machine 51.
(6) The seat air conditioner 101 that heats or cools the seat 1013 in FIG. 3 on which a passenger in the vehicle seats receives a signal from the air conditioner ECU 60, and the seat cooler 1011 or the seat heater 1012 is controlled. The seat cooler 1011 or the seat heater 1012 is provided in the seat 1013 as is well known. The seat air-conditioning apparatus 101 includes a seat air-conditioning control apparatus 1014. The seat air-conditioning control apparatus 1014 is connected to a seat air-conditioning panel 1015 that includes a seat heater switch SSW and the like and supplies an operation signal. .

  Next, the vehicle air conditioner 100 of FIG. 1 will be described. The vehicle air conditioner 100 is configured to control an air conditioning unit that air-conditions a vehicle interior by an air conditioner ECU 60 (FIG. 3) in a vehicle such as an automobile equipped with a water-cooled engine 50 for traveling.

  The vehicle air conditioner 100 is configured as a so-called auto air conditioner system. The vehicle air conditioner 100 controls the refrigerant flow of the refrigeration cycle 1 and the startup of the engine 50 to air-condition the vehicle interior. The air conditioner ECU 60 constitutes a control unit together with the seat air conditioning control device 1014.

  The air conditioning unit includes an air conditioning case 10 that is disposed in front of the vehicle interior of the vehicle and through which the blown air passes. The air conditioning case 10 is formed with an air inlet on one side and a plurality of air outlets through which air toward the passenger compartment passes on the other side. The air conditioning case 10 has a ventilation path 10a through which the blown air passes between the air intake and the air outlet. A blower unit 14 is provided on the upstream side (one side) of the air conditioning case 10.

  The blower unit 14 (air conditioning blower) includes an inside / outside air switching mechanism (also referred to as an inside / outside air switching door) 13 and a blower 16. The inside / outside air switching door 13 is driven by an actuator such as a servo motor, and constitutes a suction port switching means for changing the opening between the inside air suction port 11 and the outside air suction port 12 which are air intake ports.

  Although not specifically shown, the air-conditioning unit is of a type called a complete center placement, and is mounted at a central position in the left-right direction of the vehicle in the lower part of the instrument panel in front of the passenger compartment. The blower unit 14 is disposed on the vehicle front side of the air conditioning unit. The inside air suction port 11 of the blower unit 14 sucks air in the passenger compartment.

  The blower 16 is a centrifugal blower that is driven to rotate by a blower motor 15 controlled by a blower drive circuit (not shown), and generates an air flow toward the vehicle interior in the air conditioning case 10. The blower 16 has a function of changing the amount of air-conditioning air blown out from each air outlet, which will be described later, toward the vehicle interior.

  The air-conditioning case 10 is provided with an evaporator 7 and a heater core 34 that form an air-conditioning heat exchanger as an air-conditioning unit that heats or cools the air blown from the blower unit 14 to produce conditioned air and sends it to a plurality of outlets. Yes. The evaporator 7 functions as a cooling heat exchanger that uses refrigerant to adjust (cool) the temperature of the conditioned air that passes through the air conditioning case 10 and travels toward the passenger compartment.

  A heater core 34 is provided on the air downstream side of the evaporator 7 as a heating heat exchanger that heats the air passing through the ventilation path 10 a by exchanging heat with the engine coolant of the engine 50. The cooling water circuit 31 through which the engine cooling water circulates is a circuit that circulates the engine cooling water heated by the water jacket of the engine 50 by the electric water pump 32. In this circuit, a radiator (not shown), a thermostat (not shown), and a heater core 34 are provided.

  In the heater core 34, engine cooling water that has become hot due to cooling of the engine 50 flows, and the engine cooling water is used as a heat source for heating to reheat the cold air. The heater core 34 is disposed downstream of the evaporator 7 in the air conditioning case 10 so as to partially block the ventilation path 10a. An air mix door 17 is provided on the air upstream side of the heater core 34 to adjust the temperature in the passenger compartment.

  The air mix door 17 is driven by an actuator such as a servo motor. Moreover, the air mix door 17 changes the blowing temperature of the conditioned air blown out from each blower outlet toward the vehicle interior. In other words, the air mix door 17 functions as an air mix means for adjusting the air volume ratio between the air passing through the evaporator 7 and the air passing through the heater core 34.

  The evaporator 7 is a component of the refrigeration cycle 1. Further, the inverter 41 converts the direct current of the battery into a three-phase alternating current, and is driven by an electric motor 43 to which the three-phase alternating current is input. 1 included. The refrigeration cycle 1 also insulates the condenser 3 that condenses and liquefies the refrigerant discharged from the compressor 41, the receiver 5 that gas-liquid separates the liquid refrigerant that flows from the capacitor 3, and the liquid refrigerant that flows from the receiver 5. An expansion valve 6 that expands and an evaporator 7 that evaporates and vaporizes the refrigerant in the gas-liquid two-phase state that has flowed in from the expansion valve 6 are included.

  The rotational power of the electric motor 43 is transmitted to the compressor 41, the air cooling action by the evaporator 7 is performed, and when the rotation of the electric motor 43 is stopped (off), the refrigerant is not discharged by the compressor 41, and the evaporator 7 The air cooling action by is stopped. Further, the battery is charged with the electric power of the motor generator 51. Therefore, the compressor 41 driven by the electric motor 43 constitutes a compression unit of the electric compressors 41, 42, 43 using the electric power of the motor generator 51 as a power source. Capacitor 3 is disposed in a place where it is easy to receive traveling wind generated when the hybrid vehicle travels, and outdoor heat exchange that exchanges heat between the refrigerant flowing inside and the outside air and traveling wind blown by outdoor fan 4. Make up the vessel.

  On the most downstream side of the air conditioning case 10, a defroster opening 18, a face opening 19, and a foot opening 20 are formed, respectively, which constitute the outlet switching unit. A defroster duct 23 is connected to the defroster opening 18, and a defroster outlet that mainly blows hot air toward the inner surface of the front window glass 49 of the vehicle opens at the most downstream end of the defroster duct 23. doing.

