JP4923859B2 - Vehicle air conditioner and program - Google Patents

Description

The present invention relates to a vehicle air conditioner and a program that use conditioned air that has been temperature-controlled using a coolant such as engine coolant.

  In a vehicle equipped with an engine as a driving source for traveling, a coolant such as engine cooling water (hereinafter referred to as cooling water) is circulated between the engine and the engine radiator to cool the engine. In the vehicle air conditioner, air conditioning such as heating of the vehicle interior using cooling water circulated between the engine and the heater core for heating and anti-fogging (anti-fogging) of the wind glass is performed.

  In general, cooling water is circulated to the engine radiator and heater core at a flow rate corresponding to the engine speed by a water pump that is driven to rotate by the driving force of the engine, but the engine is stopped such as idling stop for the purpose of power saving. In vehicles that perform control (hereinafter referred to as eco-run control), a water pump (hereinafter referred to as an electric pump) driven by an electric motor is provided so that cooling water can be circulated even when the engine is stopped. ing.

Incidentally, the eco-run control is intended suppression of fuel efficiency and exhaust emissions, from here, in Patent Document 1, when set to the eco-run mode, a vehicle air conditioner (hereinafter, referred to as air conditioner) the content of control By changing, the power consumption of the air conditioner is reduced.

  On the other hand, as a method for saving power, there are a method of extending the engine stop time and a method of suppressing the power consumption of the electric pump for air conditioning in the vehicle interior. Sometimes the minimum target blowout temperature is set, and every time the air-conditioning air temperature falls below the minimum target blowout temperature, the flow rate of cooling water is gradually increased by controlling the rotation speed of the electric pump, and the opening of the air mix door is reduced. It has been proposed to perform a stepwise increase in the amount of air passing through the heater core and a stepwise decrease in the airflow of the conditioned air.

Further, in Patent Document 3, the engine is started when the temperature of the cooling water becomes lower than a predetermined temperature, and when the temperature of the cooling water exceeds the predetermined temperature, the engine is stopped and the electric pump is driven to circulate the cooling water. Proposes so.
JP 2002-331825 A JP 2001-180246 A JP 2005-163545 A

  However, the drive / stop control of the electric pump based on the temperature of the cooling water, the change of the control content of the air conditioner, and the change of the control state of the air conditioner do not necessarily obtain the air condition that the occupant requires. Further, circulating the cooling water while the engine is stopped speeds up the temperature drop of the cooling water, and as a result, the engine stop time is shortened and the power saving effect cannot be obtained.

The present invention has been made in view of the above-described facts, and when an engine stop control such as an idle stop control is performed, a vehicle air conditioner that can bring a vehicle interior into a desired air conditioning state while saving power. And to provide a program .

The invention of claim 1 to achieve the above object, established Rutotomoni controlled rotational speed, controlled and electric pump Ru engine coolant flow rate corresponding to the rotational speed is circulated, preset engine stop condition Engine control for performing engine stop control for stopping engine drive when the engine is driven, and for controlling the drive speed, stoppage, and rotation speed of the electric pump according to the engine speed and the required flow rate of the engine coolant and means, are found provided on a vehicle containing, sets a target outlet air temperature on the basis of the set temperature and the environment conditions, a vehicle air-conditioning system for air-conditioning the passenger compartment conditioned air corresponding to the target discharge temperature, the obtained and the heater core for exchanging heat between the air used for the generation of the conditioned air and the engine coolant that is circulated Ri by the driving of the electric pump, the conditioned air of the target outlet air temperature And correcting means for correcting to decrease in the a flow rate calculating means for calculating a required flow rate of the engine coolant, the ratio of the set required flow advance to circulate into the heater core required for, the necessary flow rate and Determining means for determining whether the required flow rate corrected by the correcting means exceeds the actual flow rate of the engine coolant circulated through the heater core, and detecting means for detecting whether the engine is stopped And when the engine is driven and the determination means determines that the required flow rate exceeds the actual flow rate, the required flow rate is set as the required flow rate, the engine is stopped, and the determination When it is determined by the means that the corrected required flow rate exceeds the actual flow rate, the corrected required flow rate is set as the required flow rate. Setting means for setting, as the engine cooling liquid of the required flow rate set by the setting means is circulated to the heater core, including and a requesting means for performing the drive request of the electric pump to the engine control unit Mu
According to a third aspect of the present invention, there is provided an electric pump that circulates engine coolant having a flow rate corresponding to the controlled rotational speed and an engine when a preset engine stop condition is satisfied. Engine stop control for stopping driving, and engine control means for controlling the rotational speed of the electric pump according to the engine rotational speed and the required flow rate of the engine coolant , and controlling the rotational speed during driving. A vehicle air conditioner computer that is provided in a vehicle including the vehicle, sets a target blowing temperature based on a set temperature and environmental conditions, and air-conditions the vehicle interior with conditioned air according to the target blowing temperature is driven by the electric pump. In a heater core that performs heat exchange between the circulated engine coolant and the air used to generate the conditioned air, the conditioned air at the target outlet temperature is A flow rate calculating means for calculating the required flow rate of the engine coolant that circulates to the heater core required for the correction, a correcting means for correcting the required flow rate to decrease at a preset ratio, and the required flow rate. And determining means for determining whether the required flow rate corrected by the correcting means exceeds the actual flow rate of the engine coolant circulated through the heater core, and detection for detecting whether the engine is stopped. And when the engine is driven and the determination means determines that the required flow rate exceeds the actual flow rate, the required flow rate is set as the required flow rate, the engine is stopped, and the When it is determined by the determining means that the corrected required flow rate exceeds the actual flow rate, the corrected required flow rate is set as the required flow rate. Setting means for setting Te, so that the engine cooling liquid of the required flow rate set by the setting means is circulated to the heater core, and requesting means for performing the drive request of the electric pump to the engine control unit, the teeth To function.

  According to this invention, when the electric pump is driven, the engine coolant having a flow rate corresponding to the rotational speed of the electric pump is circulated to the engine radiator and the heater core, and the air is heated by the engine coolant circulated to the heater core. ing.

The target blowing temperature when air-conditioning the passenger compartment is set based on the set temperature, and the flow rate calculating means calculates the flow rate of the engine coolant necessary for setting the conditioned air to the target blowing temperature. Based on the calculated flow rate, the requesting unit requests the engine control unit to rotate the electric pump at a rotation speed at which the flow rate of the engine coolant for obtaining a desired air conditioning state in the passenger compartment is obtained.

Here, the requesting unit makes a drive request for the electric pump so as to obtain the required flow rate set by the setting unit. Setting means sets a corrected flow rate to reduce the required flow rate when the engine stop condition is engine is stopped established as required flowrate, to so that lowering the flow rate required by the engine control unit, engine cooling while suppressing the temperature drop of the liquid, so that the air-conditioning using heat accumulated in the engine and the engine (heating) is performed.

  As a result, power consumption can be suppressed by driving the electric pump and increasing the rotational speed of the electric pump while maintaining an appropriate air-conditioning state in the passenger compartment. Further, when the engine is driven when the temperature of the engine coolant decreases, it is possible to prevent the engine stop time from being shortened by suppressing the temperature decrease of the engine coolant.

In the present invention, as described in claim 2, based on the heat exchange efficiency between the air and the engine coolant of the heater core, minimum flow rate and maximum flow rate of the engine coolant is set the request means, the required flow rate is the said maximum flow rate and the required flow rate when it exceeds the maximum flow rate, it is preferable that the required flow rate to the outermost low flow and the required flow rate when less than the minimum flow.

On the other hand, in the present invention , when the set temperature is set low, the heating load is reduced. From here, when the set temperature is lowered, the required flow rate is lowered. At this time, since the heating load is reduced by lowering the set temperature, the air-conditioning state in the passenger compartment is not impaired.

