JP2015214272A - Air conditioning device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an air conditioning device for a vehicle capable of alleviating trouble of looking for an operation switch for operating an indoor air conditioning unit in a fine particle removal mode.SOLUTION: An air conditioning device, when it is determined in a step SA1 that fine particle scattering information contains the content of fine particles such as pollen and the like being scattering, operates an indoor air conditioning unit in a pollen removal mode (fine particle removal mode) from the air conditioning start time by the indoor air conditioning unit until predetermined pollen removal mode duration time elapses. Therefore, compared to the case where the pollen removal mode is started by a manual operation of a pollen removal switch, trouble can be alleviated for an occupant to look for the pollen removal switch. Then, a troublesome switch operation can be eliminated.

Description

  The present invention relates to air conditioning control of a vehicle air conditioner that performs air conditioning in a vehicle interior.

  Conventionally, as this type of vehicle air conditioner, there is one described in Patent Document 1, for example. The vehicle air conditioner described in Patent Document 1 includes a pollen mode switch that switches between pollen mode control and normal control. The pollen mode switch is a dedicated push button switch provided on the instrument panel or the like in the passenger compartment.

JP 2006-103452 A

  In the vehicle air conditioner disclosed in Patent Document 1, a passenger can execute pollen mode control by operating a pollen mode switch. However, it is usual that many switches other than the pollen mode switch are provided on an instrument panel or the like in which the pollen mode switch is provided in the passenger compartment. Therefore, when the occupant executes the pollen mode control, it is necessary to search for the pollen mode switch from among a large number of switches provided on the instrument panel or the like and then operate the pollen mode switch. . Therefore, there is a problem that the passenger feels complicated input of the pollen mode switch.

  Also, it is assumed that a pollen sensor for detecting pollen is provided in the vehicle air conditioner, and switching between pollen mode control and normal control is automatically performed based on a signal from the pollen sensor. A problem with this vehicular air conditioner is that it is very expensive.

  In view of the above points, an object of the present invention is to provide a vehicle air conditioner that can reduce the trouble of searching for an operation switch for operating an indoor air conditioning unit in a particulate removal mode corresponding to the pollen mode control. To do.

In order to achieve the above object, in the invention of the vehicle air conditioner according to claim 1, the particulate scattering information indicating the scattering state of the particulates in the current location is acquired by communication from outside the vehicle, and the content that the particulates are scattered is indicated. Fine particle scattering determination means (SA1) for determining whether or not the fine particle scattering information includes;
When it is determined by the fine particle scattering determination means that the fine particle scattering information includes the content that the fine particles are scattered, from the start of air conditioning by the indoor air conditioning unit (10) that blows the temperature-controlled air into the vehicle interior. Air conditioning operation means (SA3, SA9, SA10) for operating the indoor air conditioning unit in the particulate removal mode until a predetermined operation duration time elapses,
The particulate removal mode is an operation mode for promoting the reduction of particulates floating in the passenger compartment as compared to when the particulate removal mode is not executed.

  According to the first aspect of the present invention, when it is determined that the particulate scattering information includes the content that the particulates are scattered, the air conditioning operation means from the start of air conditioning by the indoor air conditioning unit. The indoor air conditioning unit is operated in the particulate removal mode until a predetermined operation duration time elapses. Compared with the case where the particulate removal mode is started by manual operation of an operation switch for operating the indoor air conditioning unit in the particulate removal mode. Thus, it is possible to reduce the trouble of searching for the operation switch.

In the vehicle air conditioner according to the second aspect of the present invention, the fine particle scattering information includes the content that the fine particle scattering information indicating the scattering state of the fine particles in the current location is acquired by communication from outside the vehicle. Particulate scattering determination means (SA1) for determining whether or not
Inquiry means (SB5) for making an inquiry to the passenger as to whether or not to execute the fine particle removal mode when it is determined by the fine particle scattering determination means that the fine particle scattering information includes the content that the fine particles are scattered. ,
When the execution of the particulate removal mode is approved in the inquiry, the indoor air conditioning unit (10) for blowing the temperature-controlled air into the passenger compartment is operated in the particulate removal mode, and the operation in the particulate removal mode is performed in the operation. Air conditioning operation means (SB9, SB10) that continues until a predetermined operation continuation time elapses from the start,
The particulate removal mode is an operation mode for promoting the reduction of particulates floating in the passenger compartment as compared to when the particulate removal mode is not executed.

  According to the second aspect of the present invention, the inquiry means inquires whether or not the particulate removal mode can be executed when it is determined that the particulate scattering information includes the content that the particulates are scattered. The air conditioning operation means operates the indoor air conditioning unit in the particulate removal mode and starts the operation in the particulate removal mode when the execution of the particulate removal mode is approved in the inquiry. Since it continues until the predetermined operation continuation time elapses from time, it is possible to reduce the trouble of searching for an operation switch for operating the indoor air conditioning unit in the particulate removal mode, as in the first aspect of the invention. Is possible.

Further, in the vehicle air conditioner according to the third aspect of the present invention, the calendar information indicating the current date is acquired, and the particulate scattering period is set in advance so as to include the time when the particulate scattering amount is assumed to be maximal. Fine particle scattering determination means (SC1) for determining whether or not the current day belongs;
An inquiry means (SC5) for making an inquiry to the passenger as to whether or not to execute the fine particle removal mode when it is determined by the fine particle scattering determination means that the present day belongs to the fine particle scattering period;
When the execution of the particulate removal mode is approved in the inquiry, the indoor air conditioning unit (10) for blowing the temperature-controlled air into the passenger compartment is operated in the particulate removal mode, and the operation in the particulate removal mode is performed in the operation. Air conditioning operation means (SB9, SB10) that continues until a predetermined operation continuation time elapses from the start,
The particulate removal mode is an operation mode for promoting the reduction of particulates floating in the passenger compartment as compared to when the particulate removal mode is not executed.

  According to the third aspect of the present invention, when it is determined that the current day belongs to the particulate scattering period, the inquiry means makes an inquiry to the passenger as to whether or not the particulate removal mode can be executed, and The operation means operates the indoor air conditioning unit in the particulate removal mode when the execution of the particulate removal mode is approved in the inquiry, and continues the operation in the particulate removal mode for a predetermined period from the start of the operation. Since the operation continues until time elapses, it is possible to reduce the trouble of searching for an operation switch for operating the indoor air conditioning unit in the particulate removal mode, as in the first aspect of the present invention.

Further, in the invention of the vehicle air conditioner according to claim 4, the calendar information indicating the current date is acquired, and the particulate scattering period that is set in advance to include the time when the scattering amount of the particulates is assumed to be maximum is included. Fine particle scattering determination means (SC1) for determining whether or not the current day belongs;
When it is determined by the particle scattering determination means that the current day belongs to the particle scattering period, a predetermined operation continuation time from the start of air conditioning by the indoor air conditioning unit (10) that blows out the temperature-controlled air into the vehicle interior. Air conditioning operation means (SA3, SA9, SA10) for operating the indoor air conditioning unit in the particulate removal mode until it has passed,
The particulate removal mode is an operation mode for promoting the reduction of particulates floating in the passenger compartment as compared to when the particulate removal mode is not executed.

  According to the fourth aspect of the present invention, when it is determined that the current day belongs to the particulate scattering period, the air-conditioning operation means has a predetermined operation continuation time from the start of air-conditioning by the indoor air-conditioning unit. Since the indoor air conditioning unit is operated in the particulate removal mode until the time has elapsed, it is possible to reduce the trouble of searching for an operation switch for operating the indoor air conditioning unit in the particulate removal mode as in the first aspect of the invention. It is.

In the vehicle air conditioner according to claim 5, the air conditioning start determining means (SE1) for determining whether or not the air conditioning by the indoor air conditioning unit (10) for blowing the temperature-adjusted air into the vehicle interior is started. When,
If the air conditioning start determining means determines that the air conditioning has started, the air conditioning operation means for operating the indoor air conditioning unit in the particulate removal mode from the start of air conditioning by the indoor air conditioning unit until a predetermined operation duration elapses. (SA3, SA9, SE10)
The particulate removal mode is an operation mode for promoting the reduction of particulates floating in the passenger compartment as compared to when the particulate removal mode is not executed.

  According to the fifth aspect of the present invention, when it is determined that the air conditioning by the indoor air conditioning unit is started, the air conditioning operation means determines a predetermined operation continuation time from the start of the air conditioning by the indoor air conditioning unit. Since the indoor air conditioning unit is operated in the particulate removal mode until the time has elapsed, it is possible to reduce the trouble of searching for an operation switch for operating the indoor air conditioning unit in the particulate removal mode as in the first aspect of the invention. It is.

  In addition, each code | symbol in the bracket | parenthesis described in a claim and this column is an example which shows a corresponding relationship with the specific content as described in embodiment mentioned later.

It is the figure which showed the whole structure of the vehicle air conditioner 1 in 1st Embodiment. In 1st Embodiment, it is a block diagram which shows the structure of the electric control part of the vehicle air conditioner 1. FIG. It is the flowchart which showed the control processing which the air-conditioning control apparatus 50 performs in 1st Embodiment, Comprising: It is the flowchart which showed the control processing which switches pollen removal mode execution and non-execution. It is the flowchart which showed the control processing which the air-conditioning control apparatus 50 performs in parallel with the control processing of FIG. 3 in 1st Embodiment. 5 is a flowchart illustrating a blower voltage determination process performed in step S5 of FIG. 4 in the first embodiment. In 1st Embodiment, it is a flowchart which shows the suction inlet mode determination process performed by step S6 of FIG. In 1st Embodiment, it is a flowchart which shows the blower outlet mode determination process performed by step S7 of FIG. 5 is a flowchart showing compressor rotation speed determination processing performed in step S8 of FIG. 4 in the first embodiment. In 1st Embodiment, it is a flowchart which shows the required water temperature determination process performed by step S10 of FIG. 5 is a flowchart showing an electric water pump operation determination process performed in step S11 of FIG. 4 in the first embodiment. 6 is a flowchart showing a target evaporator temperature TEO determination process performed in step S12 of FIG. 4 in the first embodiment. It is the flowchart which showed the control process which switches execution and non-execution of pollen removal mode in 2nd Embodiment, Comprising: It is a figure equivalent to FIG. FIG. 13 is a flowchart illustrating a control process for switching between execution and non-execution of a pollen removal mode in the third embodiment, corresponding to FIG. 12. It is the flowchart which showed the control processing which switches execution and non-execution of pollen removal mode in 4th Embodiment, Comprising: It is a figure equivalent to FIG. It is the flowchart which showed the control processing which switches execution and non-execution of pollen removal mode in 5th Embodiment, Comprising: It is a figure equivalent to FIG.