  A face duct 24 is connected to the face opening 19, and a face air outlet that blows mainly cool air toward the occupant's head and chest is opened at the most downstream end of the face duct 24. In addition, a foot duct 25 is connected to the foot opening 20, and a foot outlet that mainly blows warm air toward an occupant's foot is opened at the most downstream end of the foot duct 25.

  Inside each air outlet, two sets of air outlet switching doors 21 and 22 are rotatably attached. The outlet switching doors 21 and 22 are each driven by an actuator such as a servo motor, and the outlet mode can be switched to any of the well-known face mode, bi-level mode, foot mode, foot defroster mode, or defroster mode. is there.

  On the downstream side of the heater core 34, an electric heater 35 is provided as an auxiliary heating device that heats the air in the vehicle interior using a heat source other than the waste heat of the engine 50. The electric heater 35 heats the warm air that has passed through the heater core 51. As shown in FIG. 2, the electric heater 35 includes heater wires 351, 352, and 353 made of PTC or nichrome wire, and the heater wires 351, 352, and 353 are connected in parallel between the power source Ba and the ground. .

  Switch elements SW1, SW2, and SW3 are provided for the heater wires 351, 352, and 353, respectively, and the switch elements SW1, SW2, and SW3 are turned on (ON) and off (OFF) from the power source Ba to the heater wire 351. , 352, 353, and energization stop. The switch elements SW1, SW2, and SW3 are turned on and off by the air conditioner ECU 60 shown in FIG.

  Next, the electrical configuration of the vehicle air conditioner 100 will be described. The air conditioner ECU 60 in FIG. 3 constitutes a control means together with the seat air conditioning control device 1014. When the ignition switch 74 (FIG. 3) for starting and stopping the engine 50 of FIG. 1 is turned on (ON), an IG signal is output. When an IG signal is output, direct current power is supplied to the control means 60 and 1014 from a battery (not shown), which is an in-vehicle power supply mounted on the vehicle, and arithmetic processing and control processing are started.

  The air conditioner ECU 60 receives a communication signal output from the engine ECU 61, a switch signal from each switch on the operation panel 70 provided on the front surface of the vehicle interior, and a sensor signal from each sensor. The engine ECU 61 may be called a fuel injection ECU.

  Here, an operation system such as the operation panel 70 will be described. The eco mode switch 710 in FIG. 6 is a switch that is provided at a position where the driver in the vehicle can easily operate, is connected to the air conditioner ECU 60, and sets the eco mode in which the operation of the compressor 41 and the like is performed with power saving.

When the eco mode switch 710 is pressed once, an eco mode operation for instructing the eco mode is executed. Further, when the button is pressed again, an operation other than the eco mode instructing other than the eco mode (eco mode off) is executed. These operations are repeated each time the eco mode switch 710 is pressed.

  An air conditioner ECU 60 in FIG. 3 is connected to an operation panel 70 for operating the vehicle air conditioner 100 and performing various setting operations. As shown in FIG. 5, the operation panel 70 is provided on an instrument panel in the automobile, and can be operated by a passenger seated in the front seat.

  The operation panel 70 has a display 701 on which various displays are made, an A / C switch (operation switch) 702 for operating / stopping the vehicle air conditioner 100, and a temperature setting (up / down of set temperature). A temperature setting switch 703 to perform, an internal / external air switching switch 704 for manually selecting the internal / external air mode (switching between the internal air mode and the external air mode), a blower switch 705 for setting the airflow of the conditioned air (up / down of the blower airflow), A mode changeover switch 706 for selecting a blowout outlet and an outside air temperature display switch 707 are provided. The blower switch 704 constitutes an air conditioning start switch, and transmits an air conditioning signal to the air conditioner ECU 60 by performing an ON operation.

  Thus, in the vehicle air conditioner 100, while observing the display on the display 701 or the like, the operation / stop of the air conditioning operation, switching between the inside air mode (also referred to as the inside air circulation mode) and the outside air mode (also referred to as the outside air introduction mode), and the temperature setting. In addition to the air volume setting, the blowout mode can be set, and the air conditioner ECU 60 can perform the air conditioning operation based on the setting on the operation panel 70.

  The operation panel 70 is provided with an auto switch 708. When the auto switch 708 is turned on, the air conditioner ECU 60 sets the temperature of the blown air (target blow temperature) so that the vehicle interior becomes the set temperature based on the set temperature, the room temperature, the outside air temperature, the amount of solar radiation, and the like. The air volume and blowing mode are set, and automatic air conditioning control is performed based on the settings. That is, the air conditioner ECU 60 sets a target blowing temperature based on the set temperature, environmental conditions, and the like, and the compressor 41 rotation speed (rotation speed of the electric motor 43), the air mix damper 17 so that the set target blowing temperature is obtained. In addition to setting the opening degree, etc., the blower outlet is selected and the blown air volume (blower air volume) is set.

  Then, by performing an automatic air conditioning operation based on these settings, the vehicle interior is set to a set temperature, and the vehicle interior is maintained at the set temperature. When the outside air temperature display switch 707 in FIG. 5 is operated, the outside air temperature Tam detected by the outside air temperature sensor 72 (FIG. 3) is displayed on the display 701.

  The air conditioner ECU 60 is connected to the engine ECU 61 and the hybrid ECU. For example, when the engine coolant temperature Tw detected by the coolant temperature sensor does not reach a preset temperature, the engine 50 is requested to drive (engine-on request). I do. As a result, the engine 50 is driven to increase the engine coolant temperature Tw, whereby the heater core 34 can be heated sufficiently. Further, a fuel saving effect is obtained by performing stop control of the engine 50.

  In the vehicle air conditioner 100, an eco mode (also referred to as an economy mode or a power saving mode) that suppresses the loss of the fuel saving effect can be set. That is, in the vehicle air conditioner 100, it is possible to select driving in the eco mode that prioritizes the fuel saving effect and driving in the auto mode that prioritizes the comfort in the passenger compartment.

