JP3851475B2 - Air conditioner for vehicles - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle air conditioner that shares at least a part of an energy source for air conditioning with vehicle propulsion energy (energy generated by an engine, an electric motor, or the like). The present invention relates to an air conditioner for a vehicle that achieves both drivability and comfort of air conditioning under a power limit that needs to be restricted from traveling.
[0002]
[Prior art]
In a vehicle air conditioner, the power source is often taken from a motor for driving a vehicle (an engine of an internal combustion engine or a motor in an electric vehicle). In a vehicle air conditioner that shares the energy source of such an air conditioner with the propulsion energy of the vehicle, for example, an increase in energy consumed by the air conditioner does not adversely affect the driving (running) state of the vehicle. When the engine speed is equal to or higher than a predetermined value or when the throttle opening is equal to or higher than a predetermined value, control is performed so that the capacity of the compressor provided in the refrigerant circuit of the air conditioner is zero (for example, compression Machine clutch off). This control is performed without grasping the power of the compressor currently generated, that is, regardless of the power consumption of the compressor.
[0003]
In this control, only the information on the operation / non-operation of the compressor is provided to the prime mover control side (for example, the engine ECU). For example, during cooling operation, only the information on the cooler operation / non-operation is provided to the engine ECU, and the engine ECU performs the fuel injection amount correction and the throttle opening correction only by the information on the cooler operation / non-operation. We are carrying out.
[0004]
[Problems to be solved by the invention]
However, in the control as described above, especially at the time of low cooling heat load (low power), the opportunity to make the compressor capacity zero (clutch off) more than necessary increases, and the control becomes unstable. Cause.
[0005]
In particular, the fuel injection amount correction or the throttle opening correction becomes excessive during low cooling heat load (low power), and the engine speed and vehicle speed may increase or decrease more than necessary.
[0006]
In addition, when air-conditioning the interior of a vehicle with a fixed displacement compressor, for example, in a vehicle using a diesel engine, the clutch is turned off due to an increase in engine speed even if the air-conditioning originally does not require the clutch to be turned off. I often received torque shocks.
[0007]
Furthermore, the energy supplied from the vehicle propulsion motor is used as energy consumed by various devices in addition to the compressor of the refrigerant circuit, and the energy consumed by these various devices can also be supplied from the vehicle propulsion motor to the air conditioner side. In practice, it is desirable to appropriately limit and control the compressor, which is the main energy consuming device, in consideration of these factors because it affects the power limitation.
[0008]
Furthermore, in recent years, in vehicle air conditioners, it is desired not only to control the temperature of air blown into the passenger compartment, but also to control thermal comfort in consideration of the humidity in the passenger compartment. Therefore, control in consideration of thermal comfort is desired.
[0009]
Therefore, in view of the above-described problems and demands, the problem of the present invention is that the power of the compressor is appropriately adjusted according to the state at that time even under conditions where the power that can be used on the air conditioner side is limited. The present invention is to provide a vehicle air conditioner capable of achieving both a more comfortable air-conditioning state and drivability in consideration of vehicle running conditions and thermal comfort.
[0010]
[Means for Solving the Problems]
In order to solve the above-described problems, a vehicle air conditioner according to the present invention includes at least a power estimation unit for a vehicle air conditioner and a vehicle air conditioner in a vehicle air conditioner that receives supply of necessary energy from a vehicle propulsion motor output. The apparatus has power limit value calculating means for calculating the maximum power that can be used by the apparatus, and further includes cooling water temperature detecting means as cooling means for the vehicle propulsion motor, and the power limit value from the power limit value calculating means is: calculated with reference to the cooling water temperature by the coolant temperature detecting means, consisting of those power estimate from the power estimating means and performing a first power limited during not exceed animal force limit value (First embodiment).