Thus, while maintaining the passenger compartment to a desired air conditioning state, electrostatic rotational speed of the dynamic pumps can be lowered, it is possible to power-saving with reduced power consumption by the electric pump.

Further, the present invention, when the window glass is selected as the blowing destination of the conditioned air, the request means may be those requiring increased flow rate of the engine coolant.

In this case, when the DEF mode or DEF / FOOT mode is selected in order to remove fogging of the window glass (antifogging), it increases the flow demand of the engine coolant to the engine control unit.

  As a result, when the conditioned air is blown out to the wind glass based on the intention of the occupant, the conditioned air with increased heating capacity using the engine coolant is generated, and the conditioned air is blown out toward the wind glass. This makes it possible to quickly and reliably remove the fogging and prevent fogging of the wind glass.

As described above, according to the present invention, when the engine coolant is required to be circulated so as to obtain a flow rate corresponding to the set temperature, the required flow rate is lowered if the engine is stopped. As a result, when the electric pump is driven at a rotational speed corresponding to the flow rate without greatly reducing the air conditioning state in the passenger compartment, the power saving when driving the electric pump by reducing the rotational speed of the electric pump is reduced. The excellent effect that it can aim at is acquired.

Further, in the present invention, when the set temperature is low, the required flow rate of the engine cooling water is reduced, so that it is possible to suppress the temperature drop of the engine cooling liquid. that Do not allow efficient air conditioning was used.

  Embodiments of the present invention will be described below with reference to the drawings.

[First Embodiment]
FIG. 2 shows a schematic configuration of a main part of a vehicle air conditioner (hereinafter referred to as an air conditioner 10) according to the present embodiment. In the air conditioner 10, a refrigeration cycle in which refrigerant is circulated is formed by a compressor 12, a condenser 14, an expansion valve 16, and an evaporator 18.

  In the air conditioner 10, the compressor 12 is rotationally driven by the compressor motor 20 to compress the refrigerant, and the high-temperature and high-pressure refrigerant is sent to the condenser 14. The condenser 14 is liquefied by cooling the high-temperature and high-pressure refrigerant, and the evaporator 18 cools the air passing through the evaporator 18 when the liquefied refrigerant is vaporized. The expansion valve 16 reduces the liquefied refrigerant abruptly to form a mist, thereby improving the efficiency of refrigerant vaporization in the evaporator 18 and improving the cooling efficiency of the air passing through the evaporator 18.

  The evaporator 18 is disposed in the air conditioning duct 22. The air conditioning duct 22 is provided with a plurality of air inlets 24 on one end side and a blower fan 28 that is rotationally driven by a blower motor 26.

  In the air conditioner 10, an air intake port 24 </ b> A that opens toward the vehicle interior (not shown) and an air intake port 24 </ b> B that communicates with the outside of the vehicle are formed as the air intake port 24. , 24 </ b> B is provided with a mode switching damper 30.

  In the air conditioner 10, the inside air circulation mode or the outside air introduction mode can be selected. When the inside air circulation mode is selected, the air intake port 24B is closed and the air intake port 24A is opened by the mode switching damper 30. The air in the passenger compartment is sucked into the air conditioning duct 22 and sent to the evaporator 18. In the air conditioner 10, when the outside air introduction mode is selected, the air intake 24 </ b> A is closed and the air intake 24 </ b> B is opened by the mode switching damper 30, and air outside the vehicle (outside air) is sucked into the air conditioning duct 22. And sent to the evaporator 18.

  On the other hand, on the other end side of the air conditioning duct 22, a plurality of air outlets 32 each opened toward a predetermined position and direction in the passenger compartment are formed, and are sucked from the air intake 24 and are air-conditioned ducts. The air that has passed through the interior 22 is blown out from the air outlet 32 into the passenger compartment as conditioned air.

  In the air conditioner 10, as the air outlet 32, a center defroster outlet that opens toward the windshield of the vehicle, a defroster outlet 32 A such as a side defroster outlet, a center register outlet that opens toward the occupant, and a side register A register outlet 32B such as an outlet and a foot outlet 32C opened toward the feet of the front and rear passengers are provided. The air conditioning duct 22 is provided with a switching damper 34 that can open and close the air outlet 32.

  In the air conditioner 10, the DEF mode that blows out from the defroster blowout port 32A, the FACE mode that blows out from the register blowout port 32B, the FOOT mode that blows out from the foot blowout port 32C, and the DEF that blows out from the register blowout port 32A and the foot blowout port 32C are provided. The / FOOT mode and the BI-LEVEL mode for blowing out from the register outlet 32B and the foot outlet 32C are set.

  In the air conditioner 10, when the air-conditioning air blowing mode is set, the switching damper 34 selectively opens and closes the air-blowing port 32 according to the setting, and the air-conditioning air is blown from the air blowing port 32 according to the set air-blowing mode. To be.

  On the other hand, in the air conditioning duct 22, there are provided a heater core 36 that heats air serving as conditioned air, and an air mix damper 38 that controls the amount of air passing through the heater core 36.

  In the air conditioner 10, engine coolant such as engine coolant (hereinafter referred to as “cooling water”) is circulated between the heater core 36 and an engine described later. The air passing through is heated by heat exchange with the cooling water.

  In the air conditioning duct 22, the air that has passed through the evaporator 18 is divided by the air mix damper 38 into air that passes through the heater core 36 and air that bypasses the heater core 36, and is mixed downstream of the heater core 36. Thus, in the air conditioner 10, the temperature of the conditioned air changes according to the opening degree of the air mix damper 38.

  On the other hand, as shown in FIG. 1, the vehicle provided with the air conditioner 10 is provided with an engine 40 as a driving source for traveling. The engine 40 is an internal combustion engine having a general configuration in which a water jacket (both not shown) serving as a circulation path for cooling water (engine coolant) is formed in a cylinder block and a cylinder head.

  Further, a cooling water circuit 42 is formed in the engine 40. The cooling water circuit 42 is provided with an engine radiator 44 and a water pump 46. When the water pump 46 is rotationally driven by an electric motor 48 (hereinafter collectively referred to as an electric pump 50), the cooling water is supplied. Circulation is performed between the engine 40 (water jacket) and the engine radiator 44, thereby cooling the engine 40.

  The coolant circuit 42 is provided with a thermostat 52 and a bypass path 54 that bypasses the engine radiator 44. When the temperature of the cooling water passing through the thermostat 52 exceeds a predetermined temperature, the thermostat 52 opens the flow path of the cooling water so that cooling of the cooling water by the engine radiator 44 is promoted, and the water temperature is higher than the predetermined temperature. If it falls, the flow path of a cooling water will be narrowed and cooling of the cooling water by the engine radiator 44 will be suppressed.

  Further, when the coolant temperature further decreases, the thermostat 52 causes the coolant flow path to be fully closed so that cooling of the coolant by the engine radiator 44 is stopped. It is maintained at a preset temperature higher than the predetermined temperature. If the electric pump 50 is driven when the thermostat 52 narrows the flow path or when the thermostat 52 is in the fully closed state, the cooling water flows through the bypass path 54 and is returned to the engine 40.

  On the other hand, a circulation circuit 56 in which cooling water is circulated is formed between the heater core 36 of the air conditioner 10 and the engine 40. By driving the electric pump 50, the heater core 36 is heated with a heat source for heating. The cooling water which becomes is circulated.

  Between the cooling water circuit 42 and the circulation circuit 56, the ratio of the flow rate of the cooling water is determined, and the flow rate of the electric pump 50 changes according to the rotation speed of the electric motor 48, and the rotation speed increases. This increases the flow rate. Thereby, the cooling water of the flow volume according to the rotation speed of the electric pump 50 is circulated through each of the cooling water circuit 42 and the circulation circuit 56.