  The air conditioner ECU 60 is connected with an eco mode switch 710 for switching whether or not to select the eco mode as a selection means. As shown in FIG. 6, the eco mode switch 710 is provided at a predetermined position on the instrument panel that can be operated by the occupant. The eco mode switch 710 is turned on and off by a pressing operation (touch operation), thereby switching between an eco mode and a non-eco mode (also referred to as eco mode off or other than eco mode). When the eco mode is selected, the light emitting diode of the eco mode display unit 710a emits light.

  Although not shown, the air conditioner ECU 60 includes functions such as a CPU (central processing unit) that performs arithmetic processing and control processing, a memory such as ROM and RAM, and an I / O port (input / output circuit). The well-known microcomputer comprised by these is provided.

  Sensor signals from various sensors are A / D converted by an I / O port or an A / D conversion circuit and then input to a microcomputer. The air conditioner ECU 60 includes an inside air temperature sensor 71 as an inside air temperature detecting means for detecting an air temperature (inside air temperature) Tr around the driver's seat, and an outside air temperature as an outside air temperature detecting means for detecting a vehicle outside temperature (outside air temperature) Tam. A sensor 72, a solar radiation sensor 73 as a solar radiation amount detecting means for detecting the solar radiation amount Ts outside the passenger compartment, and an ignition switch 74 (also referred to as an operation start switch) operated when starting the vehicle are connected. When the ignition switch 74 is turned on, an IG signal is input to the air conditioner ECU 60.

  The air conditioner ECU 60 also includes an after-evaporation temperature sensor as an after-evaporation temperature detection unit that detects an air temperature immediately after passing through the evaporator 7 (an after-evaporator temperature TE), and a humidity detection unit that detects the relative humidity in the vehicle interior. Are not shown in FIG. 3.

  The engine ECU 61 is connected to a cooling water temperature sensor (not shown) as water temperature detection means for detecting the engine cooling water temperature Tw of the vehicle. The air conditioner ECU 60 acquires the engine coolant temperature Tw via the engine ECU 61. Further, as the inside air temperature sensor 71, the outside air temperature sensor 72, the post-evaporator temperature sensor, and the cooling water temperature sensor, for example, temperature sensitive elements such as a thermistor are used.

  Furthermore, the solar radiation sensor 73 has solar radiation intensity detection means for detecting the amount of solar radiation (solar radiation intensity) irradiated in the air-conditioned space, and for example, a photodiode is used. The humidity sensor is housed in a recess formed on the front surface of the instrument panel in the vicinity of the driver's seat, for example, together with the inside air temperature sensor 71, and a defroster blowout is necessary for anti-fogging of the front window glass 49 (FIG. 1). It is used for determination of NO.

  Next, control by the air conditioner ECU 60 will be described with reference to FIG. FIG. 4 is a flowchart showing an example of processing of the air conditioner ECU 60. First, when the ignition switch 74 is turned on and DC power is supplied to the air conditioner ECU 60, a control program stored in advance in the memory is executed. When the ignition switch 74 is turned on, it is a time when the vehicle enters a traveling state in which the vehicle can travel from the parking state by an operation of the user.

  In step S1, the contents stored in the data processing memory built in the microcomputer in the air conditioner ECU 60 are initialized (initialized), and the process proceeds to step S2. In step S2, switch signals from various operation switches including the eco mode switch 710 of FIG. 6 are read.

  Next, in step S3 of FIG. 4, sensor signals from various sensors are read, and the process proceeds to step S4. In steps S2 and S3, various data are read into the data processing memory. Examples of sensor signals include an inside air temperature (vehicle compartment temperature) Tr detected by the inside air temperature sensor 71, an outside air temperature Tam detected by the outside air temperature sensor 72, an amount of solar radiation Ts detected by the solar radiation sensor 73, and a temperature sensor after the evaporator. There is a post-evaporator temperature Te to be detected, and an engine coolant temperature Tw detected by a coolant temperature sensor.

In step S4, the input data is substituted into the following stored mathematical formula 1 to calculate the target blowing temperature TAO, and the process proceeds to step S5.
(Formula 1) TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C
Here, Tset is a set temperature set by a temperature setting switch, Tr is an inside air temperature, Tam is an outside air temperature, and Ts is a solar radiation amount. Kset, Kr, Kam, and Ks are gains, and C is a correction constant for the whole. And the control value of the actuator of the air mix door 17, the control value of the rotation speed of the electric water pump 32, etc. are calculated from the signals from the TAO and the various sensors.

  In step S5, a process for determining the blower voltage is performed. The blower voltage is a voltage applied to the blower motor 15, and the blown air volume is changed according to the blower voltage. Details of the blower voltage determination process will be described later. Next, in step S6, a suction port mode determination process is executed, a suction port for taking in air into the air conditioning case 10 is determined based on the target outlet temperature TAO, and the process proceeds to step S7. Details of the suction port mode determination process will be described later.

  In step S7, an outlet mode determination process, which will be described later, is performed, an outlet for blowing the conditioned air into the passenger compartment is determined based on the target outlet temperature TAO, and the process proceeds to step S8. The air outlet mode determines the air outlet mode corresponding to the target air outlet temperature TAO from, for example, a map stored in the ROM.

  In step S8, a compressor speed determination process described later is performed, and the process proceeds to step S9. In step S9, processing for determining the number of operating PTC heaters (also simply referred to as PTC) constituting the electric heater is performed. In step S10, a required water temperature determination process is performed, and the process proceeds to step S11. The required water temperature determination process determines the required water temperature of the engine cooling water based on the target outlet temperature TAO or the like in order to use the engine cooling water as a heat source such as heating and anti-fogging. Details of the required water temperature determination process will be described later.

  In step S11, an electric water pump operation determination process is performed, and the process proceeds to step S12. The electric water pump operation determination process is a process for determining on / off of the electric water pump 32 (FIG. 1) based on the engine coolant temperature Tw and the like. Details of the electric water pump operation determination process will be described later.

