JP2017140881A - Vehicular air conditioner - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve fuel economy while suppressing decrease in an average blowoff temperature of a heater core when warming up an engine.SOLUTION: The vehicular air conditioner is equipped with: a heater core 36 that heat-exchanges a heat medium for cooling an engine with air to be blown off into a vehicle interior so as to heat the air; a casing 31 in which are formed a passage 33 for heating through which the air to be heat-exchanged in the heater core 36 flows and a bypass passage 34 through which air flows while bypassing the heater core 36; a flow volume adjusting portion 40a that adjusts flow volumes of a heat medium flowing through the heater core 36; an air mix door 39 that adjusts an air volume ratio of air flowing through a passage 33 for heating; and a control portion 50 that controls actuation of the air mix door 39 on the basis of a target blowoff temperature TAO and a correction value PW×CH, and determines the correction value PW×CH so that the air volume ratio of the air flowing through the passage 33 for heating is corrected to become higher as the flow volumes of the heat medium flowing through the heater core 36 become smaller.SELECTED DRAWING: Figure 4

Description

  The present invention relates to an air conditioner used in a vehicle.

  Conventionally, Patent Literature 1 describes a vehicle air conditioner that reduces the flow rate of engine cooling water flowing into a heater core when the engine is warmed up.

  The heater core is a heat exchanger that heats the air that is blown into the vehicle interior by exchanging heat between the engine coolant and the air that is blown into the vehicle interior.

  In this conventional technology, when the engine is warmed up, the waste heat of the engine is prevented from being dissipated outside by the heater core, so the waste heat of the engine is effectively used to raise the temperature of the entire engine coolant. it can. Therefore, the fuel consumption of the engine can be improved.

JP 2012-172624 A

  However, the above prior art has a problem that the average blown air temperature of the heater core is lowered because the flow rate of the engine cooling water flowing into the heater core is reduced when the engine is warmed up. The average blown air temperature of the heater core is an average value of the blown air temperature at the cooling water inlet side portion of the heater core and the blown air temperature at the cooling water outlet side portion of the heater core.

  That is, if the flow rate of engine cooling water flowing into the heater core is small, the amount of heat that the heater core has is small, so the temperature of the cooling water rapidly decreases while the cooling water flows through the heater core and exchanges heat, and the cooling water outlet of the heater core This is because the temperature of the cooling water is significantly lower than that of the cooling water inlet, and the temperature of the blown air on the cooling water outlet side of the heater core is also greatly reduced.

  The present invention has been made in view of the above points, and an object of the present invention is to improve the fuel efficiency of an engine while suppressing a decrease in the average blowing temperature of a heat exchanger for heating when the engine is warmed up.

In order to achieve the above object, in the vehicle air conditioner according to claim 1,
A heat exchanger (36) for heating that heats air by exchanging heat between the heat medium for cooling the engine (EG) and the air blown into the vehicle interior space;
A casing (33) that forms a heating passage (33) through which air to be heat-exchanged in the heating heat exchanger (36) flows, and a bypass passage (34) through which the air flows by bypassing the heating heat exchanger (36). 31) and
A flow rate adjusting unit (40a) for adjusting the flow rate of the heat medium flowing through the heating heat exchanger (36);
An air volume ratio adjusting unit (39) for adjusting an air volume ratio of the air flowing through the heating passage (33);
Based on the target blowing temperature (TAO) and the correction value (PW × CH), the operation of the air volume ratio adjusting unit (39) is controlled, and the smaller the flow rate of the heat medium flowing through the heating heat exchanger (36), the more for heating. A control unit (50) that determines a correction value (PW × CH) so that the air volume ratio of the air flowing through the passage (33) is corrected to the higher side.

  According to this, when the flow rate of the heat medium flowing through the heating heat exchanger (36) is small, the air volume ratio of the air flowing through the heating passage (33) becomes high, so that the heat in the heating heat exchanger (36) is increased. The amount of exchange can be increased, and as a result, it is possible to suppress a decrease in the average blowing temperature of the heat exchanger for heating (36). Therefore, even if the flow rate of the heat medium flowing through the heat exchanger for heating (36) is reduced in order to improve fuel efficiency when the engine (EG) is warmed up, passenger comfort can be ensured.

  In addition, the code | symbol in the bracket | parenthesis of each means described in this column and the claim shows the correspondence with the specific means as described in embodiment mentioned later.

1 is an overall configuration diagram of a vehicle air conditioner according to an embodiment. It is a block diagram which shows the electric control part of the vehicle air conditioner of one Embodiment. It is a flowchart which shows the control processing of the vehicle air conditioner of one Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of one Embodiment.

  Hereinafter, embodiments will be described with reference to the drawings. FIG. 1 is an overall configuration diagram of a vehicle air conditioner 1 according to the present embodiment, and FIG. 2 is a block diagram illustrating a configuration of an electric control unit of the vehicle air conditioner 1. In the present embodiment, the vehicle air conditioner 1 is applied to a hybrid vehicle that obtains driving force for traveling from an internal combustion engine EG (in other words, an engine) and a traveling electric motor.

  The hybrid vehicle of the present embodiment is configured as a plug-in hybrid vehicle capable of charging power supplied from an external power source (in other words, commercial power source) to the battery 81 mounted on the vehicle when the vehicle is stopped.

  This plug-in hybrid vehicle charges the battery 81 with electric power supplied from an external power source when the vehicle stops before the vehicle starts running, so that the remaining power SOC of the battery 81 is predetermined as when the vehicle starts running. When it is equal to or more than the reference remaining amount for traveling, an operation mode is set in which the vehicle travels mainly by the driving force of the traveling electric motor. Hereinafter, this operation mode is referred to as an EV operation mode.

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

  More specifically, the EV operation mode is an operation mode in which the vehicle is driven mainly by the driving force output from the traveling electric motor. When the vehicle driving load becomes high, the engine EG is operated. Assist the electric motor for traveling. That is, the EV operation mode is an operation mode in which the driving force for driving output from the electric motor for driving is larger than the driving force for driving output from the engine EG.

  In other words, the EV operation mode is an operation mode in which the driving force ratio of the motor side driving force to the internal combustion engine side driving force (that is, motor side driving force / internal combustion engine side driving force) is greater than at least 0.5. .

  On the other hand, the HV operation mode is an operation mode in which the vehicle is driven mainly by the driving force output from the engine EG. When the vehicle driving load becomes high, the driving electric motor is operated to operate the engine EG. Assist. That is, the HV operation mode is an operation mode in which the internal combustion engine side driving force is larger than the motor side driving force. In other words, the HV operation mode is an operation mode in which the driving force ratio is at least smaller than 0.5.

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

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

  Next, the detailed structure of the vehicle air conditioner 1 of this embodiment is demonstrated. The vehicle air conditioner 1 performs air conditioning (for example, pre-air conditioning) in the vehicle interior using electric power supplied from an external power source when the vehicle is stopped before traveling, in addition to air conditioning in the vehicle interior using electric power supplied from the battery 81. Configured to be executable.

  The vehicle air conditioner 1 of the present embodiment includes the refrigeration cycle 10 shown in FIG. 1, the indoor air conditioning unit 30, the air conditioning control device 50 shown in FIG.

  First, the indoor air conditioning unit 30 is arranged inside the instrument panel (in other words, an instrument panel) at the foremost part of the vehicle interior, and a blower 32, an evaporator 15, a heater core 36, A PTC heater 37 or the like is accommodated.

  The casing 31 forms an air passage for blown air that is blown into the vehicle interior, and is formed of a resin (for example, polypropylene) that has a certain degree of elasticity and is excellent in strength. An air passage through which air flows is formed in the casing 31.

  An inside / outside air switching box 20 serving as an inside / outside air switching unit for switching and introducing inside air (in other words, air in the passenger compartment) and outside air (in other words, outside air in the passenger compartment) is disposed on the most upstream side of the blast air flow in the casing 31. Has been.

  More specifically, the inside / outside air switching box 20 is formed with an inside air introduction port 21 and an outside air introduction port 22. The inside air introduction port 21 introduces inside air into the casing 31. The outside air inlet 22 introduces outside air into the casing 31.