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

(First embodiment)
FIG. 1 shows an overall configuration of a vehicle air conditioner 1 according to the present embodiment, and FIG. 2 shows 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.

  First, the hybrid vehicle of this embodiment will be described. The hybrid vehicle of this embodiment is configured as a so-called plug-in hybrid vehicle that can charge the battery 81 in FIG. 1 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. When this is the case, the vehicle travels mainly by the driving force of the travel electric motor (hereinafter, this travel mode is referred to as the EV travel mode).

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

  Further, the driving force output from the engine EG is used not only for driving the vehicle but also for operating the generator 80 of FIG. 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 includes an indoor air conditioning unit 10 shown in FIG. 1 and an air conditioning control device 50 shown in FIG.

  The indoor air conditioning unit 10 blows out conditioned air that is temperature-controlled air into the vehicle interior. Thereby, the air conditioning of a vehicle interior is performed. As shown in FIG. 1, the indoor air conditioning unit 10 includes a casing 11, a blower 12, an evaporator 13, a heater core 14, a PTC heater 15, a particulate removal filter 27, and the like. The indoor air conditioning unit 10 includes a blower 12, an evaporator 13, a heater core 14, a PTC heater 15, a particulate removal filter 27, and the like in a casing 11 that forms an outer shell thereof. The indoor air conditioning unit 10 is disposed inside the instrument panel (instrument panel) at the forefront of the vehicle interior.

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

  More specifically, the inside / outside air switching box 20 is formed with an inside air introduction port 21 for introducing inside air into the casing 11 and an outside air introduction port 22 for introducing outside air. Further, inside / outside air switching box 20 is an inside / outside air switching door that continuously adjusts the opening areas of inside air introduction port 21 and outside air introduction port 22 to change the air volume ratio between the air volume of the inside air and the air volume of the outside air. 23 is arranged.

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

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

  A blower 12 that blows 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 12 is an electric blower that includes a blower motor 121 and a centrifugal multiblade fan (sirocco fan) 122 and drives the centrifugal multiblade fan 122 by the blower motor 121. The blower 12 blows out temperature-conditioned air from the air outlets 24 to 26 formed in the casing 11. The number of rotations (air flow rate) of the blower 12 is controlled by the control voltage output from the air conditioning control device 50.

  A fine particle removal filter 27 is provided at the air suction port of the blower 12. That is, the air in the inside / outside air switching box 20 is sucked into the blower 12 through the particulate removal filter 27. The particulate removal filter 27 is an air filter that captures particulates such as pollen, PM2.5, yellow sand, and volcanic ash in the air. Note that PM2.5 is suspended dust having a particle size of 2.5 μm or less.

  An evaporator 13 is disposed on the downstream side of the air flow of the blower 12. The evaporator 13 constitutes a refrigeration cycle 30 together with a compressor (compressor) 31, a condenser 32, a gas-liquid separator 33, an expansion valve 34, and the like. The vehicle air conditioner 1 also includes a compressor 31, a condenser 32, a gas-liquid separator 33, an expansion valve 34, and the like. The evaporator 13 evaporates the refrigerant expanded by the expansion valve 34 after being compressed by the compressor 31 in the refrigeration cycle 30, and cools the blown air by exchanging heat between the refrigerant and the blown air. The evaporator 13 is also called an evaporator.

  The compressor 31 is disposed in the engine room, sucks the refrigerant in the refrigeration cycle 30, compresses and discharges it, and drives the fixed capacity type compression mechanism 31a having a fixed discharge capacity by the electric motor 31b. It is configured as an electric compressor. The electric motor 31b is an AC motor whose operation (number of rotations) is controlled by an AC voltage output from the inverter 61 (see FIG. 2).

  In addition, as shown in FIG. 2, the air conditioning control device 50 outputs a control signal indicating the target rotational speed Nct of the compressor 31 to the inverter 61, and the inverter 61 outputs an AC voltage having a frequency corresponding to the control signal. To do. And the refrigerant | coolant discharge capability of the compressor 31 is changed by this rotation speed control. On the other hand, the inverter 61 outputs a signal indicating the power consumption Wcp of the compressor 31 to the air conditioning control device 50.

  The condenser 32 shown in FIG. 1 is disposed in the engine room, and compresses by exchanging heat between the refrigerant circulating inside and the air outside the vehicle (outside air) blown from the blower fan 35 as an outdoor blower. The condensed refrigerant is liquefied. The blower fan 35 is an electric blower in which the operating rate, that is, the rotation speed (the amount of blown air) is controlled by the control voltage output from the air conditioning control device 50.

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

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

  In the cooling air passage 16 for heating, a heater core 14 and a PTC heater 15 as heating devices for heating the blown air that has passed through the evaporator 13, that is, the blown air cooled by the evaporator 13, are arranged in this order toward the blown air flow direction. Is arranged in.

  The heater core 14 is a heat exchanger for heating that heats the air that has passed through the evaporator 13 by exchanging heat between the cooling water of the engine EG that outputs vehicle driving force and the air that has passed through the evaporator 13.

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

  The PTC heater 15 has a PTC element (positive characteristic thermistor element), generates heat when electric power is supplied to the PTC element, and serves as an auxiliary heater that heats the air that has passed through the heater core 14. It is. The PTC heater 15 of this embodiment is composed of a plurality of PTC heaters. Specifically, it comprises a first PTC heater 15a, a second PTC heater 15b, and a third PTC heater 15c. The air conditioning control device 50 changes the number of PTC heaters 15 to be energized by switching or the like, thereby controlling the heating capacity of the plurality of PTC heaters 15 as a whole.

  As described above, the evaporator 13 cools the blown air flowing in the casing 11, while the heater core 14 and the PTC heater 15 heat the blown air. Therefore, the evaporator 13, the heater core 14, and the PTC heater 15 as a whole. , It functions as a heating / cooling device that regulates the temperature of air blown from the air outlets 24-26. And the conditioned air temperature-controlled by this heating / cooling device is blown out from the air outlets 24 to 26 into the vehicle interior.

  A cold air bypass passage 17 in FIG. 1 is an air passage for guiding the air that has passed through the evaporator 13 to the mixing space 18 without passing through the heater core 14 and the PTC heater 15. Accordingly, the temperature of the blown air mixed in the mixing space 18 varies depending on the air volume ratio of the air passing through the heating cool air passage 16 and the air passing through the cold air bypass passage 17.

  Therefore, in the present embodiment, the amount of cold air that flows into the heating cold air passage 16 and the cold air bypass passage 17 on the downstream side of the air flow of the evaporator 13 and on the inlet side of the heating cold air passage 16 and the cold air bypass passage 17. An air mix door 19 that continuously changes the ratio is disposed. The air mix door 19 is driven by an electric actuator for the air mix door, and the operation of this electric actuator is controlled by a control signal output from the air conditioning control device 50. The air mix door 19 constitutes temperature adjusting means for adjusting the air temperature in the mixing space 18 (the temperature of the blown air blown into the passenger compartment).

  Further, air blowout ports 24 to 26 that blow out the blown air whose temperature is adjusted from the mixing space 18 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 11. Specifically, the air outlets 24 to 26 include a face outlet 24 that blows out conditioned air toward the passenger's upper body in the passenger compartment, a foot outlet 25 that blows out conditioned air toward the passenger's feet, and a vehicle. A defroster outlet 26 that blows out conditioned air toward the inner side surface 74 a of the front window glass 74 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 are connected to an electric actuator 64 for driving the air outlet mode door via a link mechanism (not shown) and are operated to rotate in conjunction with each other. The operation of the electric actuator 64 is also controlled by a control signal output from the air conditioning controller 50. Thus, the face door 24a, the foot door 25a, the defroster door 26a, and the electric actuator 64 constitute an air outlet adjusting device that adjusts the opening area of each air outlet 24, 25, 26.

  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. Further, there is a foot defroster mode (also referred to as a foot def mode) in which the foot air outlet 25 and the defroster air outlet 26 are opened to the same extent and air is blown out from both the foot air outlet 25 and the defroster air outlet 26.

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

  On the output side of the air conditioning control device 50, the blower 12, the inverter 61 for the electric motor 31 b of the compressor 31, the blower fan 35 as an outdoor fan, the electric actuator 62 for the inside / outside air switching door (inside / outside air switching door damper) 23, An electric actuator 64 for the air outlet mode doors (air outlet dampers) 24a, 25a, and 26a, the PTC heaters 15a, 15b, and 15c, the electric water pump 42, and the like are connected.

  In addition, the vehicle air conditioner 1 is seated on a driver seat, a steering heater 66 that heats the steering with an electric heater, a seat blower 68 that blows air from a seat skin that contacts the buttocks and back of the occupant in the vehicle seat, and A knee radiant heater 70 that emits radiant heat toward the driver's knee, and a seat heating device 72 that heats the vehicle seat with an electric heater. These devices 66, 68, 70, 72 are provided as air conditioning auxiliary equipment (in other words, auxiliary air conditioning devices) for supplementing the feeling of air conditioning that is felt by the passengers who are users with respect to air conditioning in the passenger compartment. The operations of the air conditioning auxiliary devices 66, 68, 70 and 72 are controlled by a control signal output from the air conditioning control device 50.

  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 and a sensor group such as a discharge pressure sensor 55 (discharge pressure detecting means) which is a refrigerant pressure sensor for detecting the discharge refrigerant pressure Pc of the compressor 31 are connected.

  Further, on the input side of the air conditioning control device 50, in addition to the sensor group shown in FIG. 2, a discharge temperature sensor (discharge temperature detecting means) that detects the discharge refrigerant temperature Tc of the compressor 31, An evaporator temperature sensor (evaporator temperature detection means) for detecting the blown air temperature TE (evaporator temperature TE), an intake temperature sensor for detecting the temperature Tsi of the refrigerant sucked into the compressor 31, and the engine EG A sensor group (not shown) such as a coolant temperature sensor for detecting the coolant temperature Tw of the engine coolant, that is, the engine coolant temperature Tw is also connected.

  The evaporator temperature sensor specifically detects the heat exchange fin temperature of the evaporator 13. Of course, the evaporator temperature sensor may detect the temperature of other parts of the evaporator 13 or may directly detect the temperature of the refrigerant itself flowing through the evaporator 13.