  In step S12, a control signal is output to various actuators or the like so that the control states calculated or determined in steps S4 to S11 are obtained, and the process proceeds to step S13. In step S12, display control in the eco mode and the auto mode is also performed.

  In step S12, a signal related to the target outlet temperature TAO calculated in step S4 is transmitted to the seat air conditioning control device 1014 in the seat air conditioning device 101. Also, the operation information of the eco mode switch read in step S2 is transmitted to the seat air conditioning control device 1014 in the seat air conditioning device 101, and whether the vehicle air conditioning device 100 is operating in the eco mode or not operating in the eco mode. Inform whether or not there is. Further, the ON / OFF information of the ignition switch 74, the operation information of the auto switch 708, that is, the information on whether the vehicle air conditioner 100 is operating in the auto mode or the manual mode are also sent from the air conditioner ECU 60 to the seat of the seat air conditioner 101. It transmits to the air-conditioning control apparatus 1014.

  The seat air conditioning control device 1014 in the seat air conditioning device 101 performs the following control. By automatically operating the seat air conditioner 101 in the auto mode in the eco mode, even if the room temperature target is lowered in the eco mode of the vehicle air conditioner 100, for example, the seat heater 1012 is turned on at the moment when the eco mode is set. Therefore, it is possible to perform air conditioning while minimizing a decrease in passenger's feeling of warmth.

  In FIG. 3, the seat air-conditioning apparatus 101 includes a seat air-conditioning panel 1015 that incorporates a seat heater 1012 that warms the seat 1013 with an electric heater and a seat heater switch SSW that controls the seat heater 1012. The seat air conditioner 101 operates in a manual mode and an auto mode. In the manual mode, the temperature of the seat 1013 is controlled stepwise by manual operation of the seat heater switch SSW and the like in the seat air conditioning panel 1015.

  As shown in FIG. 7, the manual mode of the seat air conditioner 101 can be set in stages in the order of manual OFF, manual Hi, manual Me, and manual Lo. In addition, the seat air conditioner 101 receives a signal of the target outlet temperature TAO from the air conditioner ECU 60. When the operation of the seat air-conditioning apparatus 101 is switched to the auto mode by the seat auto switch in the seat air-conditioning panel 1015 or the eco mode switch 710 (FIG. 6), the temperature of the seat 1013 changes according to the target blowing temperature TAO. In the auto mode of the seat heater 1012, the sheet temperature changes in the order of auto OFF, auto Lo, auto Me, and auto Hi from the lowest to the highest temperature of the seat.

  In FIG. 7, when the seat air-conditioning apparatus 101 is in the manual mode, the seat heater 1012 is manually turned OFF → Manual Hi → Manual Me → Manual Lo every time the seat heater switch SSW in the seat air-conditioning panel 1015 is input. Transition to.

  For example, when the eco mode switch 710 in FIG. 6 is operated and the vehicle air conditioner 100 changes from the mode other than the eco mode to the eco mode when the manual OFF is performed, the control state is changed as indicated by an arrow Y7 in FIG. As a result, the operation of the seat air-conditioning apparatus 101 is switched to an auto mode in which the automatic transition from auto-off to auto-Lo, and further between auto-me and auto-hi is performed according to the magnitude of the target blowing temperature TAO shown in FIG. In addition, when the seat air-conditioning apparatus 101 is operating in the manual operation mode, the seat heater output can be reduced from Hi to Me, Me to Lo, and Lo to OFF by a single switch operation.

  When the seat heater switch SSW in the seat air-conditioning panel 1015 is operated while the seat air-conditioning apparatus 101 is operating in the auto mode (this single switch operation is referred to as a seat SW in FIG. 7), the auto-off state is established. In the case of a failure, the transition to manual Hi is made by the single switch operation (operation indicated as sheet SW).

  Further, when the state is in the auto Lo state, the state is shifted to manual OFF. If it is in the auto-me state, transition to manual Lo. When the state is in the auto Hi state, the process shifts to the manual Me. Thus, even when the seat air conditioner 101 is operating in the auto mode, the seat heater output can be reduced by one rank by a single switch operation.

  The transition state based on the target outlet temperature TAO in the auto mode is also shown in FIGS. A signal from the air conditioner ECU 60 is received, and automatically transitions between auto-off, auto-Lo, auto-me, and auto-hi as shown in FIG. 8 in accordance with the target blowing temperature TAO. Further, the temperature of the seat heater 1012 decreases in the order of Hi, Me, Lo as shown in FIG.

  In FIG. 9, the relationship between the temperature (heater temperature) of the seat heater 1012 and the energization (ON) and non-energization (OFF) of the seat heater 1012 in manual Hi and auto Hi is shown in the chart portion of the auto manual Hi. . In FIG. 9, the heater temperature is the target temperature (° C.) of the seat heater 1012 in each mode.

  As described above, when the temperature of the seat heater 1012 in manual Hi and auto Hi becomes 47 ° C., the seat heater 1012 is energized (ON), and when it reaches 47.5 ° C., the energization state of the seat heater 1012 is not energized. (OFF) state. Thus, the hysteresis is set, and the energization of the seat heater 1012 is turned on and off. At the start of the control, the control starts from the circled operating state.

  The relationship between the temperature of the seat heater 1012 during manual Me and auto Me and the energization (ON) and non-energization (OFF) of the seat heater 1012 is shown in the chart portion of the auto manual Me in FIG. Further, the relationship between the temperature of the seat heater 1012 during manual Lo and auto Lo and the energization (ON) and non-energization (OFF) of the seat heater 1012 is shown in the chart portion of the auto / manual Lo.

  In order to reduce the power of the compressor 41 from the normal state other than the eco mode, the vehicle air conditioner 100 may be set to the eco mode by operating the eco mode switch 710 to lower the temperature target value in the passenger compartment. . Thus, at the moment when the eco mode is set, the seat air conditioner 101 automatically enters the auto mode as shown in FIG. As a result, the seat heater 1012 quickly and optimally adjusts the temperature according to the target blowing temperature TAO as shown in FIG. Therefore, it is possible to perform air conditioning while minimizing a decrease in passenger's feeling of warmth.

