JP4093242B2 - Air conditioner for hybrid vehicles - Google Patents

Description

  The present invention relates to an air conditioner for a hybrid vehicle equipped with a traveling engine and a traveling electric motor.

  As a conventional hybrid vehicle air conditioner, there is one described in Japanese Patent Application Laid-Open No. 2000-270401. The hybrid vehicle described in this publication includes an air conditioner unit that is supplied with electric power from a battery and performs air conditioning of the vehicle interior. When the remaining amount of charging becomes equal to or less than the charging start target value, the generator is driven by the traveling engine to charge the battery. In addition, when the vehicle is stopped or running at a low load, the driving engine is stopped unless the remaining charge becomes equal to or less than the charging start target value, thereby improving the fuel consumption and reducing the amount of environmentally harmful substances discharged.

Then, by calculating the required air conditioning power required by the air conditioner unit to adjust the temperature in the passenger compartment to the set temperature, and setting the charging start target value higher as the required air conditioning power increases during vehicle travel In order to improve the fuel consumption, the battery charge is increased while the vehicle is running so that the operation of the stopped engine is reduced as much as possible.
JP 2000-270401 A

  However, since the above device charges the vehicle when the remaining charge becomes equal to or lower than the charge start target value regardless of whether or not the traveling engine is in operation, the vehicle travels with the traveling engine stopped. Sometimes, the driving engine is started even when the remaining charge is below the charging start target value.

  Also, if the charging start target value during vehicle traveling is set higher as in the above device, the charging frequency tends to be higher when the vehicle is traveling than when the vehicle is stopped. Thus, when the vehicle is traveling, the frequency of starting the traveling engine only for charging is increased.

  As described above, when the traveling engine is frequently operated only for charging, there arises a problem that an object such as improvement in fuel efficiency cannot be sufficiently achieved.

Accordingly, the present invention has been made in view of the above problems, in the air conditioning system for a hybrid vehicle for controlling the operation and stop of the driving engine according to the running condition, the vehicle running engine only for charging is operated frequently The purpose is to further improve the fuel consumption.

In order to achieve the above object, according to the first aspect of the present invention, the driving and stopping of the traveling engine (1) are controlled according to the traveling conditions, and the remaining charge of the battery (4) is equal to or less than the charging start target value. Then, in the air conditioner mounted on the hybrid vehicle that drives the motor generator (2) by the traveling engine (1) to charge the battery (4), electric power is supplied from the battery (4). The air conditioner unit (6) for air conditioning the vehicle interior has an electric compressor (41) that operates by receiving electric power from the battery (4) and compresses the refrigerant, and is running In the travel mode in which the travel engine (1) is less likely to be driven, the electric compressor (41) is included than in the travel mode in which the travel engine (1) is likely to be driven during travel. Limiting the power used in air conditioning units (6), and sets the capacity of the air conditioning units (6) lower.

According to this, for example, when driving in low-speed / low-load driving modes where there is a low possibility of driving the engine, the load on the battery is reduced and charging is not required. The frequency of starting is reduced, and it is possible to improve fuel consumption and reduce the amount of environmentally harmful substances discharged. On the other hand, comfort can be ensured by setting the capacity of the air conditioner unit high in a travel mode where there is a high possibility of driving the engine, for example, during high-speed and high-load travel.

According to a second aspect of the present invention, in the first aspect of the present invention, the travel mode is less likely to drive the travel engine (1) or the travel mode is more likely to drive the travel engine (1). Is determined based on the vehicle speed. When the vehicle speed is less than or equal to a predetermined speed, it is determined that the travel mode (1) is likely to be driven. When the vehicle speed exceeds the predetermined speed, the travel engine is determined. (1) is characterized in that it is determined that the driving mode is low in the possibility of driving .

According to this, since the load on the battery decreases during low speed traveling and it is difficult to charge the engine, the frequency of starting the engine only for charging is reduced during low speed traveling where the engine operation frequency is low. Therefore, frequent start-up of the engine during low-speed traveling is reduced, thereby improving fuel consumption, reducing the amount of environmentally destructive substances discharged, improving drivability, reducing noise vibration, and the like. On the other hand, comfort can be ensured by setting the capacity of the air conditioning unit high during high-speed traveling.

According to a third aspect of the present invention, in the first aspect of the present invention, the travel mode is less likely to drive the travel engine (1), or the travel mode is more likely to drive the travel engine (1). Is determined based on the vehicle speed and the accelerator depression amount. When the vehicle speed is less than or equal to a predetermined speed, it is determined that the travel mode is likely to drive the driving engine (1). When the vehicle speed exceeds the predetermined speed, While it is determined that the travel mode (1) is less likely to drive the travel mode, the predetermined speed for determining the travel mode is increased when the accelerator depression amount is less than the predetermined value, rather than when it is greater than the predetermined value. It is characterized by. In the invention described in claim 4, when the discharge amount of the battery-(4) is equal to or greater than the predetermined value, than when the discharge amount is less than the predetermined value of the battery (4), lowering the capacity of the air conditioning units (6) It is characterized by setting to.

  According to this, when the discharge amount is large, the load on the battery can be reduced by setting the capacity of the air conditioner unit low. Therefore, the frequency at which the engine is started only for charging is reduced, and fuel consumption can be improved and the amount of environmentally destructive substances discharged can be reduced. On the other hand, when the discharge amount is small, comfort can be ensured by setting the capacity of the air conditioner unit high.

In the invention described in claim 5, in any one invention of claims 1 to 4, electrostatic when the dynamic power generating means (2) is exerting a traveling motor function, motor generator unit (2) is It is characterized in that the capacity of the air conditioner unit (6) is set lower than when the generator function is exhibited.

  According to this, under the situation where the motor generator is using electric power, the power consumption of the entire vehicle becomes excessive by setting the air conditioner unit's capacity low and limiting the power consumption of the air conditioner unit. Can be prevented. For this reason, since the load on the battery is reduced and it is difficult to charge the battery, the frequency of starting the engine only for charging is reduced. Therefore, frequent starting of the engine is reduced, and it is possible to improve fuel consumption and reduce the amount of environmentally destructive substances discharged. On the other hand, comfort can be ensured by setting the capacity of the air-conditioning unit high when the motor-generating means performs the generator function.

In the invention according to claim 6 , in the invention according to any one of claims 1 to 5 , the air conditioning heat load is large, the defroster mode state in which air is blown to the vehicle window glass, and the comfort in the vehicle compartment are emphasized. In any one of the full mode states in which the air conditioning control is performed, setting the capacity of the air conditioner unit (6) to a low level is prohibited.

  According to this, it is possible to ensure comfort when the air-conditioning heat load is large or when the full mode is selected, and safety (ensuring visibility) in the defroster mode.

As in the seventh aspect of the invention, the air conditioning required power required by the air conditioner unit (6) to adjust the temperature in the passenger compartment to an arbitrarily set temperature is calculated, and the air conditioner unit (6) By limiting the power used to a predetermined value smaller than the air conditioning required power, the capacity of the air conditioner unit (6) can be set low.

The invention according to claim 8 is characterized in that the motor generator (2) is a motor generator having both a motor function and a generator function.

  According to this, it becomes more compact than the case where the motor generator means (2) is constituted by a separate (independent) motor and a generator.