  Further, an inside / outside air switching door 23 is disposed inside the inside / outside air switching box 20 for changing the air volume ratio between the volume of the inside air introduced into the casing 31 and the volume of the outside air. The inside / outside air switching door 23 is a suction port mode switching unit that switches the suction port mode, and continuously adjusts the opening areas of the inside air introduction port 21 and the outside air introduction port 22.

  Therefore, the inside / outside air switching door 23 constitutes an air volume ratio changing unit (in other words, an inside / outside air switching unit) that changes the air volume ratio between the air volume of the inside air introduced into the casing 31 and the air volume of the outside air. In other words, the inside / outside air switching door 23 is an outside air rate adjusting unit that adjusts the ratio of outside air to inside air and outside air introduced into the air passage (hereinafter referred to as outside air rate).

  More specifically, the inside / outside air switching door 23 is driven by the electric actuator 62. The operation of the electric actuator 62 is controlled by a control signal output from the air conditioning controller 50.

  In addition, as the suction port mode, there are an all-inside air mode, an all-outside air mode, and an inside / outside air mixing mode.

  In the inside air 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 air passage in the casing 31. In the outside air mode, the inside air introduction port 21 is fully closed and the outside air introduction port 22 is fully opened to introduce outside air into the air passage in the casing 31.

  In the inside / outside air mixing mode, by continuously adjusting the opening areas of the inside air introduction port 21 and the outside air introduction port 22 between the inside air mode and the outside air mode, the inside air and the outside air are introduced into the air passage in the casing 31. Change the ratio continuously.

  A blower 32 (in other words, a blower), which is a blower 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 32 is an electric blower that drives a fan with an electric motor, and the number of rotations (in other words, the blowing capacity) is controlled by a control voltage output from the air conditioning control device 50. Therefore, this electric motor constitutes a blowing capacity changing unit of the blower 32.

  The fan of the blower 32 is a centrifugal multiblade fan (for example, a sirocco fan). The fan is disposed in the air passage, and blows the inside air from the inside air introduction port 21 and the outside air from the outside air introduction port 22 to the air passage.

  An evaporator 15 is disposed on the downstream side of the air flow of the blower 32. The evaporator 15 is disposed over the entire air passage. The evaporator 15 serves as a cooling unit (in other words, a heat exchanging unit) that cools the blown air by exchanging heat between the refrigerant (in other words, the heat medium) flowing through the evaporator 15 and the blown air blown from the blower 32. Function. Specifically, the evaporator 15 constitutes a vapor compression refrigeration cycle 10 together with the compressor 11, the condenser 12, the gas-liquid separator 13, the expansion valve 14, and the like.

  Here, the main configuration of the refrigeration cycle 10 according to the present embodiment will be described. The compressor 11 is arranged in the engine room, sucks refrigerant in the refrigeration cycle 10, compresses and discharges the refrigerant, The fixed capacity type compression mechanism 11a having a fixed capacity is configured as an electric compressor that is driven by an electric motor 11b. The electric motor 11 b is an AC motor whose rotation speed is controlled by an AC voltage output from the inverter 61.

  Further, the inverter 61 outputs an AC voltage having a frequency corresponding to the control signal output from the air conditioning control device 50. And the refrigerant | coolant discharge capability of the compressor 11 is changed by this rotation speed control. Therefore, the electric motor 11 b constitutes a discharge capacity changing unit of the compressor 11.

  The condenser 12 is disposed in the engine room and dissipates the refrigerant discharged from the compressor 11 by exchanging heat between the refrigerant flowing through the inside and the outside air blown from the blower fan 12a as an outdoor blower. It is an outdoor heat exchanger (in other words, a radiator) that is allowed to condense. The blower fan 12a is an electric blower in which the operation rate, that is, the rotation speed (in other words, the amount of blown air) is controlled by the control voltage output from the air conditioning control device 50.

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

  The above is the description of the main configuration of the refrigeration cycle 10 according to the present embodiment, and the description returns to the indoor air conditioning unit 30 below. In the air passage in the casing 31, on the downstream side of the air flow of the evaporator 15, a heating passage 33 and a bypass passage 34 for flowing the air after passing through the evaporator 15 are formed in parallel. In the heating passage 33, a heater core 36 and a PTC heater 37 for heating the air that has passed through the evaporator 15 are arranged in this order in the air flow direction.

  In the air passage, a mixing space 35 for mixing the air flowing out of the heating passage 33 and the bypass passage 34 is formed on the downstream side of the air passage of the heating passage 33 and the bypass passage 34.

  The heater core 36 is a heating heat exchanger (in other words, an air heating unit) that heats blown air that has passed through the evaporator 15 by using engine cooling water (hereinafter simply referred to as cooling water) for cooling the engine EG as a heat medium. is there. The engine EG is a cooling water heating unit (in other words, a heat medium heating unit) that heats the cooling water.

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

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

  More specifically, the PTC heater 37 is composed of a plurality of (in this embodiment, three) PTC elements 37a, 37b, and 37c. The positive side of each PTC element 37a, 37b, 37c is connected to the battery 81 side, and the negative side is connected to the ground side via a switch element. The switch element switches between the energized state (in other words, the ON state) and the non-energized state (in other words, the OFF state) of each PTC element. The operation of the switch element is controlled by a control signal output from the air conditioning control device 50.

  The air-conditioning control device 50 controls the operation of the switch element so as to independently switch between the energized state and the non-energized state of each PTC element 37a, 37b, 37c. And the heating capacity of the PTC heater 37 as a whole can be changed.

  The bypass passage 34 is an air passage for guiding the air after passing through the evaporator 15 to the mixing space 35 without passing the heater core 36 and the PTC heater 37. Therefore, the temperature of the blown air mixed in the mixing space 35 varies depending on the air volume ratio of the air passing through the heating passage 33 and the air passing through the bypass passage 34.

  Therefore, in the present embodiment, the air volume ratio of the cool air that flows into the heating passage 33 and the bypass passage 34 on the downstream side of the air flow of the evaporator 15 in the air passage and on the inlet side of the heating passage 33 and the bypass passage 34. An air mix door 39 that continuously changes the air pressure is disposed.

  The air mix door 39 constitutes a temperature adjusting unit that adjusts the air temperature in the mixing space 35 (in other words, the temperature of the blown air blown into the vehicle interior).

  More specifically, the air mix door 39 includes a common rotating shaft driven by a common electric actuator 63 and a plate-like door main body connected to the common rotating shaft. It consists of a so-called cantilever door. The operation of the electric actuator 63 for the air mix door is controlled by a control signal output from the air conditioning controller 50.

  Furthermore, blower outlets 24 to 26 that blow out the blown air whose temperature is adjusted from the mixing space 35 to the vehicle interior that is the air-conditioning target space are arranged at the most downstream portion of the blown air flow of the casing 31.

  Specifically, as the air outlets 24 to 26, a face air outlet 24, a foot air outlet 25, and a defroster air outlet 26 are provided.

  The face air outlet 24 is an upper body side air outlet that blows out air-conditioned air toward the upper body of the passenger in the passenger compartment. The foot air outlet 25 is a foot side air outlet that blows air-conditioned air toward the feet of the occupant. The defroster air outlet 26 is a window glass side air outlet that blows conditioned air toward the inner surface of the front window glass W of the vehicle.

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

  The face door 24a, the foot door 25a, and the defroster door 26a constitute an air outlet mode door (in other words, an air outlet mode switching unit) that switches the air outlet mode. It is connected to the electric actuator 64 for driving the exit mode door and is rotated in conjunction with it. The operation of the electric actuator 64 is also controlled by a control signal output from the air conditioning controller 50.

  As a blower outlet mode, there are a face mode, a bi-level mode, a foot mode, and a foot defroster mode. In the drawing, the face mode is abbreviated as FACE, the foot mode is abbreviated as FOOT, and the bi-level mode is abbreviated as B / L.

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

  The occupant can also enter the defroster mode by manually operating the defroster switch 60c of the operation panel 60 shown in FIG. In the defroster mode, the defroster outlet 26 is fully opened, and air is blown out from the defroster outlet 26 to the inner surface of the vehicle front window glass.

