JP5381549B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner.

  Conventionally, in Patent Document 1, in a vehicle air conditioner applicable to a hybrid vehicle that obtains driving power from an engine and a driving electric motor, both a heater core that uses engine cooling water as a heat source and a PTC heater that generates heat when energized. The heating means which heats the air blown into the vehicle interior by the heating means to heat the vehicle interior is disclosed.

  Here, the hybrid vehicle disclosed in Patent Document 1 is in a so-called EV traveling state in which, when the engine coolant temperature becomes lower than the threshold value, the vehicle travels only with the driving force of the traveling electric motor while the engine is stopped. The engine is also operated to raise the temperature of the engine coolant. Further, in the vehicle air conditioner disclosed in Patent Document 1, the engine operation for decreasing the engine operation frequency and increasing the temperature of the engine cooling water by lowering the threshold as the amount of heat generated by the PTC heater increases. Deterioration of fuel consumption due to fuel consumption is suppressed.

JP 2008-174042 A

  Here, the vehicle air conditioner disclosed in Patent Document 1 employs a configuration in which the blown air cooled and dehumidified by the evaporator is reheated by a heater core using engine cooling water as a heat source. For this reason, even if it is a case where dehumidification is unnecessary, since the temperature of blowing air is reduced with an evaporator, a high heating capability is needed in a heater core. As a result, since it is necessary to operate the engine, the effect of suppressing deterioration in fuel consumption cannot be obtained sufficiently.

  By the way, when the vehicle speed is low, such as in winter, and the vehicle speed is high, the heat inside the vehicle compartment is easily taken away from the windshield. Since air flows from the front of the vehicle toward the rear of the vehicle in the passenger compartment, the air cooled in the vicinity of the windshield hits the occupant's face and gives the passenger discomfort. For this reason, when the vehicle speed is high, in order to give a sufficient feeling of heating to the occupant, it is necessary to increase the blowing temperature, that is, to increase the cooling water temperature supplied to the heater core.

  On the other hand, when the vehicle speed of the vehicle is low, the feeling of heating is not so much required, so the temperature of the engine coolant supplied to the heater core need not be increased. Therefore, the need to operate the engine to increase the temperature of the engine coolant is reduced.

  However, the vehicle air conditioner disclosed in Patent Document 1 may cause the engine to operate even when the vehicle speed is low and a high feeling of heating is not required, that is, when it is not actually necessary to operate the engine. . As a result, the effect of suppressing deterioration in fuel consumption cannot be obtained sufficiently.

  The present invention has been made in view of the above points, and an object thereof is to provide a vehicle air conditioner that can realize heating of a passenger compartment while sufficiently suppressing deterioration of fuel consumption.

  In order to achieve the above object, according to the first aspect of the present invention, the compressor (31) that sucks in, compresses and discharges the refrigerant, and exchanges heat between the refrigerant and the blown air blown into the vehicle interior of the vehicle. A vapor compression refrigeration cycle (30) having an evaporator (13) for evaporating the refrigerant, a heating means (14) for heating the blown air using cooling water of the internal combustion engine (EG) as a heat source, and an evaporator (13 ) With respect to the target blowing temperature calculating means (S9) for calculating the target blowing temperature (TEO) of the blown air blown from the internal combustion engine (EG) and the internal combustion engine control means (70) for controlling the operation of the internal combustion engine (EG). A request signal output means (50a) for outputting an operation request signal for operating (EG), and a vehicle speed detection means (59) for detecting the vehicle speed of the vehicle, and the target blowout temperature calculation means as the vehicle speed decreases. (S9) is the target blowout With increasing the degree (TEO), the request signal output means (50a) is characterized by reducing the frequency of outputting the actuation request signal to the engine control unit (70).