According to a ninth aspect of the present invention, it is also possible to provide a motor having a motor function and a power generator having a generator function independently, and the motor and the generator can constitute the motor power generation means (2).

  In the embodiments of the invention described below, the following inventions are disclosed.

  The driving and stopping of the traveling engine (1) are controlled according to the traveling conditions, and when the remaining charge of the battery (4) becomes equal to or lower than the charging start target value, the motor generator (2) is driven by the traveling engine (1). In the air conditioner mounted on the hybrid vehicle that charges the battery (4) by driving the vehicle, the air conditioner unit (6) that is supplied with electric power from the battery (4) and air-conditions the vehicle interior is provided, The charging start target value is set higher when the driving engine (1) is in operation than when the traveling engine (1) is stopped.

  According to this, since the charging start target value is increased only during engine operation, charging is likely to be required while the engine is operating, while charging is unlikely to be required when the engine is stopped, so engine operation starts only for charging. Will be less frequent. In general, the engine thermal efficiency tends to increase as the engine load increases. Therefore, the engine thermal efficiency is higher when the engine is driven for vehicle driving and charging than when the engine is operated only for charging. Get higher. Therefore, the engine can be operated in a state where the engine thermal efficiency is high, so that the fuel consumption can be improved and the amount of environmentally harmful substances discharged can be reduced. In addition, since the power consumption by the starting motor for starting the engine is reduced, the fuel consumption is further improved and the amount of environmentally harmful substances discharged is reduced.

  In the above invention, when the output of the traveling engine (1) is equal to or higher than a predetermined value, the charging start target value is set higher than when the output of the traveling engine (1) is less than the predetermined value. invention.

  According to this, charging is likely to be required when the engine output is large, and generally the engine thermal efficiency is high at such a high output, so that it is possible to improve fuel consumption and reduce the amount of environmentally harmful substances discharged. Furthermore, since the engine speed is generally high at high output, the power generation efficiency is high.

  The driving and stopping of the traveling engine (1) are controlled according to the traveling conditions, and when the remaining charge of the battery (4) becomes equal to or lower than the charging start target value, the motor generator (2) is driven by the traveling engine (1). The air conditioner mounted in the hybrid vehicle that drives the battery (4) to charge the battery (4) includes an air conditioner unit (6) that is supplied with electric power from the battery (4) to air-condition the vehicle interior, When the vehicle speed is equal to or lower than the predetermined speed, the charging start target value is set lower than when the vehicle speed exceeds the predetermined speed.

  According to this, since it is difficult to require charging during low-speed traveling, the frequency of starting the engine operation only for charging during low-speed traveling with low engine operation frequency decreases. Therefore, frequent start-up of the engine during low-speed traveling is reduced, thereby improving fuel consumption, reducing the amount of environmentally destructive substances discharged, improving drivability, reducing noise vibration, and the like.

  The driving and stopping of the traveling engine (1) are controlled according to the traveling conditions, and when the remaining charge of the battery (4) becomes equal to or lower than the charging start target value, the motor generator (2) is driven by the traveling engine (1). In the air conditioner mounted on the hybrid vehicle that charges the battery (4) by driving the vehicle, the air conditioner unit (6) that is supplied with electric power from the battery (4) and air-conditions the vehicle interior is provided, The charging start target value is set higher in the driving mode in which the driving engine (1) is more likely to be driven than in the driving mode in which the driving engine (1) is less likely to be driven. .

  According to this, for example, when driving in high-speed and high-load driving modes where there is a high possibility of driving the engine, charging is likely to be required, and the engine is operated with high engine thermal efficiency to improve fuel consumption and discharge environmentally hazardous substances. The amount can be reduced. On the other hand, for example, when driving at low speeds and low loads, it is difficult to charge the engine, so it is difficult to charge the engine. And the amount of environmentally destructive substances emitted can be reduced.

  The driving and stopping of the traveling engine (1) are controlled according to the traveling conditions, and when the remaining charge of the battery (4) becomes equal to or lower than the charging start target value, the motor generator (2) is driven by the traveling engine (1). The air conditioner mounted on the hybrid vehicle that drives the battery (4) to charge the battery (4) includes an air conditioner unit (6) that is supplied with electric power from the battery (4) and performs air conditioning of the vehicle interior. The invention in which the charge start target value is set lower when the discharge amount of (4) is the predetermined value or more than when the discharge amount of the battery (4) is less than the predetermined value.

  By the way, if the discharge amount is large, charging is not performed, and the possibility that the engine is operating is low. Therefore, by lowering the charge start target value when the discharge amount is large as in the above invention, charging may be required when the discharge amount is large (that is, in a situation where the engine is unlikely to be operated). Therefore, the frequency at which the engine is started only for charging is reduced, and it is possible to improve fuel consumption and reduce the amount of environmentally harmful substances discharged.

  In the above invention, the air conditioning required power required by the air conditioner unit (6) to adjust the temperature in the passenger compartment to an arbitrarily set temperature is calculated, and the charge start target value is set as the air conditioning required power increases. An invention characterized by being set high.

  According to this, since the charging start target value is set higher as the required air conditioning power increases, the amount of battery charge can be increased as the required air conditioning power increases. Even at times, the engine stop time after completion of charging can be lengthened.

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

(First embodiment)
FIGS. 1-7 shows 1st Embodiment of this invention, The whole structure of a hybrid vehicle and an air conditioner is demonstrated based on FIG.

  The hybrid vehicle includes a traveling internal combustion engine (hereinafter referred to as an engine) 1 using gasoline as fuel, a traveling motor generator (motor generator, hereinafter referred to as a motor generator) as a motor generator having a traveling motor function and a generator function. 2. Engine control device 3 for controlling the fuel supply amount and ignition timing to the engine 1, a battery (for example, nickel metal hydride storage battery) 4 for supplying electric power to the motor generator 2, the engine control device 3, etc., the motor generator 2. And a vehicle control device 5 that outputs a control signal (such as the rotational speed of the engine 1 and a target value of torque) to the engine control device 3. ing.

  The motor generator 2 functions as an electric motor that generates power when electric power is supplied from the battery 4, and functions as a generator that generates electric power when driven by the engine 1 or the like.

  Based on a control signal from the vehicle control device 5, the engine control device 3 controls the fuel supply amount, ignition timing, etc. so that the engine speed and torque of the engine 1 become target values and high combustion efficiency is obtained. Optimum control.

  The power switching mechanism 8 has a function of switching the power transmission direction among the engine 1, the motor generator 2, and the axle 9. Specifically, a state where only the power of the engine 1 is transmitted to the axle 9, a state where only the power of the motor generator 2 is transmitted to the axle 9, and the power of both the engine 1 and the motor generator 2 are transmitted to the axle 9. It is possible to switch between the state, the state where the power of the engine 1 is transmitted to the motor generator 2 and the axle 9, and the state where the power of the engine 1 is transmitted only to the motor generator 2.

  The vehicle control device 5 basically performs the following control. First, the engine 1 is stopped while the vehicle is stopped, and the operation and stop of the engine 1 are controlled according to the driving conditions (mainly the vehicle speed and the driving load) during driving. Common to all the embodiments in the figure. Note that the traveling load is obtained from, for example, the accelerator pedal depression amount.

