JP4435350B2 - Air conditioner for vehicles - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle air conditioner capable of continuing air conditioning comfort even when the engine is stopped.
[0002]
[Prior art]
In general, in a vehicle such as a hybrid vehicle, engine stop control is performed for the purpose of improving fuel consumption and the like when the engine output is unnecessary, such as when idling or coasting down.
[0003]
In general, an air conditioner mounted on a vehicle obtains a power source of a compressor from an output shaft of an engine and obtains a heat source of a heater core from cooling water of the engine. However, in such an air conditioner, when the engine is stopped during air conditioning at a high temperature such as in summer, the blown air temperature may increase rapidly, and when the engine is stopped during air conditioning at a low temperature such as in winter, May drop rapidly. Therefore, in such a case, in order to maintain the comfort of the air conditioner, it is necessary to restart the engine at an early stage, and it has been difficult to maintain the engine stop state when the engine output is unnecessary for a long time.
[0004]
In response to this, for example, Japanese Patent Laid-Open No. 10-258629 discloses a cooling heat exchanger (or a heating heat exchanger) by forcing the air flow in the air conditioning case to the inside air circulation mode when the engine is stopped. ), A technique for performing air conditioning while reducing the cold heat (or warm heat) taken away. That is, according to such a technique, the time during which the engine can be stopped can be extended by reducing the cooling heat (or warming heat) taken by the cooling heat exchanger (or heating heat exchanger). . When the air conditioning load becomes larger than the predetermined air conditioning load, the engine is driven.
[0005]
[Problems to be solved by the invention]
However, as in the technique described in Japanese Patent Laid-Open No. 10-258629, in the control that simply changes the air flow in the air conditioning case to the internal air circulation mode when the engine is stopped, the time during which the engine can be stopped is sufficiently extended. May be difficult to do. That is, in the above technique, the target blowing temperature is maintained even when the engine is stopped, so that it may be difficult to sufficiently reduce the amount of heat taken away by the heat exchanger.
[0006]
The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle air conditioner capable of stopping an engine for a long time while maintaining comfort by air conditioning.
[0007]
[Means for Solving the Problems]
In order to solve the above-described problems, a first vehicle air conditioner according to the present invention includes a blower that generates an air flow, a heater core that is provided in an engine coolant circuit and that uses the engine as a heat source, and bypasses the heater core. A bypass passage, an air mixing door that changes a ratio of air passing through the heater core and air passing through the bypass passage, and setting a target blowing temperature of air blown out from the air conditioning duct. At the same time, in the vehicle air conditioner provided with an air conditioning control means for performing heating control by controlling at least the air blowing means and the air mix door based on the target blowing temperature, the air conditioning control means is provided when the engine is stopped. , Set a minimum target blowing temperature that is a temperature that can maintain passenger comfort and is lower than the target blowing temperature, and Each time the temperature of the air blown out from the adjustment duct falls below the minimum target blow temperature, the air mix door is controlled to increase the ratio of air passing through the heater core by a predetermined value and pass through the bypass passage. After the air to be discharged becomes zero, every time the blowing temperature becomes equal to or lower than the minimum target blowing temperature, the air volume by the blowing means is decreased by a predetermined value.
[0008]
Further, the second vehicle air conditioner according to the present invention includes an air blowing means for generating an air flow, an evaporator of a refrigeration cycle driven by the engine, and a heater core provided in the engine cooling water circuit and using the engine as a heat source. A bypass passage that bypasses the heater core, an air mix door that changes a ratio of air that passes through the heater core and air that passes through the bypass passage, and is blown out of the air conditioning duct. In the vehicle air conditioner comprising the air conditioning control means for setting the target blowing temperature and controlling the air blowing door and the air mixing door based on the target blowing temperature, the air conditioning control means includes: When the engine is stopped, it is the temperature that can maintain the passenger's comfort and is higher than the target blowing temperature. A high maximum target blowing temperature is set, and each time the blowing temperature of the air blown out from the air conditioning duct is equal to or higher than the maximum target blowing temperature, the ratio of the air passing through the heater core is controlled by controlling the air mix door. After the air passing through the heater core is reduced to zero, the air volume by the blowing means is decreased by a predetermined value every time the blowing temperature becomes equal to or higher than the maximum target blowing temperature.