According to this, when the vehicle speed is slow and the feeling of heating is not so much required, the target blowing temperature (TEO) of the evaporator (13) is raised and the internal combustion engine control means (70) is requested to operate. Since the frequency of signal output is reduced, the fuel consumption of the entire vehicle can be sufficiently improved. At this time, since the inlet air temperature of the heating means (14) can be increased by increasing the target outlet temperature (TEO) of the evaporator (13), the operating frequency of the internal combustion engine (EG) decreases. Even if the temperature of the cooling water supplied to the heating means (14) is lowered, conditioned air having a desired temperature can be created. As a result, heating of the passenger compartment can be realized while sufficiently suppressing deterioration of fuel consumption. Furthermore, when the vehicle speed of the vehicle is slow , the temperature of the window glass is unlikely to decrease. Therefore, even if the target blowing temperature (TEO) of the evaporator (13) is increased, the anti-fogging property of the window glass can be ensured. .

  Here, when it rains, the temperature of the window glass decreases as in the case where the vehicle speed of the vehicle is high, so that window fogging easily occurs.

  Therefore, as in the invention described in claim 2, in the vehicle air conditioner described in claim 1, the vehicle air conditioner includes a rain detection means (60e) for detecting rainfall on the vehicle, and the target blowing temperature calculation means (S9) includes: The degree of increase in the target blowing temperature (TEO) when the rain is detected by the rain detection means (60e) may be reduced as opposed to the case where the rain is not detected by the rain detection means (60e).

  According to this, the target blowing temperature (TEO) of the evaporator (13) at the time of rain when window fogging is likely to occur can be made lower than the target blowing temperature (TEO) of the evaporator (13) at the time of non-rainfall. Therefore, the anti-fogging property of the window glass can be ensured more reliably.

  According to a third aspect of the present invention, in the vehicle air conditioner according to the second aspect, the rain detection means is a wiper switch (60e) for operating the wiper of the vehicle, and the target blowing temperature calculating means ( In S9), the degree of increase in the target blowing temperature (TEO) when the wiper is activated may be made smaller than when the wiper is not activated.

  Further, as in the invention described in claim 4, in the vehicle air conditioner described in claim 2, the rain detection means may be a rain drop sensor that detects rain drops attached to the vehicle.

In the invention according to claim 5 , the compressor (31) that sucks in, compresses and discharges the refrigerant, and the evaporator that evaporates the refrigerant by exchanging heat between the refrigerant and the air blown into the vehicle interior of the vehicle. (13) a vapor compression refrigeration cycle (30), and a heat medium heated by a heat generating device (EG) that operates while generating heat by consuming an energy source used to output driving power. Heating means (14) for heating the blown air blown into the passenger compartment as a heat source, and target blowing temperature calculating means (S9) for calculating the target blowing temperature (TEO) of the blowing air blown from the evaporator (13). A request signal output means (50a) for outputting an operation request signal for operating the heat generating device (EG) to a heat generating device control means (70) for controlling the operation of the heat generating device (EG), and the vehicle speed of the vehicle. Detect Vehicle speed detection means (59), and as the vehicle speed decreases, the target blowing temperature calculation means (S9) raises the target blowing temperature (TEO), and the request signal output means (50a) is a heating device control means. In contrast to (70), the frequency of outputting the operation request signal is reduced.

According to this, when the vehicle speed is slow and the feeling of heating is not so much required, the target blowing temperature (TEO) of the evaporator (13) is raised and an operation request is made to the heating device control means (70). Since the frequency of signal output is reduced, the fuel consumption of the entire vehicle can be sufficiently improved. At this time, since the inlet air temperature of the heating means (14) can be increased by increasing the target outlet temperature (TEO) of the evaporator (13), the operating frequency of the heat generating device (EG) decreases. Even if the temperature of the cooling water supplied to the heating means (14) is lowered, conditioned air having a desired temperature can be created. As a result, heating of the passenger compartment can be realized while sufficiently suppressing deterioration of fuel consumption. Furthermore, when the vehicle speed of the vehicle is slow , the temperature of the window glass is unlikely to decrease. Therefore, even if the target blowing temperature (TEO) of the evaporator (13) is increased, the anti-fogging property of the window glass can be ensured. .

  In addition, the code | symbol in the bracket | parenthesis of each means described in this column and the claim is an example which shows a corresponding relationship with the specific means as described in embodiment mentioned later.