  Further, the vehicle control device 5 is configured to start the engine 1 by the motor generator 2 when the engine 1 needs to be operated. Furthermore, in order to obtain a predetermined driving force required for the traveling of the hybrid vehicle, the operation, stop, rotation speed, etc. of the motor generator 2 are controlled, and the rotation speed, target torque value, etc. of the engine 1 are controlled by the engine control device. 3 is output.

  Then, by controlling the power switching mechanism 8 by the vehicle control device 5, only the power of the motor generator 2 is transmitted to the drive wheels of the hybrid vehicle at the time of starting and at the time of low speed / low load driving, and during normal driving (middle) When driving at high speed and medium load, only the power of the motor generator 2 or the power of both the engine 1 and the motor generator 2 is transmitted, and during high speed and high load driving, the power of both the engine 1 and the motor generator 2 is transmitted. Communicated. Further, the engine 1 is stopped at the time of deceleration, and the motor generator 2 is driven from the drive wheel side so that the battery 4 is charged from the motor generator 2.

  Further, the vehicle control device 5 operates the engine 1 when the remaining charge amount of the battery 4 becomes equal to or less than the charge start target value, and transmits the power of the engine 1 to the motor generator 2 via the power switching mechanism 8. The battery 4 is charged by operating the motor generator 2 as a generator. Further, the engine 1 is stopped when the vehicle speed is low.

  The air conditioner includes an air conditioner unit 6 that air-conditions the vehicle interior and an air conditioner control device 7 that controls devices constituting the air conditioner unit 6. In this example, the temperature in the vehicle interior is automatically controlled to an arbitrarily set temperature. It is an auto air conditioner.

  The air conditioner unit 6 is disposed on the front side of the vehicle interior, and forms an air passage that guides conditioned air into the vehicle interior. The centrifugal blower 30 that sends air in the air conditioning duct 10 and the air conditioning duct 10 The refrigeration cycle 40 that cools the air flowing through the air conditioning duct 10, the cooling water circuit 50 that heats the air flowing through the air conditioning duct 10, and the like.

  The inside / outside air switching box provided on the most upstream side of the air flow of the air conditioning duct 10 has an inside air suction port 11 and an outside air suction port 12, and these suction ports 11, 12 are opened and closed by an inside / outside air switching damper 13. The inside / outside air switching damper 13 is driven by an actuator 14 such as a servo motor.

  A defroster opening, a face opening, and a foot opening are formed on the most downstream side of the air flow of the air conditioning duct 10. A defroster duct 15 is connected to the defroster opening, and a defroster outlet 18 for blowing conditioned air toward the inner surface of the windshield of the vehicle is opened at the most downstream end of the defroster duct 15.

  In addition, a face duct 16 is connected to the face opening, and a face air outlet 19 that blows out conditioned air toward the upper half of the occupant is opened at the most downstream end of the face duct 16. Further, a foot duct 17 is connected to the foot opening, and a foot air outlet 20 that blows out conditioned air toward the feet of the occupant is opened at the most downstream end of the foot duct 17.

  And two blower outlet switching dampers 21 are rotatably attached to the inside of each blower outlet. These blower outlet switching dampers 21 are each driven by an actuator 22 such as a servo motor to switch the blower outlet mode to any one of a face mode, a bi-level mode, a foot mode, a foot differential mode, and a defroster mode.

  The blower 30 includes a centrifugal fan 31 that is rotatably housed in a scroll case that is integrally formed with the air conditioning duct 10, and a blower motor 32 that rotationally drives the centrifugal fan 31. The blower motor 32 controls the air flow rate (the rotational speed of the centrifugal fan 31) based on the blower terminal voltage applied via the blower drive circuit 33.

  The refrigeration cycle 40 condenses and liquefies refrigerant by exchanging heat between the compressed refrigerant and outside air, and an electric compressor 41 including a compression mechanism that compresses the refrigerant and a motor that receives power from the battery 4 and drives the compression mechanism. Condenser 42, a gas-liquid separator 43 that gas-liquid separates the condensed and liquefied refrigerant and flows only the liquid refrigerant downstream, an expansion valve 44 that decompresses and expands the liquid refrigerant, and exchanges heat between the decompressed and expanded refrigerant and the conditioned air The cooling unit 46 includes an evaporator 45 that cools the conditioned air, a cooling fan 46 that blows outside air to the condenser 42, and a refrigerant pipe that connects them.

  An AC voltage is applied to the motor of the electric compressor 41 via the inverter 47, and the inverter 47 adjusts the frequency of the AC voltage based on a command from the air conditioner control device 7, thereby continuously adjusting the rotational speed of the electric compressor 41. To change.

  The cooling water circuit 50 includes a heater core 51 disposed in a circuit that circulates the cooling water (hot water) of the engine 1 by a water pump (not shown). The heater core 51 exchanges heat between the engine cooling water and the conditioned air. Heat.

  The heater core 51 is disposed downstream of the evaporator 45 in the air conditioning duct 10 so as to partially block the air passage. An air mix damper 52 is rotatably mounted on the upstream side of the heater core 51, and the air mix damper 52 is driven by an actuator 53 such as a servo motor to bypass the warm air passing through the heater core 51 and the heater core 51. Adjust the temperature of the air blown into the passenger compartment by adjusting the ratio with the cold air.

  Next, the configuration of the control system will be described based on FIG. 1, FIG. 3, and FIG. The air conditioner control device 7 receives a communication signal output from the vehicle control device 5, a switch signal from each switch on the control panel 60 provided in the front of the vehicle interior, and a sensor signal from each sensor.

  Here, as shown in FIG. 4, the switches on the control panel 60 place importance on the air conditioner switch 61a for instructing the start and stop of the refrigeration cycle 40 (electric compressor 41), and the comfort in the vehicle interior. A full switch 61b for selecting a full mode for performing air-conditioning control and an economy mode for performing air-conditioning control with an emphasis on fuel economy (fuel economy), a suction port changeover switch 62 for switching the suction port mode, These include a temperature setting lever 63 for setting the temperature to a desired temperature, an air volume switching lever 64 for switching the air flow rate of the centrifugal fan 31, and an air outlet changeover switch for switching the air outlet mode.

  The air outlet changeover switch includes a face switch 65 for fixing to the face mode, a bilevel switch 66 for fixing to the bilevel mode, a foot switch 67 for fixing to the foot mode, and a foot differential mode. There are a foot differential switch 68 for performing the operation and a defroster switch 69 for fixing the defroster mode.

  Further, as shown in FIG. 3, each sensor includes an internal air temperature sensor 71 that detects the air temperature inside the vehicle interior, an external air temperature sensor 72 that detects the air temperature outside the vehicle interior, and the amount of solar radiation irradiated to the vehicle interior. The solar radiation sensor 73, the evaporator air temperature sensor 74 for detecting the temperature of the air flowing into the evaporator 45 (evaporator intake air temperature TIN), and the air temperature immediately after passing through the evaporator 45 (evaporator air temperature) There are an evaporator blown air temperature sensor 75 for detecting the temperature, a water temperature sensor 76 for detecting the temperature of the cooling water flowing into the heater core 51, a vehicle speed sensor 77 for detecting the traveling speed of the vehicle, and the like.