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

  The vehicle air conditioner 1 includes a seat air conditioner 90 shown in FIG. The seat air conditioner 90 is an auxiliary heating unit that increases the surface temperature of the seat on which the occupant sits. Specifically, the seat air conditioner 90 is a seat heating unit that is configured by a heating wire embedded in the seat surface and generates heat when supplied with electric power.

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

  The vehicle air conditioner 1 may include a seat blower, a steering heater, and a knee radiation heater. The seat blower is a blower that blows air from the inside of the seat toward the passenger. The steering heater is a steering heating unit that heats the steering with an electric heater. The knee radiant heater is a heating unit that radiates heat source light, which is a heat source of radiant heat, toward an occupant's knee. The operation of the seat blower, the steering heater, and the knee radiation heater can be controlled by a control signal output from the air conditioning controller 50.

  Next, the electric control unit of the present embodiment will be described with reference to FIG. The air conditioning control device 50 (in other words, the air conditioning control unit), the driving force control device 70 (in other words, the driving force control unit), and the power control device 71 (in other words, the power control unit) include a CPU, a ROM, a RAM, and the like. It is composed of a known microcomputer and its peripheral circuits, and performs various calculations and processing based on a control program stored in the ROM, thereby controlling the operation of various devices connected to the output side.

  Connected to the output side of the driving force control device 70 are various engine components constituting the engine EG, a traveling inverter for supplying an alternating current to the traveling electric motor, and the like. Specifically, as the various engine components, a starter for starting the engine EG, a fuel injection valve for supplying fuel to the engine EG (in other words, an injector) drive circuit (all not shown), and the like are connected. .

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

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

  On the input side of the air conditioning controller 50, an inside air sensor 51, an outside air sensor 52, a solar radiation sensor 53, a discharge temperature sensor 54, a discharge pressure sensor 55, an evaporator temperature sensor 56, a cooling water temperature sensor 58, and a window surface humidity sensor 59. Various air conditioning control sensor groups such as the above are connected.

  The inside air sensor 51 is an inside air temperature detection unit that detects a vehicle interior temperature Tr. The outside air sensor 52 is an outside air temperature detecting unit that detects the outside air temperature Tam. The solar radiation sensor 53 is a solar radiation amount detection unit that detects the solar radiation amount Ts in the passenger compartment.

  The discharge temperature sensor 54 is a discharge temperature detection unit that detects the compressor 11 discharge refrigerant temperature Td. The discharge pressure sensor 55 is a discharge pressure detection unit that detects the refrigerant discharge pressure Pd of the compressor 11.

  The evaporator temperature sensor 56 is an evaporator temperature detector that detects the temperature of air blown out from the evaporator 15 (hereinafter referred to as the evaporator temperature). The coolant temperature sensor 58 is a coolant temperature detector that detects the coolant temperature Tw of coolant that has flowed out of the engine EG.

  The evaporator temperature sensor 56 of the present embodiment specifically detects the heat exchange fin temperature of the evaporator 15. Of course, as the evaporator temperature sensor 56, a temperature detection unit that detects the temperature of other parts of the evaporator 15 may be adopted, or a temperature detection unit that directly detects the temperature of the refrigerant itself flowing through the evaporator 15 may be used. It may be adopted.

  The window surface humidity sensor 59 is a humidity detection unit that detects near-window humidity. The humidity near the window is the relative humidity of the air in the passenger compartment near the window glass in the passenger compartment.

  Operation signals from various air conditioning operation switches provided on the operation panel 60 disposed in the vicinity of the instrument panel in the front part of the vehicle interior are input to the input side of the air conditioning control device 50. Various air conditioning operation switches provided on the operation panel 60 are manual operation units for manually setting the operation of the air conditioning unit 30.

  Specifically, various air conditioning operation switches provided on the operation panel 60 include an air conditioner switch 60a, an auto switch, a suction port mode switch, a blowout port mode switch 60b, a defroster switch 60c, an air volume setting switch 60d, a vehicle An indoor temperature setting switch 60e, an economy switch 60f, a display unit 60g for displaying the current operating state of the vehicle air conditioner 1, and the like are provided.

  The air conditioner switch 60a is a compressor operation setting unit that switches between starting and stopping of the compressor 11 by the operation of the occupant. The air conditioner switch 60a is provided with an air conditioner indicator that is turned on / off according to the operation status of the air conditioner switch 60a.

  The auto switch is an automatic control setting unit that sets or cancels the automatic control of the vehicle air conditioner 1 by the operation of the passenger.

  The outlet mode switching switch 60b is an outlet mode switching unit that switches between the face mode, the bi-level mode, the foot mode, and the foot defroster mode. The defroster switch 60c is a defroster mode setting unit that sets the defroster mode by the operation of the passenger.

  In the foot defroster mode and the defroster mode, the antifogging property of the window is higher than that in the remaining outlet mode. The air outlet mode changeover switch 60 b and the defroster switch 60 c are anti-fogging operation units for outputting a command for improving the anti-fogging property of the window by the air conditioning unit 30 to the air conditioning control device 50.

  The air volume setting switch 60d is an air volume setting unit for manually setting the air volume of the blower 32. The vehicle interior temperature setting switch 60e is a target temperature setting unit that sets the vehicle interior target temperature Tset by the operation of the passenger.

  The economy switch 60f is a switch that prioritizes reduction of the load on the environment. By turning on the economy switch 60f, the operation mode of the vehicle air conditioner 1 is set to an economy mode in which priority is given to power saving of the air conditioning. The economy switch 60f is a power saving priority mode setting unit.

  In addition, when the economy switch 60f is turned on, a signal for reducing the operating frequency of the engine EG that is operated to assist the electric motor for traveling is output to the driving force control device 70 in the EV operation mode.

  In addition, the air conditioning control device 50 and the driving force control device 70 are configured to be electrically connected to communicate with each other. Thereby, based on the detection signal or operation signal input into one control apparatus, the other control apparatus can also control the operation | movement of the various apparatuses connected to the output side. For example, the operation of the engine EG can be requested by the air conditioning control device 50 outputting a request signal for the engine EG to the driving force control device 70. In addition, when the driving force control device 70 receives a request signal for requesting the operation of the engine EG from the air conditioning control device 50, the driving force control device 70 determines whether or not the engine EG needs to be operated, and operates the engine EG according to the determination result. Control.

  Further, the air conditioning control device 50 includes an electric power control device 71 that determines power to be distributed to various electric devices in the vehicle according to the power supplied from the power supply outside the vehicle or the power stored in the battery 81. It is connected to the. The air conditioning control device 50 of the present embodiment receives an output signal output from the power control device 71 (for example, data indicating air conditioning use permission power permitted to be used for air conditioning).

  Here, the air-conditioning control device 50 and the driving force control device 70 are configured such that a control unit for controlling various devices to be controlled connected to the output side is integrally configured. The configuration to be controlled (for example, hardware and software) constitutes a control unit that controls the operation of each control target device.

  For example, the structure which controls the ventilation capacity of the air blower 32 by controlling the action | operation of the air blower 32 which is a ventilation part among the air-conditioning control apparatuses 50 comprises the ventilation capacity control part 50a. Of the air-conditioning control device 50, the configuration for controlling the refrigerant discharge capacity of the compressor 11 by controlling the frequency of the AC voltage output from the inverter 61 connected to the electric motor 11b of the compressor 11 is the compressor control unit 50b. Is configured.

  The structure which controls switching of the suction inlet mode among the air-conditioning control apparatuses 50 comprises the suction inlet mode switching part 50c. The structure which controls switching of the blower outlet mode among the air-conditioning control apparatuses 50 comprises the blower outlet mode switching part 50d.

  The structure which transmits / receives a control signal with the driving force control apparatus 70 in the air-conditioning control apparatus 50 comprises the request signal output part. A configuration for transmitting / receiving control signals to / from the air-conditioning control device 50 in the driving force control device 70 and determining whether or not the engine EG needs to be operated according to an output signal from the request signal output unit or the like (in other words, determining whether or not to operate) Part) constitutes a signal communication part.