  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. In the operation panel 60, as various air conditioning operation switches, specifically, an air conditioning switch 60a for switching between operation and non-operation of the vehicle air conditioner 1, an auto switch 60b, a pollen removal switch 60c, and a suction port mode for switching the suction port mode. A switch (not shown), a blower outlet mode switch (not shown) for switching the blower outlet mode, an air volume setting switch (not shown) of the blower 12, and a vehicle interior temperature for setting a target temperature Tset in the vehicle interior by an occupant's operation A setting switch (not shown) and the like are provided. The auto switch 60b is automatic control setting means for setting or canceling automatic control of the vehicle air conditioner 1 by the operation of the passenger.

  The air conditioning switch 60a is an activation switch that activates the vehicle air conditioner 1, and is configured by a push switch. Every time an operation of pressing the air conditioning switch 60a is performed, the operation and non-operation of the vehicle air conditioner 1 are alternately switched.

  The vehicle air conditioner 1 stops at the same time if the ignition switch is turned off while the vehicle air conditioner 1 is in operation. If the ignition switch is turned on next time, the vehicle air conditioner 1 is operated without operating the air conditioner switch 60a. The air conditioner 1 is activated. That is, in this case, the vehicle air conditioner 1 is activated by turning on the ignition switch. On the other hand, if the ignition switch is turned off while the vehicle air conditioner 1 is not operating, the vehicle air conditioner 1 will not be started by itself even if the ignition switch is turned on, and the ignition switch is turned on. It is activated by the operation of the air conditioning switch 60a to be performed later. Note that turning on the ignition switch means that the vehicle is switched from a parked state to a travelable state by a user operation.

  The pollen removal switch 60c is a switch operated by an occupant, and is a push switch that instructs execution start and stop of the pollen removal mode as the particulate removal mode. Pollen removal switch 60c may be referred to as particulate removal switch 60c. The pollen removal switch 60c has an indicator lamp that is turned on while the pollen removal mode is being executed and is turned off when the pollen removal mode is not being executed.

  For example, when an operation of pressing the pollen removal switch 60c is performed during the non-execution of the pollen removal mode, the vehicle air conditioner 1 is operated in the pollen removal mode. In other words, the indoor air conditioning unit 10 is operated in the pollen removal mode. On the contrary, if an operation of pushing the pollen removal switch 60c is performed during execution of the pollen removal mode, the pollen removal mode is canceled. This pollen removal mode may be automatically started without operation of the pollen removal switch 60c, as shown in the flowchart of FIG. 3 described later. The pollen removal mode, that is, the particulate removal mode, is an operation mode for promoting the reduction of particulates floating in the passenger compartment as compared to when the particulate removal mode is not executed. The fine particles floating in the passenger compartment are, for example, pollen, PM2.5, yellow sand, and volcanic ash.

  The air conditioning control device 50 is electrically connected to an electro multivision system 76 (hereinafter referred to as an EMV system 76). The EMV system 76 includes a touch panel display including a liquid crystal display device and a touch panel sensor, for example. The EMV system 76 can control a navigation device, an audio, an air conditioner, and the like using a display on a touch panel display. In addition, operation switches of a plurality of devices such as a navigation device and an audio are disposed on a design panel mounted on the front surface of the display of the EMV system 76. The EMV system 76 is disposed at a place where it can be easily seen by an occupant (user), for example, at the upper center of the instrument panel.

  The air-conditioning control device 50 is electrically connected to an engine control device 90 that is an engine computer that controls the operation of the engine EG, and the air-conditioning control device 50 and the engine control device 90 are configured to be able to electrically communicate with each other. Has been. Thereby, based on the detection signal or operation signal input into one control apparatus, the other control apparatus can also control the operation | movement of the various apparatuses connected to the output side. For example, the engine EG can be operated by the air conditioning control device 50 outputting an operation request signal for the engine EG to the engine control device 90. Further, when the engine EG is operating for air conditioning, the engine EG can be stopped by the air conditioning control device 50 not outputting an operation request signal for the engine EG.

  The air-conditioning control device 50 and the engine control device 90 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 that controls switching between the operation and stop of the PTC heater 15 constitutes the PTC heater control means.

  Next, control by the air conditioning control device 50 will be described with reference to FIGS. In the present embodiment, the control process shown in the flowchart of FIG. 3 and the control process shown in the flowchart of FIG. 4 are executed in parallel. First, the control process shown in the flowchart of FIG. 3 will be described. FIG. 3 is a flowchart illustrating a control process performed by the air-conditioning control device 50 and a control process for switching between execution and non-execution of the pollen removal mode. Specifically, the pollen removal flag (in other words, the fine particle removal flag) switched by the control process of FIG. 3 is read in the control process of FIG. 4, thereby switching between the execution and non-execution of the pollen removal mode. The same applies to the control processing shown in FIGS. Note that the initial value of the pollen removal flag is OFF.

  The control process of FIG. 3 is executed at the start of air conditioning by the indoor air conditioning unit 10. That is, it is executed once every time the air conditioning unit 10 starts air conditioning. The air conditioning start by the indoor air conditioning unit 10 is, in other words, the air conditioning start by the vehicle air conditioner 1, for example, the vehicle air conditioner 1 is activated by a user operation of the air conditioning switch 60a. Alternatively, the vehicle air conditioner 1 is activated by a user operation to turn on the ignition switch.

  In step SA1 of FIG. 3, the air-conditioning control device 50 acquires fine particle scattering information indicating the scattering state of fine particles (for example, pollen, PM2.5, yellow sand, volcanic ash, etc.) at the current location of the vehicle by communication from outside the vehicle. The particulate scattering information includes pollen information indicating pollen scattering status, PM2.5 information indicating PM2.5 scattering status, yellow sand information indicating yellow dust scattering status, volcanic ash information indicating volcanic ash scattering status, etc. It consists of information on fine particles.

  The communication from the outside of the vehicle is reception of information performed by wireless communication between the vehicle and the transmission source of the particulate scattering information, and is performed using, for example, the Internet or a vehicle communication network. In addition, the air conditioning control device 50 sequentially acquires vehicle position information from the navigation device, and recognizes the current location of the vehicle, that is, the location, based on the vehicle position information.

  In step SA1, when the fine particle scattering information at the current location is acquired, it is determined whether or not the fine particle scattering information includes the content that the fine particles are scattered. Specifically, the content that fine particles are scattered is the content that a pollen warning is issued informing that fine particles including pollen and the like are scattered more than a certain reference amount. That is, in step SA1, it is determined whether or not the fine particle scattering information includes the content that a pollen warning is issued at the current location.

  The pollen warning included in the fine particle scattering information includes pollen warning (many) issued when the amount of fine particle scattering is equal to or greater than a predetermined threshold, and the amount of fine particle scattering is less than the predetermined threshold. There are two types of pollen warnings (small) issued. Therefore, the fine particle scattering information acquired in step SA1 includes not only the presence / absence of fine particle scattering but also information related to the fine particle scattering amount. It should be noted that the amount of scattering of the fine particles is precisely the amount of scattering per unit volume, and can be said to be the concentration of fine particles in the air.

  In step SA1, when it is determined that the particulate scattering information includes the content that the particulates are scattered at the current location, that is, pollen warning (many) or pollen warning (small) is issued at the current location. If it is determined that it is, the process proceeds to step SA2. On the other hand, if it is determined that the particulate scattering information does not include the content that the particulates are scattered at the current location, the flowchart of FIG. 3 ends.

  In step SA2, it is determined whether or not the automatic pollen removal mode is canceled and whether or not the automatic pollen removal mode is set to be inexecutable. The auto pollen removal mode (in other words, the auto fine particle removal mode) is a kind of pollen removal mode, and is a pollen removal mode that is automatically started regardless of the operation of the pollen removal switch 60c. That is, the pollen removal mode is executed by the control process of FIG.

  If it is determined in step SA2 that the automatic pollen removal mode has been canceled, the flowchart of FIG. 3 ends. On the other hand, if it is determined that the automatic pollen removal mode has not been canceled, the process proceeds to step SA3. Note that the automatic pollen removal mode is canceled in step SA7 described later. Therefore, if the automatic pollen removal mode is not canceled in the step SA7, it is determined that it is not canceled. For example, when the battery is first charged, the automatic pollen removal mode is not canceled.

  In step SA3, a pollen removal mode is executed. In other words, the execution of the pollen removal mode is started. Specifically, in step SA3, the pollen removal flag (particulate removal flag) is changed from off to on. Then, the pollen removal mode is executed by reading that the pollen removal flag is on in the control process of FIG. 4 described later. After step SA3, the process proceeds to step SA4.

  In step SA4, the pollen removal mode duration is determined. The pollen removal mode duration is a duration for continuing to execute the pollen removal mode, in other words, an operation duration for continuing the operation of the indoor air conditioning unit 10 in the pollen removal mode.

  Specifically, the pollen removal mode duration is set to 20 seconds if pollen warning (low) is issued in the fine particle scattering information acquired in step SA1, and pollen warning (high) is issued. For example, 30 seconds. In short, the longer the pollen removal mode duration is set, the more fine particles are scattered around the vehicle. After step SA4, the process proceeds to step SA5.

  In step SA5, the passenger is informed that the pollen removal mode is being executed and that the pollen removal mode is to be terminated after the lapse of the pollen removal mode duration. At the same time, an inquiry is made to the passenger as to whether or not to stop the pollen removal mode being executed. Specifically, an image including the wording as shown in the frame of step SA5 in FIG. 3 "Because pollen warning (many) has been issued, the pollen removal mode is being executed. It will end in 30 seconds." The EMV system 76 is displayed. The image of the EMV system 76 is continuously displayed over a predetermined response reception time. After the response reception time has elapsed, the display of the EMV system 76 returns to the original image before displaying the image shown in FIG. The response reception time is predetermined for 5 seconds, for example.

  The image of the EMV system 76 shown in FIG. 3 includes a first icon button 76a described as “End pollen removal now” and a second icon button 76b described as “Do not implement pollen removal mode in the future”. It is out. The occupant can respond to an inquiry as to whether or not to stop the pollen removal mode by a touch panel operation in which any one of the display areas of the icon buttons 76a and 76b is touched with a finger. That is, in step SA5, the EMV system 76 is used to present the option of ending the pollen removal mode immediately and the option of not implementing the pollen removal mode in the future.