[0009]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below with reference to the drawings. 1 and 2 are flowcharts showing an air conditioning control routine, FIG. 3 is a schematic configuration diagram of the air conditioning apparatus, FIG. 4 is a block diagram showing a control system of the air conditioning apparatus, and FIG. It is a graph which shows a time-dependent change of the blowing air temperature at the time of an engine stop.
[0010]
In FIG. 3, reference numeral 1 denotes a power unit of a hybrid vehicle that uses both an engine and a motor. The power unit 1 includes an engine 2 and a transmission unit 3, and a motor (generator for both power generation) that is directly connected to the engine 2 and serves as a generator for starting, generating power, and assisting power in a case body 4 of the transmission unit 3. 5) Controls the function of a forward / reverse switching device (not shown) to provide a driving motor for starting / reversing and also to regenerate deceleration energy, and to convert power during driving by performing speed change and torque amplification. A transmission 7 having a function is disposed.
[0011]
Here, the power unit 1 is controlled by a hybrid control unit (hereinafter referred to as HEV_ECU) 8 (see FIG. 4). That is, the HEV_ECU 8 performs control for switching between the series travel mode and the parallel travel mode in accordance with the travel conditions, and performs control for stopping the engine 2 as necessary during idling or coasting down.
[0012]
On the other hand, the air conditioner unit 10 of the air conditioner mounted in such a hybrid vehicle is an air conditioning duct 11 that forms an air passage for guiding conditioned air into the vehicle interior, and a blower that generates an air flow in the air conditioning duct 11. The centrifugal fan 12, the refrigeration cycle 13 for cooling the air flowing in the air conditioning duct 11 to cool the vehicle interior, and the cooling water for heating the air flowing in the air conditioning duct 11 to heat the vehicle interior And a circuit 14.
[0013]
On the most upstream side of the air conditioning duct 11, an inside air suction port 15 for taking in vehicle interior air and an outside air suction port 16 for taking in air outside the vehicle compartment are formed, and an intake door 17 is provided in the vicinity thereof. Is provided.
[0014]
The intake door 17 is rotated by an intake door actuator 18 (see FIG. 4) constituted by a servo motor or the like, whereby the inside and outside air inlets 15 and 16 are selectively opened and closed, and the air to the air conditioning duct 11 is opened. The suction mode is set to the inside air circulation mode or the outside air introduction mode.
[0015]
Further, a face air outlet 19, a foot air outlet 20, and a defroster air outlet 21 are provided on the most downstream side of the air conditioning duct 11, and these air outlets 19, 20, and 21 are the face duct 22, the foot duct 23, and the defroster, respectively. The ducts 24 communicate with each other.
[0016]
Further, in the air conditioning duct 11, air outlet switching doors 25 and 26 are provided in the vicinity of the air outlets 19, 20, and 21. These blower outlet switching doors 25 and 26 are respectively rotated by actuators (not shown), whereby the blower outlets 22, 23 and 24 are selectively opened and closed to switch the blowout air mode.
[0017]
The centrifugal blower 12 includes a centrifugal fan 27 that is rotatably accommodated in a scroll case formed integrally with the air conditioning duct 11, and a blower motor 28 that rotationally drives the centrifugal fan 27. Yes. The rotation speed of the blower motor 28 is variably controlled in accordance with the applied blower terminal voltage, whereby the amount of air blown by the centrifugal fan 27 is controlled.
[0018]
The refrigeration cycle 13 is driven by the engine 2 by a belt and compresses the refrigerant, the condenser 31 that condenses and liquefies the compressed refrigerant, and the condensed and liquefied refrigerant is separated into gas and liquid to bring only the liquid refrigerant downstream. A receiver 32 for flowing, an expansion valve 33 for decompressing and expanding the liquid refrigerant, and an evaporator 34 for evaporating and evaporating the decompressed and expanded refrigerant, and these are connected in an annular shape via a refrigerant pipe or the like to constitute a main part. ing.