  Next, the operation of the vehicle air conditioner 1 of the present embodiment in the above configuration will be described with reference to FIGS. FIG. 3 is a flowchart showing a control process as a main routine of the vehicle air conditioner 1 of the present embodiment. In this control process, the operation switch of the vehicle air conditioner 1 is turned on while power is supplied from the battery 81 or an external power source to various in-vehicle devices including the electric components constituting the vehicle air conditioner 1. Will start. In addition, each control step in FIGS. 3-10 comprises the various function implementation | achievement part which the air-conditioning control apparatus 50 has.

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

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

  Next, in step S3, a vehicle environmental state signal used for air conditioning control, that is, a detection signal of the above-described sensor groups 51 to 58, a power state signal indicating a power supply state from an external power source, and the like are read. When the power status signal indicates a state in which power can be supplied from the external power source to the vehicle (plug-in state), the external power source flag is turned on and power cannot be supplied from the external power source to the vehicle (plug-out state) ), The external power flag is turned off.

  In step S3, a part of the detection signal of the sensor group connected to the input side of the driving force control device 70 and the control signal output from the driving force control device 70 are also read from the driving force control device 70. It is out.

  Next, in step S4, the target blowing temperature TAO of the vehicle compartment blowing air is calculated. Therefore, step S4 constitutes a target blowing temperature determination unit.

The target blowing temperature TAO is calculated by the following formula F1.
TAO = Kset * Tset-Kr * Tr-Kam * Tam-Ks * Ts + C ... F1
Here, Tset is the vehicle interior set temperature set by the vehicle interior temperature setting switch, Tr is the vehicle interior temperature detected by the internal air sensor 51 (in other words, the internal air temperature), and Tam is the external air temperature detected by the external air sensor 52. , Ts is the amount of solar radiation detected by the solar radiation sensor 53. Kset, Kr, Kam, Ks are control gains, and C is a correction constant.

  The target blowout temperature TAO corresponds to the amount of heat that the vehicle air conditioner 1 needs to generate in order to keep the passenger compartment at a desired temperature, and the air conditioning load required for the vehicle air conditioner 1 (air conditioning heat). Load).

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

  Details of step S5 will be described with reference to the flowchart of FIG. First, in step S51, based on the heater core flow rate, a correction parameter PW is determined with reference to a control map stored in advance in the air conditioning control device 50, and the process proceeds to step S52.

  The heater core flow rate is a flow rate of cooling water flowing through the heater core 36. The correction parameter PW is a parameter used to correct the air mix opening SW according to the heater core flow rate.

  Specifically, the value of the correction parameter PW is increased when the heater core flow rate is small, and the value of the correction parameter PW is decreased when the heater core flow rate is large. In the example of FIG. 4, the value of the correction parameter PW is 7 if the heater core flow rate ≦ 1.0 L / min, and the value of the correction parameter PW is 0 if the heater core flow rate ≧ 3.0 L / min. If min <heater core flow rate <3.0 L / min, the larger the heater core flow rate, the smaller the value of the correction parameter PW in the range of 7-0.

  That is, if the heater core flow rate is small, it becomes more necessary to correct the air mix opening degree SW according to the heater core flow rate, so the correction parameter PW is set to 7.0. If the heater core flow rate is large, the correction parameter PW is set to 1.0 because it is less necessary to correct the air mix opening degree SW according to the heater core flow rate.

  In subsequent step S52, the heater core passage ratio is determined based on the coolant temperature Tw with reference to the control map stored in advance in the air conditioning control device 50, and the process proceeds to step S53.

  The heater core passage ratio is a value obtained by artificially calculating the ratio of the air volume passing through the heater core 36 (hereinafter referred to as heater core air volume) out of the air volume passing through the air passage in the casing 31 of the indoor air conditioning unit 30.

  Specifically, the value of the heater core passage ratio is increased when the cooling water temperature Tw is low, and the value of the heater core passage ratio is decreased when the cooling water temperature Tw is high. In the example of FIG. 4, if Tw ≦ 50 ° C., the value of the heater core passage ratio is 1.0, if Tw ≧ 100 ° C., the value of the heater core passage ratio is 0.5, and if 50 <Tw <100. The higher the cooling water temperature Tw, the smaller the heater core passage ratio value is in the range of 1.0 to 0.5.

  In the subsequent step S53, the heater core air volume coefficient CH is determined with reference to the control map stored in advance in the air conditioning control device 50 based on the blower voltage determined in the previous step S6 and the heater core passage ratio determined in step S52. Then, the process proceeds to step S53.

  The blower voltage is a voltage applied to the electric motor of the blower 32. The heater core air volume coefficient CH is a coefficient used to correct the air mix opening SW in accordance with the heater core air volume.

  Specifically, when the product value of the blower voltage and the heater core passage ratio is small, the value of the heater core airflow coefficient CH is decreased. When the product value of the blower voltage and the heater core passage ratio is large, the heater core airflow coefficient CH is decreased. Increase the value.

  The value of the product of the blower voltage and the heater core passage ratio represents the degree of the heater core air volume. That is, it can be considered that the larger the product value of the blower voltage and the heater core passage ratio, the greater the heater core airflow.

  In the example of FIG. 4, if the product value of the blower voltage and the heater core passage ratio is 4 V or less, the value of the heater core air flow coefficient CH is 1.0, and the product value of the blower voltage and the heater core passage ratio is 12 V or more. If there is, the value of the heater core air flow coefficient CH is set to 3.0, and if the product value of the blower voltage and the heater core passage ratio is 4 or more and 12 or less, the heater core increases as the product value of the blower voltage and the heater core passage ratio increases. The value of the air flow coefficient CH is increased in the range of 1.0 to 3.0.

  Accordingly, when the heater core air volume is large, the heater core air volume coefficient CH is increased. That is, if the heater core airflow is small, the heater core airflow coefficient CH is set to 1.0 because the necessity of correcting the air mix opening SW according to the airflow is low. If the heater core air volume is large, the necessity of correcting the air mix opening degree SW in accordance with the air volume increases, so the heater core air volume coefficient CH is set to 3.0.

In the subsequent step S54, the air mix opening SW is calculated by the following mathematical formula F2, and the process proceeds to step S6.
SW = [{TAO−TE} / {(Tw−PW × CH) −TE}] × 100 (%)... F2
And the opening degree of the air mix door 39 is changed according to the determined air mix opening degree SW. Specifically, when the air mix opening degree SW is set to 0%, the air mix door 39 is configured such that the entire amount of air after passing through the evaporator 15 flows through the bypass passage 34 in the casing 31 of the indoor air conditioning unit 30. The opening is controlled. When the air mix opening degree SW is set to 100% or more, the opening degree of the air mix door 39 is set so that the entire amount of air after passing through the evaporator 15 flows through the heating passage 33 in the casing 31 of the indoor air conditioning unit 30. Be controlled. When the air mix opening degree SW is set to more than 0% and less than 100%, the opening degree of the inside / outside air switching door 23 is controlled so that the air after passing through the evaporator 15 flows through the bypass passage 34 and the heating passage 33. .

  A product PW × CH of the correction parameter PW and the heater core air flow coefficient CH is a correction value used for correcting the air mix opening SW. The larger the correction value PW × CH, the smaller the denominator of the formula F2, so that the air mix opening SW is corrected to be increased.

  Therefore, when the heater core flow rate is small, the air mix opening SW is increased and the ratio of the heater core air volume is increased, so that the heat exchange amount in the heater core 36 is increased. Therefore, when the heater core flow rate is small, the average blown air temperature of the heater core 36 can be increased.

  The average blown air temperature of the heater core 36 is an average value of the blown air temperature at the cooling water inlet side portion of the heater core 36 and the blown air temperature at the cooling water outlet side portion of the heater core 36.

  Further, when the heater core air volume is large, the air mix opening SW is increased and the ratio of the heater core air volume is increased, so that the heat exchange amount in the heater core 36 is increased. Therefore, when the heater core air volume is large, the average blown air temperature of the heater core 36 can be increased.

  The ratio of the heater core air volume varies depending on the air mix opening SW. However, in step S52, the heater core passage ratio is not calculated based on the air mix opening degree SW, but is calculated in a pseudo manner based on the cooling water temperature Tw.