  The electric pump 50 (electric motor 48) is connected to an engine ECU 58 that controls the operation of the engine 50. The electric pump 50 is driven / stopped by the engine ECU 58 and the rotational speed at the time of driving is controlled.

  In the present embodiment, a so-called hybrid vehicle provided with an electric motor (not shown) in addition to the engine 40 is applied as a driving source for traveling, and the engine ECU 58 is configured by satisfying a preset engine stop condition. When the engine 40 is stopped, engine stop control (hereinafter referred to as eco-run control) such as idle stop control for restarting the engine 40 is performed while the engine 40 is stopped.

  In this embodiment, electric power (regenerative power) is generated by transmitting the rotational force of the tire to the electric motor when the vehicle is decelerated, and charging of power storage means such as a battery (not shown) is performed.

  Although the present embodiment is applied to a hybrid vehicle, the present invention is not limited to this, and can also be applied to a vehicle that performs idling stop control for stopping driving of the engine 40 when traveling is stopped.

  By the way, the engine ECU 58 detects the coolant temperature, whether or not the engine 40 is being driven, and the rotation speed (engine rotation speed) that the engine 40 is driving, and the electric pump 50 is driven / stopped based on the detection result. The rotational speed (flow rate) during driving is controlled.

  For example, the engine ECU 58 suppresses the cooling of the engine 40 by stopping the electric pump 50 when the engine 40 is stopped and the coolant temperature is within a predetermined temperature range.

  Further, when the engine 40 is driven, the engine ECU 58 drives the electric pump 50 at a rotation speed corresponding to the engine rotation speed, and sends cooling water having a flow rate corresponding to the heat generation amount of the engine 40 to the engine radiator 44. The engine 40 is cooled.

  Further, in the engine ECU 58, when the water temperature is lower than a preset temperature (set temperature) such as when the engine 40 is warmed up, the engine 40 is driven to warm up while stopping the driving of the electric pump 50. Do.

  Further, in a hybrid vehicle, when the vehicle is in a deceleration state, the electric motor generates power (regenerative power) by rotating the electric motor while decelerating the electric motor as a load with respect to the rotation of the tire. A battery (power storage means) that stores electric power used for driving an electric motor or the like is charged.

  From here, the engine ECU 58 drives the electric pump 50 using the regenerative power generated when the vehicle is in a decelerating state. At this time, the engine ECU 58 increases the rotational speed of the electric pump 50.

  On the other hand, the air conditioner 10 includes an air conditioner ECU 60 that controls the operation of the air conditioner 10. The air conditioner ECU 60 is connected to the engine ECU 58, and the engine ECU 58 receives a signal from the air conditioner ECU 60 in addition to the driving state of the engine 40. The rotation control of the electric pump 50 according to the request is performed.

  That is, as shown in FIG. 3, the engine ECU 58 controls the rotation speed of the electric pump 50 so that the flow rate of the cooling water increases in accordance with the increase in the engine rotation speed Ne while the engine 40 is being driven (an example). Is indicated by a solid line and a two-dot chain line in FIG. 3). Further, the engine ECU 58 controls the number of revolutions of the electric pump 50 in response to a request from the air conditioner ECU 60 when the engine speed Ne decreases or the engine 40 stops, etc. Is circulated (an example is indicated by a broken line in FIG. 3).

  As shown in FIG. 2, the compressor motor 20 and the blower motor 26 are connected to the air conditioner ECU 60, and the air conditioner ECU 60 controls the drive of the compressor 12 and the blower air volume.

  The air conditioner ECU 60 is connected to an actuator 62A for operating the mode switching damper 30, an actuator 62B for operating the switching damper 34, and an actuator 62C for operating the air mix damper 38.

  The air conditioner ECU 60 includes a room temperature sensor 64 that detects the temperature inside the vehicle, an outside air temperature sensor 66 that detects the temperature outside the vehicle (outside air temperature), a solar radiation sensor 68 that detects the amount of solar radiation, and the air that has passed through the evaporator 18. Various sensors for detecting an environmental state and an operating state, such as a post-evaporator temperature sensor 70 for detecting the temperature and a water temperature sensor 72 for detecting the temperature of the cooling water flowing through the heater core 36, are connected.

  In the air conditioner 10, when the operation mode and set temperature are set by operating a switch on an operation panel (not shown), the compressor 12 (compressor motor 20) and the blower fan 28 ( The blower motor 26), actuators 62A to 62C, and the like are controlled to perform an air conditioning operation according to the settings.

For example, the air-conditioner ECU 60, based on the set temperature _{T SET,} sets a target outlet air temperature _{T AO} for the set temperature _{T SET} the passenger compartment, on the basis of the target outlet air temperature _{T AO,} blown from the blowing port 32 air-conditioning The air volume (blower air volume Va) and the opening degree of the air mix damper 38 are set.

The target blowing temperature T _AO is obtained from the set temperature T _SET , the room temperature Tr detected by the room temperature sensor 64, the outside air temperature To detected by the outside air temperature sensor 66, and the solar radiation amount ST detected by the solar radiation sensor 70.

T _AO = K ₁・ T _SET −K ₂・ To−K ₃・ Tr−K ₄・ ST + C
(K ₁ , K ₂ , K ₃ , K ₄ and C are preset constants)
Further, the blower air volume Va obtained by rotation of the blower fan 28 is set as the target outlet air temperature _{T AO} from the set temperature _{T SET.} For example, blower air volume Va is the set temperature T _SET or, as the reference temperature a temperature that is set in advance, is set to be smaller when the target outlet air temperature T _AO is close to the reference temperature, the target outlet air temperature T _AO is apart from the reference temperature Set to increase when you are.

Further, in the air-conditioner 10, after passing through the evaporator 18, the air passing through the heater core 36, by mixing the bypass air with the heater core 36 to generate conditioned air target outlet air temperature T _AO. Here, if the ratio of the amount of air that has passed through the heater core 36 and the amount of air that has bypassed the heater core 36 is a mixing ratio r, the mixing ratio r is the temperature of the air that has passed through the evaporator 18 (post-evaporator temperature Te), and the heater core 36. Can be calculated from the temperature of the air that has passed through (hereinafter referred to as the heater core post-temperature Th).

_{r = (T AO -Te) /} (Th-Te)
When the air-conditioner ECU 60 calculates the mixing ratio r, the opening degree of the air mix damper 38 is set based on the calculated mixing ratio r.

  Here, the post-evaporator temperature Te is detected using the post-evaporator temperature sensor 70. The post-heater core temperature Th may be detected by providing a temperature sensor in the vicinity of the downstream side of the heater core 36, but the temperature of the cooling water passing through the heater core 36 (water temperature Tw), the flow rate, the blower air volume, the post-evaporator temperature Te. Can be used to calculate. At this time, the coolant temperature Tw can be detected by the coolant temperature sensor 72. Although the water temperature sensor 72 is provided in the present embodiment, the present invention is not limited to this, and the water temperature detected by the engine ECU 58 may be acquired.

  Since the flow rate of the cooling water flowing through the heater core 36 is determined by the rotational speed of the electric pump 50, the rotational speed of the electric pump 50 can be obtained from the engine ECU 58 and calculated from this rotational speed.

When the air conditioner ECU 60 calculates the blower air volume Va and the mixing ratio r, the driving voltage of the blower motor 26 is set based on the blower air volume Va, and the driving amount of the actuator 62C is set based on the mixing ratio r. drive and the blower motor 26 on the basis of, by performing the driving of the actuator 62C, so that conditioned air target outlet air temperature T _AO is generated.