[0019]
Here, the compressor 30 is provided with an electromagnetic clutch 35 capable of intermittently transmitting the rotational power from the engine 2 to the compressor 30. Further, the evaporator 34 is disposed downstream of the centrifugal blower 12 so as to block the entire air passage in the air conditioning duct 11, and cools and dehumidifies the air passing through the evaporator 34.
[0020]
The cooling water circuit 14 is a circuit that circulates the cooling water heated by the water jacket of the engine 2 by an electric water pump 40, and includes a radiator, a thermostat (none of which are shown), and a heater core 41. ing. In the cooling water circuit 14, the cooling water discharged from the water jacket is guided to the radiator to be cooled, and a part of the cooling water is guided to the heater core 41 as a heating heat source of the air conditioner 10.
[0021]
The heater core 41 is disposed downstream of the evaporator 34 so as to partially block the air passage in the air conditioning duct 11, and the other portion where the heater core 41 is not disposed is formed as a bypass passage 44. An air mix door 42 is disposed on the upstream side of the heater core 41. The air mix door 42 is rotated by an air mix door actuator 43 (see FIG. 4) composed of a servo motor or the like, and depending on the stop position, the air amount passing through the heater core 41 and the air amount passing through the bypass passage are The ratio is controlled variably.
[0022]
Next, a control system of the air conditioner having the above configuration will be described. As shown in FIG. 4, an air conditioner control unit (hereinafter referred to as an air conditioner ECU) 50 as a control means for controlling the air conditioner includes a water temperature sensor 55 that detects the temperature of cooling water flowing into the heater core 41, An internal air temperature sensor 56 that detects the air temperature (internal air temperature), an after-evaporation air temperature sensor 57 that detects the degree of air cooling of the evaporator 34, and a downstream of the air mix door 42 are blown out from the air conditioning duct 11 into the vehicle interior. Air temperature sensor 58 for detecting air temperature (air temperature T), air temperature sensor 59 for detecting air temperature outside the passenger compartment (outside air temperature), and air for detecting the rotation position (air mix position) of air mix door 42 Mix position sensor 60, intake position sensor for detecting the rotation position (intake position) of intake door 17 Each sensor such as 1 are connected, so that the sensor signals by the respective sensors are inputted.
[0023]
Further, HEV_ECU 8 is connected to the air conditioner ECU 50 so that information relating to the operating state of the engine 2 is input. On the other hand, the air conditioner ECU 50 makes a request for starting the engine 2 to the HEV_ECU 8 as necessary.
[0024]
The air conditioner ECU 50 includes actuators such as an intake door actuator 18, a blower motor 28, an electromagnetic clutch 35, a water pump 40, and an air mix door actuator 43 via drive circuits 65, 66, 67, 68, and 69, respectively. The actuators are connected to drive the actuators as necessary.
[0025]
Next, the control by the air conditioner ECU 50 will be described according to the air conditioning control routine shown in FIGS. This routine is executed every predetermined time. In step S101, first, a sensor signal from each sensor, a signal indicating the state of the engine 2 from the HEV_ECU 8, a switch signal from an operation panel (not shown), and the like. After reading the information, the process proceeds to step S102.
[0026]
In step S102, it is checked whether or not the engine 2 is in a stopped state. If the engine 2 is not in a stopped state, the process proceeds to step S103, and the routine after the normal time control (engine drive time control) of the air conditioner unit 10 is performed. Exit.
[0027]
That is, in step S103, first, the target blowing temperature TAO is calculated based on sensor signals input from the sensors 55 to 61, switch signals input from the operation panel, and the like. Further, based on the target outlet temperature TAO, the door position of the intake door 17 (inside / outside air inlet mode), the blower voltage VB, the electromagnetic clutch 35 ON / OFF, the water pump voltage VWP, the door of the air mix door 42 A position and the like are set, and each actuator is driven based on these set values. Thereby, the air conditioner unit 10 is controlled so that the blowing temperature T becomes the target blowing temperature TAO. Specifically, in this normal time control, the blowout temperature T is controlled to be within a temperature range of, for example, ± 0.1 to 0.2 ° C. with respect to the target blowout temperature TAO.
[0028]
On the other hand, if it is determined in step S102 that the engine 2 is in a stopped state, the process proceeds to step S104, and it is checked whether, for example, the outside air temperature is 20 ° C. or higher.