[0013]
The vehicle air conditioner as described above is provided with a vehicle propulsion motor rotation speed detection means, and the power limit value from the power limit value calculation means is calculated with reference to the motor speed by the rotation speed detection means. And a second power limit for limiting the power so that the power estimation value from the power estimation means does not exceed the power limit value, or an adjustment amount detecting means for detecting the output adjustment amount of the motor for driving the vehicle. Or a gradient angle detection means in the vehicle traveling direction, or a vehicle propulsion speed detection means during vehicle propulsion, and the power limit value from the power limit value calculation means is the motor speed and the output adjustment amount detection. Calculated by referring to the output adjustment amount from the means, the gradient angle by the gradient angle detection means, or the propulsion speed by the vehicle propulsion speed detection means, and the estimated power value from the power estimation means It is possible to perform a third power limit for performing power restriction so as not to exceed the animal force limit value, the first power limit at the same time. Further , the power limit value calculated in the second power limit or the third power limit is compared with the power limit value calculated in the first power limit , and a smaller value is set as the power limit value. Can be adopted as.
[0014]
Furthermore, the vehicle air conditioner according to the present invention is a vehicle air conditioner that receives supply of necessary energy from at least a vehicle propulsion motor output, and a power estimation unit for the vehicle air conditioner and power that can be used by the vehicle air conditioner. A power limit value calculating means for calculating the maximum value of the vehicle, an operation amount detecting means for detecting an acceleration / deceleration operation amount input by the driver as the magnitude of the propulsive force of the vehicle propulsion motor, and a passenger's thermal comfort setting means The power limit value from the power limit value calculation means includes the acceleration / deceleration operation amount by the operation amount detection means , and the thermal energy obtained from the thermal comfort setting means and the thermal comfort calculation means. calculated with reference to both the difference between the comfort setpoint and the current value, it from that and performing power limit as a power estimate from power estimator does not exceed the animal force limit value (Second aspect).
[0016]
In such a vehicle air conditioner according to the present invention, in particular, the power of the compressor is estimated by the power estimating means of the vehicle air conditioner, and the air conditioner side is determined from the current conditions for each element on the vehicle propulsion control side. The power limit value is calculated (for example, the motor speed, the gradient angle of the vehicle travel path, the vehicle propulsion speed), and the power limit value is corrected and calculated based on the demand for thermal comfort. The optimal operation control of the equipment and the optimal operation control for vehicle propulsion, as well as the optimal air conditioning control that also takes into account the requirements of thermal comfort, will be combined, making more comfortable air conditioning and better Drivability is compatible.
[0017]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.
FIG. 1: has shown the schematic equipment block diagram of the vehicle air conditioner which concerns on one embodiment of this invention, and has shown the case of the apparatus provided with the vapor compression refrigeration cycle. The power limitation in the vehicle air conditioner shown in FIG. 1 is premised on the power limitation of the vapor compression variable capacity compressor in the cooling cycle. In the present invention, for example, in the heating heat pump cycle, regardless of the cooling or heating. It is also possible to limit the power used for the vapor compression compressor, the electric heater, and the friction heater. For example, in the case of an apparatus equipped with a vapor compression heat pump cycle, although not shown, an indoor heat exchanger arranged in a ventilation duct in the refrigerant circuit acts as a condenser and is arranged outside the ventilation duct. An outdoor heat exchanger is configured to act as an evaporator. 2 and 3 show control by the main controller in the apparatus of FIG.
[0018]
In FIG. 1, reference numeral 1 denotes the entire vehicle air conditioner, and an upstream side of a ventilation duct 2 that opens into a vehicle interior is provided with an outside air introduction port 4 and an inside air introduction port 5 adjusted by an inside / outside air switching damper 3. A blower 6 for pumping the intake air is provided. An evaporator 7 as an indoor heat exchanger for cooling the air to be blown is provided on the downstream side of the blower 6, and a hot water heater 8 as a heater is provided on the downstream side thereof. The engine coolant is circulated through the hot water heater 8. An air mix damper 10 whose opening degree is adjusted by an air mix damper actuator 9 is disposed immediately downstream of the hot water heater 8. The temperature-adjusted air is blown out into the passenger compartment through the air outlets 14, 15, 16 provided with the dampers 11, 12, 13.
[0019]
Reference numeral 17 denotes a refrigerant circuit in which each device is connected via a refrigerant pipe, and 18 denotes a variable capacity compressor (variable capacity compressor). The refrigerant compressed by the compressor 18 is sent to the evaporator 7 through the condenser 19, the liquid receiver 20, and the expansion valve 21, and the refrigerant from the evaporator 7 is sucked into the compressor 18. In this embodiment, the discharge pressure of the compressor 18 or the pressure corresponding thereto is detected by a pressure sensor (not shown). The discharge pressure can be estimated from, for example, the condenser outlet air temperature, the condenser outlet refrigerant temperature, and the like.