  On the other hand, power saving can be achieved by suppressing the driving of the electric pump 50. That is, power saving can be achieved by extending the stop time of the electric pump 50 or suppressing the rotational speed of the electric pump 50.

  Further, the opening degree of the air mix damper 38 set by the air conditioner ECU 60 based on the mixing ratio r is in accordance with the heat radiation amount of the heater core 36, and the flow rate of the cooling water circulating through the heater core 36 increases. For example, when the heat release amount increases, the opening degree of the air mix damper 38 is narrowed.

From here, the air-conditioner ECU 60, when the temperature T _AO outlet air target temperature of conditioned air blown from the air outlet 32, the heat radiation amount required for the heater core 36 (hereinafter, which requires heat radiation amount) is calculated. Further, the actual heat dissipation amount of the heater core 36 can be calculated from the flow rate of the cooling water and the water temperature Tw of the cooling water.

The air-conditioner ECU 60, compares the actual heat radiation amount required heat radiation amount to obtain the set temperature T _SET and the target outlet air temperature T _AO is set based on the environmental condition, the actual heat radiation amount is less than the required heat dissipation, The engine ECU 58 is requested to circulate through the heater core 36 the cooling water having a flow rate necessary for obtaining the necessary heat dissipation amount.

  The heat dissipation amount Qh of the heater core 36 is determined by the temperature and flow rate of air flowing into the heater core 36, the water temperature of the cooling water circulating through the heater core 36, and the flow rate of the cooling water. Generally, the heat dissipation amount Qh includes the air temperature Ta, the air amount Va, It is determined as a function of the water temperature Tw and the flow rate Vw.

Qh = f (Ta, Va, Tw, Vw)
Here, the air temperature Ta is the post-evaporator temperature Te, and the air volume Va can be calculated from the air volume generated by the blower fan 28 and the opening of the air mix damper 38. Further, the temperature Tw of the cooling water flowing through the heater core 36 can be detected by using the water temperature sensor 72 or the like, and the flow rate Vw of the cooling water is obtained by obtaining the rotation speed (drive voltage) of the electric pump 50 from the engine ECU 58. Thus, the heat dissipation amount Qh of the heater core 36 can be obtained.

From here, the heat radiation amount of the heater core 36 is a heating capacity required to produce conditioned air of the target outlet air temperature T _AO and the heat radiation amount Qo, when the required flow rate Vo the flow rate of the cooling water at that time,
Qo = f (Te, Va, Tw, Vo)
It becomes. Therefore, if the heat dissipation amount Qo is determined, the required flow rate Vo can be obtained from the heat dissipation amount Qo, the post-evaporator temperature Te, and the water temperature Tw.

  The air conditioner ECU 60 calculates a required flow rate Vo that is a minimum required flow rate when setting a heat radiation amount Qo necessary for obtaining a desired heating capacity, and a required flow rate of cooling water to the heater core 36 based on the calculation result. By setting Vr, an unnecessary increase in the rotational speed of the electric pump 50 is suppressed and power saving is achieved.

  On the other hand, in the heater core 36, when the flow rate of the cooling water decreases, temperature unevenness occurs on the surface, and it becomes difficult to uniformly heat the passing air, and when the flow rate becomes too high, the efficiency of heat exchange decreases. . From here, in the air conditioner 10, the minimum value (minimum flow rate Vmin) and the maximum value (maximum flow rate Vmax) of the flow rate Vw of the cooling water to the heater core 36 are set within a range in which the surface temperature of the heater core 36 does not vary. The required flow rate Vr of the cooling water is set in the range between the minimum flow rate Vmin and the maximum flow rate Vmax.

Thus, as shown in FIG. 3, in the engine ECU 58, when the electric pump 50 is driven based on the request of the air conditioner ECU 60, the flow rate of the cooling water circulated to the heater core 36 is the maximum flow rate Vmax and the minimum flow rate Vmin. rows that will in the range of.

  Here, the operation of the first embodiment will be described with reference to FIGS. 4 to 6.

  FIG. 4 shows an outline of drive control of the electric pump 50 executed by the engine ECU 58 of the vehicle provided with the air conditioner 10 to which the present invention is applied. This flowchart is executed at predetermined time intervals when an ignition switch (not shown) is turned on and the vehicle is ready to travel, and ends when the ignition switch is turned off.

  The engine ECU 58 reads the cooling water temperature detected by a water temperature sensor (not shown) in the first step 100, and in the next step 102, the cooling water temperature is set to a set temperature that is required to warm up the engine 40. Check if it is below. That is, it is confirmed whether the coolant temperature is low and the engine 40 needs to be warmed up.

  Here, when the water temperature is lower than the set temperature and the engine 40 needs to be warmed up, the engine ECU 58 drives the engine 40 (warming-up operation of the engine 40). At the same time, the engine ECU 58 makes an affirmative determination in step 102 and proceeds to step 104. In step 104, the electric pump 50 is stopped, and the cooling water is circulated to the engine 40, the engine radiator 44, and the like, thereby preventing an increase in the temperature of the cooling water from being suppressed.

  Thereby, the cooling water is heated by the heat generation of the engine 40, and the temperature of the engine 40 and the cooling water is increased.

  On the other hand, when the coolant temperature exceeds the set temperature, a negative determination is made at step 102 and the routine proceeds to step 106. In this step 106, the coolant temperature and the engine speed (engine speed Ne) are read. In the next step 108, the speed of the electric pump 50 is determined based on the engine speed Ne and the coolant temperature. Set.

  Here, for example, if the coolant temperature is within a predetermined range, the rotational speed of the electric pump 50 becomes a rotational speed corresponding to the engine rotational speed Ne. For example, the engine stop condition is satisfied and the engine 40 is stopped. Then, the electric pump 50 is also set to be stopped.

  At the same time, in step 110, it is confirmed whether or not there is a request from the air conditioner ECU 60 described later. In step 112, an acceleration detected by an acceleration sensor (not shown) or a change in traveling speed detected by the speed sensor is read. In step 114, it is confirmed whether or not the vehicle is decelerating.

  Here, if there is no request from the air conditioner ECU 60 and it is determined that the vehicle is in a decelerating state, a negative determination is made in step 110 and an affirmative determination is made in step 114 and the process proceeds to step 116 to determine the rotational speed of the electric pump 50. After that, the setting is raised, and in step 118, the electric pump 50 is driven at the set number of revolutions.

  The vehicle applied to the present embodiment is a hybrid vehicle that can be driven by the driving force of the electric motor in addition to the engine 40. When the vehicle decelerates, the vehicle is driven by driving the generator by the rotational force of the wheels. Power generation (regenerative power generation) is performed while decelerating, and the power storage means can be charged by this power (regenerative power).

  At this time, the engine ECU 58 drives the electric pump 50 using regenerative electric power, and increases the rotational speed of the electric pump 50 when the electric pump 50 is being driven.

  Thus, when the power storage means is charged using regenerative power, the power storage means is prevented from being overcharged, so that efficient charge / discharge is possible.

  When the vehicle is not decelerating, a negative determination is made at step 114 and the routine proceeds to step 118, where the electric pump 50 is rotationally driven at a rotation speed set based on the engine rotation speed Ne and the coolant temperature. Thereby, the cooling water is circulated according to the engine speed Ne. At this time, when the engine 40 is stopped and the electric pump 50 is set to stop, the electric pump 50 is stopped.

  On the other hand, when there is a request for circulation of the cooling water from the air conditioner ECU 60, the engine ECU 58 makes an affirmative determination in step 110 and proceeds to step 120 to confirm whether or not the flow rate is requested. At this time, if it is a flow rate request, an affirmative determination is made in step 120 and the process proceeds to step 122. Based on the request, the number of rotations of the electric pump 50 is set, and the electric pump 50 is driven to rotate at the number of rotations according to the request. (Step 118). That is, the electric pump 50 is driven so that the coolant flow rate Vr according to the request of the air conditioner ECU 60 is obtained.