  Among these, the thermistor is used for the inside air temperature sensor 71, the outside air temperature sensor 72, the evaporator intake air temperature sensor 74, the evaporator blown air temperature sensor 75, and the water temperature sensor 76.

  Inside the air conditioner control device 7, a microcomputer comprising a CPU, ROM, RAM, etc. (not shown) is provided, and sensor signals from the sensors 71 to 77 are A / D by an input circuit (not shown) in the air conditioner control device 7. It is configured to be input to the microcomputer after being converted. The air conditioner control device 7 operates by being supplied with DC power from the battery 4 when the ignition switch of the vehicle is turned on.

  Next, control processing of the air conditioner control device 7 will be described based on FIGS. Here, FIG. 5 is a flowchart showing basic control processing by the air conditioner control device 7.

  First, when the ignition switch is turned on and DC power is supplied to the air conditioner control device 7, the routine of FIG. 5 is started to perform each initialization and initial setting (step S1). Subsequently, a switch signal is read from each switch such as the temperature setting lever 63 (step S2). Subsequently, the sensor signals from the inside air temperature sensor 71, the outside air temperature sensor 72, the solar radiation sensor 73, the evaporator intake air temperature sensor 74, the evaporator blown air temperature sensor 75, the water temperature sensor 76, and the vehicle speed sensor 77 are A / D converted. The read signal is read (step S3).

  Subsequently, a target blowing temperature TAO of air blown into the passenger compartment is calculated based on the following equation 1 stored in advance in the ROM (step S4).

  [Expression 1] TAO = Kset × Tset−KR × TR−KAM × TAM−KS × TS + C where Tset is a set temperature set by the temperature setting lever 63, TR is an inside air temperature detected by the inside air temperature sensor 71, TAM is the outside air temperature detected by the outside air temperature sensor 72, and TS is the amount of solar radiation detected by the solar radiation sensor 73. Kset, KR, KAM, and KS are gains, and C is a correction constant.

  Subsequently, a blower voltage (voltage applied to the blower motor 32) corresponding to the target blowing temperature TAO is determined from a characteristic diagram stored in advance in the ROM (step S5). Specifically, the lower the target blowing temperature TAO, the higher the blower voltage (the larger the air volume), and the lower the target blowing temperature TAO, the lower the blower voltage.

  Subsequently, the suction port mode corresponding to the target outlet temperature TAO is determined from the characteristic diagram stored in advance in the ROM (step S6). Specifically, the inside air circulation mode is selected when the target blowing temperature TAO is low, and the outside air introduction mode is selected when the target blowing temperature TAO is high.

  Subsequently, the air outlet mode corresponding to the target air temperature TAO is determined from the characteristic chart stored in advance in the ROM (step S7). Specifically, the foot mode is selected when the target blowing temperature TAO is low, and the bi-level mode is selected in order of the face mode as the target blowing temperature TAO increases.

  Subsequently, the opening degree of the air mix damper 52 is determined according to the target blowing temperature TAO, the evaporator blowing air temperature detected by the evaporator blowing air temperature sensor 75, the cooling water temperature detected by the water temperature sensor 76, and the like (step 8). ).

  Subsequently, in step S9, a subroutine shown in FIG. 6 is called to determine the rotational speed of the electric compressor 41 when the air conditioner switch 61a is turned on.

  Subsequently, control signals are output to the actuators 14, 22, 53, the blower drive circuit 33, and the inverter 47 so that the control states calculated or determined in steps 4 to 9 are obtained (step S10).

  Next, the control process for determining the rotational speed of the electric compressor will be described with reference to FIG. First, the target evaporator blowing air temperature TEO corresponding to the target blowing temperature TAO is calculated (step S91). Here, when the full mode is selected by the full switch 61b, the target evaporator blown air temperature TEO is determined based on the characteristic diagram shown in step S91. On the other hand, when the economy mode is selected by the full switch 61b, the full mode is selected. A target evaporator blown air temperature TEO higher than the mode is set.

  Further, in order to lower the air at the evaporator intake air temperature TIN to the target evaporator blowout air temperature TEO from a constant K determined by the target evaporator blowout air temperature TEO, the evaporator intake air temperature TIN, and the blown amount of the blower 30. The power that the air conditioner unit 6 originally needs (hereinafter referred to as air conditioning required power) is calculated (step S92). Here, the higher the number of revolutions of the electric compressor 41, the higher the cooling performance of the refrigeration cycle 40. Therefore, the required air conditioning power is the difference between the evaporator intake air temperature TIN and the target evaporator outlet air temperature TEO. Increases as it grows.

  Next, the required air conditioning power calculated in step S92 is output to the vehicle control device 5 (step S93). Subsequently, the air conditioning usable power (details will be described later) calculated by the vehicle control device 5 is input (step S94).

  Subsequently, in step 95, it is determined whether the air conditioning heat load is large, the full mode, or the defroster mode. The air conditioning heat load is large immediately after the start of heating or cooling operation (during warm-up or cool-down), or when the outside air temperature is high and the outside air introduction mode is selected.

  If the decision result in the step 95 is YES, the process advances to a step 97 to set the required air conditioning power as the use set power. The use set power is a limit value of power used in the air conditioner unit 6. And based on this use setting electric power, the rotation speed of the electric compressor 41 is determined (step S98).

  On the other hand, if the decision result in the step 95 is NO, the process advances to a step 96 to set the air conditioning usable power as the use set power. And based on this use setting electric power, the rotation speed of the electric compressor 41 is determined (step S98).

  Next, a control process related to the air conditioner control in the vehicle control device 5 will be described with reference to FIG. Inside the vehicle control device 5 is provided a microcomputer comprising a CPU, ROM, RAM, etc. (not shown), and a sensor signal from the vehicle speed sensor 77 is A / D converted by an input circuit (not shown) in the vehicle control device 5. After that, it is configured to be input to the microcomputer. The vehicle control device 5 operates by being supplied with DC power from the battery 4 when the ignition switch of the vehicle is turned on.

  First, when the ignition switch is turned on and DC power is supplied to the vehicle control device 5, the routine of FIG. 7 is started, and each initialization and initial setting are performed (step S800).

  Subsequently, the traveling speed of the vehicle is calculated based on the signal from the vehicle speed sensor 77, the state of charge of the battery 4 (remaining battery charge) is calculated based on the voltage of the battery 4, and the state of the engine 1 (the engine 1 is operated). In order to determine whether or not the vehicle is in the middle, the engine speed is input, and further the air conditioning required power calculated by the air conditioner control device 7 is input (step 801).

  Subsequently, a charge state target value (charge start target value) is calculated based on the required air conditioning power and the state of the engine 1 (step 802). While the engine is stopped, as shown by line a, the charge state target value is kept constant at 30% regardless of the air conditioning required power. During the engine operation, as shown by line b, the charge state target is increased as the air conditioning required power increases. The value is gradually increased from 50% to 80%. When the state of charge, that is, the remaining battery charge is equal to or lower than the charge state target value, the motor 1 is driven by the engine 1 to cause the motor generator 2 to generate power, and the battery 4 is charged. .