  As described above, the heating intensity of the seat heater 1012 changes in the order of manual OFF → manual Hi → manual Me → manual Lo in FIG. 7 every time the seat heater switch SSW is input (single operation).

  When the auto mode is entered, the operation mode is automatically shifted from auto-off to auto-hi depending on the target blowing temperature TAO. The transition in the auto mode is shown in FIG. The target sheet heater temperature in each mode is shown in FIG.

  If the occupant feels warm while the seat heater 1012 is operating in the manual mode, the seat heater output can be reduced with a single (single operation) switch input (single operation) of the seat heater switch SSW. Since the seat heater is activated and only one switch is required, the vehicle can be easily mounted in terms of cost and space. Further, even during the control in the auto mode, the same effect as described above can be obtained, and the seat heater output can be reduced by a single switch input.

  In the above description, the operation of the seat heater 1012 in the seat air conditioner 101 has been described. However, the seat air conditioner 101 is also equipped with a seat cooler 1011 using a Peltier element or the like, and the seat cooler 1011 can perform the same control. Even when the seat cooler 1011 operates, the vehicle air conditioner 100 may be set to the eco mode by operating the eco mode switch 710 in summer in order to reduce the power of the compressor 41 from a state other than the eco mode. .

  At the instant when the eco mode is set and the temperature target value in the passenger compartment is increased, the seat air conditioner 101 enters the auto mode as in FIG. As a result, the seat cooler 1011 quickly and optimally adjusts the temperature in accordance with the target blowing temperature TAO to cool the occupant, so that discomfort to the occupant can be minimized.

  In step S13, after the elapse of the predetermined time T, the process returns to step S2, and each step is continuously executed. Next, details of each step of the air conditioner ECU 60 will be described in more detail.

  First, the blower voltage determination process (step S5) will be described. Step S5 is specifically executed according to FIG. The blower voltage is a voltage applied to the blower motor 15 driven by battery power. As shown in FIG. 10, when this control is started, it is determined in step S61 whether or not the air volume setting is auto (automatic). If it is auto, the process proceeds to step S62. The process moves to S69.

  In the case of auto, a temporary blower level f (TAO) serving as a base is calculated from the map in step S62. In the case of the eco mode, a lower blower level is output than in a mode other than the eco mode (non-eco mode). Thereby, the power consumption of the blower is suppressed, and the temperature rise of the evaporator 7 is delayed during cooling. Further, since the decrease in the engine water temperature is delayed during heating, power saving operation of the vehicle air conditioner 100 can be performed.

  Next, in step S63, the warm-up air volume f (Tw) is calculated according to the water temperature of the heater core 34 and the number of PTC operations of the electric heater 35. Next, in step S64, the outlet is blowout from the outlet in the foot mode (FOOT), the outlet from the outlet in the bi-level mode (B / L), and the outlet from the outlet in the foot differential mode. It is determined whether it is any one of blowout (F / D).

  If it is one of the above-described air outlets and the determination is YES, the process proceeds to step S65. In this step S65, the larger one of the minimum value of f (TAO) and the value of f (Tw) is selected. In step S66, the blower level selected in step S65 is converted into a blower voltage using a map.

  When NO is determined in step S64, that is, for example, when the air is blown out only from the face (FACE) outlet, the process proceeds to step S67, and f (TAO) is selected as the blower level. In the next step S68, the selected blower level f (TAO) is converted into a blower voltage using a map. In step S61, if the air volume setting is not automatic (automatic) but manual, the voltage (4 to 12 volts) specified in the map is applied to the blower motor 15 in step S69.

  Next, the suction port mode determination process (step S6) will be described. Step S6 is specifically executed according to FIG. As shown in FIG. 11, it is determined in step S71 whether or not the suction port control is automatic. In the case of auto, inside / outside air switching control according to the target blowing temperature TAO is performed in step S73. In the case of manual rather than auto, inside / outside air switching control according to the manual setting is performed in step S72. That is, in the inside air mode (REC), the outside air introduction rate is set to 0%. In the outside air mode (FRS), the outside air introduction rate is set to 100%.

  Next, the outlet mode determination process (step S7) will be described. Step S7 is specifically executed according to FIG. As shown in FIG. 12, the air outlet mode is determined to be one of the face (FACE), the bi-level (B / L), and the foot (FOOT) according to the target air outlet temperature TAO.

  Next, the compressor rotation speed determination process (step S8) will be described. Specifically, step S8 is executed according to FIG. As shown in FIG. 13, when this control is started, in step S91, a temperature that is a value obtained by subtracting the actual post-evaporator temperature TE from the target post-evaporator temperature TEO calculated using detection signals of various sensors. The deviation En is calculated based on Equation 2 below.

Next, the deviation change rate EDOT is obtained using Equation 3, and the compressor speed change amount Δf is obtained from the map shown in FIG. Note that En-1 is the previous value of the deviation En, and n is a natural number.
(Formula 2) En = TEO-TE
(Formula 3) EDOT = En-En-1
Here, since En is updated once per second, En-1 is a value one second before En.

  Step S91 of FIG. 13 shows an example of a map (example of cooling operation) showing the relationship between the deviation En, the deviation change rate EDOT, and the rotation speed change Δf. Using the above En and EDOT, a rotational speed change Δf that increases or decreases with respect to the compressor rotational speed fn-1 one second ago using a map stored in a ROM (not shown) in the air conditioner ECU 60 of FIG. Ask.

  The rotational speed change Δf in the pressure deviation En and the deviation change rate EDOT can also be obtained by fuzzy control based on a predetermined membership function and rules stored in the ROM. In this way, the rotational speed change amount Δf per second of the compressor is calculated.

  Next, in step S92, it is determined whether or not the eco mode switch 710 in FIG. In cases other than the eco mode, the maximum rotational speed is set to 10,000 rpm in step S93. Next, in step S95, a smaller value is obtained from the previous compressor rotational speed + Δfrpm and the maximum rotational speed 10000rpm at this time, and this smaller value is set as the current compressor rotational speed. In step S92, in the case of the eco mode, the maximum rotational speed is set to 7000 rpm in step S96.