  In this way, the engine ECU 58 drives / stops the electric pump 50 in response to the cooling / cooling of the engine 40 according to the driving / stopping of the engine 40, and increases or decreases the engine speed Ne when the engine 40 is driven. At the same time, by increasing / decreasing the flow rate of the cooling water by increasing / decreasing the number of revolutions of the electric pump 50, the cooling water having the required flow rate Vr is circulated through the heater core 36 so that unnecessary power consumption can be suppressed. To do.

On the other hand, in the air conditioner ECU 60, when the target blow temperature T _AO is set based on the set temperature T _SET or the like, the blower air volume and the opening degree of the air mix damper 38 are set based on the set target blow temperature T _AO to perform air conditioning. I try to drive. At this time, the air conditioner ECU 60 normally controls the opening degree of the air mix damper 38 based on the target blowing temperature T _AO , the blower air volume, the heat radiation amount of the heater core 36, etc. The generated air mix damper control (A / M control) is performed.

  FIG. 5 shows an outline of the setting of the required flow rate Vr and the setting of the air mix damper control executed by the air conditioner ECU 60. This flowchart shows a predetermined flow when the air conditioner 10 is turned on to start the air conditioning operation. It is executed at time intervals, and ends when the air conditioner 10 is turned off.

  In the first step 130, the air conditioner ECU 60 calculates the heat release amount Qo of the heater core 36 based on the required heating capacity, and based on this heat release amount Qo, the flow rate of the minimum cooling water to obtain the required heating capacity is calculated. A necessary flow rate Vo is calculated.

  In step 132, the flow rate Vw (actual flow rate) of the cooling water actually circulating through the heater core 36 is calculated from the drive voltage of the electric pump 50 acquired from the engine ECU 58.

  Thereafter, in step 134, it is confirmed whether or not the air conditioner 10 is a MAX COOL operating at the maximum cooling capacity. That is, it is confirmed whether or not the operation state is that the heating load is small and the cooling load is large.

  Here, when the cooling load is large and the air conditioner 10 performs air-conditioning operation with MAX COOL, an affirmative determination is made in step 134, the process proceeds to step 136, and the electric pump 50 is set to be permitted to stop. That is, the engine 40 is set to be stopped when the engine stop condition is satisfied.

  At the same time, when the cooling load is large, the heating capacity is unnecessary, and therefore, in step 138, the air mix damper 38 is set to a fully closed state.

  Thereby, in the air conditioner 10, without cooling the air cooled with the evaporator 18, it blows out from the empty blower outlet 32 to a vehicle interior, and aims at the efficient cooling of a vehicle interior. Further, when the air conditioner 10 does not require the heating capacity, it is possible to reliably suppress driving of the electric pump 50 only for circulating the cooling water to the heater core 36, and to save power. .

  When a negative determination is made at step 134 (when it is not MAX COOL), the routine proceeds to step 140 where it is determined whether the blowing mode is set to either the DEF mode or DEF / FOOT mode for selecting the defroster outlet 32A. Check.

  Here, when the blow-out mode is set to either the DEF mode or the DEF / FOOT mode, an affirmative determination is made at step 140 and the routine proceeds to step 142, where the required flow rate Vr of cooling water is set to the maximum flow rate Vmax. At the same time, in step 144, the air mix damper 38 is set to fully open so that the maximum heating capacity can be obtained. That is, it sets so that the heating capability of the air conditioner 10 may become the maximum.

  When fogging occurs in the window glass, the DEF mode or the DEF / FOOT mode is selected as the blowing mode in order to remove fogging (antifogging). At this time, by setting the heating capacity to be maximum, the conditioned air heated by the heater core 36 is blown out from the defroster blowout port 32A, and the fogging of the wind glass is quickly and reliably removed. It ensures that the vehicle has an accurate view.

  On the other hand, when the DEF mode or the DEF / FOOT mode is not selected, a negative determination is made at step 140 and the routine proceeds to step 146. In this step 146, it is confirmed whether the blowing mode is set to the BI-LEVEL mode for selecting the register blowing port 32B and the foot blowing port 32C. If the BI-LEVEL mode is set, an affirmative determination is made in step 146. Then, the process proceeds to step 148.

  In this step 148, the required flow rate of the cooling water is increased at a preset ratio in the range of 10% to 20%, for example, so that the heat release amount Qh of the heater core 36 becomes higher than the required heat release amount Qo. To.

  In general, in the mid-term such as spring and autumn, the BI-LEVEL mode is often used to blow off the relatively cool air-conditioning air to the upper body of the occupant while increasing the temperature of the air-conditioning air blowing to the feet. At this time, by increasing the required flow rate Vr with respect to the required flow rate Vo, the temperature difference between the temperature of the conditioned air blown from the register outlet 32B and the temperature of the conditioned air blown from the foot outlet 32C. It is possible to give passengers a comfortable feeling of air conditioning.

  When the FACE mode, FOOT mode, etc. are set, a negative determination is made at step 146 and the routine proceeds to step 150.

  In step 150, it is confirmed whether or not the required flow rate Vo is lower than the actual flow rate Vw. When the required flow rate Vo is less than or equal to the flow rate Vw (Vo ≦ Vw), an affirmative determination is made in step 150, The process proceeds to 152, and the engine ECU 58 is set not to request the flow rate of the cooling water. At the same time, in step 154, normal air mix damper control (A / M control) is set to be executed.

  On the other hand, for example, when the engine speed Ne is low and the speed of the electric pump 50 is low, or when the engine 40 is stopped and the electric pump 50 is also stopped, the actual flow rate is changed. When Vw is small and the required flow rate Vo exceeds the actual flow rate Vw (Vo> Vw), a negative determination is made in step 150 and the process proceeds to step 156 to determine whether the required flow rate Vo is the minimum flow rate Vmin or less. Check.

  Here, when the required flow rate Vo has not reached the minimum flow rate Vmin, an affirmative determination is made in step 156 and the routine proceeds to step 158, where the minimum flow rate Vmin is set to the required flow rate Vo.

  As a result, the electric pump 50 is driven with the minimum necessary ability to efficiently heat the air without causing unevenness in the temperature distribution on the surface of the heater core 36, so that the electric power consumption of the electric pump 50 is reduced. The vehicle interior can be efficiently air-conditioned while being suppressed.

  If the required flow rate Vo exceeds the minimum flow rate Vmin, a negative determination is made in step 156 and the process proceeds to step 160 to check whether the required flow rate Vo is equal to or greater than the maximum flow rate Vmax.

  Here, when the required flow rate Vo exceeds the maximum flow rate Vmax, an affirmative determination is made at step 160 and the routine proceeds to step 162 where the maximum flow rate Vmax is set to the required flow rate Vo.

  Thereby, the flow rate Vw of the cooling water is increased so that the heat exchange efficiency (heating efficiency) of the heater core 36 can be prevented from being lowered, and the power consumption efficiency of the electric pump 50 is lowered. So that there is no.

  In this way, the required flow rate Vo is set to the minimum flow rate Vmin or the maximum flow rate Vmax, or the required flow rate Vo is in the range from the minimum flow rate Vmin to the maximum flow rate Vmax (Vmin <Vo <Vmax), and negative in step 160. If determined, the process proceeds to step 164.

  In step 164, the required flow rate Vo is set to the required flow rate Vr. At the same time, in step 166, the opening degree of the air mix damper 36 is set to normal control (A / M control).

  The air conditioner ECU 60 controls the opening degree of the air mix damper 36 based on such a setting, and in step 168, the engine ECU 58 performs a request process based on the setting.

