JP2017185921A - Vehicular air conditioning device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To exclude an effect of engine heat as much as possible, in a vehicular air conditioning device which controls a heating device according to an outside air temperature.SOLUTION: A vehicular air conditioning device includes heating devices 36, 37, 90 which provide a feeling of warmness to a passenger, a taken-in air temperature detection part 70a which detects temperature Ti of a taken-in air that is taken into an engine EG of a vehicle, and a control part 50 which estimates temperature Tam of the outside air, and based on the outside air temperature that is estimated, controls operation of the heating device. The control part, in a case where an outside air temperature estimating condition is met which determines that an effect of engine heat is less on the temperature of the taken-in air when a vehicle system is started, estimates a temperature of the outside air based on the temperature of the taken-in air when the vehicle system is started.SELECTED DRAWING: Figure 4

Description

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

  Conventionally, Patent Document 1 discloses an intake air temperature sensor for detecting an intake air temperature of air sucked into an engine of a vehicle, a heater provided in a heated portion of the vehicle, and a heater temperature based on the intake air temperature. A vehicle heater control device including a heater control unit to be controlled is described.

  Specifically, the lower the intake air temperature is, the lower the outside air temperature is determined, and the heater temperature is increased. That is, in this prior art, the temperature of the heater is controlled using an intake air temperature sensor instead of the outside air temperature sensor that detects the outside air temperature.

JP 2012-218643 A

  In the above prior art, since the temperature of the heater can be controlled without using the outside air temperature, the outside air temperature sensor is unnecessary and the configuration can be simplified. In particular, since a device for detecting a failure of the outside air temperature sensor is not necessary, the configuration can be greatly simplified.

  However, when the above-described conventional technology is applied to a vehicle having an engine room, the intake air temperature sensor is disposed in the engine room. Therefore, the detected temperature of the intake air temperature sensor is affected by the engine heat and is higher than the outside air temperature. It will be high. That is, there is a problem that the detected temperature of the intake air temperature sensor is greatly deviated from the outside air temperature.

  In view of the above, an object of the present invention is to eliminate the influence of engine heat as much as possible in a vehicle air conditioner that controls a heating device using the temperature of intake air.

In order to achieve the above object, in the vehicle air conditioner according to claim 1,
A heating device (36, 37, 90) that gives a sense of warmth to the passengers;
An intake air temperature detector (70a) for detecting the temperature (Ti) of the intake air taken into the engine (EG) of the vehicle;
A controller (50) for estimating the temperature (Tam) of the outside air and controlling the operation of the heating device based on the estimated temperature of the outside air;
The control unit, based on the temperature of the intake air when the vehicle system is started, if the outside air temperature estimation condition determined that the influence of the engine heat on the intake air is small when the vehicle system is started is satisfied. Estimate the outside air temperature.

  According to this, since the temperature of the outside air is estimated based on the temperature of the intake air determined to be close to the temperature of the outside air, it is possible to control the heating device while eliminating the influence of the engine heat as much as possible.

  The “vehicle system” means not only the vehicle air conditioner but also the entire control target system mounted on the vehicle including a drive device (that is, an engine or an electric motor for traveling) that outputs driving force for traveling the vehicle. It means that.

  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. 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.

  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 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) 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 air volume adjusting unit that adjusts the air volume of the air flowing through the air passage in the casing 31.

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

  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 low-pressure 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. The heater core 36 and the PTC heater 37 are heating devices that give warmth to the passengers.

  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, air) that heats blown air after passing through the evaporator 15 by using engine cooling water (hereinafter simply referred to as cooling water) that cools the engine EG that is a heating element as a heat medium. Heating section). 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 40 a for circulating the cooling water. The cooling water pump 40a 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.

  In the cooling water circuit 40, a bypass flow path 40b in which the cooling water flows through the heater core 36 is disposed. The cooling water circuit 40 is provided with a heater core electromagnetic valve 40 c for intermittently flowing the cooling water flow to the heater core 36. The heater core solenoid valve 40c is an open / close valve that opens and closes the cooling water flow path on the heater core 36 side.

  The heater core solenoid valve 40 c is a blocking unit that switches between a state in which cooling water flows through the heater core 36 and a state in which the flow of cooling water through the heater core 36 is blocked.

  The cooling water pump 40 a and the heater core solenoid valve 40 c are flow rate adjusting units that adjust the flow rate of the cooling water flowing through the heater core 36.

  The cooling water of the cooling water circuit 40 is also used for cooling the automatic transmission fluid (ie, ATF).

  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 is 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 outlet 26 is a window-side outlet that blows conditioned air toward the inner surface of the vehicle front window W.

  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 set the defroster mode by manually operating the defroster switch 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 heater 90 shown in FIG. The seat heater 90 is an auxiliary heating unit that increases the surface temperature of the seat on which the occupant is seated. Specifically, the seat heater 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. The seat heater 90 is a heating device that gives warmth to the occupant.

  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 heater 90 is controlled by a control signal output from the air conditioning control device 50, and is controlled to increase the seat surface temperature to about 40 ° C. during operation.

  The seat heater 90 is attached only to some seats (for example, a driver's seat) among a plurality of seats provided in the vehicle.

  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. .

  On the input side of the driving force control device 70, a voltmeter, an ammeter, an accelerator opening sensor, an engine speed sensor, a vehicle speed sensor (all not shown), and various engine controls such as an intake air temperature sensor 70a are provided. Sensor groups are connected.

  The voltmeter detects a terminal voltage VB of the battery 81. The ammeter detects the current ABin flowing into the battery 81 or the current ABout flowing from the battery 81. The accelerator opening sensor detects the accelerator opening Acc. The engine speed sensor detects the engine speed Ne. The vehicle speed sensor detects the vehicle speed Vv. The intake air temperature sensor 70a is an intake air temperature detector that detects an intake air temperature Ti of the engine EG.

  The air conditioning controller 50 stores the lowest intake air temperature Ti value as the lowest intake air temperature during the last 10 trips. However, the minimum intake air temperature is not stored for trips in which the initial cooling water temperature is 40 ° C. or higher and the final cooling water temperature is 70 ° C. or lower.