[0029]
And in said step S104, when outside temperature is lower than 20 degreeC, it progresses to step S105 in order to perform heating control.
[0030]
In step S105, a flag F indicating whether or not the heating control performed this time is the first control after the engine is stopped is determined. If F = 1, it is determined that the heating control is not the first control. To jump to step S107.
[0031]
On the other hand, if the flag F = 0 in step S105, it is determined that the heating control is the first control after the engine is stopped, and the process proceeds to step S106. The flag F is set to “1”. After performing the initial setting when performing the engine stop heating control, the process proceeds to step S107.
[0032]
Here, in step S106, as the initial setting, the door position of the air mix door 42 immediately before the engine stop and the blower voltage VB are set as initial values as they are, and the initial value of the water pump voltage VWP is set to 5V. Furthermore, in step S106, the lowest target blowing temperature (TAO-A) lower than the target blowing temperature TAO in the normal control immediately before the engine 2 is stopped is set. Here, the minimum target blowing temperature (TAO-A) is set to a temperature that can maintain the comfort of the passenger, and is set to a temperature that is 1 ° C. lower than the target blowing temperature TAO, for example.
[0033]
In step S107, it is checked whether or not the water pump voltage VWP is 12V or higher. If the water pump voltage VWP is 12V or lower, the process proceeds to step S108.
[0034]
In step S108, it is checked whether or not the blowing temperature T is higher than the minimum target blowing temperature (TAO-A). If the blowing temperature T is higher than the minimum target blowing temperature (TAO-A), the routine is directly exited. .
[0035]
On the other hand, if the blowout temperature T is equal to or lower than the minimum target blowout temperature (TAO-A) in step S108, the process proceeds to step S109, the water pump voltage VWP is increased by 1 V, and the routine is exited.
[0036]
That is, in the control of steps S108 to S109, every time the blowout temperature T becomes equal to or lower than the minimum target blowout temperature (TAO-A), the water pump voltage VWP is increased by 1V and the flow rate of the cooling water flowing into the heater core 41 is set. By increasing for a while, the heating capacity decrease due to the cooling water temperature decrease when the engine is stopped is compensated, and the blowing temperature T is maintained at the minimum target blowing temperature (TAO-A) or more.
[0037]
Then, when the water pump voltage VWP becomes 12V or more, the process proceeds from step S107 to step S110. In step S110, it is checked whether or not the air mix door 42 is on the HULL HOT side, that is, whether or not the amount of air passing through the bypass passage 44 is zero, and if the air mix door 42 is not on the HULL HOT side. Advances to step S111.
[0038]
In step S111, it is checked whether the blowout temperature T is higher than the minimum target blowout temperature (TAO-A). If the blowout temperature T is higher than the minimum target blowout temperature (TAO-A), the routine is directly exited. .
[0039]
On the other hand, when the blowout temperature T is equal to or lower than the minimum target blowout temperature (TAO-A) in step S111, the process proceeds to step S112, and the air mix door 42 is moved to the HOT side by a predetermined rotation angle (1 step). Then exit the routine.
[0040]
That is, in the control in steps S111 to S112, the ratio of the air passing through the heater core 41 by moving the air mix door 42 to the HOT side by one step each time the blowout temperature T becomes equal to or lower than the minimum target blowout temperature (TAO-A). Is temporarily increased to compensate for a decrease in heating capacity accompanying a decrease in cooling water temperature when the engine is stopped, and the blowout temperature T is maintained at or above the minimum target blowout temperature (TAO-A).
[0041]
When the air mix door 42 is on the HULL HOT side, the process proceeds from step S110 to step S113. In step S113, it is checked whether or not the blower voltage VB is equal to or less than (blower voltage initial value -2) V. If the blower voltage VB is higher than (blower voltage initial value -2) V, the process proceeds to step S114.
[0042]
In step S114, it is checked whether or not the blowing temperature T is higher than the lowest target blowing temperature (TAO-A). If the blowing temperature T is higher than the lowest target blowing temperature (TAO-A), the routine is directly exited. .