  FIG. 6 shows an outline of the request process to be executed, which shows an outline of the request process executed by the air conditioner ECU 60. This flowchart is executed by moving to step 168 in the flowchart of FIG. 5. In the first step 170, it is confirmed whether or not the flow rate is set to be requested. In the next step 172, the engine 40 is stopped. Check if the permission is set.

  Here, when the actual flow rate Vw is larger than the required flow rate, and no request is set, an affirmative determination is made in step 170 and the request process is terminated.

  Further, when the heating load is small and heating of the conditioned air by the heater core 36 is unnecessary, so that the electric pump 50 is permitted to be stopped, an affirmative determination is made at step 172 and the routine proceeds to step 174.

  In step 174, the set request (in this case, permission to stop electric pump 50) is output to engine ECU 58.

  By receiving this request, the engine ECU 58 stops the rotation of the electric pump 50 when the rotation speed of the electric pump 50 is set to zero based on the coolant temperature and the engine rotation speed Ne. As a result, the electric pump 50 is not driven and the cooling water is not unnecessarily circulated to the heater core 36, and power saving can be achieved.

  On the other hand, when the required flow rate Vr is set, a negative determination is made at step 170 and step 172, and the routine proceeds to step 176. In step 176, it is confirmed whether or not the engine 40 is stopped.

  Here, if the engine 40 is being driven, a negative determination is made in step 176, the process proceeds to step 174, and the required flow rate Vr is output to the engine ECU 58.

  The engine ECU 58 receives the required flow rate Vr and drives the electric pump 50 at a rotation speed set so that the flow rate of the cooling water circulated through the heater core 36 becomes the required flow rate Vr. As a result, the heating capacity required by the air conditioner 10 can be obtained, and the passenger compartment can be brought into an air conditioning state required by the passenger.

  Here, since the flow rate of the cooling water required by the air conditioner ECU 60 (required flow rate Vr) is in the range between the minimum flow rate Vmin and the maximum flow rate Vmax, the air-conditioning can be efficiently performed without causing temperature unevenness on the surface of the heater core 36. Wind can be heated.

  Here, for example, when the DEF mode or the DEF / FOOT mode is selected and the required flow rate Vr is the maximum flow rate Vmax, in the engine ECU 58, the rotation speed of the electric pump 50 is the maximum flow rate Vw of the heater core 36. If the rotational speed at which the flow rate Vmax is reached has not been reached, the rotational speed of the electric pump 50 is increased to that rotational speed.

  In the air conditioner 10, air heated by the cooling water circulated through the heater core 36 at this flow rate is blown out toward the wind glass or the like as conditioned air.

  Thus, in the air conditioner ECU 60, when the blowing of the conditioned air from the defroster outlet 32A is selected (DEF mode or DEF / FOOT mode), the flow rate of the cooling water is increased by giving priority to this selection. As a result, a reliable anti-fogging effect can be obtained, and a certain field of view and driving safety can be ensured.

On the other hand, required flowrate Vr is set on the basis of the target outlet air temperature _{T AO,} by drop set temperature _{T SET,} the target outlet air temperature _{T AO} is lowered, thereby, the required flow rate Vr is also lowered.

  Further, the required flow rate Vr is set based on the minimum heat release amount of the heater core 36 when the vehicle interior is in a desired air conditioning state. Therefore, by driving the electric pump 50 based on the required flow rate Vr, the electric pump 50 is not driven at a higher rotational speed than necessary, and the consumption of electric power for driving the electric pump 50 is suppressed. Can do.

On the other hand, in the flowchart of FIG. 6, if the engine stop condition is satisfied and the engine 40 is stopped, an affirmative determination is made in step 176 and the routine proceeds to step 178. In step 178, the setting of the required flowrate Vr, for example, reduced in etc. preset specific rate, it sets the required flow rate was reduced to the new required flowrate Vr.

  Thereafter, in step 180, it is confirmed whether or not the newly set required flow rate Vr is smaller than the minimum flow rate Vmin. If the required flow rate Vr is smaller than the minimum flow rate Vmin, an affirmative determination is made in step 180 and the minimum flow rate Vmin is reached. Is set to the required flow rate Vr.

  In step 184, it is confirmed whether the required flow rate Vr is equal to or higher than the actual flow rate Vw. Here, when the required flow rate Vr becomes smaller than the actual flow rate Vw, a negative determination is made in step 184, and the flow rate request to the engine ECU 58 is terminated (stopped). When the required flow rate Vr exceeds the actual flow rate Vw, an affirmative determination is made at step 184 to request the required flow rate Vr from the engine ECU 58.

  In this way, the air conditioner ECU 60 does not unnecessarily increase the rotational speed of the electric pump 50 when the engine 40 is stopped. Therefore, the temperature drop (cooling) caused by the flow of cooling water to the engine radiator 44 is avoided. (Decrease in water temperature) can be suppressed, and efficient heating using the residual heat of the engine 40 becomes possible.

  Further, when the flow rate of the cooling water flowing through the engine radiator 44 increases, cooling of the cooling liquid is promoted. For this reason, when the cooling water temperature decreases, the cooling water temperature is increased. Then, the engine 40 is driven. Thereby, the stop time of the engine 40 when performing eco-run control is shortened.

That is, the air conditioner ECU 60 prevents the cooling water from flowing more than necessary, and the cooling time of the engine 40 is shortened because the cooling water is circulated or the flow rate of the cooling water is increased especially when the engine 40 is stopped. Suppress. Thereby, power saving can be achieved when eco-run control is performed.
[Second Embodiment]
Next, a second embodiment of the present invention will be described. The basic configuration of the second embodiment is the same as that of the first embodiment described above, and the same reference numerals are used for the same components as those of the first embodiment in the second embodiment. Will be omitted.

  FIG. 7 shows a schematic configuration of the cooling water circulation according to the second embodiment. In the second embodiment, a circulation circuit 74 is provided instead of the circulation circuit 56. In the circulation circuit 74, a bypass path 76 that bypasses the engine 40 is formed, and a water pump 78 is provided in the bypass path 76. In the second embodiment, the water pump 46 provided in the cooling water circuit 42 is referred to as a main pump 46 and the water pump 78 sub pump 76 provided in the circulation circuit 74.

  A switching valve 80 is provided between the cooling water circuit 42 and the circulation circuit 74, and the cooling water circuit 42 and the circulation circuit 74 are disconnected by closing the switching valve 80. Accordingly, the main pump 46 is driven in a state where the switching valve 80 is opened and the sub pump 78 is stopped, so that the cooling water in the engine 40 is supplied to the cooling water circuit 42 (engine radiator 44) and the circulation circuit 74 (heater core). To each of 36). Further, the sub-pump 78 is driven in a state in which the switching valve 80 is closed, so that the cooling water in the circulation circuit 74 is circulated only in the circulation circuit 74.

  The circulation circuit 74 is provided with an auxiliary heater 82 serving as auxiliary heating means. The auxiliary heater 82 can heat the cooling water passing through the auxiliary heater 82.

  As the auxiliary heater 82, a general electric heater can be used. Further, as the auxiliary heater 82, for example, a heat pump system in which a refrigerant is heated by heat generated from the condenser 14 when the air conditioner 10 performs an air conditioning operation, and the refrigerant is circulated between the auxiliary heater 82 is applied. Can do. Further, the auxiliary heater 82 is not limited to these, and various heating mechanisms for heating the cooling water circulated through the circulation circuit 74 can be applied.

  The main pump 46 is connected to an electric motor 86 via an electromagnetic clutch 84, and a sub pump 78 is connected to the electric motor 86 via an electromagnetic clutch 88, and the main pump is driven by the driving force of the electric motor 86. 46 and the sub pump 78 can be driven individually.