1 is an overall configuration diagram of a vehicle air conditioner according to an embodiment. It is a block diagram which shows the electric control part of the vehicle air conditioner of one Embodiment. It is a circuit diagram of the PTC heater of one embodiment. It is a flowchart which shows the control processing of the vehicle air conditioner of one Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of one Embodiment.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows an overall configuration of a vehicle air conditioner according to the present embodiment, and FIG. 2 shows a configuration of an electric control unit of the vehicle air conditioner. The vehicle air conditioner of the present embodiment is mounted on a hybrid vehicle that obtains driving force for vehicle traveling from an engine (internal combustion engine) EG and a traveling electric motor.

  The hybrid vehicle according to the present embodiment operates or stops the engine EG according to the traveling load of the vehicle, etc., and stops the engine EG by obtaining driving force from both the engine EG and the traveling electric motor. Thus, it is possible to switch the running state in which the driving force is obtained only from the traveling electric motor. Thereby, the vehicle fuel consumption is improved with respect to the normal vehicle which obtains the driving force for vehicle travel only from the engine EG.

  Further, the operation of the engine EG such as the operation or stop of the engine EG is controlled by an engine control device 70 described later. Furthermore, the driving force output from the engine EG of the present embodiment is used not only for driving the vehicle but also for operating a generator (not shown).

  And the electric power generated by the generator can be stored in a battery (not shown), and the electric power stored in the battery includes not only the electric motor for traveling but also each component device constituting the vehicle air conditioner 1. Can be supplied to various in-vehicle devices.

  Next, the detailed structure of the vehicle air conditioner 1 of this embodiment is demonstrated. The vehicle air conditioner 1 of this embodiment includes an indoor air conditioner unit 10 shown in FIG. 1, an air conditioner control device 50 shown in FIG. First, the indoor air conditioning unit 10 is disposed inside the instrument panel (instrument panel) at the foremost part of the vehicle interior, and the blower 12, the evaporator 13, the heater core 14, and the PTC heater 15 are disposed in the casing 11 that forms the outer shell. Etc. are accommodated.

  The casing 11 forms an air passage for blown air that is blown into the passenger compartment, and is formed of a resin (for example, polypropylene) that has a certain degree of elasticity and is excellent in strength. On the most upstream side of the blown air flow in the casing 11, an inside / outside air switching box 20 for switching and introducing inside air (vehicle compartment air) and outside air (vehicle compartment outside air) is disposed.

  More specifically, the inside / outside air switching box 20 is formed with an inside air introduction port 21 for introducing inside air into the casing 11 and an outside air introduction port 22 for introducing outside air. Further, inside / outside air switching box 20 is an inside / outside air switching door that continuously adjusts the opening areas of inside air introduction port 21 and outside air introduction port 22 to change the air volume ratio between the air volume of the inside air and the air volume of the outside air. 23 is arranged.

  Therefore, the inside / outside air switching door 23 constitutes an air volume ratio changing means for switching the suction port mode for changing the air volume ratio between the air volume of the inside air introduced into the casing 11 and the air volume of the outside air. More specifically, the inside / outside air switching door 23 is driven by an electric actuator 62 for the inside / outside air switching door 23, and the operation of the electric actuator 62 is controlled by a control signal output from the air conditioning controller 50. The

  As the suction port mode, the inside air introduction port 21 is fully opened and the outside air introduction port 22 is fully closed to introduce the inside air into the casing 11. The inside air introduction port 21 is fully closed and the outside air introduction port 22 is fully closed. The outside air mode in which the outside air is introduced into the casing 11 with the valve fully open, and the opening areas of the inside air introduction port 21 and the outside air introduction port 22 are continuously adjusted between the inside air mode and the outside air mode. There is an internal / external air mixing mode that continuously changes the introduction ratio.

  A blower 12 that blows air sucked through the inside / outside air switching box 20 toward the vehicle interior is disposed on the downstream side of the inside / outside air switching box 20. The blower 12 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) with an electric motor, and the number of rotations (the amount of blown air) is controlled by a control voltage output from the air conditioning controller 50.