  At this time, in the vehicle in which the generator is provided separately from the motor generator 2 and the generator is driven by the engine 1 through the clutch (power interrupting means), the remaining charge amount becomes equal to or less than the charge state target value. In this case, the clutch is set in a power transmission state to cause the generator to generate power and charge the battery 4. At the same time, even if the motor generator 2 is not used for running, the motor generator 2 can also generate power. Good.

  Basically, the engine 1 is stopped when the vehicle speed is low, but charging is continued without stopping the engine 1 even if the above condition is satisfied while the charging state target value is not reached.

  Subsequently, a constant K is obtained from the state of charge and the state of the engine 1, and the constant K is multiplied by the required air conditioning power to calculate the air conditioning usable power (step 803). The constant K during engine operation is 0 as shown in the line d, that is, 0 when the remaining battery charge is 10% or less, 0.5 between 10% and 20%, and battery charge between 20% and 50%. It gradually increases as the remaining amount increases, and becomes 1 at 50% or more. On the other hand, as indicated by line c, the constant K when the engine is stopped is 0.2 smaller than the constant K during traveling in the region where the remaining battery charge is 10% or more.

  Next, the air conditioning usable power calculated in step S803 is output to the air conditioner control device 7 (step S804).

  Subsequently, a control signal is output to the engine control device 3 so as to achieve the charge state target value calculated in Step 802 (Step S805).

  Next, the operation of the air conditioner configured as described above will be briefly described. The air flowing in the duct 10 by the blower 30 is cooled by exchanging heat with the refrigerant when passing through the evaporator 45 in the refrigeration cycle 40. Here, by controlling the rotation speed of the electric compressor 41 by the air conditioner control device 7, the flow rate of the refrigerant flowing in the refrigeration cycle 40 is controlled to adjust the cooling performance of the refrigeration cycle 40.

  The air cooled by the evaporator 45 is heated by exchanging heat with the engine coolant when passing through the heater core 51 in the coolant circuit 50. The ratio of the air passing through the heater core 51 and the air bypassing the heater core 51 is adjusted according to the opening position of the air mix damper 52, and thus the conditioned air adjusted to a predetermined temperature is supplied to each of the outlets 18 to 20. Blow out from one or two of them.

  Hereinafter, features of the present embodiment will be described.

  In the present embodiment, the power required for the air conditioner unit 6 (required air conditioning power) is calculated to adjust the temperature in the passenger compartment to an arbitrarily set temperature, and the required power for air conditioning increases during engine operation. Accordingly, the charge state target value (charge start target value) of the battery 4 is set high (step S802).

  According to this, since the charging state target value is increased only during engine operation, charging is likely to be required during engine operation, and the frequency at which operation of the engine 1 is started only for charging is reduced. In general, the engine thermal efficiency tends to increase as the engine load increases. Therefore, it is preferable to drive the engine 1 for running and charging the vehicle rather than driving the engine 1 only for charging. Increases thermal efficiency. Therefore, the engine 1 can be operated in a state where the engine thermal efficiency is high, so that the fuel consumption can be improved and the amount of environmentally harmful substances discharged can be reduced. In addition, since the power consumption by the starting motor for starting the engine 1 is reduced, the fuel consumption is improved and the amount of environmentally destructive substances discharged is further reduced.

  Further, in step S803, the air conditioning usable power is set low as the remaining amount of charge of the battery 4 decreases, and if step S95 is NO, the air conditioning usable power is set as the use setting power in step S96. ing. As a result, the power used by the air conditioner unit 6 is limited to less than the required air conditioning power (in other words, the capacity of the air conditioner unit 6 is set low), so that the load on the battery 4 is reduced when the remaining charge of the battery 4 decreases. Thus, the engine stop time can be lengthened. Therefore, the frequency at which the operation of the engine 1 is started only for charging is reduced, and it is possible to improve fuel consumption and reduce the amount of environmentally harmful substances discharged. On the other hand, when the remaining charge amount of the battery 4 is large, the air-conditioning usable power is set high (step S803), so that comfort and safety (securing of visibility) can be ensured.

  Further, when the engine is stopped, the power consumption of the air conditioner unit 6 is limited to less than the required air conditioning power (steps S803 and S96), thereby reducing the load on the battery 4 while the engine is stopped and extending the engine stop time. be able to. Therefore, the frequency at which the operation of the engine 1 is started only for charging is reduced, and it is possible to improve fuel consumption and reduce the amount of environmentally harmful substances discharged.

  Further, the engine stop time can be lengthened by setting the charge state target value while the engine is stopped to be lower than that during engine operation (step S802). Therefore, the frequency at which the operation of the engine 1 is started only for charging is reduced, and it is possible to improve fuel consumption and reduce the amount of environmentally harmful substances discharged.

  In addition, when step S95 is YES, when the air conditioning heat load is large, when the full mode is selected, and when in the defroster mode, the air conditioning required power is set as the use set power in step S97 (in other words, Therefore, it is prohibited to set the capacity of the air conditioner unit 6 to be low), so that it is possible to ensure comfort and safety (ensuring visibility).

(Second Embodiment)
Next, a second embodiment shown in FIG. 8 will be described. In the present embodiment, the control processing (see FIG. 7) related to the air conditioner control of the vehicle control device 5 in the first embodiment is partially changed, and other points are basically the same as those in the first embodiment. . The apparatus of the present embodiment is applied to a hybrid vehicle that stops the engine 1 while the vehicle is stopped and controls the operation and stop of the engine 1 according to the traveling conditions (mainly vehicle speed and traveling load) during traveling. .

  In FIG. 8, after initialization and initial setting in step S810, the vehicle speed, the state of charge of the battery 4 and the amount of depression of the accelerator pedal are calculated in step S811, and the air conditioning required power of the air conditioner unit 6 is input.

  Subsequently, in step S812, based on the vehicle speed and the accelerator pedal depression amount, it is calculated whether the vehicle is in the battery charge mode or the battery discharge mode. The battery charging mode traveling is a traveling mode in which the engine 1 is likely to be driven, that is, a normal traveling mode and a high speed / high load traveling mode. On the other hand, the battery discharge mode travel is a travel mode with a low possibility of operating the engine 1, that is, at the time of starting, at a low speed / low load travel mode, and when the vehicle is stopped. However, the engine is stopped at the time of deceleration and braking, but is excluded from the battery discharge mode traveling because it is a regenerative charging mode.

  Next, in step S813, a charge state target value is calculated based on the calculation result in step S812 and the required air conditioning power. As shown by the line a during the battery discharge mode, the charge state target value is kept constant at 30% regardless of the required air conditioning power, and as shown by the line b during the battery charging mode, as the required air conditioning power increases. The charging state target value is gradually increased from 50% to 80%. When the remaining battery charge becomes equal to or lower than the charge state target value, the motor 1 is driven by the engine 1 to cause the motor generator 2 to generate power, and the battery 4 is charged.

  Then, it progresses to step S814 and a control signal is output with respect to the engine control apparatus 3 so that the charge condition target value calculated at step 813 may be achieved.

  According to the present embodiment, since the charge state target value is increased only when traveling in the battery charge mode where there is a high possibility of driving the engine 1, the frequency at which the operation of the engine 1 is started only for charging is reduced. Can be improved and the amount of environmentally destructive substances emitted can be reduced.