  In the present embodiment, as an example, the discharge capacity of the sub pump 78 is made smaller than that of the main pump 46. For example, when the main pump 46 is driven, the sub pump 78 is driven at the same rotational speed as the flow rate flowing through the circulation circuit 74. Sometimes the flow rate of the cooling water flowing through the circulation circuit 74 is substantially the same.

  As shown in FIG. 8, the electromagnetic clutches 84 and 88 and the switching valve 80 are connected to the engine ECU 58 </ b> A that controls the operation of the engine 40, as well as the electric motor 86. An auxiliary heater 82 is connected to the air conditioner ECU 60A that controls the operation of the air conditioner 10A.

  In the engine ECU 58A, when the ignition switch is turned on and the engine 40 can be started, if the temperature of the engine 40 and the cooling water is low, the engine 40 is warmed up to warm the engine 40 and the cooling water. As a result, when the coolant temperature rises, the engine ECU 58A controls the flow rate of the coolant based on the engine speed Ne, the water temperature Tw, and the request from the air conditioner ECU 60A, as with the engine ECU 58 described above. ing.

  Here, the engine ECU 58A stops the operation of the main pump 46 during the warm-up operation of the engine 40, and promotes the temperature rise of the engine 40 and the cooling water.

  In the engine ECU 58A, when there is a cooling water circulation request from the air conditioner ECU 60 during the warm-up operation, the cooling water circuit 42 and the circulation circuit 74 are disconnected by the switching valve 80, and the main pump 46 and the electric motor 86 are separated by the electromagnetic clutch 84. Then, only the sub pump 78 is driven by the electric motor 86. Thereby, the cooling water is not circulated in the cooling water circuit 42, and the cooling water in the circulation circuit 74 is circulated only by the circulation circuit 74.

  In addition, when the operation switch of the air conditioner 10A is turned on during the warm-up operation of the engine 40, the air conditioner ECU 60A requests the engine ECU 58A to circulate cooling water and activates the auxiliary heater 82.

  Thereby, the cooling water heated by the auxiliary heater 82 is circulated to the heater core 36 so that the air passing through the heater core 36 is heated.

  9A and 9B show an outline of the cooling water circulation process during the warm-up operation.

  FIG. 9A shows an outline of processing in the engine ECU 58A. This flowchart is executed when, for example, an ignition switch (not shown) is turned on and the engine 40 is started. In the first step 200, for example, the coolant temperature Tw detected by the water temperature sensor 90 (see FIG. 8) is determined. Read. Thereafter, in step 202, it is confirmed whether or not the read water temperature Tw is a temperature required for warm-up operation. That is, when the warm-up operation is performed when the water temperature Tw is equal to or lower than a predetermined temperature Tmin (for example, Tmin = 40 ° C.), it is confirmed whether or not the water temperature Tw is equal to or lower than the temperature Tmin.

  Here, immediately after the vehicle is temporarily stopped and the ignition switch is turned off, the ignition switch is turned on again, so that the engine 40 and the cooling water are in a warmed state, so that the warm-up operation is unnecessary (for example, , Tw> Tmin), a negative determination is made at step 202, and the routine proceeds to step 204.

  In this step 204, the switching valve 80 is turned off, the flow path of the cooling water between the cooling water circuit 42 and the circulation circuit 74 is opened, the electromagnetic clutch 88 is turned off to disconnect the electric motor 86 and the sub pump 78, and the electromagnetic The clutch 84 is turned off to connect the electric motor 86 and the main pump 46, and the main pump 46 that is operated by driving the electric motor 86 is set so that the cooling water is circulated through the cooling water circuit 42 and the circulation circuit 74. The process for machine operation is terminated.

  Accordingly, the flow shifts to normal flow control based on the engine speed Ne, the water temperature Tw, and the request from the air conditioner ECU 60A. That is, step 106 to step 118 in FIG. 4 are repeatedly executed.

  Here, as an example, the electromagnetic clutch 84 connects the electric motor 86 and the main pump 46 in the off state, the electromagnetic clutch 88 disconnects the electric motor 86 and the sub pump 78 in the off state, and the switching valve 80 is Although it has been described that the flow path is opened in the off state, each on / off operation is not limited to this.

  On the other hand, when the water temperature Tw is a temperature that requires a warm-up operation (Tw ≦ Tmin), an affirmative determination is made in step 202 and the process proceeds to step 206 to stop the main pump 46. In this process, for example, the main pump 46 and the electric motor 86 are disconnected by turning on the electromagnetic clutch 84 or the like.

  Thereafter, in step 208, it is confirmed whether or not there is a cooling water circulation request from the air conditioner ECU 60A.

  On the other hand, FIG. 9B shows an outline of the auxiliary heating control executed by the air conditioner ECU 60A during the warm-up operation of the engine 40. This flowchart is executed, for example, when the operation switch of the air conditioner 10A is turned on. In the first step 220, it is confirmed whether or not the engine 40 is warming up. Whether or not this warm-up operation is being performed may be acquired from the engine ECU 58A, and the coolant temperature Tw detected by the coolant temperature sensor 72 is read to determine whether or not the coolant temperature Tw has reached the temperature Tmin. You may judge from.

  Here, when the warm-up operation is finished, a negative determination is made at step 220 and the routine proceeds to step 172, where the flow rate request (see FIGS. 5 and 6) based on the necessary flow rate described in the first embodiment is made. Set to do.

  In contrast, if the engine 40 is warming up, an affirmative determination is made at step 220 and the routine proceeds to step 224. In step 224, the engine ECU 58A is requested to circulate cooling water in order to heat the air (air conditioned air) using the heater core 36. In other words, the cooling circuit 74 is requested to circulate the cooling water. At the same time, in step 226, the auxiliary heater 82 is operated to heat the coolant passing through the auxiliary heater 82.

  When the air conditioner ECU 60A requests circulation of the cooling water during the warm-up operation of the engine 40, an affirmative determination is made in step 208 and the process proceeds to step 210 in the flowchart of FIG. In step 210, the switching valve 80 is turned on to close the flow path of the cooling water between the cooling water circuit 42 and the circulation circuit 74. In step 212, the electromagnetic clutch 88 is turned on, and the electric motor 86 and The sub pump 78 is connected to drive the electric motor 78 at a predetermined rotational speed.

  Thereby, between the engine 40 and the engine radiator 44, the circulation of the cooling water in the circulation circuit 74 is performed in the circulation circuit 74 in a state where the circulation of the cooling water is stopped. At this time, since the auxiliary heater 82 is operated, the cooling water heated by the auxiliary heater 82 is circulated to the heater core 36.

  In the heater core 36, the cooling water heated by the auxiliary heater 82 is circulated, whereby the air blown out as the conditioned air into the passenger compartment is heated by the heater core 36.

  Therefore, in the air conditioner 10 </ b> A, even when the engine 40 has a low cooling water temperature Tw, the vehicle interior is made comfortable by the cooling water heated by the auxiliary heater 82 while promoting the warming up of the engine 40. Can be air-conditioned. In particular, when the outside air temperature is low, such as in winter, warm-up operation takes time and a rapid heating effect is required. At this time, the cooling water is prevented from being circulated to the engine radiator 44. Thus, the vehicle interior can be accurately heated from a state where the temperature of the engine 40 and the cooling water is low while promoting the temperature rise of the engine 40 and the cooling water.

  Note that the auxiliary heater 82 at this time may be on / off controlled so that the cooling water circulated in the heater core 36 is in a predetermined temperature range. Can be applied.

  Here, the main pump 46 and the electric motor 86 are disconnected in step 206, but in step 206, the electric pump 86 is only stopped and the main pump 46 is turned on when the switching valve 80 is turned on in step 210. Any procedure can be applied as long as the main pump 46 is disconnected before the electric motor 86 is driven.