  The reason is that, in step S54, the air mix opening SW is corrected based on the ratio of the heater core air volume. Therefore, if the heater core air volume ratio is calculated based on the air mix opening SW in step S52, the circulation reference is caused and the control is performed. This is because it will not converge.

  Assuming that the target outlet temperature is around 50 ° C., in a steady state, when the cooling water temperature Tw is 50 ° C., the ratio of the heater core air volume becomes 100%, and when the cooling water temperature Tw is 100 ° C. The ratio is 50%. Therefore, the heater core passage ratio calculated in a pseudo manner based on the cooling water temperature Tw in step S52 is a roughly correct value.

  In the next step S6, the blowing capacity of the blower 32 (specifically, the voltage applied to the electric motor) is determined. Details of step S6 will be described with reference to the flowchart of FIG.

  As shown in FIG. 5, first, in step S61, it is determined whether or not the auto switch of the operation panel 60 is turned on. As a result, when it is determined that the auto switch is not turned on, in step S62, a blower voltage that is a passenger's desired air volume manually set by the air volume setting switch 60d of the operation panel 60 is determined, and in step S7. Proceed to

  Specifically, the air volume setting switch 60d of the present embodiment can set five levels of air volume from Lo → M1 → M2 → M3 → Hi, and the blower voltage in the order of 4V → 6V → 8V → 10V → 12V. Is determined to be high.

  On the other hand, if it is determined in step S61 that the auto switch is turned on, in step S63, the control map stored in advance in the air conditioning control device 50 is referred to based on the TAO determined in step S4. The temporary blower voltage f (TAO) and the warm-up upper limit blower voltage f (water temperature) are determined.

  The temporary blower voltage f (TAO) is determined according to the air conditioning heat load. The temporary blower voltage f (TAO) is used as a candidate value for the blower voltage finally determined in step S6. The blower voltage is a blower voltage applied to the electric motor of the blower 32.

  The control map for determining the temporary blower voltage f (TAO) in the present embodiment is configured such that the value of the temporary blower voltage f (TAO) with respect to TAO draws a bathtub-like curve.

  That is, as shown in step S63 of FIG. 5, the air volume of the blower 32 is maximum in the extremely low temperature range of TAO (−20 ° C. or lower in the present embodiment) and extremely high temperature range (80 ° C. or higher in the present embodiment). The temporary blower voltage f (TAO) is raised to a high level so that the air volume is close.

  Further, when the TAO rises from the extremely low temperature range toward the intermediate temperature range, the temporary blower voltage f (TAO) is reduced so that the amount of air blown by the blower 32 is reduced according to the increase in TAO. Further, when the TAO decreases from the extremely high temperature range toward the intermediate temperature range, the temporary blower voltage f (TAO) is decreased according to the decrease in TAO so that the air volume of the blower 32 is decreased.

  When TAO enters a predetermined intermediate temperature range (10 ° C. to 38 ° C. in the present embodiment), the temporary blower voltage f (TAO) is lowered to a low level so that the air volume of the blower 32 becomes low. Thereby, the basic blower voltage corresponding to the air conditioning heat load is calculated.

  That is, the temporary blower voltage f (TAO) is a value determined based on TAO. In other words, the temporary blower voltage f (TAO) is determined based on values determined based on the vehicle interior set temperature Tset, the internal air temperature Tr, the external air temperature Tam, and the solar radiation amount Ts.

  The warm-up upper limit blower voltage f (water temperature) is an upper limit value of the blower voltage when the engine EG is warmed up (that is, when the coolant temperature Tw is low). The blower voltage correction value f (humidity near the window) is a blower voltage correction value corresponding to the possibility of fogging of the window glass.

  Specifically, as shown in step S63 of FIG. 5, the warm-up upper limit blower voltage f (water temperature) is set to 0 in the low temperature range of the cooling water temperature Tw (in this embodiment, 40 ° C. or lower). In the extremely high temperature range of the cooling water temperature Tw (in this embodiment, 65 ° C. or higher), the warm-up upper limit blower voltage f (water temperature) is set to 11. As the cooling water temperature Tw rises from the low temperature range to the high temperature range, the warm-up upper limit blower voltage f (water temperature) is raised in the range of 0 to 11.

  Thus, it is possible to prevent the occupant from feeling cold due to an increase in the amount of blown air when the cooling water temperature Tw is not sufficiently increased and the heater core 36 cannot sufficiently heat the air.

  In a succeeding step S64, it is determined whether or not the outlet mode determined in the previous step S8 is a face mode, a foot mode or a bi-level mode.

When it is determined that the air outlet mode is the foot mode or the bi-level mode, the process proceeds to step S65, and the blower voltage is calculated by the following formula F3.
Blower voltage = MIN {f (TAO), f (water temperature)} F3
Note that MIN {f (TAO), f (water temperature)} in Formula F3 means a smaller value of f (TAO) and f (water temperature).

  Thereby, when the outlet mode is the foot mode or the bi-level mode, the blowing capacity of the blower 32 is appropriately adjusted according to the target blowing temperature TAO and the cooling water temperature Tw.

  On the other hand, if it is determined that the air outlet mode is the face mode, the process proceeds to step S66, and the blower voltage is determined to be the temporary blower voltage f (TAO).

  Thereby, when blower outlet mode is face mode, the ventilation capability of the air blower 32 is appropriately adjusted according to the target blowing temperature TAO. That is, when the outlet mode is the face mode, the air volume control according to the coolant temperature Tw is not performed.

  In the next step S7, the inlet mode, that is, the switching state of the inside / outside air switching box 20 is determined. Details of step S7 will be described with reference to the flowchart of FIG. As shown in FIG. 6, first, in step S701, it is determined whether or not the auto switch of the operation panel 60 is turned on. As a result, if it is determined that the auto switch is not turned on, the outside air introduction rate corresponding to the manual mode is determined in steps S702 to S704, and the process proceeds to step S8.

  Specifically, when the manual inlet mode is the all-in-air mode (in other words, the REC mode), the outside air rate is determined to be 0% in step S703, and the manual inlet mode is set to the all-outside air mode (in other words, the FRS mode). In this case, the outside air rate is determined to be 100% in step S704. The outside air rate is a ratio of outside air to the introduced air (that is, outside air and inside air) introduced from the inside / outside air switching box 20 into the casing 31.

  On the other hand, if it is determined in step S701 that the auto switch is turned on, the process proceeds to step S705, and based on the target blowing temperature TAO calculated in step S4, it is determined whether the air conditioning operation state is the cooling operation or the heating operation. judge. In the example of FIG. 6, when the target blowing temperature TAO is higher than 25 ° C., it is determined that the heating operation is performed, and in other cases, the cooling operation is determined.

  If it is determined in step S705 that the cooling operation is being performed, the process proceeds to step S706, the outside air rate is determined with reference to the control map stored in advance in the air conditioning control device 50 based on the target blowing temperature TAO, and the process proceeds to step S8. .

  Specifically, the outside air rate is reduced when TAO is low, and the outside air rate is increased when TAO is high. In the example of FIG. 6, if TAO ≦ 0 ° C., the outside air rate is 0%, if TAO ≧ 15 ° C., the outside air rate is 100%, and if 0 ° C. <TAO <15 ° C., the outside air rate is higher as TAO is higher. Is increased in the range of 0 to 100%.

  The opening degree of the inside / outside air switching door 23 is changed according to the determined outside air rate. Specifically, when the outside air rate is set to 0%, the opening degree of the inside / outside air switching door 23 is controlled so that the suction port mode becomes the all inside air mode. When the outside air rate is set to 100%, the opening degree of the inside / outside air switching door 23 is controlled so that the suction port mode becomes the all outside air mode. When the outside air rate is set to be more than 0% and less than 100%, the opening degree of the inside / outside air switching door 23 is controlled so that the suction port mode becomes the inside / outside air mixing mode.

  As a result, the higher the cooling load, the higher the inside air introduction rate and the higher the cooling efficiency.

  On the other hand, when it determines with heating operation in step S705, it progresses to step S707 and refers to the control map previously memorize | stored in the air-conditioning control apparatus 50 based on the window vicinity humidity detected with the window surface humidity sensor 59, The outside air rate is determined and the process proceeds to step S8.