  In this embodiment, the travel mode is divided based on the vehicle speed and the accelerator pedal depression amount. However, for example, the travel mode is divided based only on the vehicle speed, the region where the vehicle speed is high is set as the battery charge mode travel, and the vehicle speed is low. The region may be in battery discharge mode running.

(Third embodiment)
Next, a third embodiment shown in FIG. 9 will be described. In the present embodiment, the control processing (see FIG. 7) related to the air conditioner control of the vehicle control device 5 in the first embodiment is partially changed, and other points are basically the same as those in the first embodiment. . The apparatus of the present embodiment is applied to a hybrid vehicle that stops the engine 1 while the vehicle is stopped and controls the operation and stop of the engine 1 according to the traveling conditions (mainly vehicle speed and traveling load) during traveling. .

  In FIG. 9, after initialization and initial setting in step S820, the vehicle speed, the charging state of the battery 4, the discharging current of the battery 4 and the depression amount of the accelerator pedal are calculated in step S821, and the air conditioning required power of the air conditioner unit 6 is input. .

  Subsequently, in step S822, a charge state target value (charge start target value) is calculated based on the required air conditioning power and the discharge current of the battery 4. As shown by line a when the discharge current is large, the charge state target value is kept constant at 30% regardless of the required air conditioning power, and as shown by line b when the discharge current is small, as the required air conditioning power increases. The charging state target value is gradually increased from 50% to 80%. When the remaining battery charge becomes equal to or lower than the charge state target value, the motor 1 is driven by the engine 1 to cause the motor generator 2 to generate power, and the battery 4 is charged.

  Then, it progresses to step S823 and a control signal is output with respect to the engine control apparatus 3 so that the charge condition target value calculated by step 822 may be achieved.

  Here, the fact that the discharge current is large means that charging is not performed and the possibility that the engine 1 is operating is low. And by reducing the charge state target value when the discharge current is large, it is less likely to be charged when the discharge current is large (that is, under a situation where the possibility that the engine 1 is operating is low). The frequency at which the operation of the engine 1 is started only for charging is reduced, and it is possible to improve fuel consumption and reduce the amount of environmentally harmful substances discharged.

(Fourth embodiment)
Next, a fourth embodiment shown in FIG. 10 will be described. In the present embodiment, the control processing (see FIG. 7) related to the air conditioner control of the vehicle control device 5 in the first embodiment is partially changed, and other points are basically the same as those in the first embodiment. . The apparatus of the present embodiment is applied to a hybrid vehicle that stops the engine 1 while the vehicle is stopped and controls the operation and stop of the engine 1 according to the traveling conditions (mainly vehicle speed and traveling load) during traveling. .

  In FIG. 10, after initialization and initial setting in step S830, the vehicle speed, the state of charge of the battery 4 and the depression amount of the accelerator pedal are calculated in step S831, and the required air conditioning power of the air conditioner unit 6 is input.

  Subsequently, in step S832, whether the vehicle is running in the battery charge mode or the battery discharge mode is calculated based on the vehicle speed and the accelerator pedal depression amount. The battery charging mode traveling is a traveling mode in which the engine 1 is likely to be driven, that is, a normal traveling mode and a high speed / high load traveling mode. On the other hand, the battery discharge mode travel is a travel mode with a low possibility of operating the engine 1, that is, at the time of starting, at a low speed / low load travel mode, and when the vehicle is stopped. However, the engine is stopped at the time of deceleration and braking, but is excluded from the battery discharge mode traveling because it is a regenerative charging mode.

  Subsequently, in step S833, a constant K is obtained according to the state of charge and the travel mode, and the air conditioning usable power is calculated by multiplying the constant K by the required air conditioning power. The constant K at the time of running in the battery charging mode is 0 as shown in the line d, that is, 0 when the remaining battery charge is 10% or less, 0.5 between 10% and 20%, and between 20% and 50%. It gradually increases as the remaining battery charge increases, and becomes 1 at 50% or more. On the other hand, as shown by the line c, the constant K during running in the battery discharge mode is 0.2 smaller than the constant K during running in the battery charging mode in the region where the remaining battery charge is 10% or more.

  In step S834, the air conditioning usable power calculated in step S833 is output to the air conditioner control device 7. Subsequently, in step 835, a control signal is sent to the engine control device 3 so as to achieve the charge state target value. Is output.

  According to the present embodiment, the electric power used by the air conditioner unit 6 is limited to less than the required air conditioning power during traveling in the battery discharge mode, so the load on the battery 4 at this time is reduced and the engine 1 is operated only for charging. The frequency of starting is reduced, and it is possible to improve fuel consumption and reduce the amount of environmentally harmful substances emitted.

  In this embodiment, the travel mode is divided based on the vehicle speed and the accelerator pedal depression amount. However, for example, the travel mode is divided based only on the vehicle speed, the region where the vehicle speed is high is set as the battery charge mode travel, and the vehicle speed is low. The region may be in battery discharge mode running.

(Fifth embodiment)
Next, a fifth embodiment shown in FIGS. 11 and 12 will be described. In the present embodiment, the control process (see FIG. 6) of the air conditioner control device 7 and the control process (see FIG. 7) related to the air conditioner control of the vehicle control device 5 in the first embodiment are partially changed. The points are basically the same as in the first embodiment. The apparatus of the present embodiment is applied to a hybrid vehicle that stops the engine 1 while the vehicle is stopped and controls the operation and stop of the engine 1 according to the traveling conditions (mainly vehicle speed and traveling load) during traveling. .

  FIG. 11 shows a control process related to the air conditioner control of the vehicle control device 5. After initialization and initial setting in step S840, the vehicle speed, the charging state of the battery 4 and the accelerator pedal depression amount are calculated in step S841. The required air conditioning power of the air conditioner unit 6 and the outside air temperature TAM are input. Subsequently, in step S842, a charge state target value is calculated based on the required air conditioning power and the state of the engine 1.

  Subsequently, in step S843, the first air conditioning usable power A is calculated according to the outside air temperature TAM and the engine state, and the second air conditioning usable power B is calculated according to the engine speed.

  Here, the first air-conditioning usable electric power A is calculated from the characteristic line e while the engine is stopped, and is calculated from the characteristic line f while the engine is operating. In addition, when the engine is stopped, the first air-conditioning usable electric power A is set lower than when the engine is operating. The first air-conditioning usable electric power A is a constant value that is a low value in a low outside air temperature range where the outside air temperature TAM is, for example, 10 ° C. or less, and the outside air temperature TAM increases when the outside air temperature TAM is between 10 ° C. and, for example, 30 ° C. In the high outside air temperature range where the outside air temperature TAM is 30 ° C. or higher, it is a high constant value.

  On the other hand, the second air-conditioning usable electric power B is a low constant value when the engine speed is low, for example, 1000 rpm or less, and a high constant value when the engine speed is between 1000 rpm and 2000 rpm, for example. When the engine speed is between 2000 rpm and 3000 rpm, for example, it gradually decreases as the engine speed increases, and when the engine speed is 3000 rpm or higher, it is a constant value that is low.

  Next, the process proceeds to step S844, and the two air conditioning usable powers A and B calculated in step S843 are output to the air conditioner control device 7. Subsequently, in step 845, the engine control device 3 is set so as to achieve the charge state target value. A control signal is output.