  In step S95, the smaller value is obtained from the value obtained by adding the rotational speed change amount Δf to the previous rotational speed of the compressor and the maximum rotational speed at this time, 7000 rpm, and the smaller value is obtained. This is the current compressor speed. In the above case, in the eco mode, the maximum rotational speed is set to 7000 rpm, which is lower than 10000 rpm in the non-eco mode. Therefore, the electric compressors 41 and 42 are reduced by reducing the maximum rotational speed in the eco mode. , 43 can suppress power consumption.

  Next, the step of determining the number of PTC operations in step S9 in FIG. 4 will be described. As shown in FIG. 14, in step S101, it is determined whether or not the blower switch 705 (FIG. 5) is turned on. That is, when the blower switch 705 is turned on and “air volume AUTO”, “LO”, “ME”, or “HI” other than “off” is set, it is determined that the blower switch is on and YES is determined. . In step S102, the number of operating electric heaters 35 is calculated based on the engine coolant temperature (Tw).

  Specifically, as shown in the characteristic map of FIG. 14, when the engine cooling water temperature (Tw) <71 ° C., the number of operation of the electric heater 35 is three, and 71 ° C. <cooling water temperature (Tw) <74 ° C. When the operation number of the electric heater 35 is 2 and 74 ° C. <engine cooling water temperature (Tw) <77 ° C., the operation number of the electric heater 35 is 1 and when 77 ° C. <engine cooling water temperature (Tw) The operation number of the electric heater 35 is zero.

  In S101 of FIG. 14, when the blower switch 705 is set to OFF, it is determined as NO, and the electric heater 35 is turned off in Step S103, that is, the number of operation is set to zero. When the number of operation of the electric heater 35 is determined in this manner, the switch elements SW1, SW2, and SW3 of FIG. 2 are turned on / off corresponding to the determined number. As a result, the amount of heat applied to the warm air passing through the heater core 35 changes according to the number of operating electric heaters 35.

  Next, the required water temperature determination process (step S10) in FIG. 4 will be described. Step S10 is specifically executed according to the flowchart of FIG. As shown in FIG. 15, when this control is started, in step S111, an engine-off water temperature and an engine-on water temperature, which are determination threshold values used for determining whether an engine-on request is required based on the engine coolant temperature, are calculated. . The engine off water temperature is an engine cooling water temperature that is a determination criterion when the engine 50 is stopped, and the engine on water temperature is an engine cooling water temperature that is a determination criterion when the engine 50 is operated.

As shown in Equation 5, the engine off water temperature is determined to be the smaller of the reference engine coolant temperature TwO calculated by Equation 4 and 70 ° C. On the other hand, the engine-on water temperature is set lower than the engine-off water temperature by a predetermined temperature (5 ° C. in this example) in order to prevent the engine 50 from being frequently turned on / off.
(Formula 4) TwO = {(TAO−ΔTpct) − (TE × 0.2)} / 0.8
(Formula 5) Engine off water temperature = MIN (TwO, 70)
The reference engine coolant temperature TwO is an engine coolant temperature that is required when it is assumed that the warm air temperature before the air mix becomes the target blowing temperature TAO. TE is the post-evaporation temperature. ΔTptc is an estimated value of the rise in the blowing temperature by the electric heater 35 and is calculated on a map according to the number of operating electric heaters 35.

  Next, in step S112, it is determined whether an engine-on request is necessary based on the engine coolant temperature. In step S112, it is determined whether a temporary engine-on request is necessary. Specifically, the actual engine coolant temperature Tw is compared with the engine-off (OFF) water temperature and the engine-on (ON) water temperature obtained in step S111. If the engine coolant temperature is lower than the engine-on water temperature, f (Tw) = on and the operation of the engine 50 is provisionally determined. If the engine coolant temperature is higher than the engine-off water temperature, the engine is set as f (Tw) = off. 50 stops are temporarily determined.

  Next, in step S113, it is determined whether or not the seat heater 1012 (FIG. 3) in the seat air conditioner 101 that warms the passenger's seat is on. If the seat heater 1012 is off in step S113, f (amount of solar radiation) is calculated according to the amount of solar radiation in step S114. If the seat heater 1012 is on in step S113, a value of f (amount of solar radiation) that is lower than that in step S114 is calculated in step S115. Next, in step S116, on (off) of f (outside air temperature) is selected according to the value of f (insolation amount) calculated in step S114 or step S115. In step S116, f (outside air temperature) off is selected at the beginning of control.

  Next, in step S117, the presence or absence of a final engine-on (engine-on) request from the air conditioner ECU 60 is calculated. When the eco mode is selected and the target outlet temperature TAO = 20 ° C or higher and f (Tw) = ON (ON), the engine is normally turned on (engine operation), but the set temperature is 28 ° C or higher. If f (outside air temperature) is off, the engine is not allowed to be turned on.

  Also, in step S113, when the seat heater 1012 is on, the occupant's temperature sensation increases. Therefore, the value of f (insolation amount) is made small so that it is difficult to permit an engine-on request when the seat heater 1012 is on. Thus, fuel efficiency can be improved while achieving the minimum warmth. Furthermore, vehicle exterior noise, which is noise around the vehicle, is reduced, and effective use of the power charged in the battery can be achieved. In addition, the greater the amount of solar radiation, the higher the passenger's thermal sensation. The higher the amount of solar radiation, the more difficult it is to allow an engine-on request, ensuring minimum thermal sensation and improving fuel economy, reducing vehicle exterior noise, and charging power Can be used effectively.

Next, the electric water pump operation determination process (step S11 in FIG. 4) will be described.
Step S11 is specifically executed according to FIG. As shown in FIG. 16, when this control is started, it is determined in step S121 whether or not the engine coolant temperature (water temperature) Tw detected by the coolant temperature sensor is higher than the post-evaporator temperature TE. If it is determined that the engine coolant temperature Tw is equal to or lower than the post-evaporator temperature TE, a request to turn off the electric water pump 32 is determined in step S122, and this control is terminated.