  A trip is a stroke from when an ignition switch of a vehicle is turned on to when it is turned off.

  The initial coolant temperature is the coolant temperature Tw when the ignition switch of the vehicle is turned on. The final cooling water temperature is the cooling water temperature Tw when the ignition switch of the vehicle is turned off.

  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, and the seat heater 90. Etc. are connected.

  On the input side of the air conditioning control device 50, various sensors such as an inside air sensor 51, 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 are provided. A sensor group for air conditioning control is connected.

  The inside air sensor 51 is an inside air temperature detection unit that detects a vehicle interior temperature Tr. 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 evaporator temperature sensor 56 of the present embodiment detects the heat exchange fin temperature of the evaporator 15. The evaporator temperature sensor 56 may be a temperature detection unit that detects the temperature of other parts of the evaporator 15. The evaporator temperature sensor 56 may be a temperature detector that directly detects the temperature of the refrigerant itself flowing through the evaporator 15.

  The cooling water temperature sensor 58 is a cooling water temperature detection unit that detects the cooling water temperature Tw. The coolant temperature sensor 58 is a heat medium temperature detection unit that detects the temperature Tw of the heat medium that cools the engine EG.

  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.

  As various air conditioning operation switches provided on the operation panel 60, specifically, an air conditioner switch 60a, an auto switch 60b, a suction port mode switch 60c, a blower outlet mode switch 60d, a defroster switch, an air volume setting switch 60e, An economy switch, a vehicle interior temperature setting 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 60b 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 blower outlet mode changeover switch 60d is a blower 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 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 anti-fogging property of the window is higher than in the other outlet modes. The air outlet mode changeover switch 60d and the defroster switch are antifogging operation units for outputting a command for improving the antifogging property of the window by the air conditioning unit 30 to the air conditioning control device 50.

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

  The economy switch is a switch that prioritizes the reduction of environmental load. By turning on the economy switch, 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 is a power saving priority mode setting unit.

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

  In addition, the air conditioning control device 50 and the driving force control device 70 are configured to be electrically connected to communicate with each other. Thereby, based on the detection signal or operation signal input into one control apparatus, the other control apparatus can also control the operation | movement of the various apparatuses connected to the output side. For example, the 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 is electrically connected to the power control device 71. The power control device 71 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. 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).

  Further, the air conditioning control device 50 is electrically connected to the body control device 72. The body control device 72 controls a drive mechanism of the vehicle body such as a power window and a door. The air conditioning control device 50 and the body control device 72 are configured to be able to electrically 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.

  In this example, the detection signal of the seating sensor 73 is input to the input side of the body control device 72. The seating sensor 73 is a seating detection unit that detects that an occupant is seated in each seat of the vehicle. As the seating sensor 73, an infrared sensor or the like can be used in addition to a pressure sensor that detects a pressure received from the occupant when the occupant is seated on the seat.

  Based on the detection signal of the seating sensor 73, the air conditioning control device 50 determines whether or not an occupant is seated for each of the seat where the seat heater 90 is mounted and the seat where the seat heater 90 is not mounted. can do.

  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, in the air-conditioning control device 50, the configuration for controlling the blower capacity of the blower 32 by controlling the operation of the blower 32 that is the blower part is the blower capacity control unit 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. It is.

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

  In the air conditioning control device 50, the configuration for controlling the flow rate of the cooling water flowing through the heater core 36 by controlling the operation of the cooling water pump 40a and the heater core electromagnetic valve 40c is a flow rate control unit 50e.

  The configuration for transmitting and receiving control signals to and from the driving force control device 70 in the air conditioning control device 50 is a request signal output unit. 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) is 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. 3-12 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 the vehicle interior temperature setting switch 60f, a setting signal for the intake port mode switch 60c, 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.

  In step S3, the outside air temperature Tam is estimated based on the detection signal of the intake air temperature sensor 70a connected to the input side of the driving force control device 70. Details of step S3 will be described with reference to the flowchart of FIG.

  As shown in FIG. 4, it is determined in steps S31, S32, and S33 whether or not an outside air temperature estimation condition is satisfied. When the outside air temperature estimation condition is satisfied, it can be determined that the influence of the heat of the engine EG on the intake air is small and the outside air temperature Tam can be estimated with high accuracy.

  First, in step S31, it is determined whether or not 360 minutes or more have elapsed from when the ignition switch of the vehicle was turned off last time to when it is turned on this time. If it is determined that 360 minutes or more have passed since the ignition switch of the vehicle was turned off last time, the vehicle temperature is likely to be familiar with the outside air, so the process proceeds to step S32. It is determined whether or not the initial cooling water temperature is less than 40 ° C.

  If it is determined that the initial cooling water temperature is less than 40 ° C., it can be determined that the influence of the heat of the cooling water on the detection value of the intake air temperature sensor 70a is small, so the process proceeds to step S33 and the initial intake water temperature and the initial cooling water temperature are determined. It is determined whether or not the difference is less than 3 ° C.

  The initial intake air temperature is the temperature Ti of the intake air of the engine EG when the ignition switch of the vehicle is turned on.

  If it is determined that the difference between the initial intake air temperature and the initial coolant temperature is less than 3 ° C., it can be determined that the temperature in the engine room is substantially uniform, so the process proceeds to steps S34 and S35, and the outside air temperature Tam is set. presume.

  That is, it is determined that the outside air temperature estimation conditions in steps S31, S32, and S33 are satisfied, and the outside air temperature Tam is estimated. In step S34, the solar radiation correction amount N is determined. The solar radiation correction amount N is used to estimate the outside air temperature Tam according to the solar radiation amount.

  Specifically, as shown in step S34 of FIG. 4, the solar radiation correction amount N is determined based on the solar radiation amount Ts detected by the solar radiation sensor 53. When the solar radiation amount Ts is 0 to 1000 W / m 2, the solar radiation correction amount N is increased in the range of 0 to 15 ° C. as the solar radiation amount Ts increases.