  FIG. 12 shows the control process of the air conditioner control device 7, and in the control process (see FIG. 6) of the air conditioner control device 7 in the first embodiment, step S93 is abolished and step S94a is added. In step S94a, the lower one of the two air conditioning usable powers A and B calculated by the vehicle control device 5 is determined as the air conditioning usable power.

  Subsequently, if the determination result in step 95 is YES, the process proceeds to step 97, where the required air conditioning power is set as the use set power, and in step S98, the rotation speed of the electric compressor 41 is determined based on this use set power. .

  On the other hand, if the decision result in the step 95 is NO, the process proceeds to a step 96 to set the air conditioning usable power determined in the step S94a as the use set power, and in the step S98, the electric compressor 41 is set based on the use set power. Determine the number of revolutions.

  In the present embodiment, in step S843, since the first air-conditioning usable power A is set lower during engine stop than during engine operation, the load on the battery 4 during engine stop is reduced, and the engine stop time is reduced. Can be lengthened. In step S843, in the low outside air temperature range that does not require much operation of the electric compressor 41, the first air-conditioning usable power A is set lower than in the high outside air temperature region. The load on 4 can be reduced and the engine stop time can be lengthened. Therefore, the frequency at which the operation of the engine 1 is started only for charging is reduced, and it is possible to improve fuel consumption and reduce the amount of environmentally harmful substances discharged.

  In step S843, the second air-conditioning usable electric power B is set to be lower in the high engine speed range.

  By the way, when the engine speed is high, the traveling load is generally high, and therefore the motor generator 2 generates a large driving force, so that it is estimated that the amount of power used is large. Here, in step S843, since the second air-conditioning usable electric power B is set lower in the high engine speed range, the vehicle as a whole under a situation where it is estimated that the electric power consumption of the motor generator 2 is large. It is possible to prevent an excessive amount of power usage.

(Sixth embodiment)
Next, a sixth embodiment shown in FIG. 13 will be described. In the present embodiment, step S803 of the control processing (see FIG. 7) related to the air conditioner control of the vehicle control device 5 in the first embodiment is changed to step S803a in FIG. This is common with the first embodiment. The apparatus of the present embodiment is applied to a hybrid vehicle that stops the engine 1 while the vehicle is stopped and controls the operation and stop of the engine 1 according to the traveling conditions (mainly vehicle speed and traveling load) during traveling. .

  In step S803a of FIG. 13, it is determined from the vehicle speed whether the vehicle is in an accelerating state or a decelerating state, and a coefficient C1 is obtained from the vehicle speed change rate obtained from the vehicle speed, that is, acceleration / deceleration. The air conditioning usable power is calculated by multiplying by the power.

  Here, the acceleration coefficient C1 is 1.0 when the acceleration is in the range of 0 to 0.1 G, and gradually decreases to 0.8 as the acceleration increases when the acceleration is in the range of 0.1 to 0.2 G. The acceleration is constant at 0.8 when the acceleration is 0.2 G or more. The coefficient C1 at the time of deceleration is 1.0 when the deceleration is in the range of 0 to -0.1G, and is 1. as the deceleration increases when the deceleration is in the range of -0.1 to -0.2G. It gradually increases to 2, and is constant at 1.2 when the deceleration is -0.2G or more.

  By the way, when the traveling load is high as in acceleration, the motor generator 2 also generates a large driving force, so that it is estimated that the amount of power used is large. Here, in step S803a, since the air conditioning usable power is set lower during acceleration than during constant speed traveling, the vehicle as a whole under a situation where it is estimated that the power consumption of the motor generator 2 is large. It is possible to prevent an excessive amount of power usage.

  On the other hand, since the motor generator 2 generates power by regenerative braking during deceleration, in step S803a, the air conditioning usable power is set higher than during constant speed traveling during deceleration. Thereby, when the motor generator 2 is exhibiting the generator function, comfort can be ensured by setting the capacity of the air conditioner unit 6 high.

  In this embodiment, the running load is estimated from the acceleration / deceleration and the air conditioning usable power during acceleration is set to be low, but the running load is estimated from the accelerator pedal depression amount, and the greater the accelerator pedal depression amount, the more air conditioning is used. The possible power may be set lower.

  Further, when the acceleration or the accelerator pedal depression amount exceeds a predetermined value, the electric power used by the electric compressor 41 is set to 0 for a predetermined time, that is, the electric compressor 41 is stopped for a predetermined time, and after a predetermined time has elapsed. The control before the electric compressor 41 is stopped may be returned.

(Other embodiments)
(A) In the first embodiment, the charge state target value (charge start target value) is changed depending on whether or not the engine 1 is in operation (see step 802 in FIG. 7), but the output of the engine 1 ( Charge state target value at high output when calculated from engine speed and torque, or estimated from accelerator pedal depression amount) is higher than a predetermined value, and higher than the charge state target value at low output when engine 1 output is less than a predetermined value You may set it high.

  According to this, charging is often performed at a high output, and the engine thermal efficiency is generally high at such a high output, so that it is possible to improve fuel consumption and reduce the amount of environmentally destructive substances discharged. Furthermore, since the engine speed is generally high at high output, the power generation efficiency is high.

  (B) In the first embodiment, the charge state target value (charge start target value) is changed depending on whether or not the engine 1 is in operation (see step 802 in FIG. 7), but the vehicle speed is equal to or less than a predetermined speed. In a hybrid vehicle in which the engine 1 is stopped as much as possible when traveling at a low speed, the charging state target value when the vehicle speed is lower than the predetermined speed is set lower than the charging state target value when the vehicle speed exceeds the predetermined speed. Also good.

  According to this, since charging is less performed during low-speed traveling, the frequency at which the operation of the engine 1 is started only for charging is reduced during low-speed traveling with low engine operation frequency. Accordingly, frequent starting of the engine 1 during low-speed traveling is reduced, thereby improving fuel consumption, reducing the amount of environmentally destructive substances discharged, improving drivability, reducing noise vibration, and the like.

  (C) When the discharge amount of the battery 4 (specifically, the current value or the power value discharged from the battery 4) is large, the capacity of the air conditioner unit 6 is set low so that the battery 4 is stopped when the engine is stopped. The engine stop time can be extended by reducing the load of the engine. This reduces the need for charging when the discharge amount is large (that is, under a situation where the possibility that the engine 1 is operating is low), and thus the frequency at which the operation of the engine 1 is started only for charging. The fuel consumption can be improved and the amount of environmentally destructive substances emitted can be reduced. On the other hand, when the discharge amount of the battery 4 is small, comfort can be ensured by setting the capacity of the air conditioner unit 6 high.

  (D) A value higher than the charge start target value can be set as the high charge state value, and the capacity of the air conditioner unit 6 can be set low when the remaining charge amount of the battery 4 is equal to or less than the high charge state value.

  According to this, the load on the battery 4 can be reduced while the remaining charge amount of the battery 4 decreases from the high charge state value to the charge start target value, and the engine stop time can be extended. Therefore, the frequency at which the operation of the engine 1 is started only for charging is reduced, and it is possible to improve fuel consumption and reduce the amount of environmentally harmful substances discharged. On the other hand, when the remaining charge amount of the battery 4 exceeds the high charge state value, comfort can be ensured by setting the capacity of the air conditioner unit 6 high.