  If it is determined in step S121 that the coolant temperature Tw detected by the coolant temperature sensor is relatively low and the engine coolant temperature Tw is equal to or lower than the post-evaporator temperature TE, the engine coolant is passed through the heater core 34. In order to lower the blowing temperature instead, the electric water pump 32 is turned off in step S122.

  If it is determined in step S121 that the engine coolant temperature Tw is higher than the post-evaporator temperature TE, it is determined in step S123 whether or not the blower 16 of FIG. 1 is on (operated). If the blower 16 is not turned on, the process proceeds to step S122, a request to turn off the electric water pump 32 is determined, and this control is terminated. If the blower 16 is on, the process proceeds to step S124, a request to turn on the electric water pump 32 is determined, and this control is terminated.

  That is, when the blower 16 is off (stopped) when the engine coolant temperature Tw is relatively high, the electric water pump 32 is turned off to save power. On the other hand, when the blower is on, the electric water pump 32 is requested to be turned on. Thereby, even when the engine is off, the amount of heat that the engine coolant has can be used for air conditioning. Therefore, since the blowing temperature rises and the blowing temperature can be brought close to the target blowing temperature TAO, it is possible to alleviate the decrease in the room temperature even when the engine is off.

  Next, in step S12 of FIG. 4, the control signal obtained as described above is output, the blower 16 is controlled, the rotation speed control of the compressor 41 is controlled by the inverter 42, the rotation speed control of the outdoor fan 4, Control of the inside / outside air switching door 13, control of the outlet switching doors 21 and 22, control of the electric water pump 32, and control of the number of energized heater wires (PTC) 351 to 353 serving as the electric heater 35 are performed. In step S12, display operations relating to the display units 710a and 708a of the eco mode switch 710 and the auto switch 708 are controlled. Further, the target air-conditioning control device 1014 is provided with target blowing temperature TAO and operation information of the eco mode switch 710.

  As described above, the operation panel 70 in FIG. 5 is provided with the auto switch 708. When the auto mode is controlled, a light emitting diode (LED) constituting the auto mode display unit 708a in the auto switch 708 emits light to indicate that the auto mode is in operation (that is, the auto mode). The auto indicator constituting the display portion 708a is lit).

  Further, an eco mode switch 710 of FIG. 6 for switching whether or not to select the eco mode is provided in the vehicle interior. When the eco-mode switch 710 is operated by a passenger and driving in the eco-mode is performed, the light-emitting diode in the eco-mode switch 710 is turned on to indicate that the driving in the eco-mode is being performed (that is, the eco-mode display section The eco-mode indicator that makes 710a is turned on).

  In the first embodiment, the seat air-conditioning apparatus 101 heats or cools the seat 1013 in the passenger compartment, and a manual mode in which the degree of heating or cooling is set manually, and an automatically set value (target blowout temperature). And auto mode according to TAO). When the control of the compressor 41 is set to the eco mode by the eco mode switch 710, the air conditioner ECU 60 automatically activates the seat air conditioner 101 in the auto mode. According to this, even if the indoor air conditioning is set to be weaker in the eco mode, the seat air conditioner automatically adjusts the temperature in the auto mode in response to the eco mode. It becomes possible to suppress the lack of air conditioning.

  The seat air conditioner 101 operates as both the seat cooler 1011 and the seat heater 1012. According to this, even if the room temperature target is lowered in the eco mode, the temperature of the seat heater is adjusted in accordance with the eco mode, so that air conditioning can be performed while suppressing a decrease in the passenger's sense of temperature. Further, even during cooling, the seat cooler can similarly perform air conditioning that suppresses an increase in the passenger's feeling of warmth.

(Operational effects of the first embodiment)
In the first embodiment, the compressor 41 that compresses the refrigerant, and the refrigerant and the conditioned air are heated in order to adjust the temperature of the conditioned air that goes to the passenger compartment using the compressed refrigerant according to the control parameter. The air conditioner heat exchangers 7 and 34 to be exchanged, the seat air conditioner 101 including at least a seat heater that operates to heat or cool the seat 1013 in the passenger compartment, and the control that puts the seat air conditioner 101 into an operating state in an auto mode Means 60 and 1014 are provided. Then, the operation state in the auto mode is automatically changed to any one of the seat temperature adjustment OFF state OFF, the sheet temperature adjustment weak state Me, and the sheet temperature adjustment high state Hi according to the control parameter.

  According to this, since the temperature of the seat air conditioner can be adjusted in the auto mode, it is possible to suppress a feeling of lack of air conditioning even if the passenger's manual operation is not sufficient. In the auto mode, the seat temperature adjustment OFF state, the seat temperature adjustment weak state Me, the seat temperature adjustment are automatically performed according to the control parameter that adjusts the temperature of the conditioned air that flows into the vehicle interior using the compressed refrigerant. Transition to any of the strong states Hi is possible.

  Further, when the control means 60, 1014 is in the sheet temperature adjustment state Hi in the operation state in the auto mode, the sheet temperature adjustment in the manual mode is performed according to a single switch input accompanying the operation of the seat heater switch SSW. When the seat transitions to one rank lower than the state Hi and is in the seat temperature adjustment state Me in the operation state in the auto mode, the seat in the manual mode according to the single switch input accompanying the operation of the seat heater switch SSW Transitions one rank below the temperature regulation weak state Me.

  According to this, even when the seat heater is in the operation state in the auto mode, if the occupant does not feel the need for heating by the seat heater, the manual operation is performed according to the single switch input of the seat heater switch SSW. It is possible to shift to a transition state one rank lower than the seat temperature adjustment state Hi or the sheet temperature adjustment state Me in the mode.