  Thereby, the estimation accuracy of the outside air temperature is increased by performing correction in consideration of the fact that heat is accumulated in the engine room due to solar radiation and the intake air temperature Ti rises.

  In subsequent step S35, the outside air temperature Tam is calculated by the following mathematical formula F1.

Outside air temperature Tam = MIN (initial intake air temperature, current intake air temperature) −N... F1
Note that MIN (initial intake air temperature, current intake air temperature) in Formula F1 means the smaller value of the initial intake air temperature and the current intake air temperature. The current intake air temperature is a current detected value of the intake air temperature sensor 70a.

  Basically, the initial intake air temperature is the outside air temperature Tam, but when the current intake air temperature is lower than the initial intake air temperature, the current intake air temperature is the outside air temperature Tam. Thereby, the estimation accuracy of the outside air temperature Tam is increased. This is because there may be factors such as the vehicle leaving a warm garage.

  When the outside air temperature Tam calculated in the current step S35 is the minimum value among the outside air temperatures Tam calculated in this trip, the air conditioning control device 50 trips the outside air temperature Tam calculated in this step S35 this time. Remember the minimum outside temperature.

  On the other hand, if it is determined in step S31 that 360 minutes or more have not elapsed from when the vehicle ignition switch was previously turned off until this time it is turned on, it is determined in step S32 that the initial cooling water temperature is not less than 40 ° C. If it is determined that the difference between the initial intake air temperature and the initial coolant temperature is not less than 3 ° C. in step S33, the process proceeds to step S36, and the outside air temperature estimation conditions in steps S31, S32, and S33 are satisfied in the previous trip. It is determined whether or not.

  That is, it is determined whether or not the outside air temperature Tam has been estimated by executing steps S34 and S35 in the previous trip.

  If the outside air temperature estimation conditions in steps S31, S32, and S33 are satisfied in the previous trip, the process proceeds to step S37, and the minimum outside air temperature stored in the previous trip is determined as the current outside air temperature Tam. In step S37, the external temperature Tam calculated last in the previous trip may be determined as the current external temperature Tam.

  On the other hand, if it is determined in step S36 that the outside air temperature estimation condition is not satisfied in the previous trip, the process proceeds to step S38, and the value of the lowest intake air temperature is determined as the current outside air temperature Tam. Thereby, the malfunction that the required heating cannot be performed at the cold time can be reduced.

  The air conditioning control device 50 does not store the minimum intake air temperature in the trip where the initial cooling water temperature is 40 ° C. or higher, and can therefore determine the outside air temperature Tam based on the intake air temperature that is less affected by the cooling water temperature. The air conditioning control device 50 does not memorize the minimum intake air temperature in the trip where the final cooling water temperature is 70 ° C. or less, so that the outside air temperature Tam is determined based on the intake air temperature in the exceptional short-time trip. Can be avoided.

  Therefore, the estimation accuracy of the outside air temperature Tam can be increased. In addition, since it is possible to prevent storing the data of the intake air temperature with low reliability, the storage capacity of the air conditioning control device 50 can be saved.

  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 F2.
TAO = Kset * Tset-Kr * Tr-Kam * Tam-Ks * Ts + C ... F2
Here, Tset is the vehicle interior target temperature set by the vehicle interior temperature setting switch 60f, 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 temperature estimated in step S3. The temperature and Ts are 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 changed to the target blowing temperature TAO, the blowing air temperature TE detected by the evaporator temperature sensor 56, and the cooling water temperature Tw detected by the cooling water temperature sensor 58. Calculate based on

Specifically, the air mix opening degree SW is calculated by the following formula F3.
SW = {(TAO-TE) / (Tw-TE)} × 100 (%)... F3
When the air mix opening SW = 0%, the air mix door 39 fully closes the heating passage 33 and fully opens the bypass passage 34. As the air mix opening SW increases, the opening of the heating passage 33 is increased and the opening of the bypass passage 34 is decreased. When the air mix opening degree SW ≧ 100%, the air mix door 39 fully opens the heating passage 33 and fully closes the bypass passage 34.

  In the next step S6, the blowing capacity of the blower 32 (specifically, the voltage applied to the electric motor) is determined. In other words, in step S6, the air volume of the air flowing through the air passage in the casing 31 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 60b of the operation panel 60 is turned on. As a result, if it is determined that the auto switch 60b is not turned on, a blower voltage that determines the desired air volume of the occupant manually set by the air volume setting switch 60e of the operation panel 60 is determined in step S62. Proceed to S7.

  Specifically, the air volume setting switch 60e 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 60b is turned on, based on the TAO determined in step S4 and the coolant temperature Tw detected by the coolant temperature sensor 58 in step S63. The basic blower voltage f (TAO) and the warm-up upper limit blower voltage f (water temperature) are determined with reference to the control map stored in the air conditioning controller 50 in advance.

  The basic blower voltage f (TAO) is determined according to the air conditioning heat load. The basic blower voltage f (TAO) is used as a candidate value of 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 basic blower voltage f (TAO) in the present embodiment is configured such that the value of the basic 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 basic blower voltage f (TAO) is raised to a high level so that the air volume is near.

  Further, when TAO rises from the extremely low temperature region toward the intermediate temperature region, the basic blower voltage f (TAO) is decreased so that the amount of air blown from the blower 32 is reduced as TAO increases. Further, when the TAO decreases from the extremely high temperature range toward the intermediate temperature range, the basic 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 basic blower voltage f (TAO) is lowered to a low level so that the air volume of the blower 32 becomes a low air volume. Thereby, the basic blower voltage corresponding to the air conditioning heat load is calculated.

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

  The basic blower voltage f (TAO) is determined to a value (specifically, 4 to 12) corresponding to the air volume in the normal use region.

  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).

  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 subsequent step S64, it is determined whether or not the temporary air outlet mode determined in the previous step S8 is the face mode, the foot mode or the bi-level mode.

  When it is determined that the provisional outlet mode is the foot mode or the bi-level mode, the process proceeds to step S65, and it is determined whether or not the water flow to the heater core 36 is stopped. In other words, it is determined whether or not the heater core electromagnetic valve 40c closes the cooling water flow path on the heater core 36 side.