  In addition, the image of the EMV system 76 shown in FIG. 3 is a display image when pollen warning (many) is issued. If a pollen warning (small) is issued, in the image of the EMV system 76, “pollen warning (many)” is replaced with “pollen warning (low)”, and “after 30 seconds” is “ After 20 seconds ". After step SA5, the process proceeds to step SA6.

  In step SA6, a response to the inquiry made in step SA5 is waited for. This response waiting is started at the same time when the image of the EMV system 76 shown in FIG. 3 is displayed, and is immediately ended if there is a response from the passenger by a touch panel operation on the icon buttons 76a and 76b. On the other hand, if there is no touch panel operation, it is performed until the display of the image of the EMV system 76 shown in FIG. That is, the response waiting in step SA6 is performed until the response reception time elapses.

  In step SA6, when the response waiting is completed, it is determined which option has been selected by the occupant (user) for the inquiry in step SA5. In short, the user's selection is determined. Specifically, whether or not a touch panel operation has been performed on the first icon button 76a, whether or not a touch panel operation has been performed on the second icon button 76b, and the touch panel operation on the icon buttons 76a and 76b is not performed. It is determined whether or not the response reception time has elapsed.

  If it is determined in step SA6 that the touch panel operation has been performed on the second icon button 76b, that is, if it is determined that the option of not performing the pollen removal mode in the future is selected, the process proceeds to step SA7. If it is determined that the touch panel operation has been performed on the first icon button 76a, that is, if it is determined that the option to end the pollen removal mode now is selected, the process proceeds to step SA8. In addition, when it is determined that the response reception time has passed without any touch panel operation being performed on any of the icon buttons 76a and 76b, in short, it is determined that none of the above options has been selected and the time has expired. If YES, go to Step SA9.

  In step SA7, the automatic pollen removal mode is canceled. Thereby, it is determined that the automatic pollen removal mode is canceled in the above-described step SA2 from the next execution of the control process of FIG. Thereby, even if the air conditioning of the indoor air conditioning unit 10 is started, the pollen removal mode is not automatically executed from the next time.

  When the automatic pollen removal mode is canceled, the indicator lamp of the pollen removal switch 60c (see FIG. 2) is turned off.

  Further, when the automatic pollen removal mode is cancelled, when the pollen removal mode is executed by pressing the pollen removal switch 60c, the cancellation of the automatic pollen removal mode is cancelled. That is, the auto pollen removal mode is restored. For example, the operation for canceling the automatic pollen removal mode and the operation for canceling the cancellation may be performed on the menu of the EMV system 76, or may be performed by a vehicle diagnostic tool of an automobile dealer that maintains the vehicle. You may perform by remote control with a smart phone.

  Further, the cancellation of the auto pollen removal mode may be performed for each kind of fine particles scattered at the current location. In that case, for example, the fine particle scattering information received in step SA1 may have information on the amount of fine particles scattered at the current location for each type of fine particles. After step SA7, the process proceeds to step SA8.

  In step SA8, the pollen removal mode is ended, and the indoor air conditioning unit 10 is returned to the last mode that is the operation mode before the start of the pollen removal mode. Specifically, the pollen removal flag is switched from on to off. Then, the fact that the pollen removal flag is off is read in the control process of FIG. 4 to be described later, whereby the pollen removal mode ends and the last mode returns. When step SA8 is completed, the flowchart of FIG. 3 ends.

  The pollen removal flag is used when the vehicle air conditioner 1 is automatically operated by the auto switch 60b in addition to the execution of step SA8 or when the air conditioner switch 60a performs an off operation to deactivate the vehicle air conditioner 1. It is also set to OFF when an automatic operation start operation for starting operation is performed. That is, also in those cases, the pollen removal mode is terminated.

  In step SA9, the operation mode of the indoor air conditioning unit 10 (in other words, the operation mode of the vehicle air conditioner 1) is maintained in the pollen removal mode. Specifically, the pollen removal flag is kept on. After step SA9, the process proceeds to step SA10.

  In step SA10, it is determined whether or not the pollen removal mode duration determined in step SA4 has elapsed since the start of air conditioning by the indoor air conditioning unit 10. In other words, in step SA3, the pollen removal mode is started when the air conditioning by the indoor air conditioning unit 10 is started. In step SA10, it is determined whether or not the pollen removal mode duration has elapsed from the start of the pollen removal mode. .

  If it is determined in step SA10 that the pollen removal mode duration has elapsed since the start of the air conditioning, the process proceeds to step SA8. On the other hand, if it is determined that the pollen removal mode duration has not yet elapsed since the start of the air conditioning, the process returns to step SA9. Thereby, the air-conditioning control apparatus 50 operates the indoor air-conditioning unit 10 in pollen removal mode until the pollen removal mode continuation time passes after the air-conditioning start by the indoor air-conditioning unit 10. That is, by repeating step SA9 and step SA10 alternately, the pollen removal mode is continued until the pollen removal mode duration time elapses.

  Next, the control process shown in the flowchart of FIG. 4 will be described. FIG. 4 is a flowchart showing a control process executed by the air conditioning control device 50 in parallel with the control process of FIG. First, when the ignition switch is turned on and DC power is supplied to the air conditioning control device 50, a control program stored in advance in a memory is executed. When the air conditioning by the indoor air conditioning unit 10 is started, the air conditioning control device 50 repeatedly executes the control process of FIG. It should be noted that the ignition switch is turned on when the vehicle is allowed to travel from the parked state by a user operation.

  In step S1 of FIG. 4, the storage contents of the data processing memory incorporated in the microcomputer inside the air conditioning control device 50 are initialized (initialized), and the process proceeds to step S2.

  In step S2, an operation signal of the operation panel 60 is read. Specific operation signals include a vehicle interior target temperature Tset setting signal set by a vehicle interior temperature setting switch, an operation signal for the auto switch 60b, and the like. In step S2, the setting state of the pollen removal flag that is set to ON or OFF in the control process of FIG. 3 is also read. After step S2 in FIG. 4, the process proceeds to step S3.

  In step S3, 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. As sensor signals, for example, an inside air temperature (vehicle interior temperature) Tr detected by the inside air sensor 51, an outside air temperature Tam detected by the outside air sensor 52, an amount of solar radiation Ts detected by the solar radiation sensor 53, and a temperature sensor after the evaporator are detected. There are a post-evaporator temperature (Te) and an engine coolant temperature Tw detected by a coolant temperature sensor.

In step S4, the input data is substituted into the following mathematical formula F1 stored in advance to calculate the target blowing temperature TAO, and the process proceeds to step S5.
TAO = Kset * Tset-Kr * Tr-Kam * Tam-Ks * Ts + C (F1)
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 19, the control value of the rotation speed of the electric water pump 42, etc. are calculated from the target blowing temperature TAO and signals from 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 121, and the amount of blown air 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 inside / outside air switching box 20 of the indoor air conditioning unit 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, a blower outlet mode determination process, which will be described later, is performed, a blower outlet that blows conditioned air into the passenger compartment is determined based on the target blowout temperature TAO, and the process proceeds to step S8.

  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 15 (also simply referred to as PTC) constituting the electric heater is performed. For example, the number of operating PTC heaters 15 is determined according to a preset map, and is increased as the engine coolant temperature Tw is lower. Moreover, in step S9, the process which determines whether to operate the air-conditioning auxiliary devices 66, 68, 70, 72 such as the steering heater 66 is also performed.

  Next, 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.

  Next, 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 42 (see 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.

  Next, in step S12, the target evaporator temperature TEO, that is, the target evaporator temperature TEO is determined. This target evaporator temperature TEO is a target temperature of the evaporator temperature TE. Details of the process for determining the target evaporator temperature TEO will be described later.

  In step S13, control signals are output to various actuators, the engine control device 90, and the like so that the control states calculated or determined in steps S4 to S12 are obtained. In addition, a control signal is output to the operation panel 60 and the display on the operation panel 60 is switched. After step S13, the process proceeds to step S14.

  In step S14, the process waits for the control period T and returns to step S2 when it is determined that the control period T has elapsed. In the present embodiment, the control cycle T 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. Next, the details of each step of the air conditioning control device 50 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 121 driven by battery power. As shown in FIG. 5, when this control is started, it is determined in step S501 whether or not the air volume setting is auto (automatic). If it is auto, the process proceeds to step S503. Proceed to Whether or not the air volume setting is auto is determined based on the switch operation of the operation panel 60.

  In the case of auto, in step S503, a temporary provisional blower level f (TAO) serving as a base is calculated from the map of FIG. In the case of the eco mode, a blower level lower than that in the normal mode is output in a temperature range where the target blowing temperature TAO is less than 10 ° C and a temperature range where the target blowing temperature TAO exceeds 40 ° C. As a result, the power consumption of the blower is suppressed to save fuel, and the temperature rise of the evaporator 13 is delayed during cooling. Further, since the decrease in the engine water temperature is delayed during heating, the fuel-saving operation of the compressor 31 becomes possible.

  However, in step S503, it is determined whether the pollen removal flag is on. When it is determined that the pollen removal flag is on, the map in the pollen removal mode is adopted without adopting the map in the normal mode and the eco mode (see FIG. 5), and in the pollen removal mode. The blower level f (TAO) is determined from the map. In other words, if it is determined that the pollen removal flag is off, the map for normal mode or eco mode is employed to determine the blower level f (TAO).

  Therefore, as can be seen from the map of FIG. 5, the air volume of the blower 12 in the pollen removal mode is larger than that in the operation mode other than the pollen removal mode in most temperature ranges of the target blowing temperature TAO. At least, the air volume of the blower 12 in the pollen removal mode does not fall below the air volume in the operation mode other than the pollen removal mode. Thus, since the air volume of the blower 12 is maintained high in the pollen removal mode, the air around the passenger can be quickly replaced with the air after passing through the particulate removal filter 27.

  The eco mode is an operation mode in which the vehicle air conditioner 1 performs an energy saving operation, and the on / off of the eco mode is switched by a switch operation on the operation panel 60. The normal mode is an operation mode of the vehicle air conditioner 1 when the eco mode and the pollen removal mode are both off, that is, a normal operation mode of the vehicle air conditioner 1. In the map in the pollen removal mode shown in FIG. 5, the blower level f (TAO) may be set in multiple stages according to the concentration of fine particles in the air (in other words, the amount of scattering). As such, if the blower level f (TAO) is set in multiple stages, for example, the map in the pollen removal mode is set so that the blower level f (TAO) increases as the concentration of fine particles increases. .