[0043]
On the other hand, if the blowout temperature T is equal to or lower than the minimum target blowout temperature (TAO-A) in step S114, the process proceeds to step S115, and after the blower voltage VB is reduced by 0.5 V, the routine is exited.
[0044]
That is, in the control of steps S114 to S115, each time the blowout temperature T becomes equal to or lower than the minimum target blowout temperature (TAO-A), the blower voltage VB is lowered by 0.5 V to reduce the air volume by the centrifugal blower 12 and the heater core. By reducing the amount of heat deprived of 41, the time during which the blowing temperature T when the engine is stopped can be maintained above the minimum target blowing temperature (TAO-A) is extended.
[0045]
When the blower voltage VB becomes equal to or lower than (the blower voltage initial value -2) V, the process proceeds from step S113 to step S116, an engine start request is sent to the HEV_ECU 8, the process proceeds to step S117, and the flag F is set to "0". Then exit the routine.
[0046]
Thus, when the engine is stopped during heating, a minimum target blowing temperature (TAO-A) that is a temperature that can maintain passenger comfort and is lower than the target blowing temperature TAO is set, and the air conditioning duct 11 is set. The water pump voltage VWP is increased by 1V each time the air discharge temperature T of the air blown from the air reaches the minimum target blow temperature (TAO-A) or less, and the flow rate of the cooling water is increased by a predetermined value. After the predetermined voltage (12 V) is reached, the air mix door 42 is controlled to pass through the heater core 41 every time the blowout temperature T of the air blown out from the air conditioning duct 11 becomes equal to or lower than the minimum target blowout temperature (TAO-A). After the air ratio is increased by a predetermined value and the air passing through the bypass passage 44 becomes zero, the blowing capacity of the centrifugal blower 12 every time the blowing temperature T becomes lower than the minimum target blowing temperature (TAO-A). The by reducing by a predetermined value, without giving an uncomfortable feeling to the rider, it is possible to stop the engine 2 for a long time while maintaining comfort.
[0047]
That is, by temporarily performing the temporary control of the water pump 40, the temporary control of the air mix door 42, and the temporary control of the centrifugal blower as described above, the blowing temperature T is maintained above the minimum target blowing temperature (TAO-A). The engine 2 can be stopped for a long time by efficiently consuming the warming water of the coolant stored in the coolant circuit 14 when the engine 2 is stopped. At this time, as shown in FIG. 5 (a), the blowing temperature T gradually converges to the minimum target blowing temperature (TAO-A) side while the amount of change is gradually attenuated. The vehicle interior temperature can be controlled while maintaining the comfort of the occupant without giving a sense of incongruity due to the decrease in the temperature T.
[0048]
On the other hand, if the outside air temperature is 20 ° C. or higher in step S104, the process proceeds to step S118 to perform cooling control.
[0049]
In step S118, it is checked whether or not a flag F indicating whether or not the cooling control performed this time is the first control after the engine is stopped. If F = 1, the cooling control is performed. Is judged not to be the first control, the process jumps to step S120.
[0050]
On the other hand, if F = 0 in step S118, it is determined that the cooling control is the first control after the engine is stopped, and the process proceeds to step S119, the flag F is set to “1”, and After performing the initial setting when performing the cooling control when the engine is stopped, the process proceeds to step S120.
[0051]
Here, in step S119, the door position and the blower voltage VB of the air mix door 42 immediately before the engine is stopped are set as initial values as they are, and the water pump voltage VWP is set to a predetermined low voltage. Furthermore, in step S119, the highest target blowing temperature (TAO + A) higher than the target blowing temperature TAO in the normal control immediately before the engine 2 is stopped is set. Here, the maximum target blowing temperature (TAO + A) is a temperature at which the passenger's comfort can be maintained, and is set to a temperature that is 1 ° C. higher than the target blowing temperature TAO, for example. The reason why the water pump voltage VWP is driven at a low voltage in the cooling control at the time of stopping the engine is to prevent the blowout temperature T from rapidly decreasing when the engine is stopped.