When it determines with the water flow to the heater core 36 not having stopped, it progresses to step S66 and calculates a blower voltage by the following numerical formula F4.
Blower voltage = MIN {f (TAO), f (water temperature)} F4
Note that MIN {f (TAO), f (water temperature)} in Formula F4 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 and water is passed through the heater core 36, the blowing capacity of the blower 32 is appropriately adjusted according to the target blowing temperature TAO and the cooling water temperature Tw. That is, when the cooling water temperature Tw is low, the blowing capacity of the blower 32 is lowered, so that it is suppressed that cold air that is not sufficiently heated by the heater core 36 is blown out to the passenger and the passenger feels cold.

  On the other hand, when it determines with the water flow to the heater core 36 having stopped in step S65, it progresses to step S67 and determines a blower voltage to 2V. Thus, the blower voltage is determined to be lower than the basic blower voltage f (TAO). That is, when the air is not heated by the heater core 36, the blower air volume is made smaller than the air volume in the normal use area, so that it is suppressed that the cool air that is not heated by the heater core 36 is blown out by the passenger and the passenger feels cold. .

  On the other hand, if it is determined in step S64 that the temporary air outlet mode is the face mode, the process proceeds to step S68, and the blower voltage is determined to be the basic 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 60b of the operation panel 60 is turned on. As a result, when it is determined that the auto switch 60b 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 60b is turned on, the process proceeds to step S705, and based on the target outlet temperature TAO calculated in step S4, whether the air conditioning operation state is the cooling operation or the heating operation. Determine. 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 60b of the operation panel 60 is turned on. As a result, when it is determined that the auto switch 60b 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 60b is turned on, the process proceeds to step S83, and the control map stored in the air conditioning controller 50 in advance based on the target outlet temperature TAO calculated in step S4. To determine the provisional outlet mode.

  In the present embodiment, as shown in step S83 in FIG. 7, the provisional 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 S83 of FIG. 7, a hysteresis width for preventing control hunting is set.

  In subsequent step S84, it is determined whether or not the temporary air outlet mode determined in step S83 is the face mode, the foot mode, or the bi-level mode.

  When it is determined that the provisional outlet mode is the foot mode or the bi-level mode, the process proceeds to step S85, and it is determined whether or not the water flow to the heater core 36 is stopped. In other words, it is determined whether or not the heater core electromagnetic valve 40c closes the cooling water flow path on the heater core 36 side.

  When it determines with the water flow to the heater core 36 not having stopped, it progresses to step S86, determines a blower outlet mode to the temporary blower outlet mode determined by step S83, and progresses to step S9. Thereby, blower outlet mode can be determined according to target blow temperature TAO.

  On the other hand, when it determines with the water flow to the heater core 36 having stopped in step S85, it progresses to step S87, determines a blower outlet mode to defroster mode, and progresses to step S9. Thereby, even if it is a case where air cannot be heated with the heater core 36 because the water flow to the heater core 36 has stopped, the anti-fogging property of a window can be ensured as much as possible.

  On the other hand, when it is determined in step S84 that the temporary air outlet mode is the face mode, the process proceeds to step S88, where the air outlet mode is determined to be the temporary air outlet mode determined in step S83, and the process proceeds to step S9. move on. That is, the air outlet mode is determined as the face mode. Thereby, blower outlet mode can be determined according to target blow temperature TAO.

  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, the anti-fogging target blowing temperature f (outside air temperature) is calculated based on the outside air temperature Tam with reference to a control map stored in the air conditioning control device 50 in advance. Specifically, the antifogging target blowing temperature f (outside air temperature) is set lower than the outside air temperature Tam.

  In the example of FIG. 9, if the outside air temperature ≦ 5 ° C., the anti-fogging target blowing temperature f (outside air temperature) is set to 1 ° C. If the outside air temperature ≧ 15 ° C., the anti-fogging target blowing temperature f (outside air temperature) is set to 10 ° C. If 5 ° C. <outside air temperature <15 ° C., the higher the outside air temperature, the larger the antifogging target blowing temperature f (outside air temperature) in the range of 1 to 10 ° C.

  In a succeeding step S913, it is determined whether or not the water flow to the heater core 36 is stopped. In other words, it is determined whether or not the heater core electromagnetic valve 40c closes the cooling water flow path on the heater core 36 side.

  If it is determined that the water flow to the heater core 36 has not stopped, the process proceeds to step S915, and the smaller value of the temporary target blowing temperature f (TAO) and the anti-fogging target blowing temperature f (outside temperature) is set as the target blowing. Determine as temperature TEO. Thereby, when the outside air temperature is low, the target blowing temperature TEO can be determined to be a small value, the dehumidifying ability of the indoor evaporator 26 can be increased, and the antifogging property can be ensured.

  On the other hand, when it determines with the water flow to the heater core 36 having stopped in step S913, it progresses to step S914 and determines whether the blower outlet mode determined by step S8 is defroster mode.

  If it is determined in step S914 that the air outlet mode is not the defroster mode, the process proceeds to step S915, and the smaller value of the temporary target air outlet temperature f (TAO) and the anti-fogging target air outlet temperature f (outside air temperature) is set as the target air outlet. Determine as temperature TEO. Thereby, when the outside air temperature is low, the target blowing temperature TEO can be determined to be a small value, the dehumidifying ability of the indoor evaporator 26 can be increased, and the antifogging property can be ensured.

  On the other hand, when it is determined in step S914 that the defroster mode is set, the process proceeds to step S916, and the target blowing temperature TEO is determined to be 2 ° C. lower than the outside air temperature Tam. Thereby, even if air is not heated with the heater core 36, if it is a defroster mode, the dehumidification capability of the indoor evaporator 26 can be improved and anti-fogging property can be ensured as much as possible.

  The target blowing temperature TEO at this time is slightly lower than the outside air temperature Tam. That is, when water flow to the heater core 36 is stopped and the defroster mode is set, the target blowing temperature TEO is maintained at a temperature slightly lower than the outside air temperature Tam.