  In step S504, the warm-up air volume f (Tw) is calculated according to the water temperature of the heater core 14 and the number of PTC operations of the PTC heater 15. After step S504, the process proceeds to step S505.

  In step S505, the air outlet from the air outlet in the foot mode (FOOT), the air outlet from the air outlet in the bi-level mode (B / L), and the air outlet from the air outlet in the foot differential mode It is determined whether or not any of (F / D).

  If it is one of the above outlets and the determination is YES, the process proceeds to step S506. In step S506, the smaller one of the value of f (TAO) and the value of f (Tw) is selected as the blower level. In subsequent step S507, the blower level selected in step S506 is converted into a blower voltage using the map of FIG.

  If NO is determined in step S505, that is, if, for example, the air is blown out only from the face (FACE) outlet, the process proceeds to step S508, and f (TAO) is selected as the blower level. In the next step S509, the selected blower level f (TAO) is converted into a blower voltage using a map.

  If it is determined in step S501 that the air volume setting is not automatic (automatic) but manually operated, the process proceeds to step S502. In step S <b> 502, a blower voltage is designated from the map within a range of 4 to 12 volts, and the designated blower voltage is applied to the blower motor 121.

  Next, the suction port mode determination process (step S6 in FIG. 4) will be described. Step S6 in FIG. 4 is specifically executed according to FIG. As shown in FIG. 6, in step S601, it is determined whether or not the pollen removal mode is being executed. In short, since the pollen removal mode is being executed if the pollen removal flag is on, in step S603, it is determined whether or not the pollen removal flag is on.

  If it is determined in step S603 that the pollen removal mode is being executed, that is, if it is determined that the pollen removal flag is on, the process proceeds to step S602. On the other hand, if it is determined that the pollen removal mode is not being executed, that is, if it is determined that the pollen removal flag is off, the process proceeds to step S603.

  In step S602, the inlet mode of the indoor air conditioning unit 10 is set to the inside air mode (REC), and the outside air introduction rate is set to 0%. Thus, in the pollen removal mode, the suction port mode is set to the inside air mode, so that the entry of fine particles from the outside of the vehicle into the vehicle interior is eliminated, whereby the vehicle interior can be cleaned quickly.

  In step S603, it is determined whether the suction port control is automatic. Whether or not the suction port control is automatic is determined based on the switch operation of the operation panel 60. In the case of auto, inside / outside air switching control according to the target blowing temperature TAO is performed in step S605. In the case of manual instead of auto, inside / outside air switching control according to manual setting is performed in step S604. 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 in FIG. 4 is specifically executed according to FIG. In step S701 of FIG. 7, as in step S601 described above, it is determined whether the pollen removal mode is being executed, that is, whether the pollen removal flag is on. If it is determined in step S701 that the pollen removal mode is being executed, the process proceeds to step S703. On the other hand, if it is determined that the pollen removal mode is not being executed, the process proceeds to step S702.

  In step S702, based on the target outlet temperature TAO, the outlet mode is determined for one of the face (FACE), bilevel (B / L), and foot (FOOT) from the map of FIG. When it is determined that there is a possibility of window fogging of the vehicle window glass based on the detection signal from each sensor, the air outlet mode is determined for the foot differential (F / D). For example, when the vehicle is heated during traveling in a cold region where the outside air temperature Tam is extremely low, it is determined that there is a possibility that the vehicle window glass is fogged.

  In step S703, the air outlet mode is determined to be the face (FACE), that is, the face mode. Thus, in the pollen removal mode, by setting the air outlet mode to the face mode, a large amount of wind that has passed through the particulate removal filter 27 can be blown to the upper body of the occupant. In particular, the air around the upper body including the occupant's face is quickly purified.

  Next, the compressor rotation speed determination process (step S8) will be described. Specifically, step S8 is executed according to FIG. As shown in FIG. 8, first, in step S801, the rotational speed change amount Δf_c in the cooling mode (COOL cycle) is obtained. Step S801 in FIG. 8 describes a fuzzy rule table used as a rule. In this rule table, the previous calculation is performed from the deviation En (En = TEO−TE) between the target evaporator temperature TEO and the evaporator temperature TE determined in the previous step S12 (see FIG. 4) and the deviation En calculated this time. Δf_c is determined so as to prevent frosting of the evaporator 13 based on the deviation change rate EDOT (EDOT = En− (En−1)) obtained by subtracting the deviation En−1.

  In subsequent step S802, it is determined whether or not the operation mode (operation mode) of the vehicle air conditioner 1 is the eco mode. Specifically, when the economy switch provided on the operation panel 60 is turned on, it is determined that the operation mode is the eco mode. On the contrary, when the economy switch is turned off, it is determined that the operation mode is not the eco mode.

  If it is determined that the operation mode of the vehicle air conditioner 1 is the eco mode, in step S804, the MAX rotational speed is determined to be 7000 rpm, and the process proceeds to step S805. On the other hand, when it determines with the driving | running mode of the vehicle air conditioner 1 not being eco mode, in step S803, MAX rotation speed is determined to 10000 rpm and it progresses to step S805. The MAX rotation speed is an upper limit value of the compressor rotation speed.

  In subsequent step S805, based on a value obtained by subtracting compressor power consumption (also referred to as electric compressor power consumption) from air conditioning use permission power, that is, a value of “air conditioning use permission power−compressor power consumption”, the air conditioning control device 50 Referring to the control map of FIG. 8 stored in FIG. 8, the upper limit value f (the air-conditioning use permission power-compressor power consumption) of the rotational speed change amount is determined.

  The air-conditioning use permission power is “power that is permitted to be used for air-conditioning out of the power that can be used in the entire vehicle” and is output from the power control device (not shown) to the air-conditioning control device 50. The power control device is communicably connected to the air conditioning control device 50, and the power to be distributed to various electrical devices in the vehicle according to the power supplied from the power supply outside the vehicle or the power stored in the battery 81. Make a decision.

  In the present embodiment, the air-conditioning use permission power is calculated as follows. First, provisional air conditioning use permission power and air conditioning usable power are calculated, and the smaller value of the provisional air conditioning use permission power and the air conditioning use permission power is set as the air conditioning use permission power.

  Temporary air-conditioning use permission electric power is calculated as follows. When it is not in the eco mode and the remaining power SOC of the battery 81 is not less than 20%, the provisional air-conditioning use permission power is determined to be 8000 W. When it is in the eco mode, or when the remaining power SOC of the battery 81 is less than 20%, the provisional air-conditioning use permission power is determined to be 4000 W.

The air conditioning usable power is calculated by the following formula F4.
Air conditioning usable power = Maximum supply power-Power consumption other than air conditioning (F4)
The maximum power supply is the maximum power that can be supplied by the battery 81, and the power consumption other than air conditioning is the power consumed in applications other than air conditioning.

  In step S805, specifically, the upper limit f (rotation air-conditioning permission power-compressor power consumption) of the rotation speed change amount is determined as follows. As shown in step S805 of FIG. 8, in the minimum range of air conditioning use permission power-compressor power consumption (in this embodiment, -1000 W or less), the upper limit f of the rotation speed change amount (air conditioning use permission power-compressor). (Power consumption) is determined to be a negative value (-300 rpm in the present embodiment).

  Further, in the maximum region of air conditioning use permission power-compressor power consumption (1000 W or more in the present embodiment), the upper limit f of the amount of change in rotation speed (air conditioning use permission power-compressor power consumption) is a positive value (this In the embodiment, it is determined to be +300 rpm.

  Further, in the intermediate range of air conditioning use permission power-compressor power consumption (in this embodiment, -1000 W or more and 1000 W or less), the upper limit value of the rotation speed change amount according to the increase in air conditioning use permission power-compressor power consumption. f (Air-conditioning use permission power-compressor power consumption) is increased.

In the subsequent step S806, the rotational speed change amount Δf of the compressor 31 is calculated by the following mathematical formula F5, and the process proceeds to step S807.
Δf = MIN (Δf_c, f (air-conditioning use permission power-compressor power consumption)) (F5)
Note that MIN (Δf_c, f (air-conditioning use permission power-compressor power consumption)) in Formula F5 means a smaller value of Δf_c and f (air-conditioning use permission power-compressor power consumption). Yes.

In the subsequent step S807, the current compressor speed (compressor speed) is calculated by the following formula F6.
Current compressor rotational speed = MIN {(previous compressor rotational speed + Δf), MAX rotational speed} (F6)
Note that MIN {(previous compressor rotation speed + Δf), MAX rotation speed} in Formula F6 means the smaller value of the previous compressor rotation speed + Δf and the MAX rotation speed.

  Thereby, when the eco-mode or the compressor power consumption is large, that is, when it is necessary to reduce the air-conditioning power, the refrigerant discharge capacity of the compressor 31 can be reduced to reduce the compressor power consumption. As a result, the power for air conditioning can be reduced.

  Next, the required water temperature determination process (step S10) will be described. Step S10 is specifically executed according to FIG. As shown in FIG. 9, first, in step S1001, it is determined whether or not the operation mode of the vehicle air conditioner 1 is the eco mode, as in step S802 described above. If it is determined in step S1001 that the operation mode of the vehicle air conditioner 1 is the eco mode, the process proceeds to step S1003. On the other hand, when it is determined that the operation mode of the vehicle air conditioner 1 is not the eco mode, for example, when it is determined that the operation mode is the normal mode or the pollen removal mode, the process proceeds to step S1002.

  In step S1002, an engine OFF water temperature and an engine ON water temperature, which are determination threshold values used for determining whether or not an engine ON request is required based on the engine cooling water temperature Tw, are calculated. The engine OFF water temperature is an engine cooling water temperature Tw that is a criterion for stopping the engine EG, and the engine ON water temperature is an engine cooling water temperature Tw that is a criterion for operating the engine EG.

The engine OFF water temperature is determined to be the smaller one of the reference cooling water temperature TWO calculated by the following formula F7 and 70 ° C. (see formula F8). The reference cooling water temperature TWO is the required engine cooling water temperature Tw when it is assumed that the hot air temperature before the air mix becomes the target blowing temperature TAO. TE is the temperature of the air blown from the evaporator 13, that is, the evaporator temperature.
TWO = {TAO− (TE × 0.2)} / 0.8 (F7)
Engine OFF water temperature = MIN (TWO, 70) ... (F8)
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 EG from being frequently turned ON / OFF. After step S1002, the process proceeds to step S1004.