[0052]
In step S120, it is checked whether or not the outside air temperature is higher than the inside air temperature. If the outside air temperature is higher than the inside air temperature, the process proceeds to step S121, and the intake door 17 is switched to suck the air into the air conditioning duct 11. In step S123, if the outside air temperature is equal to or lower than the inside air temperature, the process proceeds to step S122. The intake door 17 is switched and the air suction mode into the air conditioning duct 11 is changed to the outside air introduction mode. move on.
[0053]
That is, in steps S120 to S122 described above, by switching the air suction mode to the air conditioning duct 11 as described above, the cold heat that the evaporator 34 is unnecessarily taken away is minimized.
[0054]
In the above step S123, it is checked whether or not the air mix door 42 is on the HULL COOL side, that is, whether or not the amount of air passing through the heater core 41 is zero, and if the air mix door 42 is not on the HULL COOL side. Advances to step S124.
[0055]
In step S124, it is checked whether or not the blowing temperature T is lower than the maximum target blowing temperature (TAO + A). If the blowing temperature T is lower than the maximum target blowing temperature (TAO + A), the routine is directly exited.
[0056]
On the other hand, in step S124, when the blowing temperature T is equal to or higher than the maximum target blowing temperature (TAO + A), the process proceeds to step S125, and after moving the air mix door 42 to the COOL side by a predetermined rotation angle (1 step), Exit the routine.
[0057]
That is, in the control of steps S124 to S125, every time the blowout temperature T becomes equal to or higher than the maximum target blowout temperature (TAO + A), the air mix door 42 is moved to the COOL side by one step and the ratio of air passing through the heater core 41 is temporarily set. By decreasing, the decrease in cooling capacity accompanying the temperature increase of the evaporator 34 when the engine is stopped is compensated, and the blowout temperature T is maintained below the maximum target blowout temperature (TAO + A).
[0058]
When the air mix door 42 is on the HULL COOL side, the process proceeds from step S123 to step S126. In step S126, it is checked whether or not the blower voltage VB is (blower voltage initial value -2) V or less. If the blower voltage VB is higher than (blower voltage initial value -2) V, the process proceeds to step S127.
[0059]
In step S127, it is checked whether or not the blowing temperature T is lower than the maximum target blowing temperature (TAO + A). If the blowing temperature T is lower than the maximum target blowing temperature (TAO + A), the routine is directly exited.
[0060]
On the other hand, if the blowout temperature T is equal to or higher than the maximum target blowout temperature (TAO + A) in step S127, the process proceeds to step S128, and after the blower voltage VB is reduced by 0.5 V, the routine is exited.
[0061]
That is, in the control in steps S127 to S128, every time the blowout temperature T becomes equal to or lower than the maximum target blowout temperature (TAO + A), the blower voltage VB is lowered by 0.5 V to reduce the air volume by the centrifugal blower 12 and the evaporator 34 is By reducing the chilled heat, the time during which the blowing temperature T when the engine is stopped can be maintained above the maximum target blowing temperature (TAO + A) is extended.
[0062]
When the blower voltage VB becomes equal to or less than (the initial blower voltage value-2) V, the process proceeds from step S126 to step S116, an engine start request is sent to the HEV_ECU 8, and the process proceeds to step S117, where the flag F is set to “0”. Then exit the routine.
[0063]
Here, the cooling sensation felt by the occupant during cooling may be caused by the large amount of blown air, and the amount of decrease in the blower voltage VB to be reduced in step S128 may be set small. For the same reason, the voltage value when proceeding from step S126 to step S116 may be set to (blower voltage initial value−2) V or more.
[0064]
Thus, when the engine is stopped during cooling, a minimum target blowing temperature (TAO + A) that is a temperature that can maintain the comfort of the passenger and is higher than the target blowing temperature TAO is set and blown out from the air conditioning duct 11. The air mixing door 42 is controlled each time the air blowing temperature T is equal to or higher than the minimum target blowing temperature (TAO + A), the ratio of air passing through the heater core 41 is decreased by a predetermined value, and the air passing through the heater core 41 is reduced. After reaching zero, every time the air outlet temperature T becomes equal to or higher than the maximum target air outlet temperature (TAO + A), the air blowing capacity of the centrifugal blower 12 is reduced by a predetermined value, so that comfort is not given to the passenger. The engine 2 can be stopped for a long time while being maintained.