  An evaporator 13 is disposed on the downstream side of the air flow of the blower 12. The evaporator 13 is a cooling heat exchanger that cools the blown air by exchanging heat between the refrigerant flowing through the evaporator 13 and the blown air. The evaporator 13 constitutes a refrigeration cycle 30 together with a compressor (compressor) 31, a condenser 32, a gas-liquid separator 33, an expansion valve 34, and the like.

  The compressor 31 is disposed in the engine room, sucks the refrigerant in the refrigeration cycle 30, compresses and discharges it, and drives the fixed capacity type compression mechanism 31a having a fixed discharge capacity by the electric motor 31b. It is configured as an electric compressor. The electric motor 31 b is an AC motor whose operation (number of rotations) is controlled by the AC voltage output from the inverter 61.

  Further, the inverter 61 outputs an AC voltage having a frequency corresponding to a control signal output from the air conditioning control device 50 described later. And the refrigerant | coolant discharge capability of the compressor 31 is changed by this rotation speed control. Therefore, the electric motor 31 b constitutes a discharge capacity changing unit of the compressor 31.

  The condenser 32 is disposed in the engine room, and exchanges heat between the refrigerant circulating in the interior and the outside air (outside air) blown from the blower fan 35 as an outdoor blower, so that the compressed refrigerant is Condensed liquid. The blower fan 35 is an electric blower in which the operating rate, that is, the rotation speed (the amount of blown air) is controlled by the control voltage output from the air conditioning control device 50.

  The gas-liquid separator 33 gas-liquid separates the condensed and liquefied refrigerant to store surplus liquid refrigerant, and flows only the liquid refrigerant downstream. The expansion valve 34 is a decompression unit that decompresses and expands the liquid refrigerant. The evaporator 13 evaporates the refrigerant expanded under reduced pressure by heat exchange between the refrigerant and the blown air.

  Further, in the casing 11, on the downstream side of the air flow of the evaporator 13, an air passage such as a cooling cold air passage 16 and a cold air bypass passage 17 for flowing air after passing through the evaporator 13, and the heating cold air passage 16 and the cold air are provided. A mixing space 18 for mixing the air that has flowed out of the bypass passage 17 is formed.

  In the heating cold air passage 16, a heater core 14 as a heating means for heating the air after passing through the evaporator 13, and a PTC heater 15 as an auxiliary heating means for reheating the air after passing through the heater core 14, It arrange | positions in this order toward the blowing air flow direction.

  The heater core 14 is a heat exchanger for heating that heats the air that has passed through the evaporator 13 by exchanging heat between the cooling water of the engine EG that outputs vehicle driving force and the air that has passed through the evaporator 13.

  Specifically, a cooling water flow path 41 is provided between the heater core 14 and the engine EG, and the cooling water circuit 40 is configured in which the cooling water circulates between the heater core 14 and the engine EG. The cooling water circuit 40 is provided with an electric water pump 42 for circulating the cooling water. The electric water pump 42 is an electric water pump whose rotation speed (cooling water circulation amount) is controlled by a control voltage output from the air conditioning control device 50.

  The PTC heater 15 is an electric heater that has a PTC element (positive characteristic thermistor), generates heat when electric power is supplied to the PTC element, and heats air after passing through the heater core 14.

  Here, FIG. 3 shows an electrical configuration of the PTC heater 15 of the present embodiment. In the present embodiment, a plurality of, for example, three PTC heaters 15a, 15b, and 15c are used as the PTC heater 15. The air conditioning controller 50 controls ON / OFF of switch elements SW1, SW2, and SW3 provided for the PTC elements h1, h2, and h3 of the first PTC heater 15a, the second PTC heater 15b, and the third PTC heater 15c. Thus, the energization / non-energization of each PTC heater 15a, 15b, 15c is controlled. The air conditioning control device 50 changes the number of PTC heaters 15 to be energized, thereby controlling the heating capacity of the plurality of PTC heaters 15 as a whole.

  On the other hand, the cold air bypass passage 17 is an air passage for guiding the air after passing through the evaporator 13 to the mixing space 18 without passing the heater core 14 and the PTC heater 15. Accordingly, the temperature of the blown air mixed in the mixing space 18 varies depending on the air volume ratio of the air passing through the heating cool air passage 16 and the air passing through the cold air bypass passage 17.