Also in step S1003, the engine OFF water temperature and the engine ON water temperature are calculated as in step S1002. Specifically, the reference cooling water temperature TWO is calculated from the formula F7 as in step S1002. However, unlike step S1002, the engine OFF water temperature is determined to be the smaller of the reference cooling water temperature TWO and 60 ° C. (see Formula F9).
Engine OFF water temperature = MIN (TWO, 60) ... (F9)
The engine ON water temperature is set lower by a predetermined temperature (5 ° C. in this example) than the engine OFF water temperature, as in step S1002. After step S1003, the process proceeds to step S1004.

  In step S1004, it is determined whether an engine ON request is necessary based on the engine coolant temperature Tw. Specifically, the actual engine coolant temperature Tw is compared with the engine OFF water temperature and the engine ON water temperature obtained in step S1002 or step S1003. If the engine cooling water temperature Tw is lower than the engine ON water temperature, the operation of the engine EG is provisionally determined as f (TW) = ON. On the other hand, if the engine cooling water temperature Tw is higher than the engine OFF water temperature, f (TW) = OFF is temporarily determined to stop the engine EG. In the graph shown in the frame of step S1004 in FIG. 9, the coolant temperature constituting the horizontal axis of the graph represents the actual engine coolant temperature Tw. After step S1004, the process proceeds to step S1005.

  Next, in step S1005, an engine ON request, which is an engine ON request to the engine control device 90, is determined using the map shown in the frame of step S1005 in FIG. 9, and this control in FIG. 9 ends. The engine ON request as the output shown in the map of FIG. 9 follows the principle of f (TW) determined in step S1004. That is, in principle, if f (TW) = ON, it is decided to make an engine ON request.

  However, as shown in the map of FIG. 9, the outlet = DEF mode (anti-fog mode), the vehicle mode = EV travel mode, TAO = 20 ° C. or higher, f (TW) = ON, and the outside temperature Tam = 15 ° C. In the above case, f (TW) = ON, but it is determined not to make an engine ON request.

  Next, the electric water pump operation determination process (step S11 in FIG. 4) will be described. Specifically, step S11 is executed according to FIG. As shown in FIG. 10, when this control is started, it is determined in step S1101 whether or not the engine coolant temperature (water temperature) Tw detected by the coolant temperature sensor is higher than the evaporator temperature TE. When it is determined that the engine coolant temperature Tw is equal to or lower than the evaporator temperature TE, a request to turn off the electric water pump 42, that is, an electric water pump OFF request is determined in step S1102, and this control is terminated.

  If it is determined in step S1101 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 evaporator temperature TE, when the engine coolant is passed through the heater core 14, In order to lower the blowing temperature, the electric water pump 42 is turned off in step S1102.

  If it is determined in step S1101 that the engine coolant temperature Tw is higher than the post-evaporator temperature TE, it is determined in step S1103 whether or not the blower (blower) 12 of FIG. 1 is on (operated). If the blower 12 is not turned on, the process proceeds to step S1102, an electric water pump OFF request is determined, and the present control is terminated. If the blower 12 is on, the process proceeds to step S1104, a request to turn on the electric water pump 42, that is, an electric water pump ON request is determined, and this control is terminated.

  That is, when the blower 12 is off (stopped) when the engine coolant temperature Tw is relatively high, the electric water pump 42 is turned off for fuel saving. On the other hand, when the blower is on, an electric water pump ON request is made. 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, the target evaporator temperature TEO determination process (step S12 in FIG. 4) will be described. Step S12 is specifically executed according to FIG. As shown in FIG. 11, when this control starts, in step S1201, based on the target outlet temperature TAO determined in step S4 (see FIG. 4), the control map shown in FIG. Determine the value. The value of f (TAO) is used as the target evaporator temperature TEO as it is. The control map of FIG. 11 is stored in advance in the air conditioning control device 50.

  Specifically, as shown in the control map of FIG. 11, the target evaporator temperature TEO (TEO = f (TAO)) is set to a low temperature in the extremely low temperature range of the target blowing temperature TAO. In the extremely high temperature range of the target outlet temperature TAO, the target evaporator temperature TEO is increased. In the intermediate temperature range of the target blowing temperature TAO, the target evaporator temperature TEO is raised according to the increase of the target blowing temperature TAO. Note that the control map of FIG. 11 is set so that the target evaporator temperature TEO is equal to or lower than the dew point temperature of the air flowing into the evaporator 13.

  As described above, the pollen removal mode of the indoor air conditioning unit 10 is an operation mode for promoting the reduction of fine particles floating in the passenger compartment as compared to when the pollen removal mode is not executed. Therefore, as described with reference to the flowcharts of FIGS. 3 to 11, specifically, in the pollen removal mode, specifically, the air volume of the blower 12 is basically increased as compared with the operation modes other than the pollen removal mode (FIG. 5). The air outlet unit 10 is set to the face mode (see step S703 in FIG. 7), and the air inlet mode of the indoor air conditioner unit 10 is set to the room air mode (see step S602 in FIG. 6). ).

  In addition, the process in each step of FIGS. 3 to 11 described above constitutes a means for realizing each function. The same applies to the flowcharts of FIGS. Further, step SA1 in FIG. 3 corresponds to the particulate scattering determination means of the present invention, steps SA3, SA9 and SA10 correspond to the air conditioning operation means of the present invention, and step SA4 corresponds to the operation duration setting means of the present invention. .

  According to the present embodiment, if the air conditioning control device 50 determines in step SA1 of FIG. 3 that the particulate scattering information includes the content that particulates such as pollen are scattered, the indoor air conditioning unit 10 The indoor air conditioning unit 10 is operated in the pollen removal mode (particulate removal mode) until the predetermined pollen removal mode duration elapses from the start of air conditioning. Therefore, compared with the case where the pollen removal mode is started by a manual operation of the pollen removal switch 60c, it is possible to reduce the labor for the occupant to search for the pollen removal switch 60c. And complicated switch operation can be made unnecessary.

  Further, even if the occupant does not know that the pollen removal mode can be executed, the pollen removal mode is automatically executed, so that the occupant does not need to understand the function of the pollen removal switch 60c.

  Further, according to the present embodiment, in step SA4 in FIG. 3, the pollen removal mode duration is set longer as the amount of fine particles scattered around the vehicle increases, so that the pollen removal mode duration is not excessively long. Can be set.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. In the present embodiment, differences from the first embodiment will be mainly described. Further, the same or equivalent parts as those of the above-described embodiment will be described by omitting or simplifying them. The same applies to third and later embodiments described later.

  FIG. 12 is a flowchart illustrating a control process for switching between execution and non-execution of the pollen removal mode in the present embodiment, and corresponds to FIG. 3. In FIG. 12, compared with FIG. 3, step SA3 is not provided, and steps SA5, SA6, SA9, and SA10 are replaced with steps SB5, SB6, SB9, and SB10, respectively. In FIG. 12, steps denoted by the same reference numerals as those in FIG. 3 of the first embodiment are steps having the same contents as those in FIG. The control process of FIG. 12 is executed in parallel with the control process of FIG. 4 in the same manner as the control process of FIG. 3 described above, and this is the same in the control processes of FIGS.

  The control process of FIG. 12 is executed each time the air conditioning unit 10 starts air conditioning, similarly to the control process of FIG. In step SB5 following step SA4 in FIG. 12, an inquiry is made to the occupant as to whether or not the pollen removal mode can be executed. Specifically, the EMV system 76 displays an image including the wording “Do you want to execute the pollen removal mode because the pollen warning (many) has been issued?” As shown in the frame of step SB5 in FIG. . The image of the EMV system 76 is continuously displayed over a predetermined response reception time as in step SA5 of FIG. 3, and after the response reception time has elapsed, the display of the EMV system 76 displays the image shown in FIG. Return to the original image before display. The response reception time is preset to 7 seconds in this embodiment.

  The image of the EMV system 76 shown in FIG. 12 includes a first icon button 76c described as “execution of pollen removal mode” and a second icon button 76b described as “not to carry out pollen removal mode in the future”. Yes. The occupant can respond to an inquiry as to whether or not to execute the pollen removal mode by a touch panel operation in which one of the display areas of the icon buttons 76c and 76b is touched with a finger. That is, in step SB5, using the EMV system 76, an option of executing the pollen removal mode and an option of not implementing the pollen removal mode in the future are presented.

  In addition, the image of the EMV system 76 shown in FIG. 12 is a display image when pollen warning (many) is issued. If pollen warning (small) is issued, “pollen warning (many)” is replaced with “pollen warning (low)” in the image of the EMV system 76. After step SB5, the process proceeds to step SB6.

  In step SB6, a response to the inquiry made in step SB5 is waited in the same manner as in step SA6 in FIG. Therefore, the response is waited from when the image of the EMV system 76 shown in FIG. 12 is displayed until the occupant responds by touch panel operation or until the response reception time elapses.

  In step SB6, when the response waiting is completed, it is determined which option has been selected by the passenger (user) in response to the inquiry in step SB5. Specifically, whether or not a touch panel operation has been performed on the first icon button 76c, whether or not a touch panel operation has been performed on the second icon button 76b, and no touch panel operation has been performed on the icon buttons 76c and 76b. It is determined whether or not the response reception time has elapsed.

  If it is determined in step SB6 that the touch panel operation has been performed on the second icon button 76b, the process proceeds to step SA7. In addition, when it is determined that the touch panel operation has been performed on the first icon button 76c, that is, when it is determined that the execution of the pollen removal mode is approved by the occupant by selecting the option of executing the pollen removal mode, Proceed to step SB9. In addition, when it is determined that the response reception time has passed without any touch panel operation being performed on any of the icon buttons 76c and 76b, in short, it is determined that none of the above options has been selected and the time has expired. If YES, go to Step SA8.

  In step SB9, the pollen removal mode is executed. If pollen removal mode is already running, continue it. Specifically, in step SB9, the pollen removal flag is set to ON. Then, the fact that the pollen removal flag is on is read in the control process of FIG. 4, whereby the indoor air conditioning unit 10 is operated in the pollen removal mode. If the pollen removal flag is already on, the pollen removal flag is kept on. After step SB9, the process proceeds to step SB10.

  In Step SB10, it is determined whether or not the pollen removal mode duration determined in Step SA4 has elapsed since the start of the operation in the pollen removal mode of the indoor air conditioning unit 10. In other words, it is determined whether or not the pollen removal mode duration has elapsed from the start of execution of the pollen removal mode.