  Therefore, when air is not heated with the heater core 36, it can suppress that the temperature of the air which hits the window W of a vehicle is too low, and the window W is condensed on the vehicle outer side.

  In the subsequent step S92, a rotational speed change amount Δf with respect to the previous compressor rotational speed is obtained. Specifically, a deviation between the target blowing temperature TEO and the blowing air temperature TE is calculated, a deviation change rate obtained by subtracting the previously calculated deviation from the currently calculated deviation is calculated, and the deviation and the deviation change rate t are used. Then, based on the fuzzy inference based on the membership function and the rule stored in advance in the air conditioning control device 50, the rotational speed change amount Δf with respect to the previous compressor rotational speed 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. Details of step S10 will be described with reference to the flowchart of FIG.

  As shown in FIG. 10, first, in step S101, it is determined whether or not the air mix opening degree SW determined in step S5 is a maximum heating opening degree (so-called MAX HOT).

  When it is determined that the air mix opening SW is the maximum heating opening, the process proceeds to step S102, and the number of operating PTC heaters 37 is determined to be three.

  On the other hand, if it is determined in step S101 that the air mix opening degree SW is not the maximum heating opening degree, the process proceeds to step S103, and the target blowing temperature TAO determined in step S4 and the evaporation detected by the evaporator temperature sensor 56 are detected. The operation number of the PTC heaters 37 is determined with reference to a control map stored in advance in the air-conditioning control device 50 based on the air temperature TE, the vehicle interior temperature Tr detected by the internal air sensor 51, and the outside air temperature Tam estimated in step S3. decide.

  Specifically, the number of operation of the PTC heater 37 ranges from 0 to 3 as the difference between the target outlet temperature TAO and the evaporator temperature TE is larger and the difference between the passenger compartment temperature Tr and the outside air temperature Tam is larger. The number is decided with a large number.

  That is, the fact that the air mix opening SW is not the maximum heating opening means that it is less necessary to heat the blown air in the heating passage 33, so the necessity of operating the number of PTC heaters 37 is also required. Less.

  On the other hand, the greater the difference between subtracting the evaporator temperature TE from the target outlet temperature TAO and the greater subtracting the outside air temperature Tam from the passenger compartment temperature Tr, the more easily the occupant feels cold.

  Therefore, even when the air mix opening SW is not the maximum heating opening, the difference between the target blowing temperature TAO and the evaporator temperature TE is large, and the difference between the vehicle interior temperature Tr and the outside air temperature Tam is large. The number of operating PTC heaters 37 is increased.

  Specifically, when Tr−Tam> 10 ° C., the number of operating PTC heaters 37 is determined to be zero regardless of the difference TAO−TE obtained by subtracting the evaporator temperature TE from the target blowing temperature TAO. When 5 ° C <Tr-Tam ≦ 10 ° C, if TAO-TE ≦ 10 ° C, the number of PTC heaters 37 is determined to be zero, and if 10 ° C ≦ TAO-TE ≦ 30 ° C, TAO-TE As the value increases, the number of operating PTC heaters 37 is increased in the range of 0 to 2. If TAO-TE ≧ 30 ° C., the number of operating PTC heaters 37 is determined to be two. When Tr-Tam ≦ 5 ° C., if TAO-TE ≦ 10 ° C., the number of operating PTC heaters 37 is determined to be 0, and if 10 ° C. ≦ TAO-TE ≦ 30 ° C., TAO-TE increases. Accordingly, the number of operating PTC heaters 37 is increased in the range of 0 to 3, and if TAO-TE ≧ 30 ° C., the number of operating PTC heaters 37 is determined to be three.

  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 (specifically, the rotational speed of the cooling water pump 40a) required for the cooling water pump 40a is determined. That is, the required flow rate of the cooling water circulating between the heater core 36 and the engine EG is determined in the cooling water circuit 40.

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

  On the other hand, when it determines with the air blower 32 operating in step S121, it progresses to step S123 and based on the product value of the blower voltage determined in step S6 and the air mix opening degree SW 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 value of the air mix opening SW used in step S123 is not a value expressed as a percentage (that is, a value between 0 and 100), but a value expressed as a ratio (that is, a value between 0 and 1).

  Specifically, when the product value of the blower voltage and the air mix opening degree SW is small, the required air conditioning flow rate is increased. When the product value of the blower voltage and the air mix opening degree SW is large, the required air conditioning flow rate is set. Enlarge. That is, when the air volume of the air flowing through the heater core 36 (hereinafter referred to as heater core air volume) is small, the required air conditioning flow rate is increased, and when the heater core air volume is large, the required air conditioning flow rate is increased.

  In the example of FIG. 11, if the product value of the blower voltage and the air mix opening degree SW 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 air mix opening degree SW is If it is 12V or more, the required air conditioning flow rate is 10.0, and if the product value of the blower voltage and the air mix opening SW is 6V or more and 12V or less, the product value of the blower voltage and the air mix opening SW is The larger the required air conditioning flow rate, the greater the range of 1.0 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. .

  When the flow rate of cooling water flowing through the heater core 36 (hereinafter referred to as 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, the operating state of the heater core solenoid valve 40c, that is, the open / close state of the heater core solenoid valve 40c is determined. Details of step S13 will be described with reference to the flowchart of FIG.

  First, in step S131, it is determined whether or not the coolant temperature Tw is less than 70 ° C. When it determines with cooling water temperature Tw being less than 70 degreeC, it progresses to step S132 and determines whether the blower outlet mode determined by step S8 is manual defroster mode. That is, it is determined whether or not the defroster mode is set by manually operating the defroster switch of the operation panel 60 by the occupant.

  When it determines with the blower outlet mode not being manual defroster mode, it progresses to step S133 and the maximum closing time Tmax is determined. The maximum closing time Tmax is an upper limit value for closing the heater core solenoid valve 40c. The maximum closing time Tmax is an upper limit value of the time for blocking the flow of the cooling water to the heater core 36. In other words, the maximum closing time Tmax is the maximum cutoff time.