  (E) In the first embodiment, the motor generator 2 having both the motor function and the generator function is used as the motor generator. However, the motor having the motor function and the generator having the generator function are independent of each other. (That is, provided separately), and the motor and generator may constitute a motor generator.

  (F) As a specific example of setting the capacity of the air conditioner unit 6 in each of the above embodiments to be low, the power consumption of the air conditioner unit 6 is limited to less than the required power for air conditioning, or the target evaporator blown air in cooling There is a method of setting the temperature TEO (see step S91 in FIG. 6) higher than the full mode.

  (G) When sufficient heating capacity cannot be obtained only with the cooling water of the engine 1, an electric heater (for example, a PTC heater) may be provided as a heating source of the conditioned air. In this case, the required air conditioning power is calculated including the power consumption of the electric heater.

  (H) For example, the present invention is also applied to a heat pump system in which a refrigerant flow can be switched so as to obtain a heating function so as to reverse the functions of the condenser 42 and the evaporator 45 in the refrigeration cycle 40. Can do.

  (I) The evaporator intake air temperature TIN may be calculated from the inside air temperature, the outside air temperature, and the inside / outside air ratio. Thereby, the evaporator intake air temperature sensor 74 can be omitted.

  (J) When the motor generator 2 exhibits the traveling motor function, the capacity of the air conditioner unit 6 can be set lower than when the motor generator 2 exhibits the generator function. .

  According to this, under the situation where the motor generator 2 is using electric power, by setting the capacity of the air conditioner unit 6 to be low and limiting the electric power use amount of the air conditioner unit 6, the electric power use amount as a whole vehicle Can be prevented from becoming excessive. For this reason, since the load on the battery is reduced and charging is difficult to be performed, the frequency at which the operation of the engine 1 is started only for charging is reduced. Therefore, frequent start-up of the engine 1 is reduced, and it is possible to improve fuel consumption and reduce the amount of environmentally harmful substances discharged. On the other hand, comfort can be ensured by setting the capacity of the air conditioner unit 6 high when the motor generator 2 is performing the generator function.

  (K) In a fuel cell vehicle equipped with a fuel cell, the frequency of switching from non-power generation to power generation is reduced by setting the capacity of the air conditioner unit 6 to be lower when the fuel cell is not generating power than during power generation. be able to.

1 is a schematic diagram showing a schematic configuration of a hybrid vehicle equipped with an air conditioner according to a first embodiment of the present invention. It is a schematic diagram which shows the whole structure of the air conditioner shown in FIG. It is a block diagram which shows the control system of the air conditioner shown in FIG. FIG. 4 is a plan view of the control panel shown in FIG. 3. It is a flowchart which shows the basic control processing of the air-conditioner control apparatus 7 shown in FIG. It is a flowchart which shows the control process of FIG.5 S9. It is a flowchart which shows the control processing relevant to an air-conditioner control in the vehicle control apparatus 5 shown in FIG. It is a flowchart which shows the control processing of the air conditioner which becomes 2nd Embodiment. It is a flowchart which shows the control processing of the air conditioner which becomes 3rd Embodiment. It is a flowchart which shows the control processing of the air conditioner which becomes 4th Embodiment. It is a flowchart which shows the control processing of the air conditioner which becomes 5th Embodiment. It is a flowchart which shows the control processing of the air conditioner which becomes 5th Embodiment. It is a flowchart which shows the control processing of the air conditioner which becomes 6th Embodiment.

Explanation of symbols

1 traveling engine 2 motor generator 4 battery 6 air conditioner unit

Claims (9)

A traveling engine (1), a motor generator (2) that exhibits a motor function and a generator function for traveling, and a battery (4) that supplies electric power to the motor generator (2) are provided. Accordingly, the driving and stopping of the traveling engine (1) are controlled, and when the remaining charge of the battery (4) becomes equal to or less than a charging start target value, the traveling power generation means (2) is driven by the traveling engine (1). In the air conditioner mounted on the hybrid vehicle that drives the battery (4) to drive,
An air conditioner unit (6) which is supplied with electric power from the battery (4) and air-conditions the vehicle interior;
The air conditioner unit (6) includes an electric compressor (41) that operates by receiving electric power from the battery (4) and compresses refrigerant.
The electric compressor (1) is less likely to drive the travel engine (1) during travel than the travel mode is likely to drive the travel engine (1) during travel. 41) The air conditioner for a hybrid vehicle is characterized in that the capacity of the air conditioner unit (6) is set to be low by limiting the power used in the air conditioner unit (6) including 41) . Whether the traveling engine (1) is less likely to be driven or whether the traveling engine (1) is likely to be driven is determined based on the vehicle speed, and the vehicle speed is a predetermined speed. In the following cases, it is determined that the travel mode is likely to drive the travel engine (1), and when the vehicle speed exceeds the predetermined speed, the travel mode is unlikely to drive the travel engine (1). The air conditioner for a hybrid vehicle according to claim 1, wherein Based on the vehicle speed and the accelerator depression amount, it is determined whether the driving mode is low in driving mode (1) or the driving mode in which driving engine (1) is high. When the vehicle speed is less than or equal to a predetermined speed, it is determined that the travel mode (1) is likely to be driven, and when the vehicle speed exceeds the predetermined speed, the travel engine (1) may be driven. The said predetermined speed which judges the time of the said driving mode is raised rather than the case where it is judged that it is the low driving mode time, and the accelerator depression amount is below a predetermined value, and is larger than a predetermined value. Air conditioner for hybrid vehicles. When the discharge amount of the battery (4) is greater than or equal to a predetermined value, the capacity of the air conditioner unit (6) is set lower than when the discharge amount of the battery (4) is less than the predetermined value. An air conditioner for a hybrid vehicle according to any one of claims 1 to 3. When the motor power generation means (2) exhibits the function of the motor for traveling, the capacity of the air conditioner unit (6) is lower than when the motor power generation means (2) performs the function of the generator. The hybrid vehicle air conditioner according to any one of claims 1 to 4, wherein The air conditioner unit (6) is in any one of a state in which the air conditioning heat load is large, a defroster mode state in which air is blown to the vehicle window glass, and a full mode state in which air conditioning control is performed with emphasis on comfort in the passenger compartment. 6) The hybrid vehicle air conditioner according to any one of claims 1 to 5 is prohibited. The air conditioning unit (6) calculates the necessary air conditioning power required to adjust the temperature in the passenger compartment to an arbitrarily set temperature, and the power consumption of the air conditioning unit (6) is calculated from the air conditioning necessary power. The air conditioner for a hybrid vehicle according to any one of claims 1 to 6 , wherein the capacity of the air conditioner unit (6) is set to be low by limiting the air conditioner to a predetermined value. The air conditioner for a hybrid vehicle according to any one of claims 1 to 7 , wherein the motor generator (2) is a motor generator having both the motor function and the generator function. The electric motor having the electric motor function and the electric generator having the electric generator function are provided independently of each other, and the electric motor generator (2) is configured by the electric motor and the electric generator. Item 8. The hybrid vehicle air conditioner according to any one of Items 1 to 7 .

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