  Specifically, when the humidity near the window is low, the outside air rate is reduced, and when the humidity near the window is high, the outside air rate is increased. In the example of FIG. 6, the outside air rate is 50% if the humidity near the window ≦ 70%, the outside air rate is 100% if the humidity near the window ≧ 85%, and if 50% <the humidity near the window <85%. As the humidity near the window is higher, the outside air rate is increased in the range of 50 to 100%.

  As a result, the higher the humidity in the vicinity of the window, the higher the introduction rate of the outside air, thereby lowering the humidity of the vehicle interior space, thereby suppressing fogging of the window.

  In the next step S8, the outlet mode, that is, the switching state of the face door 24a, the foot door 25a, and the defroster door 26a is determined. Details of step S8 will be described with reference to the flowchart of FIG.

  As shown in FIG. 7, first, in step S81, it is determined whether or not the auto switch of the operation panel 60 is turned on. As a result, when it is determined that the auto switch is not turned on, in step S82, the air outlet mode corresponding to the manual mode is determined, and the process proceeds to step S9.

  Specifically, when the manual outlet mode is the face mode, the face mode is selected. When the manual outlet mode is the bi-level mode, the bi-level mode is selected. When the manual outlet mode is the foot mode, the foot mode is selected. If the manual outlet mode is the foot defroster mode, the foot defroster mode is determined. If the manual inlet mode is the defroster mode, the defroster mode is determined.

On the other hand, if it is determined in step S81 that the auto switch is turned on, the process proceeds to step S83, and the threshold correction amount α is calculated by the following formula F4 based on the correction parameter PW calculated in step S5.
Threshold correction amount α = correction parameter PW × 1.0... F4
In subsequent step S84, the air outlet mode is determined with reference to the control map stored in advance in the air conditioning controller 50 based on the target air temperature TAO calculated in step S4.

  In this embodiment, as shown in step S84 of FIG. 7, the outlet mode is sequentially switched from the face mode to the bilevel mode to the foot mode as TAO rises from the low temperature region to the high temperature region. Accordingly, it is easy to select the face mode mainly in summer, the bi-level mode mainly in spring and autumn, and the foot mode mainly in winter. In the control map shown in step S84 of FIG. 7, a hysteresis width for preventing control hunting is set.

  The threshold value for switching between the bi-level mode and the foot mode is corrected to decrease by the threshold value correction amount α calculated in step S83. Thereby, the threshold value which switches bilevel mode and foot mode becomes small, so that heater core flow volume is small. That is, the smaller the heater core flow rate, the narrower the temperature range in the bi-level mode and the wider the temperature range in the foot mode. Therefore, the smaller the heater core flow rate, the easier it is to switch from the bi-level mode to the foot mode.

  In the next step S9, the refrigerant discharge capacity of the compressor 11 (specifically, the rotational speed of the compressor 11) is determined. The determination of the compressor speed in step S9 is not performed every control cycle τ in which the main routine of FIG. 3 is repeated, but is performed every predetermined control interval (1 second in the present embodiment).

  Details of step S9 will be described with reference to the flowchart of FIG. As shown in FIG. 8, first, in step S91, the target blowing temperature TEO of the blowing air temperature TE from the indoor evaporator 26 is determined.

  Details of step S91 will be described with reference to the flowchart of FIG. First, in step S911, based on the TAO determined in step S4, a temporary target outlet temperature f (TAO) is calculated with reference to a control map stored in advance in the air conditioning controller 50.

  In the example of FIG. 9, if TAO ≦ 4 ° C., the temporary target blowing temperature f (TAO) is 1 ° C., and if TAO ≧ 12 ° C., the temporary target blowing temperature f (TAO) is 10 ° C. If <TAO <12 ° C., the larger the TAO, the larger the temporary target blowing temperature f (TAO) in the range of 1 to 10 ° C.

  In subsequent step S912, based on the near-window humidity determined in step S4, the anti-fogging target blowing temperature f (the near-window humidity) is calculated with reference to a control map stored in advance in the air conditioning control device 50.

  In the example of FIG. 9, if the humidity in the vicinity of the window ≦ 85%, the antifogging target blowing temperature f (the humidity in the vicinity of the window) is 10 ° C., and if the humidity in the vicinity of the window ≧ 95%, the antifogging target blowing temperature f (the humidity in the vicinity of the window). ) Is 1 ° C. If 85% <window vicinity humidity <95%, the higher the window vicinity humidity, the lower the antifogging target blowing temperature f (window vicinity humidity) in the range of 10 to 1 ° C.

  In the subsequent step S913, the smaller one of the temporary target blowing temperature f (TAO) and the anti-fogging target blowing temperature f (the humidity near the window) is determined as the target blowing temperature TEO. Thereby, when the humidity near the window is high, the target blowing temperature TEO can be determined to be a small value, and the dehumidifying ability of the indoor evaporator 26 can be increased.

  In the subsequent step S92, a rotational speed change amount Δf with respect to the previous compressor rotational speed fn−1 is obtained. More specifically, a deviation En (TEO-TE) between the target blowing temperature TEO and the blowing air temperature TE is calculated, and a deviation change rate Edot (En) obtained by subtracting the previously calculated deviation En-1 from the previously calculated deviation En. -(En-1)), and using the deviation En and the deviation rate of change Edot, the previous compression based on the fuzzy inference based on the membership function and the rule stored in advance in the air conditioning control device 50 A rotational speed change amount Δf with respect to the machine rotational speed fn−1 is obtained.

In the subsequent step S93, the current compressor speed is calculated by the following formula F5.
Current compressor speed = MIN {(previous compressor speed + Δf), MAX speed} ... F5
Note that MIN {(previous compressor rotation speed + Δf), MAX rotation speed} in Formula F5 means the smaller value of the previous compressor rotation speed + Δf and MAX rotation speed. In this example, the MAX rotation speed is 10,000 rpm.

  Thereby, when the humidity in the vicinity of the window is high, the compressor rotational speed can be increased and the dehumidifying ability of the indoor evaporator 26 can be increased.

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

  Specifically, when it is determined that the outside air temperature is higher than 26 ° C., it is determined that the blowing temperature assist by the PTC heater 37 is not necessary, and the number of operation of the PTC heater 37 is determined to be zero. On the other hand, when it is determined that the outside air temperature is lower than 26 ° C., it is determined whether the PTC heater 37 needs to be operated based on the air mix opening SW.

  That is, the fact that the air mix opening SW is small means that the necessity of heating the blown air in the heating passage 33 is reduced, so that the PTC is reduced as the air mix opening SW is reduced. The need to operate the heater 37 is also reduced.

  Therefore, the air mix opening SW is compared with a predetermined reference opening, and if the air mixing opening SW is equal to or less than the first reference opening (100% in this embodiment), the PTC heater 37 is operated. Assuming that there is no need, the number of operating PTC heaters 37 is determined to be zero.

  On the other hand, if the air mix opening SW is equal to or greater than the second reference opening (110% in the present embodiment), it is necessary to operate the PTC heater 37, and the PTC heater 37 is controlled according to the cooling water temperature Tw. Determine the number of actuations.

  Specifically, when the cooling water temperature Tw is high enough to sufficiently heat the air with the heater core 36, the number of operation of the PTC heater 37 is determined to be 0, and the number of operation of the PTC heater 37 is decreased as the cooling water temperature Tw is lower. Increase.

  As for the electric heat defogger, the electric heat defogger is operated when the window glass is highly likely to be fogged due to the humidity and temperature in the passenger compartment or when the window glass is fogged.

  In the next step S11, a request signal output from the air conditioning control device 50 to the driving force control device 70 is determined. The request signal includes an engine EG operation request signal (in other words, an engine ON request signal), an EV / HV operation mode request signal, and the like.

  Here, in a normal vehicle that obtains driving force for driving the vehicle only from the engine EG, the engine is always operated during driving, so that the cooling water is always at a high temperature. Therefore, in a normal vehicle, sufficient heating capacity can be exhibited by circulating cooling water through the heater core 36.