  Specifically, referring to the control map stored in advance in the air conditioning controller 50 based on the outside air temperature Tam estimated in step S3, the outlet mode determined in step S8, and the seating state of the occupant, the maximum The closing time Tmax is determined.

  In the example of FIG. 12, when the outside air temperature Tam is 0 ° C. or less, the maximum closing time Tmax is determined to be 0 seconds. That is, when the outside air temperature Tam is 0 ° C. or lower, the possibility of window fogging is high and the temperature feels very cold. Therefore, in order to increase the antifogging property and the temperature feeling as much as possible, the heater core solenoid valve 40c. open.

  When the outside temperature Tam is 0 ° C. or more and 25 ° C. or less, the maximum closing time Tmax is decreased as the outside temperature Tam increases. When it is determined that the occupant is seated only in the seat where the seat heater 90 is mounted based on the detection signal of the seating sensor 73, the maximum closing time Tmax is decreased in the range of 400 seconds to 60 seconds. When it is determined based on the detection signal of the seating sensor 73 that an occupant is seated in a seat where the seat heater 90 is not mounted, the maximum closing time Tmax is decreased in the range of 300 to 60 seconds.

  When the outside air temperature Tam is low, the temperature of the engine EG before warm-up is also low, so the time required for warm-up becomes longer. Therefore, the engine EG is sufficiently warmed up by increasing the maximum closing time Tmax to improve fuel efficiency. To improve. Further, by increasing the maximum closing time Tmax, the temperature of the automatic transmission fluid can be raised quickly to improve fuel efficiency. Since it is easy for passengers to take time to warm up when the outside air temperature Tam is low, passengers feel less discomfort even if the time during which heating is not possible becomes longer, and dissatisfaction with the feeling of heating is minimized.

  When the outside air temperature Tam is high, the temperature of the engine EG before warm-up is also high, so that the time required for warm-up is shortened. Therefore, the maximum closing time Tmax is shortened so that heating can be started early.

  When the occupant is seated only in the seat where the seat heater 90 is mounted, the occupant's feeling of warmth can be maintained to some extent by the seat heater 90, so that the engine EG can be sufficiently warmed by increasing the maximum closing time Tmax. It is possible to suppress the adverse effect on the passenger sensation while improving the fuel efficiency.

  When the outside air temperature Tam is 25 ° C. or more, the maximum closing time Tmax is determined as 400 seconds if the outlet mode is the face mode, and the maximum closing time Tmax is determined as 60 seconds if the outlet mode is other than the face mode. .

  When the outside air temperature Tam is 25 ° C. or higher, it can be determined that the cooling is performed, and the contribution of heating is reduced. In particular, when the air outlet mode is the face mode, there is no blowout to the passenger's feet, so by increasing the maximum closing time Tmax, the engine EG can be sufficiently warmed up to improve fuel efficiency while improving the fuel efficiency. Adverse effects can be suppressed.

  When the air outlet mode is other than the face mode, there is a blowout to the occupant's feet, so that the adverse effect on the occupant temperature can be suppressed by shortening the maximum closing time Tmax.

  In a succeeding step S134, it is determined whether or not an elapsed time after turning on the ignition switch of the vehicle is less than the maximum closing time Tmax. The maximum closing time Tmax is an upper limit value for closing the heater core solenoid valve 40c.

  When it is determined that the elapsed time after turning on the ignition switch of the vehicle is less than the maximum closing time Tmax, the process proceeds to step S135, and the heater core electromagnetic valve 40c is closed. That is, the cooling water flow path on the heater core 36 side is closed so that the cooling water does not flow into the heater core 36.

  Thereby, when the cooling water temperature Tw is low, it is possible to prevent the cooling water from radiating heat at the heater core 36 and promote the increase in the cooling water temperature Tw, and thus, the engine EG can be warmed up.

  On the other hand, if it is determined in step S131 that the coolant temperature Tw is 70 ° C. or higher, it is determined that the warm-up of the engine EG has ended, and the process proceeds to step S136, where the heater core electromagnetic valve 40c is opened. That is, the cooling water flow path on the heater core 36 side is opened so that the cooling water flows through the heater core 36.

  If it is determined in step S132 that the air outlet mode is the manual defroster mode, it is determined that the occupant strongly desires the fogging of the window to proceed to step S136, and the heater core electromagnetic valve 40c is opened. As a result, even when the engine EG is warming up, the cooling water is allowed to flow through the heater core 36 so that the window glass temperature rises as much as possible.

  If it is determined in step S134 that the elapsed time since turning on the ignition switch of the vehicle is equal to or greater than the maximum closing time Tmax, the process proceeds to step S136, and the heater core electromagnetic valve 40c is opened. As a result, the time during which the heater core solenoid valve 40c is closed and the flow of the cooling water to the heater core 36 is cut off is less than the maximum closing time Tmax, so that the heating of the air in the heater core 36 is stopped for a long time. Can be suppressed.

  Next, in step S14, it is determined whether or not the seat heater 90 needs to be operated. The operating state of the seat heater 90 is based on the target air temperature TAO determined in step S5, the provisional air mix opening degree Sdd, and the outside air temperature Tam estimated in step S3. To be determined.

  Next, in step S15, the various devices 12a, 32, 37, 40a, 40c, 61, 62, 63, 64, and the like are obtained from the air conditioning control device 50 so that the control state determined in steps S5 to S14 described above is obtained. A control signal and a control voltage are output to 90. 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 S16, the process 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.

  When the cooling water temperature Tw is less than 70 ° C., the heater core solenoid valve 40c is closed and the cooling water does not flow into the heater core 36. Increase in Tw is promoted.

  When the outside air temperature Tam is low, it is possible to secure a long time for the heater core solenoid valve 40c to be closed, and thus it is possible to secure a time for raising the coolant temperature Tw early. Therefore, the temperature of engine EG and automatic transmission fluid can be raised early, and fuel efficiency can be improved.