Further, an eco-mode switch 710 for setting the eco-mode in which the operation of the compressor 41 is performed with power saving is provided, and the control means 60 and 1014 are provided when the operation of the compressor 41 is set to the eco-mode by the eco-mode switch 710. The seat air conditioner 101 is automatically set to the operation state by the auto mode. According to this, even if the indoor air conditioner is set to be weak in the eco mode, when the eco mode is set, the seat air conditioner 101 automatically responds to this. Moreover, since the seat air conditioner adjusts the temperature in the auto mode, it is possible to suppress the passenger's lack of air conditioning. Further, since an auto mode selection switch for setting the auto mode is not required, the vehicle can be easily mounted in terms of cost and space.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. In the following embodiments, the same components as those in the first embodiment described above are denoted by the same reference numerals, description thereof will be omitted, and different configurations and features will be described.

  In the first embodiment, the target blowing temperature TAO is used as a control parameter, and the transition state of the seat heater in the auto mode is determined according to the target blowing temperature TAO. However, the control parameter is not limited to the target blowing temperature. .

  In a vehicle air conditioner of the type in which a temperature sensor is provided at the air outlet of the conditioned air and the temperature of the air conditioned air is feedback controlled in accordance with the deviation from the required air outlet temperature calculated in the air conditioner ECU 60, as shown in FIG. In addition, the seat heater is controlled using a map showing the relationship between the required outlet temperature and the seat heater voltage.

  In this case, the transition state is any one of the sheet temperature adjustment OFF state OFF, the sheet temperature adjustment weak state Me or Lo, and the sheet temperature adjustment high state Hi depending on the voltage region of the seat heater. In the manual mode, the seat heater voltage changes stepwise according to each transition state, such as OFF, 6V, and 12V.

(Other embodiments)
The present invention is not limited to the above-described embodiments, and can be modified or expanded as follows. For example, in the first embodiment described above, the sheet temperature adjustment OFF state OFF in which the sheet temperature is not adjusted, the sheet temperature adjustment strong state Hi in which the heating intensity is in a strong state, and the sheet temperature adjustment weak state Me in which the heating intensity is in a weak state. The four transition modes of the sheet temperature adjustment weakest state Lo for setting the heating intensity to the weakest state are set. However, the sheet temperature adjustment OFF state for the sheet temperature adjustment OFF, the sheet temperature adjustment strong state Hi for increasing the heating intensity, and the heating intensity are set. The three control modes may be the sheet temperature adjustment weak state Me which is in the weak state or the sheet temperature adjustment weak state Lo in which the heating intensity is the weakest state. In this case, the sheet temperature adjustment weak state Me referred to in the present invention includes the sheet temperature adjustment weakest state Lo in which the heating intensity is the weakest state.

  The seat heater switch SSW is a push button switch, and each time it is pressed, the control mode is changed from Hi → Me → Lo → OFF. This seat heater switch SSW is provided on the display panel. A touch switch may be used.

  In the first embodiment, only the seat heater of the seat air conditioner has been described. However, when the seat air conditioner is equipped with not only the seat heater but also the seat cooler, similarly, the seat temperature of the seat cooler is adjusted. It is equipped with a single seat cooler switch that performs switch operation in adjusting the seat temperature of the seat cooler switch, from the seat temperature adjustment OFF state to the seat temperature adjustment OFF state, the seat temperature adjustment OFF state, according to a single switch input. The transition may be made in the order of Me and sheet temperature adjustment OFF state OFF. The seat cooler is not essential.

7, 34 Heat exchanger for air conditioning 60, 1014 Control means 101 Seat air conditioner 710 Eco mode switch 1012 Seat heater 1013 Seat Hi Sheet temperature adjustment state Me Sheet temperature adjustment state OFF Sheet temperature adjustment OFF state SSW Sheet heater switch

Claims (4)

In the vehicle air conditioner capable of changing the heating intensity in the seat temperature adjustment of the seat heater (1012) equipped on the vehicle seat (1013),
A single seat heater switch (SSW) for commanding the seat temperature adjustment in the manual mode by the seat heater (1012);
In response to a single switch operation by the operation of the seat heater switch (SSW), the sheet temperature adjustment is not performed (OFF) in which the sheet temperature is not adjusted, and the sheet temperature adjustment state (Hi) in which the heating intensity is in a strong state. ), A vehicle air conditioner that transitions in the order of a sheet temperature adjustment weak state (Me) in which the heating intensity is in a weak state and a seat temperature adjustment off state (OFF) in which the seat temperature is not adjusted. And a compressor (41) for compressing the refrigerant;
An air-conditioning heat exchanger (7, 34) for exchanging heat between the refrigerant and the conditioned air in order to adjust the temperature of the conditioned air toward the passenger compartment using the compressed refrigerant according to a control parameter;
A seat air conditioner (101) including at least the seat heater that operates to heat or cool the seat (1013);
Control means (60, 1014) for bringing the seat air conditioner (101) into an operating state in an auto mode,
The control means (60, 1014) automatically controls the sheet temperature adjustment off state (OFF) and the sheet temperature adjustment weak state (Me) according to the control parameter when the operation mode is controlled in the auto mode. ) And the seat temperature adjustment state (Hi), the vehicle air conditioner according to claim 1. When the control means (60, 1014) is in the sheet temperature adjustment state (Hi) in the operation state by the auto mode, the control means (60, 1014) responds to a single switch input accompanying the operation of the seat heater switch (SSW). , Transition to one rank lower than the seat temperature adjustment state (Hi) in the manual mode,
In addition, when the seat temperature is in the weakened state (Me) in the operation state in the auto mode, the seat temperature in the manual mode is determined according to a single switch input associated with the operation of the seat heater switch (SSW). The vehicle air conditioner according to claim 2, wherein the vehicle air conditioner is shifted down one rank from the weak state (Me). Furthermore, an eco-mode switch (710) for setting the eco-mode to perform the operation of the compressor (41) with power saving is provided,
The control means (60, 1014) automatically sets the seat air conditioner (101) to the auto mode when the operation of the compressor (41) is set to the eco mode by the eco mode switch (710). The vehicle air conditioner according to claim 2, wherein the vehicle air conditioner is activated.

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