[0065]
That is, as described above, the temporary control of the air mix door 42 and the temporary control of the centrifugal blower are sequentially performed to maintain the blowout temperature T at or above the maximum target blowout temperature (TAO + A). The stored cold energy can be consumed efficiently, and the stop time of the engine 2 can be continued for a long time. At this time, as shown in FIG. 5 (b), the blowout temperature T gradually converges to the maximum target blowout temperature (TAO + A) side while the amount of change is gradually attenuated. The vehicle interior temperature can be controlled while maintaining the comfort of the occupant without giving a sense of incongruity due to the rise of the vehicle.
[0066]
Further, as described above, in the engine stop heating control, the water pump voltage VWP is driven at a low voltage, so that the blowout temperature T can be prevented from rapidly decreasing after the engine is stopped. Can maintain comfort.
[0067]
In this embodiment, an example of air-conditioning control when the engine of a hybrid vehicle is stopped has been described. However, the present invention is not limited to this, and can be applied to, for example, a vehicle driven only by an engine. is there.
[0068]
【The invention's effect】
As described above, according to the present invention, it is possible to provide a vehicle air conditioner that can maintain comfort and can stop the engine for a long time without rapidly changing the air-conditioning blowout air temperature.
[Brief description of the drawings]
FIG. 1 is a flowchart showing an air conditioning control routine.
FIG. 2 is a flowchart showing an air conditioning control routine.
FIG. 3 is a schematic configuration diagram of an air conditioner.
FIG. 4 is a block diagram showing a control system of an air conditioner
FIG. 5 is a chart showing the change over time in the blown air temperature when the engine is stopped.
[Explanation of symbols]
2… Engine
11 ... Air conditioning duct
12 ... Centrifugal blower (fan)
14 ... Cooling water circuit
34 ... Evaporator
41 ... Heater core
42 ... Air mix door
44… Bypass passage
50 ... Air conditioner control unit (control means)
T ... Blowing temperature
TAO ... Target blowing temperature
TAO-A ... Minimum target blowing temperature
TAO + A ... Maximum target blowing temperature

Claims (2)

Blowing means for generating an air flow, a heater core provided in an engine coolant circuit using the engine as a heat source, a bypass passage that bypasses the heater core, air that passes through the heater core, and air that passes through the bypass passage An air mix door for changing the ratio of the air conditioning duct,
A vehicle air conditioner comprising an air conditioning control means for setting a target blowing temperature of air blown out from the air conditioning duct and controlling at least the air blowing means and the air mix door based on the target blowing temperature to perform heating control. In
The air conditioning control means sets a minimum target blowing temperature that is a temperature that can maintain passenger comfort when the engine is stopped, and is lower than the target blowing temperature,
Each time the temperature of the air blown from the air conditioning duct is equal to or lower than the minimum target blow temperature, the air mix door is controlled to increase the ratio of air passing through the heater core by a predetermined value,
An air conditioner for a vehicle, wherein after the air passing through the bypass passage becomes zero, the air volume by the blowing means is decreased by a predetermined value every time the blowing temperature becomes equal to or lower than the minimum target blowing temperature. Blower means for generating an air flow, an evaporator of a refrigeration cycle driven by an engine, a heater core provided in an engine coolant circuit using the engine as a heat source, a bypass passage bypassing the heater core, and the heater core An air mix door that changes the ratio of air passing through and the air passing through the bypass passage is provided in the air conditioning duct,
A vehicle air conditioner comprising an air conditioning control means for setting a target blowing temperature of air blown out from the air conditioning duct and controlling at least the air blowing means and the air mix door based on the target blowing temperature to control cooling. In
The air conditioning control means sets a maximum target blowing temperature that is a temperature that can maintain the comfort of the passenger when the engine is stopped and is higher than the target blowing temperature,
Each time the temperature of the air blown out from the air conditioning duct is equal to or higher than the maximum target blow temperature, the air mix door is controlled to reduce the ratio of air passing through the heater core by a predetermined value,
An air conditioner for a vehicle, wherein after the air passing through the heater core becomes zero, every time the blowing temperature becomes equal to or higher than the maximum target blowing temperature, the air volume by the blowing means is decreased by a predetermined value.

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