  Therefore, in the present embodiment, the amount of cold air that flows into the heating cold air passage 16 and the cold air bypass passage 17 on the downstream side of the air flow of the evaporator 13 and on the inlet side of the heating cold air passage 16 and the cold air bypass passage 17. An air mix door 19 that continuously changes the ratio is disposed.

  Therefore, the air mix door 19 constitutes a temperature adjusting means for adjusting the air temperature in the mixing space 18 (the temperature of the blown air blown into the vehicle interior). More specifically, the air mix door 19 is driven by an electric actuator 63 for the air mix door, and the operation of the electric actuator 63 is controlled by a control signal output from the air conditioning controller 50.

  Furthermore, blower outlets 24 to 26 that blow out the blown air whose temperature has been adjusted from the mixing space 18 to the vehicle interior that is the air-conditioning target space are disposed in the most downstream portion of the blown air flow of the casing 11. Specifically, the air outlets 24 to 26 include a face air outlet 24 that blows air-conditioned air toward the upper body of an occupant in the vehicle interior, a foot air outlet 25 that blows air-conditioned air toward the feet of the occupant, and the front of the vehicle. A defroster outlet 26 that blows air-conditioned air toward the inner side surface of the window glass is provided.

  Further, on the upstream side of the air flow of the face air outlet 24, the foot air outlet 25, and the defroster air outlet 26, the face door 24a for adjusting the opening area of the face air outlet 24 and the opening area of the foot air outlet 25 are adjusted. The defroster door 26a which adjusts the opening area of the foot door 25a to perform and the defroster blower outlet 26 is arrange | positioned.

  The face door 24a, the foot door 25a, and the defroster door 26a constitute an outlet mode switching means for switching the outlet mode, and an electric actuator 64 for driving the outlet mode door via a link mechanism (not shown). It is linked to and rotated in conjunction with it. The operation of the electric actuator 64 is also controlled by a control signal output from the air conditioning controller 50.

  Further, as the air outlet mode, the face air outlet 24 is fully opened and air is blown out from the face air outlet 24 toward the upper body of the passenger in the vehicle. Both the face air outlet 24 and the foot air outlet 25 are opened. A bi-level mode that blows air toward the upper body and feet of passengers in the passenger compartment, a foot mode in which the foot outlet 25 is fully opened and the defroster outlet 26 is opened by a small opening, and air is mainly blown out from the foot outlet 25. In addition, there is a foot defroster mode in which the foot outlet 25 and the defroster outlet 26 are opened to the same extent and air is blown out from both the foot outlet 25 and the defroster outlet 26.

  Next, the electric control unit of the present embodiment will be described with reference to FIG. The air conditioning control device 50 is composed of a well-known microcomputer including a CPU, ROM, RAM, and its peripheral circuits, and performs various calculations and processing based on an air conditioning control program stored in the ROM, and is connected to the output side. The blower 12, the inverter 61 for the electric motor 31b of the compressor 31, the blower fan 35, various electric actuators 62, 63, 64, the first PTC heater 15a, the second PTC heater 15b, the third PTC heater 15c, the electric water pump 42, etc. Control the operation of

  Further, on the input side of the air-conditioning control device 50, an inside air sensor 51 that detects the vehicle interior temperature Tr, an outside air sensor 52 (outside air temperature detection means) that detects the outside air temperature Tam, and a solar radiation sensor that detects the amount of solar radiation Ts in the vehicle interior. 53, a discharge temperature sensor 54 (discharge temperature detection means) for detecting the compressor 31 discharge refrigerant temperature Td, a discharge pressure sensor 55 (discharge pressure detection means) for detecting the compressor 31 discharge refrigerant pressure Pd, and an outlet from the evaporator 13 An evaporator temperature sensor 56 (evaporator temperature detection means) that detects an air temperature (evaporator temperature) TE, an intake temperature sensor 57 that detects a temperature Tsi of refrigerant sucked into the compressor 31, and an engine coolant temperature TW A detection signal of a sensor group such as the cooling water temperature sensor 58 is input.