  On the other hand, in the plug-in hybrid vehicle of the present embodiment, the driving force for traveling the vehicle can also be obtained from the traveling electric motor. Therefore, the operation of the engine EG may be stopped, and the vehicle air conditioner 1 When heating the vehicle interior at, the temperature of the cooling water may not rise to a sufficient temperature as a heat source for heating.

  Therefore, the vehicle air conditioner 1 according to the present embodiment does not require the engine EG to operate in order to output the driving force for traveling. A request signal for requesting the operation of the engine EG is output to the driving force control device 70 that controls the driving force, and the cooling water temperature is increased to a temperature sufficient as a heat source for heating.

  Next, in step S12, the cooling water discharge capacity of the cooling water pump 40a (specifically, the rotational speed of the cooling water pump 40a) is determined. That is, the flow rate of the cooling water circulating between the heater core 36 and the engine EG is determined by the cooling water circuit 40.

  Details of step S12 will be described with reference to the flowchart of FIG. First, in step S121, it is determined whether or not the blower 32 is operating. When it determines with the air blower 32 not working in step S121, it progresses to step S122 and determines stopping the cooling water pump 40a for power saving.

  On the other hand, if it is determined in step S121 that the blower 32 is operating, the process proceeds to step S123, based on the product value of the blower voltage determined in step S6 and the heater core passage ratio determined in step S5. The required air conditioning flow rate is determined with reference to a control map stored in the air conditioning control device 50 in advance. The required air conditioning flow rate is the minimum cooling water flow rate required for air conditioning. The required air conditioning flow rate is a lower limit value of the cooling water flow rate determined in consideration of air conditioning.

  Specifically, the required air conditioning flow rate is increased when the product value of the blower voltage and the heater core passage rate is small, and the required air conditioning flow rate is increased when the product value of the blower voltage and the heater core passage rate is large. That is, the required air conditioning flow rate is increased when the heater core airflow is small, and the required air conditioning flow rate is increased when the heater core airflow is large.

  In the example of FIG. 10, if the product value of the blower voltage and the heater core passage ratio is 6 V or less, the required air conditioning flow rate is 1.0 L / min, and the product value of the blower voltage and the heater core passage ratio is 12 V or more. If the product value of the blower voltage and the heater core passage ratio is 6 V or more and 12 V or less, the larger the product value of the blower voltage and the heater core passage ratio, the larger the air conditioning request flow rate is 1. Increase in the range of 0 to 10.0 L / min.

  Then, the cooling water discharge capacity of the cooling water pump 40a (specifically, the rotational speed of the cooling water pump 40a) is determined so that the flow rate of the cooling water discharged from the cooling water pump 40a is equal to or higher than the required air conditioning flow rate.

  As a result, the cooling water pump 40a operates and the cooling water circulates in the refrigerant circuit, so that the cooling air flowing through the heater core 36 and the air passing through the heater core 36 can be heat-exchanged to heat the blown air. .

  Although not shown in the flowchart of FIG. 10, the flow rate of the cooling water discharged from the cooling water pump 40 a is reduced when the engine is warmed up when the cooling water temperature Tw is low. When the cooling water temperature Tw is extremely low, the cooling water pump 40a is stopped. As a result, the heater core flow rate can be reduced during engine warm-up to reduce the amount of heat dissipated in the heater core 36, so that the coolant temperature Tw can be quickly raised to warm up the engine EG early, thereby improving fuel efficiency.

  When the heater core flow rate is small, the temperature distribution of the air blown from the heater core 36 becomes large. At this time, if the air volume of the heater core is too large, the temperature distribution of the air blown from the heater core 36 is further increased and the passenger feels uncomfortable.

  In view of this point, as the heater core air volume increases in step S123, the air conditioning required flow rate is increased. Therefore, when the heater core air volume is large, the heater core flow rate can be increased. Therefore, it can suppress that the temperature distribution of the blowing air of the heater core 36 becomes so large that a passenger | crew feels uncomfortable.

  Next, in step S13, it is determined whether or not the seat air conditioner 90 needs to be operated. The operating state of the seat air conditioner 90 is a control stored in the air conditioning controller 50 in advance based on the target air temperature TAO determined in step S5, the provisional air mix opening degree Sdd, and the outside air temperature Tam read in step S2. Determined with reference to the map.

  Next, in step S14, the various devices 12a, 32, 37, 40a, 61, 62, 63, 64, and 90 are changed from the air conditioning control device 50 so that the control state determined in the above-described steps S5 to S13 is obtained. In contrast, a control signal and a control voltage are output. Further, the request signal determined in step S11 is transmitted from the request signal output unit 50c to the driving force control apparatus 70.

  Next, in step S15, the system waits for the control period τ, and returns to step S2 when it is determined that the control period τ has elapsed. In the present embodiment, the control cycle τ is 250 ms. This is because the air conditioning control in the passenger compartment does not adversely affect the controllability even if the control period is slower than the engine control or the like. As a result, it is possible to suppress a communication amount for air conditioning control in the vehicle and sufficiently secure a communication amount of a control system that needs to perform high-speed control such as engine control.

  Since the vehicle air conditioner 1 of this embodiment operates as described above, the blown air blown from the blower 32 is cooled by the evaporator 15. The cold air cooled by the evaporator 15 flows into the heating passage 33 and the bypass passage 34 according to the opening degree of the air mix door 39.

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

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

  If the heater core flow rate is decreased in order to improve fuel efficiency when the engine is warmed up, the temperature difference between the cooling water inlet and the cooling water outlet of the heater core 36 increases, and the average blown air temperature of the heater core 36 decreases.

  That is, if the heater core flow rate is small, the amount of heat that the cooling water of the heater core 36 has also decreases, so that the temperature of the cooling water of the heater core 36 gradually decreases while heat exchange with the conditioned air, and the cooling water outlet of the heater core 36 When the temperature reaches the value, the temperature difference from the cooling water inlet increases to a level that cannot be ignored. As a result, the average blown air temperature of the heater core 36 decreases.

  Therefore, in step S5, when the heater core flow rate is small, the ratio of the heater core air volume is increased by correcting the air mix opening SW to the maximum heating side, so that the heat exchange amount in the heater core 36 can be increased, and consequently It can suppress that the average blowing air temperature of the heater core 36 falls. Therefore, passenger comfort can be ensured even if the heater core flow rate is reduced in order to improve fuel efficiency when the engine is warmed up.

  If the heater core flow rate is small when the heater core flow rate is small, the amount of heat of the cooling water taken away by the heater core 36 increases, so that the temperature difference between the cooling water inlet and the cooling water outlet of the heater core 36 increases.

  Therefore, in step S5, when the heater core flow rate is small, the ratio of the heater core air volume is greatly increased by correcting the air mix opening SW to the maximum heating side as the heater core air volume increases, so that heat exchange in the heater core 36 is performed. The amount can be increased significantly. Therefore, even when the heater core air volume is large, it is possible to suppress the average blown air temperature of the heater core 36 from being lowered.

  If the air volume of the heater core is excessive, the temperature distribution of the air blown from the heater core 36 (hereinafter referred to as heater core blown air) becomes large even when the air mix door 39 is in the maximum heating state. For example, when the temperature distribution of the heater core blown air becomes 5 ° C. or more, the occupant feels the temperature difference of the blown air.

  Therefore, in step S12, the lower the heater core flow rate (specifically, the required air conditioning flow rate) is increased as the heater core airflow increases, so that the heater core flow rate can be prevented from decreasing when the heater core airflow is large. As a result, it is possible to suppress the temperature distribution of the heater core blowing air from increasing as the passenger feels the temperature difference of the blowing air.

  If the air outlet mode is the bi-level mode when the temperature distribution of the heater core blown air is large, air is blown out from the face blower 24 toward the upper body of the occupant. It becomes easy to feel the difference, which leads to a sense of discomfort for the passengers. In particular, when a driver seat side center face outlet and a passenger seat center face outlet are provided as the face outlet 24, the driver seat side center face outlet and the passenger seat center face outlet are arranged adjacent to each other. Therefore, it becomes easier for the occupant to feel the temperature difference between the driver's seat side air and the passenger's side air, leading to an uncomfortable feeling.