  Since the outside air temperature Tam is estimated based on the intake air temperature Ti, the outside air temperature sensor is unnecessary. By eliminating the need for the outside air temperature sensor, failure detection of the outside air temperature sensor becomes unnecessary. Therefore, the system configuration can be simplified.

  When the outside air temperature estimation condition is satisfied, the outside air temperature Tam is estimated based on the intake air temperature Ti, so that the influence of the heat of the engine EG can be eliminated as much as possible.

  When the vehicle is in the garage for the first time, the outside temperature drops as soon as it leaves the garage in winter. Therefore, a divergence occurs between the outside temperature estimated when the vehicle is in the garage and the actual outside temperature.

  In view of this point, when the current intake air temperature falls from the initial intake air temperature, the outside air temperature is estimated based on the current intake air temperature, so that there is a discrepancy between the estimated outside air temperature and the actual outside air temperature. Can be prevented.

  If the detected value of the cooling water temperature sensor 58 and the detected value of the intake air temperature sensor 70a are approximately the same, it can be estimated that the temperature of the vehicle has decreased to the same extent as the outside air temperature. Use as

  When a sufficient time (specifically, about 6 hours or more) has passed for the engine EG to cool down, it can be estimated that the temperature of the vehicle has dropped to about the same level as the outside air temperature, so the intake air temperature Ti is used as the outside air temperature.

  When the cooling water temperature Tw drops below 40 ° C., it can be assumed that the temperature of the vehicle has dropped to about the same level as the outside air temperature even in the summer, so the intake air temperature Ti is used as the outside air temperature.

  In the present embodiment, as described in step S <b> 3, the air conditioning control device 50 estimates the temperature Tam of the outside air and controls the operation of the heating devices 36, 37, and 90 based on the estimated temperature Tam of the outside air. And the air-conditioning control apparatus 50 started the vehicle system, when the outside air temperature estimation condition judged that the influence of the heat of the engine EG is small with respect to the temperature Ti of the intake air when the vehicle system was started is satisfied. The ambient air temperature Tam is estimated based on the intake air temperature Ti.

  According to this, since the temperature Tam of the outside air is estimated based on the temperature Ti of the intake air determined to be close to the temperature of the outside air, it is possible to control the heating device while eliminating the influence of the engine heat as much as possible.

  In the present embodiment, as described in step S33, the outside air temperature estimation condition is that the difference between the intake air temperature Ti when the vehicle system is activated and the coolant temperature Tw when the vehicle system is activated is predetermined. It is less than the value.

  According to this, since it can be appropriately determined that the influence of the heat of the engine EG on the intake air is small, the temperature Tam of the outside air can be accurately estimated.

  In the present embodiment, as described in step S31, the outside air temperature estimation condition is that a predetermined time or more has elapsed from when the vehicle system was last stopped until this time it is started.

  According to this, since it can be appropriately determined that the influence of the heat of the engine EG on the intake air is small, the temperature Tam of the outside air can be accurately estimated.

  In the present embodiment, as described in step S32, the outside air temperature estimation condition is that the temperature Tw of the cooling water is lower than a predetermined temperature.

  According to this, since it can be appropriately determined that the influence of the heat of the engine EG on the intake air is small, the temperature Tam of the outside air can be accurately estimated.

  If the vehicle system is started in the winter when the vehicle is in the garage, the temperature of the intake air may drop as soon as the vehicle goes out of the garage because it is colder outside the garage. is there. Therefore, the temperature of the outside air estimated based on the temperature Ti of the intake air when the vehicle system is started may be different from the temperature of the outside air outside the garage.

  In view of this point, in the present embodiment, as described in step S35, the air-conditioning control device 50, when the latest intake air temperature Ti is lower than the intake air temperature Ti when the vehicle system is started, The ambient air temperature Tam is estimated based on the latest intake air temperature Ti.

  Thereby, even if it is a case where a vehicle system is started in the state where the vehicle is in the garage in winter, the temperature Tam of the outside air can be accurately estimated.

  For example, when the vehicle system is restarted a short time after stopping the vehicle system, the heat of the engine EG remains in the engine room. The effect of. Therefore, the temperature of the outside air estimated based on the temperature Ti of the intake air when the vehicle system is activated may be deviated from the actual temperature of the outside air.

  In view of this point, in the present embodiment, as described in step S <b> 37, the air conditioning control device 50, when the outside air temperature estimation condition is not satisfied, the outside air temperature Tam estimated before the vehicle system was stopped last time. Is used to estimate the outside air temperature Tam.

  As a result, even if the influence of the heat of the engine EG is large with respect to the temperature Ti of the intake air when the vehicle system is started, the temperature Tam of the outside air can be reduced by using the temperature of the outside air estimated in the previous trip. It can be estimated with high accuracy.

  In the present embodiment, as described in step S38, the air-conditioning control device 50, when the outside air temperature estimation condition is not satisfied, is the lowest among the temperatures Ti of the intake air when the vehicle system is activated a plurality of times in the past. The temperature Tam of the outside air is estimated based on the temperature.

  As a result, even if the influence of the heat of the engine EG on the intake air is large when the vehicle system is started, the influence of the heat of the engine EG on the intake air temperature in the past multiple trips is as small as possible. Since the outside air temperature is estimated based on the determined intake air temperature, the outside air temperature Tam can be accurately estimated.

  In the present embodiment, as described in steps S34 and S35, the air conditioning control device 50 estimates the temperature Tam of the outside air based on the intake air temperature Ti when the vehicle system is activated and the solar radiation amount Ts.

  According to this, even if the vehicle body is heated by solar radiation and the temperature of the engine room becomes high and the temperature of the intake air becomes high, the temperature Tam of the outside air can be accurately estimated in consideration of the influence of solar radiation.

  In the present embodiment, as described in step S133, the air conditioning control device 50 compares the estimated outside air temperature Tam when the estimated outside air temperature Tam is lower than the predetermined temperature, as compared with the case where the estimated outside air temperature Tam is higher than the predetermined temperature. The operation of the heater core solenoid valve 40c is controlled so that the flow rate of the cooling water flowing through the heater core 36 increases.