[0020]
The compressor 18 is driven using the driving force of a vehicle propulsion motor (for example, an engine), and the discharge capacity is controlled by a suction pressure controller (not shown) built in the compressor. The capacity control signal is sent from the main controller 22 having power limit value calculation means. In addition to the internal combustion engine, the vehicle propulsion prime mover includes an electric motor in an electric vehicle, and further includes a fuel cell in a fuel cell vehicle and a composite power source in a so-called hybrid vehicle.
[0021]
The output adjustment amount when the internal combustion engine is used as the vehicle propulsion motor is the throttle opening, and the output adjustment amount when the electric motor is used is the energization power to the motor.
[0022]
The variable capacity compressor 18 uses a variable capacity compressor whose suction pressure is uniquely controlled according to a capacity control signal, as disclosed in, for example, Japanese Patent Publication No. 4-23114. The characteristics of the suction pressure control signal and the suction pressure are as shown in FIG. 6, for example.
[0023]
However, the suction pressure can also be estimated by the following method.
・ The suction pressure is detected by the pressure sensor.
・ Evaporator inlet refrigerant temperature is detected by a temperature sensor.
・ Evaporator outlet air temperature is detected by a temperature sensor.
・ Evaporator fin temperature is detected by temperature sensor.
-In the Example mentioned later, it estimates from the suction pressure control signal which the controller has output based on the correlation shown in FIG.
[0024]
A set signal for the target in-vehicle temperature is input from the in-vehicle temperature setting device 23 to the main controller 22. Further, in the present embodiment, the main controller 22 receives information on the gradient angle of the vehicle travel path from the gyro 24. Further, a signal is sent from the main controller 22 to the blower voltage controller 25 to control the voltage (rotational speed) of the blower 6. In this embodiment, an evaporator outlet air temperature sensor (not shown) for detecting the evaporator outlet air temperature is provided immediately downstream of the evaporator 7, and a detection signal is input to the main controller 22. . Further, in this embodiment, detection signals from the vehicle interior temperature sensor 26, the solar radiation sensor 27, and the outside air temperature sensor 28 are respectively input to the main controller 22. Further, a throttle opening signal, an engine speed signal, and the like are input from the engine ECU 29 to the main controller 22, and further, a vehicle speed signal and an engine coolant warm water temperature signal are input to the main controller 22. In the main controller 22, power restriction control is performed on the air conditioner side.
[0025]
The main controller 22 performs the following control. 2 and 3 show the control related to the compressor 18 of the vehicle air conditioner 1 shown in FIG. 1, and FIG. 4 shows an example of the power limit value calculation in the control.
[0026]
The signal of the target in-vehicle temperature Trs set by the in-vehicle temperature setting device 23, the solar radiation amount RAD detected by the solar radiation sensor 27, the in-vehicle temperature TR detected by the in-vehicle temperature sensor 26, and the outside air temperature detected by the outside air temperature sensor 28. From each AMB signal, the target blowing temperature TOs is calculated by the following equation.
TOs = Kp1 (TR-Trs) + f (AMB, RAD, Trs)
Kp1 is a coefficient.
[0027]
Using the calculated target blowing temperature TOs, the blower voltage BLV corresponding to the blown amount of the blower is calculated for each of cases where the power on the air conditioner side is restricted and not. That is, according to a comparison between a compressor power estimation calculation value Trq, which will be described later, and a calculation value LTD of a power limit value to the air conditioner side that can be allocated to the air conditioner side in the energy of the vehicle propulsion motor, Trq-LTD If <0,
BLV = f ₁ (TOs)
And Trq−LTD ≧ 0,
BLV = f ₂ (TOs)
Is calculated by The calculated BLV signal is sent to the blower voltage controller 25.
[0028]
The air mix damper opening AMD is
AMD = f (TOs, TW, TV)
Is calculated by TW is the engine cooling water temperature at the inlet of the hot water heater 8, and TV is the evaporator outlet air temperature target value. The calculated AMD signal is sent to the air mix damper actuator 9.
[0029]
The evaporator outlet air temperature target value TV is determined from the outside air temperature AMB.
TV = a · AMB + b
Is calculated by a and b are constants.