  Note that the evaporator temperature sensor 56 of the present embodiment specifically detects the heat exchange fin temperature of the evaporator 13. Of course, as the evaporator temperature sensor 56, temperature detection means for detecting the temperature of other parts of the evaporator 13 may be adopted, or temperature detection means for directly detecting the temperature of the refrigerant itself flowing through the evaporator 13 may be used. It may be adopted.

  Further, on the input side of the air-conditioning control device 50, operation signals from various air-conditioning operation switches provided on the operation panel 60 disposed in the vicinity of the instrument panel in the front of the vehicle interior, and a wiper for operating a wiper (not shown) An operation signal is input from the switch 60e. The wiper switch 60e corresponds to the rain detection means of the present invention.

  As various air conditioning operation switches provided on the operation panel 60, specifically, an operation switch (not shown) of the vehicle air conditioner 1 and an air conditioner on / off (specifically, the compressor 31 is on / off). Air conditioner switch 60a for switching, auto switch 60b for setting / releasing automatic control of the vehicle air conditioner 1, operation mode switch (not shown), suction port mode switch (not shown) for switching the suction port mode, blowing Air outlet mode switch (not shown) for switching the outlet mode, the air volume setting switch (not shown) of the blower 12, the vehicle interior temperature setting switch 60c for setting the vehicle interior temperature, and a command for giving priority to power saving of the refrigeration cycle 30 Is provided, such as an economy switch 60d.

  Accordingly, the vehicle interior temperature setting switch 60c of the present embodiment constitutes a target temperature setting means for setting a target temperature (vehicle interior set temperature) Tset in the vehicle interior, and the economy switch 60d is operated by the occupant's operation. A power saving requesting means for outputting a command for requesting power saving of power required for indoor air conditioning is configured.

  Further, the air conditioning control device 50 is electrically connected to an engine control device 70 that controls the operation of the engine EG, and the air conditioning control device 50 and the engine control device 70 are configured to be capable of electrical communication with each other. Thereby, based on the detection signal or operation signal input into one control apparatus, the other control apparatus can also control the operation | movement of the various apparatuses connected to the output side. For example, the engine EG can be operated by the air conditioning control device 50 outputting an operation request signal for the engine EG to the engine control device 70.

  The air-conditioning control device 50 is configured integrally with the control means for controlling the various air-conditioning control devices described above. In the present embodiment, the engine control device 70 is requested to operate the engine EG. The request signal output means 50a is configured to output a request signal such as an operation request signal or an operation stop signal for requesting the engine EG to stop. Further, the request signal output means 50a may be configured separately from the air conditioning control device 50.

  To the output side of the engine control device 50, various engine components that constitute the engine EG are connected. On the other hand, an engine control sensor group such as a vehicle speed sensor 59 as vehicle speed detection means for detecting the vehicle speed is connected to the input side of the engine control device 70.

  Next, the operation of this embodiment in the above configuration will be described. First, the basic operation of the engine control device 70 will be described. When the vehicle start switch is turned on and the vehicle is started, the engine control device 70 detects the traveling load of the vehicle based on the detection signal of the sensor group for engine control described above and operates the engine EG according to the traveling load. Stop.

  Furthermore, the engine control device 70 operates or stops the engine EG based on the request signal output from the request signal output means 50a of the air conditioning control device 50. The operation or stop of the engine EG based on the request signal output from the request signal output means 50a will be described later.

  Next, the operation of the present embodiment in the above configuration will be described with reference to FIGS. FIG. 4 is a flowchart showing a control process of the vehicle air conditioner 1 of the present embodiment. In addition, each step in FIGS. 4-8 comprises the various function implementation | achievement means which the air-conditioning control apparatus 50 has.

  First, in step S1 of FIG. 4, initialization such as initialization of a flag, a timer, and initial position alignment of the stepping motor constituting the electric actuator described above is performed. In this initialization, some of the flags and calculation values that are stored at the end of the previous operation of the vehicle air conditioner 1 are maintained.