  According to this, when the estimated temperature Tam of the outside air is low, the heating capacity can be increased by increasing the amount of air heated in the heater core 36.

  In addition, the amount of air heated in the heater core 36 can be adjusted to reflect the temperature of the interior material of the vehicle, and thus the occupant's feeling of warmth can be ensured appropriately. The reason for this will be described below.

  The interior material of the vehicle increases in temperature by absorbing the heating heat during heating, but the temperature of the interior material of the vehicle decreases and approaches the temperature of the outside air as time elapses after the heating is stopped.

  On the other hand, as the time elapses after the vehicle system is stopped, the temperature of the intake air decreases and approaches the temperature of the outside air. As described in step S35, when the temperature of the intake air when the vehicle system is activated is low, the estimated outside air temperature Tam is also low. Therefore, the temperature of the interior material of the vehicle when the vehicle system is activated has a certain degree of correlation with the estimated outside air temperature Tam.

  If the temperature of the interior material of the vehicle when the vehicle system is activated is low, the interior of the vehicle will be cooled by the interior material of the vehicle even if heating is started. Is preferred.

  Therefore, when the estimated outside air temperature Tam is low, the heating capacity is increased by increasing the amount of air heated in the heater core 36 to increase the heating capacity when the temperature of the interior material of the vehicle is low so Can be secured. That is, the heating amount of air in the heater core 36 can be adjusted to reflect the temperature of the interior material of the vehicle, and accordingly, the occupant's warm feeling can be appropriately ensured.

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

  (1) In the above embodiment, when all the determinations in steps S31, S32, and S33 are satisfied, the outside air temperature Tam is estimated as the outside air temperature estimation condition is satisfied, but in steps S31, S32, and S33, When at least one determination is satisfied, it may be determined that the outside air temperature estimation condition is satisfied and the outside air temperature Tam may be estimated.

  (2) In the above embodiment, in step S34, the solar radiation correction amount N is determined based on the current solar radiation amount. However, the solar radiation correction amount N may be determined based on the cumulative solar radiation amount for the past several hours. In this case, the heat accumulation due to the amount of solar radiation can be estimated more accurately.

  (3) In the above embodiment, the heater core electromagnetic valve 40c is an on-off valve that opens and closes the cooling water flow path on the heater core 36 side. However, the heater core electromagnetic valve 40c can arbitrarily set the opening of the cooling water flow path on the heater core 36 side. It may be an opening adjustment valve that can be adjusted to the above.

  (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.

36 Heater core (heat exchanger for heating)
39 Air Mix Door (Air Volume Ratio Adjustment Unit)
40c Heater core solenoid valve (flow rate adjuster)
50 Air-conditioning control device (control unit)
58 Cooling water temperature sensor (heat medium temperature detector)
70a Intake air temperature sensor (intake air temperature detector)

Claims (9)

A heating device (36, 37, 90) that gives a sense of warmth to the passengers;
An intake air temperature detector (70a) for detecting the temperature (Ti) of the intake air taken into the engine (EG) of the vehicle;
A controller (50) for estimating the temperature (Tam) of the outside air and controlling the operation of the heating device (36, 37, 90) based on the estimated temperature (Tam) of the outside air;
When the control unit (50) satisfies an outside air temperature estimation condition in which it is determined that the influence of heat of the engine (EG) is small with respect to the temperature (Ti) of the intake air when the vehicle system is started A vehicle air conditioner that estimates the temperature (Tam) of the outside air based on the temperature (Ti) of the intake air when the vehicle system is activated. A heat medium temperature detector (58) for detecting the temperature (Tw) of the heat medium that cools the engine (EG);
The outside air temperature estimation condition is that a difference between a temperature (Ti) of the intake air when the vehicle system is activated and a temperature (Tw) of the heat medium when the vehicle system is activated is less than a predetermined value. The vehicle air conditioner according to claim 1.   2. The vehicle air conditioner according to claim 1, wherein the outside air temperature estimation condition is that a predetermined time or more has elapsed from when the vehicle system was stopped last time to when it is started this time. A heat medium temperature detector (58) for detecting the temperature of the heat medium that cools the engine (EG);
The vehicle air conditioner according to claim 1, wherein the outside air temperature estimation condition is that a temperature (Tw) of the heat medium is lower than a predetermined temperature.   When the latest intake air temperature (Ti) is lower than the intake air temperature (Ti) when the vehicle system is started, the control unit (50) detects the latest intake air temperature (Ti). The vehicle air conditioner according to any one of claims 1 to 4, wherein the temperature (Tam) of the outside air is estimated based on the temperature.   If the outside air temperature estimation condition is not satisfied, the control unit (50) estimates the outside air temperature (Tam) based on the outside air temperature (Tam) estimated before the vehicle system was stopped last time. The vehicle air conditioner according to any one of claims 1 to 5.   When the outside air temperature estimation condition is not satisfied, the control unit (50) is configured to perform the outside air based on the lowest temperature among the intake air temperatures (Ti) when the vehicle system is activated a plurality of times in the past. The vehicle air conditioner according to claim 1, wherein a temperature (Tam) of the vehicle is estimated. A solar radiation amount detector (53) for detecting the solar radiation amount (Ts);
The control unit (50) estimates the temperature (Tam) of the outside air based on the temperature (Ti) of the intake air when the vehicle system is activated and the amount of solar radiation. The vehicle air conditioner according to claim 1. The heating device includes a heat exchanger (36) that heats the air by exchanging heat between the air blown into the passenger compartment and a heat medium that cools the engine (EG).
A flow rate adjusting unit (40c) for adjusting the flow rate of the heat medium flowing through the heat exchanger (36);
When the estimated temperature (Tam) of the outside air is lower than a predetermined temperature, the control unit (50) compares the heat exchange with the case where the estimated temperature (Tam) of the outside air is higher than the predetermined temperature. The vehicle air conditioner according to any one of claims 1 to 8, wherein the operation of the flow rate adjusting unit (40c) is controlled so that the flow rate of the heat medium flowing through the vessel (36) increases.

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