[0030]
The compressor suction pressure calculation value Psa is
Psa = P + I _n
P = Kp2 · (TV−Te)... Proportional term I _n = I _n−1 −Kp2 · Ki1 · (TV−Te). Here, Te is the evaporator outlet air temperature detected by the evaporator outlet air temperature sensor, and Ki1 and Kp2 are coefficients.
[0031]
The power consumption Trq relating to the compressor is estimated and calculated by the following equation.
Trq = f (BLV, Tin, Ps, Pd)
Here, Ps is a compressor suction pressure control calculation value, and Pd is a pressure detected by a pressure sensor as a compressor discharge pressure or a pressure corresponding thereto. BLV is a blower voltage corresponding to the blower amount of the blower, which is calculated for each of the cases where the power on the air conditioner side is restricted or not, as described above. Tin is selected as follows according to the inside / outside air switching information.
For outside air introduction: Tin = AMB
In the case of inside air circulation: Tin = TR
[0032]
Then, a power limit value LTD from the prime mover side for vehicle propulsion, that is, an allowable value for how much power may be consumed mainly on the compressor side is calculated according to the current prime mover side condition.
[0033]
In the calculation of the power limit value LTD, as shown in FIG. 4, the input signal values of the hot water temperature signal Wt, the throttle opening signal TH, the engine speed signal Ne, the gradient angle signal An, and the vehicle speed signal SP are referred to. The power limit value LB for each element is calculated.
[0034]
For example, regarding (1) engine stall response (example: idle up), the driving load W is assumed to be constant regardless of the driver's expectation of air conditioning (cooling).
W = A-B
Calculated with Here, A is drive energy, and B is a load of auxiliary equipment (compressor, alternator, etc.). The power limit value LB1 at this time is
LB1 = AL-W
Calculated with Here, AL is the limit drive energy, calculated with AL = f (Ne, TH), and W is calculated with W = f (An, SP).
[0035]
For the power limit value LB2 related to (2) hot water temperature, for example,
LB2 = f (Wt)
And is constant regardless of the driver's expectation of air conditioning. For example, when the hot water temperature is lower than 90 ° C., the power limitation by the compressor power limitation value LB2 in this element is not performed. In the region where the hot water temperature is 90 ° C. or higher, for example, LB2 is obtained from the characteristics shown in the figure.
[0036]
Further, for the power limit value LB3 related to (3) acceleration performance, for example,
LB3 = f (x)
It is assumed that the value fluctuates due to the correction of the driver's expectation of air conditioning (cooling). When the air conditioning (cooling) expectation level increases, as shown in the figure, the compressor power limit value LB3 is increased, and the compressor power limit value LB3 is set according to the high, medium, and small air conditioning (cooling) expectation levels. Is determined.
[0037]
Here, the expected degree of air conditioning (cooling) = current thermal comfort value−set thermal comfort value, and this expected degree is expressed, for example, as follows.
Expectation degree = f (set temperature) −f (amount of solar radiation, interior temperature, blower voltage)
[0038]
These LB1, LB2, and LB3 are compared to select the minimum value LBmin.
LBmin = LTD (compressor power limit value)
And output.
[0039]
That is, in the present invention, the compressor power limit value for each element related to drivability (operability) is calculated, and the power limit value calculated from each element is a constant value independent of the air conditioning element, and the air conditioning element Are sorted into values to be corrected. And the power limit value of the element which fluctuates with each air conditioning condition is corrected. Finally, the power limit value calculated from each element is compared, and the minimum value among them is output to the controller as the final compressor power limit value.
[0040]
Using the compressor power estimation calculation value Trq determined as described above and the power limit value LTD determined as described above, the compressor suction pressure control calculation value Psb under the power limit is
Psb = f (Trq−LTD)
= P + I _n
P = Kp3 · (Trq-LTD)
_{I n = I n-1 -Kp3} · Ki2 · (Trq-LTD)
Is calculated by That is, the optimum compressor suction pressure control value under power limitation is calculated, and the proportional term P is calculated based on the difference between the compressor power estimation value Trq and the power limitation value LTD.