  Therefore, in step S8, when the heater core flow rate is small, the switching threshold value is corrected so that switching from the bilevel mode to the foot mode is facilitated. Therefore, when the heater core blown air temperature distribution is large because the heater core flow rate is small. In addition, the air-conditioned air can be blown from the foot blower outlet 25 toward the feet of the occupant without blowing air from the face blower outlet 24, and thus the occupant can hardly feel the temperature difference of the blown air.

  In the present embodiment, as described in step S5, the air conditioning control device 50 controls the operation of the air mix door 39 based on the target blowing temperature TAO and the correction value PW × CH. The air conditioning controller 50 determines the correction value PW × CH so that the smaller the flow rate of the cooling water flowing through the heater core 36, the higher the air volume ratio of the air flowing through the heating passage 33 is corrected.

  According to this, when the heater core flow rate is small, the ratio of the heater core air volume increases, so that the amount of heat exchange in the heater core 36 can be increased, and the average blown air temperature of the heater core 36 can be suppressed from decreasing. Therefore, passenger comfort can be ensured even if the heater core flow rate is reduced in order to improve fuel efficiency when the engine is warmed up.

  In the present embodiment, as described in step S <b> 5, the air conditioning control device 50 increases the correction amount toward the higher air volume ratio of the air flowing through the heating passage 33 as the air volume of the air flowing through the heater core 36 increases. Then, a correction value PW × CH is determined.

  According to this, when the heater core air volume is large, the ratio of the heater core air volume is greatly increased, so that the heat exchange amount in the heater core 36 can be greatly increased. Therefore, even if the temperature difference of the cooling water between the cooling water inlet and the cooling water outlet of the heater core 36 increases due to a large heater core airflow, it is possible to suppress the average blown air temperature of the heater core 36 from decreasing. .

  In the present embodiment, as described in step S5, the air conditioning control device 50 controls the operation of the cooling water pump 40a so that the flow rate of the cooling water flowing through the heater core 36 is equal to or higher than the lower limit value. The air conditioning control device 50 increases the lower limit value of the flow rate of the cooling water flowing through the heater core 36 as the flow rate of the air flowing through the heating passage 33 increases.

  According to this, when the heater core air volume is large, it is possible to suppress the temperature distribution of the heater core blowing air from increasing to a level at which the occupant feels the temperature difference of the blowing air.

  In the present embodiment, as described in step S5, the air conditioning control device 50 causes the face air outlet to compare with a case where the target air temperature TAO is above the threshold and a case where the target air temperature TAO is below the threshold. The operation of the blown air volume ratio adjusting units 24a and 25a is controlled so that the air volume ratio of the air blown from 24 is lowered and the air volume ratio of the air blown from the foot outlet 25 is increased. And the air-conditioning control apparatus 50 makes a threshold value small, so that the flow volume of the cooling water which flows through the heater core 36 is small.

  According to this, when there is little flow volume of the cooling water which flows through the heater core 36, it suppresses blowing air from the face blower outlet 24 toward a passenger | crew's upper body, and blows off air-conditioning wind toward a passenger | crew's foot from the foot blower outlet 25. Therefore, it is possible to make it difficult for the occupant to feel the temperature difference of the blown air.

(Other embodiments)
The above embodiment can be variously modified as follows, for example.

  (1) In the above embodiment, the air conditioning controller 50 corrects the air mix door opening SW by linearly changing the value of the correction parameter PW in accordance with the heater core flow rate in step S5, but the value of the correction parameter PW May be changed nonlinearly according to the heater core flow rate.

  For example, the correction parameter PW may be determined to be 0 when the heater core flow rate is large, and the correction parameter PW may be determined to be 10 when the heater core flow rate is large.

  (2) In the above embodiment, in step S12, the heater core flow rate is adjusted by adjusting the rotational speed of the cooling water pump 40a, but by adjusting the opening degree of the cooling water valve provided in the cooling water circuit 40. The heater core flow rate may be adjusted. The cooling water valve is a flow rate adjusting unit that adjusts the flow rate of the cooling water flowing through the heater core 36.

  (3) In the above embodiment, the air mix door is a rotatable plate-like door, but the air mix door may be a slide door that slides in a direction substantially orthogonal to the air flow. The sliding door may be a plate-like door formed of a rigid body. It may be a film door formed of a flexible film material.

  (4) In the above embodiment, the driving force for driving the hybrid vehicle is not described in detail, but a so-called parallel type hybrid that can travel by directly obtaining driving force from both the engine EG and the driving electric motor. The vehicle air conditioner 1 may be applied to the vehicle, or the engine EG is used as a drive source of the generator 80, the generated power is stored in the battery 81, and further, the power stored in the battery 81 is supplied. The vehicle air conditioner 1 may be applied to a so-called serial-type hybrid vehicle that travels by obtaining a driving force from the traveling electric motor that operates by the above.

  Moreover, you may apply the vehicle air conditioner 1 to the electric vehicle which obtains the driving force for vehicle travel only from a travel electric motor, without providing the engine EG. In this case, an electric heater such as a PTC heater can be used as the cooling water heating unit for heating the cooling water.

  Moreover, you may apply the vehicle air conditioner 1 to the motor vehicle which obtains the driving force for vehicle travel only from the engine EG, without providing the travel electric motor. In this case, the compressor 11 can be a belt-driven compressor that is driven by an engine belt by the driving force of the engine EG.

24 Face outlet 24a Face door (Blowing air volume ratio adjustment unit)
25 Foot outlet 25a Foot door (Blowing air volume ratio adjustment part)
31 Casing 33 Heating passage 34 Bypass passage 36 Heater core (heat exchanger for heating)
39 Air Mix Door (Air Volume Ratio Adjustment Unit)
40a Cooling water pump (flow rate adjuster)
50 Control device (control unit)

Claims (4)

A heat exchanger (36) for heating that heats the air by heat-exchanging the heat medium for cooling the engine (EG) and the air blown into the vehicle interior space;
A heating passage (33) through which the air heat-exchanged in the heating heat exchanger (36) flows, and a bypass passage (34) through which the air flows by bypassing the heating heat exchanger (36) A casing (31) to be formed;
A flow rate adjusting unit (40a) for adjusting the flow rate of the heat medium flowing through the heating heat exchanger (36);
An air volume ratio adjusting unit (39) for adjusting an air volume ratio of the air flowing through the heating passage (33);
The operation of the air volume ratio adjusting unit (39) is controlled based on the target blowing temperature (TAO) and the correction value (PW × CH), and the smaller the flow rate of the heat medium flowing through the heating heat exchanger (36) is, A vehicle air conditioner comprising: a control unit (50) that determines the correction value (PW × CH) so that the air volume ratio is corrected to a higher side.   The control unit (50) determines the correction value (PW × CH) so that the amount of correction to the higher air volume ratio increases as the air volume of the air flowing through the heating heat exchanger (36) increases. The vehicle air conditioner according to claim 1.   The control unit (50) controls the operation of the flow rate adjusting unit (40a) so that the flow rate of the heat medium flowing through the heating heat exchanger (36) is equal to or higher than a lower limit value, and the heating passage ( The vehicle air conditioner according to claim 1 or 2, wherein the lower limit value is increased as the flow rate of the air flowing through (33) increases. The casing (31) has a face outlet (24) for blowing out the air from the air passage toward the upper body of the occupant, and a foot for blowing out the air from the air passage toward the feet of the occupant. A blower outlet (25) is formed,
A blown air volume ratio adjusting unit (24a, 25a) for adjusting an air volume ratio between the air blown from the face blower outlet (24) and the air blown from the foot blower outlet (25),
The control unit (50)
When the target blowing temperature (TAO) is higher than the threshold value, the air volume ratio of the air blown from the face outlet (24) as compared with the case where the target blowing temperature (TAO) is lower than the threshold value. The operation of the blown air volume ratio adjustment unit (24a, 25a) is controlled so that the air volume ratio of the air blown out from the foot outlet (25) becomes high.
The vehicle air conditioner according to any one of claims 1 to 3, wherein the threshold value is decreased as the flow rate of the heat medium flowing through the heating heat exchanger (36) decreases.

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