  On the other hand, in step 214 in FIG. 9A, it is confirmed whether or not the warm-up operation has been completed. As shown in FIG. 9B, the air-conditioner ECU 60A performs the warm-up operation in step 228. Check whether or not.

  Here, when the warm-up operation of the engine 40 is completed, as shown in FIG. 9B, the air conditioner ECU 60A makes an affirmative determination in step 228 and proceeds to step 230 to stop the auxiliary heater 82 and The cooling water circulation request during the operation of the machine is stopped, and thereafter, the process proceeds to step 222 to shift to the normal control that requires the cooling water circulation based on the required flow rate.

  Further, as shown in FIG. 9A, in the engine ECU 58A, when the warm-up operation of the engine 40 is completed, an affirmative determination is made in step 214 and the routine proceeds to step 204, where the switching valve 80 and the electromagnetic clutch 88 are turned off. The main pump 46 and the electric motor 86 are connected by the electromagnetic clutch 84 so that the main pump 46 is driven by the driving force of the electric motor 86, and the engine speed Ne, the coolant temperature Tw and the air conditioner 10A are required. Based on the cooling water flow control.

  Thus, after the warm-up operation of the engine 40 is completed, the vehicle interior can be brought into a comfortable air-conditioning state while preventing the electric motor 86 used for circulating the cooling water from being driven more than necessary. .

  In the second embodiment, the drive of the main pump 46 is stopped during the warm-up operation. However, the present invention is not limited to this, and the main pump 46 may be intermittently driven to perform the operation. good. In this case, when the sub pump 78 is stopped, the electric motor 86 may be intermittently driven while the main pump 46 and the electric motor 86 are connected by the electromagnetic clutch 84, and when the sub pump 78 is driven. The main clutch 46 and the electric motor 86 may be connected by driving the electromagnetic clutch 84 intermittently.

  In the present embodiment described above, the drive control of the electric motors 48 and 86 is performed by the engine ECUs 58 and 58A. However, the drive of the electric motors is performed based on requests from the engine ECUs 58 and 58A and the air conditioner ECUs 60 and 60A. Arbitrary configurations can be applied, such as providing a separate controller for controlling.

  Further, the present embodiment described above does not limit the configuration of the present invention, and the present invention is applied to a vehicle having an arbitrary configuration for performing engine stop control such as a hybrid vehicle and an air conditioner provided in the vehicle. Can do. At this time, in the present invention, since the cooling water is circulated using the electric motor, it is possible to circulate the cooling water at an arbitrary timing and a desired amount. At this time, power saving can be achieved by minimizing the flow rate of the cooling water circulated to the heater core 36.

It is a schematic block diagram of the circulation of the cooling water which concerns on 1st Embodiment. It is a schematic block diagram which shows an example of an air conditioner. It is a diagram which shows an example of the change of the flow volume of the cooling water with respect to an engine speed. It is a flowchart which shows the outline of drive control of an electric pump. It is a flowchart which shows the outline of the setting of the required flow volume which concerns on this invention, and the setting of the control of the air mix damper accompanying this. It is a flowchart which shows the outline of the flow request | requirement based on the setting of a request | required flow rate. It is a schematic block diagram of the circulation of the cooling water which concerns on 2nd Embodiment. It is a block diagram which shows the outline of control of the air conditioner and electric motor which concern on 2nd Embodiment. (A) is a flowchart which shows the outline of the circulation control of the cooling water at the time of warm-up operation, (B) is a flowchart which shows the outline of the circulation request | requirement of the cooling water at the time of warm-up operation.

Explanation of symbols

10, 10A air conditioner (vehicle air conditioner)
DESCRIPTION OF SYMBOLS 12 Compressor 14 Condenser 18 Evaporator 32A Defroster outlet 36 Heater core 38 Air mix damper 40 Engine 42 Cooling water circuit 44 Engine radiator 46 Water pump (electric pump)
48 Electric motor (electric pump)
50 Electric pump 56, 74 Circulation circuit 58, 58A Engine ECU (drive control means)
60, 60A Air conditioner ECU (flow rate calculation means, request means)
78 Water pump (electric pump)
80 Switching valve 82 Auxiliary heater 84, 88 Electromagnetic clutch 86 Electric motor (electric pump)

Claims (3)

Speed is controlled Rutotomoni, an electric pump that the engine coolant flow rate corresponding to the rotational speed which is controlled Ru is circulated, the engine stop control for stopping the engine drive when predetermined engine stop condition is satisfied performs the rotational speed and the driving of the electric pump in accordance with the required flow rate of the engine coolant of the engine, stop, and is found on the vehicle comprising an engine control means for controlling the rotational speed in the drive, set setting a target outlet air temperature based on temperature and environmental conditions, a vehicle air-conditioning system for air-conditioning the passenger compartment conditioned air corresponding to the target discharge temperature,
A heater core for exchanging heat between the air used for the generation of the conditioned air and the engine coolant by Ri is circulated to the drive of the electric pump,
A flow rate calculating means for calculating a required flow rate of the engine coolant that circulates to the heater core, which is required to obtain conditioned air at the target blowing temperature;
Correction means for correcting the necessary flow rate so as to decrease at a preset ratio;
Determination means for determining whether or not the required flow rate and the required flow rate corrected by the correction unit exceed the actual flow rate of the engine coolant circulated through the heater core;
Detecting means for detecting whether or not the engine is stopped;
When the engine is driven and the determination unit determines that the required flow rate exceeds the actual flow rate, the required flow rate is set as the required flow rate, the engine is stopped, and the determination unit Setting means for setting the corrected required flow rate as the required flow rate when it is determined that the corrected required flow rate exceeds the actual flow rate;
Requesting means for requesting the engine control means to drive the electric pump so that the engine coolant having the required flow rate set by the setting means is circulated to the heater core ;
The including car dual-use air-conditioning system. Based on the heat exchange efficiency between the engine coolant and air of the heater core, a minimum flow rate and a maximum flow rate of the engine coolant flow are set, and the requesting unit is configured when the required flow rate exceeds the maximum flow rate. The vehicle air conditioner according to claim 1 , wherein the maximum flow rate is the required flow rate, and the minimum flow rate is the required flow rate when the required flow rate is less than the minimum flow rate . The engine speed is controlled, and an electric pump that circulates the engine coolant at a flow rate corresponding to the controlled engine speed and engine stop control that stops the engine drive when a preset engine stop condition is satisfied. And an engine control means for controlling the rotational speed of the electric pump to be driven, stopped, and driven according to the engine rotational speed and the required flow rate of the engine coolant. A vehicle air conditioner computer that sets a target blowing temperature based on environmental conditions and air-conditions the passenger compartment with conditioned air according to the target blowing temperature,
In the heater core for exchanging heat between the engine coolant circulated by driving the electric pump and the air used for generating the conditioned air, the heater core required to obtain the conditioned air at the target outlet temperature A flow rate calculating means for calculating a required flow rate of the engine coolant circulating to
Correction means for correcting the necessary flow rate so as to decrease at a preset ratio;
Determination means for determining whether or not the required flow rate and the required flow rate corrected by the correction unit exceed the actual flow rate of the engine coolant circulated through the heater core;
Detecting means for detecting whether or not the engine is stopped;
When the engine is driven and the determination unit determines that the required flow rate exceeds the actual flow rate, the required flow rate is set as the required flow rate, the engine is stopped, and the determination unit Setting means for setting the corrected required flow rate as the required flow rate when it is determined that the corrected required flow rate exceeds the actual flow rate;
Requesting means for requesting the engine control means to drive the electric pump so that the engine coolant having the required flow rate set by the setting means is circulated to the heater core ;
Program to make it function .

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