[0041]
Then, it is determined which of the compressor suction pressure control calculation value PSa calculated from the above-mentioned required function on the air conditioning control side and the compressor suction pressure control calculation value PSb under the power restriction request from the prime mover side should be selected. . That is,
When Trq-LTD <0 (that is, when it is not necessary to limit power on the compressor side),
Ps = Psa
And
When Trq-LTD ≧ 0 (that is, when power limitation on the compressor side is necessary),
Ps = Psb
It is said.
[0042]
The selected Ps is sent to the suction pressure controller of the compressor 18 as the actual suction pressure control signal Ps of the compressor 18.
[0043]
Therefore, both the driving state of the vehicle at that time and the request from the air conditioner are taken into consideration, and it is determined whether or not the power restriction on the air conditioner side is necessary. Operation control of the compressor 18 is performed. That is, the concept of the power limit control of the compressor in the present invention is as shown in FIG. 5, for example.
[0044]
In such a compressor power limit control, the compressor power consumption is small, and under the conditions where the compressor power is not necessarily zero (low cooling heat load condition), the capacity is unnecessarily zeroed. Therefore, a stable air control temperature can be obtained.
[0045]
In addition, since the estimated compressor power generated can be recognized, the compressor power that should be restricted can be optimally set according to the driver's operating conditions (throttle opening, engine speed, etc.), which has an adverse effect on air conditioning. (Instability of air temperature, insufficient capacity) can be minimized, and comfort is improved. Moreover, since it can control considering thermal comfort, comfort can be improved further.
[0046]
Further, since the estimated compressor power value generated can be recognized, optimum engine control can be performed. Therefore, it is possible to prevent an increase in the rotational speed during idling at the time of low cooling heat load and an excessive increase in the vehicle speed and the engine rotational speed during operation.
[0047]
In addition, since the compressor power can be optimally controlled, the frequency of receiving a torque shock is reduced because the clutch is not turned off every time the engine speed increases as in the prior art.
[0048]
FIG. 3 shows control according to an embodiment different from that shown in FIG. The calculation and control other than the compressor suction pressure control calculation (power limitation) are substantially the same as those shown in FIG.
[0049]
In the control shown in FIG. 3, the compressor suction pressure control calculation value Psb under the power limit is
Psb = f (Trq−LTD)
= P + I _n
P = f (Pd, BLV, Tei, Ne, Trq)
_{I n = I n-1 -Kp3} · Ki2 · (Trq-LTD)
Is calculated by That is, as compared with that shown in FIG. 2, the proportional term P includes the detection or estimation value Pd of the refrigerant discharge refrigerant pressure, the blower voltage BLV corresponding to the blower air flow rate, and the indoor heat exchanger inlet air temperature value Tei. And calculation based on each information obtained from the engine speed Ne and the compressor power estimation calculation value Trq. Also in the control shown in FIG. 3, the same actions and effects as described above can be obtained.
[0050]
【The invention's effect】
As described above, according to the vehicle air conditioner according to the present invention, the limitation on the power that can be used for the air conditioner from the operating state of the vehicle and the requirements on the air conditioner side are taken into account. Since the capacity is not unnecessarily reduced to zero under the condition that the compressor capacity is not necessarily zero (low cooling heat load condition), stable air temperature control can be obtained.
[0051]
In addition, since the current value of the compressor power that is generated can be recognized, the compressor power that should be restricted can be set optimally according to the driver's operating conditions (throttle opening, engine speed), and adverse effects on air conditioning (air Temperature instability, lack of capacity) can be minimized, and comfort can be improved.
[0052]
In addition, since the present compressor power present value can be recognized, optimum engine control can be performed. Further, it is possible to prevent an increase in the rotational speed during idling at the time of a low cooling heat load and an excessive increase in the vehicle speed and the engine rotational speed during operation.
[0053]
In addition, since the compressor power can be optimally controlled, the frequency of receiving a torque shock is reduced because the clutch is not turned off every time the engine speed increases as in the prior art.
[0054]
Thus, according to the present invention, the power limit value to the air conditioner side is calculated from the current conditions for each element on the vehicle propulsion control side, and further, the power limit value is corrected and calculated from the request for thermal comfort. It is possible to achieve both optimal operation control of the air conditioner under power limitation and optimal operation control for vehicle propulsion, that is, more comfortable air conditioning and better drivability.
[Brief description of the drawings]
FIG. 1 is an overall configuration diagram of a vehicle air conditioner according to an embodiment of the present invention.