  If it is determined in step SB10 that the pollen removal mode duration has elapsed from the start of operation in the pollen removal mode, the process proceeds to step SA8. On the other hand, if it is determined that the pollen removal mode duration has not yet elapsed from the start of operation in the pollen removal mode, the process returns to step SB9. Thereby, the air-conditioning control apparatus 50 continues the operation in the particulate removal mode until the pollen removal mode duration elapses from the start of the operation.

  Note that step SB5 in FIG. 12 corresponds to the inquiry means of the present invention, and steps SB9 and SB10 correspond to the air conditioning operation means of the present invention.

  In the present embodiment, the effects produced from the configuration common to the first embodiment described above can be obtained as in the first embodiment.

  Further, according to the present embodiment, the air-conditioning control device 50 removes pollen when it is determined in step SA1 of FIG. 12 that the fine particle scattering information includes the content that fine particles such as pollen are scattered. An inquiry is made to the passenger asking whether the mode can be executed. When the polling removal mode is approved in the inquiry, the air conditioning control device 50 operates the indoor air conditioning unit 10 in the pollen removal mode, and starts the pollen removal mode from the start of the operation. Continue until the removal mode duration has elapsed. Therefore, similarly to the first embodiment described above, it is possible to reduce the labor for the occupant to search for the pollen removal switch 60c. And complicated switch operation can be made unnecessary.

  Even if the occupant does not know that the pollen removal mode can be executed, execution of the pollen removal mode is proposed from the vehicle side in step SB5 of FIG. 12, so that the occupant understands the function of the pollen removal switch 60c. There is no need to do.

(Third embodiment)
Next, a third embodiment of the present invention will be described. In the present embodiment, differences from the second embodiment will be mainly described.

  FIG. 13 is a flowchart showing a control process for switching between execution and non-execution of the pollen removal mode in the present embodiment, and corresponds to FIG. In FIG. 13, compared with FIG. 12, steps SA1, SA4, and SB5 are replaced with steps SC1, SC4, and SC5, respectively. In FIG. 13, steps denoted by the same reference numerals as those in FIG. 12 of the second embodiment are steps having the same contents as those in FIG.

  The control process of FIG. 13 is executed each time the air conditioning unit 10 starts air conditioning, similarly to the control process of FIG. In step SC1 of FIG. 13, the air conditioning control device 50 acquires calendar information indicating the current date and time. Then, when the calendar information is acquired, it is determined whether or not the current date / time belongs to a predetermined particle scattering period. The fine particle scattering period is a period that is set in advance to include the maximum amount of scattering that is expected to be the maximum amount of fine particles such as pollen in one year. It is the season when the flies. In the present embodiment, the fine particle scattering period is set in advance as three months from February to April.

  Further, the fine particle scattering period includes a fine particle scattering period (small) in which the fine particle scattering amount is small in the fine particle scattering period and a fine particle scattering period (in which the fine particle scattering amount is large in the fine particle scattering period). It is configured. For example, the fine particle scattering period (low) is preset as February and April, and the fine particle scattering period (high) is preset as March. The maximum amount of scattering that is assumed to be the maximum amount of scattering of the fine particles is included in the fine particle scattering period (many).

  If it is determined in step SC1 that the current date / time belongs to the fine particle scattering period, that is, if it is determined that the current date / time is in a season in which fine particles such as pollen fly, the process proceeds to step SA2. On the other hand, if it is determined that the current date and time is out of the particulate scattering period, the flowchart of FIG. 13 ends.

  If it is determined in step SA2 that the automatic pollen removal mode has not been canceled, the process proceeds to step SC4. In step SC4, the pollen removal mode duration is determined.

  Specifically, the pollen removal mode duration is set to 20 seconds when the current date and time of the calendar information acquired in step SC1 belongs to the fine particle scattering period (low), and the current date and time is set to the fine particle scattering period (high). If it belongs, it is set to 30 seconds. In short, also in step SC4, as in step SA4 of FIGS. 3 and 12, the longer the pollen removal mode duration is set, the more fine particles are scattered around the vehicle. After step SC4 in FIG. 13, the process proceeds to step SC5.

  In step SC5, an inquiry is made to the occupant asking whether the pollen removal mode can be executed. Specifically, an image including the wording “Do you want to execute the pollen removal mode for the pollen season?” As shown in the frame of step SC5 in FIG. 13 is displayed on the EMV system 76. The image of the EMV system 76 is continuously displayed over a predetermined response reception time as in step SB5 of FIG. 12, and after the response reception time has elapsed, the display of the EMV system 76 displays the image shown in FIG. Return to the original image before display. The response reception time is preset to 7 seconds in this embodiment.

  The image of the EMV system 76 shown in FIG. 13 includes the same first icon button 76c and second icon button 76b as in step SB5 of FIG. Then, the occupant can respond to an inquiry as to whether or not to execute the pollen removal mode by a touch panel operation similar to step SB5 of FIG. That is, in step SC5 of FIG. 13, as in step SB5 of FIG. 12, using the EMV system 76, an option of executing the pollen removal mode and an option of not implementing the pollen removal mode in the future are presented. After step SC5 in FIG. 13, the process proceeds to step SB6.

  Step SC1 in FIG. 13 corresponds to the particulate scattering determination means of the present invention, Step SC4 corresponds to the operation duration setting means of the present invention, and Step SC5 corresponds to the inquiry means of the present invention.

  In this embodiment, the effect produced from the configuration common to the second embodiment described above can be obtained in the same manner as the second embodiment.

  Further, according to the present embodiment, the air-conditioning control device 50 makes an inquiry to the occupant asking whether or not the pollen removal mode can be executed when it is determined in step SC1 in FIG. 13 that the current date / time belongs to the particulate scattering period. Against. When the polling removal mode is approved in the inquiry, the air conditioning control device 50 operates the indoor air conditioning unit 10 in the pollen removal mode, and starts the pollen removal mode from the start of the operation. Continue until the removal mode duration has elapsed. Therefore, similarly to the second embodiment described above, it is possible to reduce the labor of the occupant searching for the pollen removal switch 60c. And complicated switch operation can be made unnecessary.

  Even if the occupant does not know that the pollen removal mode can be executed, execution of the pollen removal mode is proposed from the vehicle side in step SC5 of FIG. 13, so that the occupant understands the function of the pollen removal switch 60c. There is no need to do.

(Fourth embodiment)
Next, a fourth embodiment of the present invention will be described. In the present embodiment, differences from the first embodiment will be mainly described.

  FIG. 14 is a flowchart illustrating a control process for switching between execution and non-execution of the pollen removal mode in the present embodiment, and corresponds to FIG. 3. 14, compared with FIG. 3, step SA5 is replaced with step SD5, and steps SA1 and SA4 are replaced with steps SC1 and SC4 in FIG. 13, respectively. 14, steps denoted by the same reference numerals as those in FIG. 3 of the first embodiment or FIG. 13 of the third embodiment are steps having the same contents as those of FIG. 3 or FIG.

  The control process of FIG. 14 is executed each time the air conditioning unit 10 starts air conditioning, similarly to the control process of FIG. In step SD5 following step SC4 in FIG. 14, the passenger is notified that the pollen removal mode is being executed and that the pollen removal mode is to be terminated after the lapse of the pollen removal mode duration. At the same time, an inquiry is made to the passenger as to whether or not to stop the pollen removal mode being executed. Specifically, the EMV system 76 displays an image including the wording “the pollen removal mode is being executed because of the pollen season. It will end in 30 seconds” as shown in the frame of step SD5 in FIG. . The image of the EMV system 76 is continuously displayed over a predetermined response reception time as in step SA5 of FIG. 3, and after the response reception time has elapsed, the display of the EMV system 76 displays the image shown in FIG. Return to the original image before display. The response reception time is set in advance to 5 seconds in this embodiment.

  The image of the EMV system 76 shown in FIG. 14 includes the same first icon button 76a and second icon button 76b as in step SA5 of FIG. Then, the occupant can respond to an inquiry as to whether or not to stop the pollen removal mode by a touch panel operation similar to step SA5 in FIG. That is, in step SD5 in FIG. 14, as in step SA5 in FIG. 3, the EMV system 76 is used to present an option of ending the pollen removal mode immediately and an option of not implementing the pollen removal mode in the future. .

  Note that the image of the EMV system 76 shown in FIG. 14 is a display image when the pollen removal mode duration is set to 30 seconds in step SC4. If the pollen removal mode duration is set to 20 seconds, “after 30 seconds” is replaced with “after 20 seconds” in the image of the EMV system 76. After step SD5 in FIG. 14, the process proceeds to step SA6.

  In the present embodiment, the same effects as those of the first embodiment or the third embodiment described above can be obtained in the same manner as the first embodiment or the third embodiment.

  Further, according to the present embodiment, the air-conditioning control device 50 is determined in advance from the start of air-conditioning by the indoor air-conditioning unit 10 when it is determined in step SC1 of FIG. The indoor air-conditioning unit 10 is operated in the pollen removal mode until the pollen removal mode duration has elapsed. Therefore, similarly to the first embodiment described above, it is possible to reduce the labor for the occupant to search for the pollen removal switch 60c. And complicated switch operation can be made unnecessary.

(Fifth embodiment)
Next, a fifth embodiment of the present invention will be described. In the present embodiment, differences from the first embodiment will be mainly described.

  FIG. 15 is a flowchart illustrating a control process for switching between execution and non-execution of the pollen removal mode (fine particle removal mode) in the present embodiment, and corresponds to FIG. In FIG. 15, compared with FIG. 3, step SA4 is not provided, and steps SA1, SA5, and SA10 are replaced with steps SE1, SE5, and SE10, respectively. In FIG. 15, steps denoted by the same reference numerals as those in FIG. 3 of the first embodiment are steps having the same contents as those in FIG.

  When the ignition switch is turned on and DC power is supplied to the air conditioning control device 50, the air conditioning control device 50 repeatedly executes the control process of FIG. In step SE1 of FIG. 15, it is determined whether the air conditioning by the indoor air conditioning unit 10 has been started from a non-executed state. In other words, it is determined whether or not the current time is the start time of air conditioning by the indoor air conditioning unit 10. Therefore, even if the air conditioning by the indoor air conditioning unit 10 is continuously performed, it is not always determined that the air conditioning has been started. When the air conditioning is switched from the non-executed state to the running state, the indoor air conditioning unit 10 It is determined that air conditioning has started.