2 is a control block diagram of the vehicle air conditioner shown in FIG. 1. FIG.
3 is another control block diagram of the vehicle air conditioner shown in FIG. 1. FIG.
4 is an explanatory diagram showing an example of a power limit value calculation in the control of FIGS. 2 and 3. FIG.
FIG. 5 is a characteristic diagram showing a concept of power limit control of the compressor in the present invention.
FIG. 6 is a characteristic diagram of a variable capacity compressor.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 2 Ventilation duct 3 Inside / outside air switching damper 4 Outside air introduction port 6 Blower 7 Evaporator as indoor heat exchanger 8 Hot water heater as heater 9 Air mix damper actuator 10 Air mix damper 17 Refrigerant circuit 18 Variable capacity Compressor 19 Condenser 20 Liquid receiver 21 Expansion valve 22 Main controller 23 Gyro 24 Car interior temperature setter 25 Blower voltage controller 26 Car interior temperature sensor 27 Solar radiation sensor 28 Outside air temperature sensor 29 Engine ECU

Claims (4)

At least, in the air conditioning system is supplied with necessary energy from the vehicle propulsion motor output, a power estimation unit of the vehicle air-conditioning system, a power limit value calculation means for calculating the maximum value of the power vehicle air conditioner can be used And a cooling water temperature detecting means as a cooling means for the vehicle propulsion motor, the power limit value from the power limit value calculating means is calculated with reference to the cooling water temperature by the cooling water temperature detecting means , A vehicle air conditioner that performs first power limitation so that a power estimation value from a power estimation means does not exceed the power limitation value. A vehicle propulsion motor rotational speed detection means, wherein the power limit value from the power limit value calculation means is calculated with reference to the motor speed by the rotational speed detection means, and the power estimation value from the power estimation means The second power limit that limits the power so that the power limit value does not exceed the power limit value, or the adjustment amount detection means that detects the output adjustment amount of the motor for driving the vehicle, or the gradient angle detection means in the vehicle traveling direction Or a vehicle propulsion speed detection means at the time of vehicle propulsion, and the power limit value from the power limit value calculation means includes the motor speed and the output adjustment amount from the output adjustment amount detection means, or the gradient angle. It is calculated with reference to the gradient angle by the detection means or the propulsion speed by the vehicle propulsion speed detection means, and the power limit is set so that the estimated power value from the power estimation means does not exceed the power limit value. Cormorants and third power limit, and performing the first power limit at the same time, the vehicle air conditioner according to claim 1. A vehicle propulsion motor rotational speed detection means, wherein the power limit value from the power limit value calculation means is calculated with reference to the motor speed by the rotational speed detection means, and the power estimation value from the power estimation means The second power limit that limits the power so that the power limit value does not exceed the power limit value, or the adjustment amount detection means that detects the output adjustment amount of the motor for driving the vehicle, or the gradient angle detection means in the vehicle traveling direction Or a vehicle propulsion speed detection means at the time of vehicle propulsion, and the power limit value from the power limit value calculation means includes the motor speed and the output adjustment amount from the output adjustment amount detection means, or the gradient angle. It is calculated with reference to the gradient angle by the detection means or the propulsion speed by the vehicle propulsion speed detection means, and the power limit is set so that the estimated power value from the power estimation means does not exceed the power limit value. Cormorant a power limit value calculated in the third power limit, compares the power limit value calculated in the first power limit, a smaller value, characterized by employing as a power limit value, wherein The vehicle air conditioner according to Item 1 . At least in a vehicle air conditioner that receives supply of necessary energy from the vehicle propulsion motor output, a power estimation unit for the vehicle air conditioner, and a power limit value calculation unit that calculates the maximum power that can be used by the vehicle air conditioner And an operation amount detection means for detecting an acceleration / deceleration operation amount input by the driver as the magnitude of the driving force of the vehicle propulsion motor, a passenger's thermal comfort setting means, and a thermal comfort calculation means, and the power limit The power limit value from the value calculation means includes both the acceleration / deceleration operation amount by the operation amount detection means and the difference between the thermal comfort setting value obtained from the thermal comfort setting means and the thermal comfort calculation means and the current value. The vehicle air conditioner is characterized in that the power is limited so that the estimated power value from the power estimation means does not exceed the power limit value .

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