  If it is determined in step SE1 that the current time is the start of air conditioning by the indoor air conditioning unit 10, the process proceeds to step SA2. On the other hand, when it is determined that the current time is not the time of starting the air conditioning by the indoor air conditioning unit 10, the flowchart of FIG. In other words, the control process including steps after step SA2 in FIG. 15 is executed once every time the air conditioning unit 10 starts air conditioning.

  In step SE5 following step SA3, the passenger is informed that the pollen removal mode is being executed and that the pollen removal mode is to be terminated after the lapse of the pollen removal mode duration. At the same time, an inquiry is made to the passenger as to whether or not to stop the pollen removal mode being executed. The pollen removal mode duration is preset to 30 seconds.

  Specifically, the EMV system includes an image including the wording “in the process of pollen removal for removing fine particles (pollen etc.). It will be finished in 30 seconds” as shown in the frame of step SE5 in FIG. 76. The image of the EMV system 76 is continuously displayed for a predetermined response reception time as in step SA5 of FIG. 3, and after the response reception time has elapsed, the display of the EMV system 76 displays the image shown in FIG. Return to the original image before display. The response reception time is set in advance to 5 seconds in this embodiment.

  The image of the EMV system 76 shown in FIG. 15 includes the same first icon button 76a and second icon button 76b as those in step SA5 in FIG. Then, the occupant can respond to an inquiry as to whether or not to stop the pollen removal mode by a touch panel operation similar to step SA5 in FIG. That is, in step SE5 of FIG. 15, as in step SA5 of FIG. 3, the EMV system 76 is used to present an option of ending the pollen removal mode immediately and an option of not implementing the pollen removal mode in the future. . After step SE5 in FIG. 15, the process proceeds to step SA6.

  In step SE10 following step SA9, it is determined whether or not the pollen removal mode duration set for 30 seconds has elapsed since the start of air conditioning by the indoor air conditioning unit 10. In other words, in step SA3 in FIG. 15, the pollen removal mode is started together with the start of air conditioning by the indoor air conditioning unit 10, so in step SE10, it is determined whether or not the pollen removal mode duration has elapsed since the start of the pollen removal mode. To do.

  If it is determined in step SE10 that the pollen removal mode duration has elapsed since the start of the air conditioning, the process proceeds to step SA8. On the other hand, if it is determined that the pollen removal mode duration has not yet elapsed since the start of the air conditioning, the process returns to step SA9. Thereby, air-conditioning control device 50 operates indoor air-conditioning unit 10 in pollen removal mode until pollen removal mode continuation time passes from the time of the air-conditioning start by indoor air-conditioning unit 10 like the control processing of FIG.

  Note that step SE1 in FIG. 15 corresponds to the air conditioning start determining means of the present invention, and steps SA3, SA9 and SE10 correspond to the air conditioning operation means of the present invention.

  In the present embodiment, the effects produced from the configuration common to the first embodiment described above can be obtained as in the first embodiment.

  Further, according to the present embodiment, when it is determined in step SE1 of FIG. 15 that the air conditioning by the indoor air conditioning unit 10 has been started, the air conditioning control device 50 determines in advance from the start of the air conditioning by the indoor air conditioning unit 10. The indoor air conditioning unit 10 is operated in the pollen removal mode until the pollen removal mode duration time has elapsed. Therefore, similarly to the first embodiment described above, it is possible to reduce the labor for the occupant to search for the pollen removal switch 60c. And complicated switch operation can be made unnecessary.

(Other embodiments)
(1) In each of the above-described embodiments, the indoor air conditioning unit 10 includes the PTC heater 15, but the PTC heater 15 may be omitted.

  (2) In each of the embodiments described above, in the pollen removal mode, the air volume of the blower 12 is increased as compared to the operation mode other than the pollen removal mode, the outlet mode is set to the face mode, and the suction port mode is set to the inside air mode. However, the operating state of the indoor air conditioning unit 10 in the pollen removal mode is not limited to this. In the pollen removal mode, it is only necessary to promote the reduction of the fine particles floating in the passenger compartment, and it is only necessary to meet the purpose. For example, the pollen removal mode is an operation mode in which at least the suction port mode is set to the inside air mode. There is no problem.

  (3) In the fifth embodiment described above, the pollen removal mode duration in the control process of FIG. 15 is fixed to 30 seconds, but the pollen removal is the same as step SA4 of FIG. 3 or step SC4 of FIG. The mode duration may be set according to the amount of particles scattered around the vehicle, and more specifically, the mode duration may be set longer as the number of particles increases.

  (4) In each of the above-described embodiments, all of the inquiries to the passenger in step SA5 in FIG. 3, step SB5 in FIG. 12, step SC5 in FIG. 13, step SD5 in FIG. 14, and step SE5 in FIG. However, the interrogation may be performed using other devices or means other than the EMV system 76. For example, the inquiry may be performed using voice, and an occupant's response to the inquiry may be performed using voice.

  (5) In each of the above-described embodiments, the vehicle on which the vehicle air conditioner 1 is mounted is a hybrid vehicle, but may be a simple engine vehicle that does not include an electric motor for traveling. If the vehicle on which the vehicle air conditioner 1 is mounted is an engine vehicle, the compressor 31 does not have to be electrically driven and may be driven by the engine EG.

  (6) In each embodiment described above, the air conditioning control device 50 and the engine control device 90 are configured as separate control devices, but the air conditioning control device 50 and the engine control device 90 are integrated into one control device. Can be configured.

  (7) In each of the above-described embodiments, the processing of each step shown in the flowcharts of FIGS. 3 to 15 is realized by a computer program, but may be configured by hardware logic.

  In addition, this invention is not limited to above-described embodiment, In the range described in the claim, it can change suitably. Further, the above embodiments are not irrelevant to each other, and can be combined as appropriate unless the combination is clearly impossible. In each of the above-described embodiments, it is needless to say that elements constituting the embodiment are not necessarily essential unless explicitly stated as essential and clearly considered essential in principle. Yes. Further, in each of the above embodiments, when numerical values such as the number, numerical value, quantity, range, etc. of the constituent elements of the embodiment are mentioned, it is clearly limited to a specific number when clearly indicated as essential and in principle. The number is not limited to the specific number except for the case. In each of the above embodiments, when referring to the material, shape, positional relationship, etc. of the constituent elements, etc., unless otherwise specified, or in principle limited to a specific material, shape, positional relationship, etc. The material, shape, positional relationship, etc. are not limited.

DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 10 Indoor air conditioning unit

Claims (6)

Particulate scattering determination means (SA1) for acquiring particulate scattering information indicating the scattering state of particulates in the current location by communication from outside the vehicle and determining whether or not the particulate scattering information includes the content that the particulates are scattered. When,
Air conditioning by an indoor air conditioning unit (10) that blows out temperature-controlled air into the passenger compartment when the particulate scattering information is determined by the particulate scattering determination means to include the content that the particulates are scattered. Air conditioning operation means (SA3, SA9, SA10) for operating the indoor air conditioning unit in the particulate removal mode until a predetermined operation continuation time elapses from the start,
The vehicle air conditioner is characterized in that the particulate removal mode is an operation mode for promoting the reduction of the particulates floating in the passenger compartment as compared to when the particulate removal mode is not executed. Particulate scattering determination means (SA1) for acquiring particulate scattering information indicating the scattering state of particulates in the current location by communication from outside the vehicle and determining whether or not the particulate scattering information includes the content that the particulates are scattered. When,
Inquiry means for inquiring a passenger whether or not to execute the fine particle removal mode when the fine particle scattering determination means determines that the fine particle scattering information includes the content that the fine particles are scattered ( SB5)
When the execution of the particulate removal mode is approved in the inquiry, the indoor air conditioning unit (10) for blowing the temperature-controlled air into the vehicle interior is operated in the particulate removal mode, and the operation in the particulate removal mode is performed. Air conditioning operation means (SB9, SB10) that continues from the start of the operation until a predetermined operation continuation time elapses,
The vehicle air conditioner is characterized in that the particulate removal mode is an operation mode for promoting the reduction of the particulates floating in the passenger compartment as compared to when the particulate removal mode is not executed. Fine particle scattering determination means for acquiring calendar information indicating the current date and determining whether or not the current date belongs to a predetermined fine particle scattering period so as to include a time when the scattering amount of the fine particles is assumed to be maximum. SC1)
An inquiry means (SC5) for making an inquiry to the passenger as to whether or not to execute the fine particle removal mode when it is determined by the fine particle scattering determination means that the current day belongs to the fine particle scattering period;
When the execution of the particulate removal mode is approved in the inquiry, the indoor air conditioning unit (10) for blowing the temperature-controlled air into the vehicle interior is operated in the particulate removal mode, and the operation in the particulate removal mode is performed. Air conditioning operation means (SB9, SB10) that continues from the start of the operation until a predetermined operation continuation time elapses,
The vehicle air conditioner is characterized in that the particulate removal mode is an operation mode for promoting the reduction of the particulates floating in the passenger compartment as compared to when the particulate removal mode is not executed. Fine particle scattering determination means for acquiring calendar information indicating the current date and determining whether or not the current date belongs to a predetermined fine particle scattering period so as to include a time when the scattering amount of the fine particles is assumed to be maximum. SC1)
When it is determined by the particulate scattering determination means that the present day belongs to the particulate scattering period, the operation is determined in advance from the start of air conditioning by the indoor air conditioning unit (10) that blows out temperature-controlled air into the passenger compartment. Air conditioning operation means (SA3, SA9, SA10) for operating the indoor air conditioning unit in the particulate removal mode until the duration has elapsed,
The vehicle air conditioner is characterized in that the particulate removal mode is an operation mode for promoting the reduction of the particulates floating in the passenger compartment as compared to when the particulate removal mode is not executed. Air-conditioning start determining means (SE1) for determining whether or not air-conditioning by the indoor air-conditioning unit (10) for blowing the temperature-adjusted air into the vehicle interior is started;
If it is determined by the air conditioning start determining means that the air conditioning has started, the indoor air conditioning unit is operated in the particulate removal mode until a predetermined operation continuation time has elapsed since the start of air conditioning by the indoor air conditioning unit. Air conditioning operation means (SA3, SA9, SE10) to perform,
The vehicle air conditioner is characterized in that the particulate removal mode is an operation mode for promoting the reduction of particulates floating in the passenger compartment as compared to when the particulate removal mode is not executed. The vehicle according to any one of claims 1 to 5, further comprising driving duration setting means (SA4, SC4) for setting the driving duration longer as the amount of the scattered fine particles increases. Air conditioner.

Images