  In the next step S2, the operation signal of the operation panel 60 is read and the process proceeds to step S3. Specific operation signals include a vehicle interior set temperature Tset set by the vehicle interior temperature setting switch 60c, an air outlet mode selection signal, an air inlet mode selection signal, an air volume setting signal of the blower 12, and the like.

In step S3, a vehicle environmental state signal used for air-conditioning control, that is, a detection signal from the sensor groups 51 to 58 and the control signal from the engine control device 50 are read, and the process proceeds to step S4. In step S4, the target blowing temperature TAO of the vehicle compartment blowing air is calculated. The target blowing temperature TAO is calculated by the following formula F1.
TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C (F1)
Here, Tset is the vehicle interior temperature set by the vehicle interior temperature setting switch 60c, Tr is the vehicle interior temperature (internal air temperature) detected by the internal air sensor 51, Tam is the external air temperature detected by the external air sensor 52, Ts. Is the amount of solar radiation detected by the solar radiation sensor 53. Kset, Kr, Kam, Ks are control gains, and C is a correction constant.

  In subsequent steps S5 to S12, control states of various devices connected to the air conditioning control device 50 are determined.

  First, in step S5, the target opening degree SW of the air mix door 19 is calculated based on the TAO, the air temperature TE blown from the evaporator 13 detected by the evaporator temperature sensor 56, and the hot air temperature TWD before the air mix. To do.

Specifically, the target opening degree SW can be calculated by the following formula F2.
SW = [{TAO− (TE + 2)} / {TWD− (TE + 2)}] × 100 (%) (F2)
Here, the hot air temperature TWD before air mixing is a value determined according to the heating capacity of the heating means (heater core 14 and PTC heater 15) disposed in the cold air passage 16 for heating. Can be calculated by the following formula F3.
TWD = TW × 0.8 + TE × 0.2 + ΔTptc (F3)
Here, TW is the engine coolant temperature detected by the coolant temperature sensor 58, TE is the temperature of the air blown from the evaporator 13 detected by the evaporator temperature sensor 56, and ΔTptc is the temperature rise due to the operation of the PTC heater 15. Amount. Further, 0.8 is an example of the heat exchange efficiency α of the heater core 14, and 0.2 is an example of the contribution β of the blown air temperature TE from the evaporator 13 to the blown air temperature from the heater core 14.

The blowout temperature rise amount ΔTptc is a temperature rise amount contributed by the operation of the PTC heater 15 in the temperature (blowout temperature) of the conditioned air blown from the blowout port into the vehicle interior. This blowing temperature rise amount ΔTptc is the power consumption W (Kw) of the PTC heater 15, the air density ρ (kg / m 3), the specific air heat Cp, and the PTC passing air amount Va (m 3 / h) that is the air amount passing through the PTC heater 15. Can be calculated by the formula F4.
ΔTptc = W / ρ / Cp / Va × 3600 (F4)
Here, as the power consumption W of the PTC heater 15, a value obtained by correcting the rated power consumption of the PTC heater 15 based on the temperature of the air flowing into the PTC heater 15 and the temperature characteristics of the PTC element can be used. .

As the PTC passage air volume Va, the blower air volume is not simply used, but is calculated by the following formula F5, that is, the air mix opening SW_OLD (%) calculated in the previous step S5 is considered for the blower air volume. Use what you did.
Va (m ³ / h) = Blower air volume (m ³ / h) × f (SW_OLD / 100) (F5)
Here, as f (SW_OLD / 100), when SW_OLD (%) is 10 or more and 100 or less, the result calculated by SW_OLD / 100 is used, and when SW_OLD (%) <10, f (SW_OLD / 100) Is 0.1 and SW_OLD (%)> 100, f (SW_OLD / 100) is set to 1 (see the relationship diagram between f (SW / 100) and SW described in step S32 described later).

  In this way, the blowout temperature rise amount ΔTptc can be calculated so as not to deviate from the blowout temperature rise amount due to the actual operation of the PTC heater 15. Note that ΔTptc is updated every second with a time constant of 30 seconds. When step S5 is executed for the first time, the calculation of Formula F5 is performed with the previous air mix opening SW_OLD = 100%.

  SW = 0 (%) is the maximum cooling position of the air mix door 19, and the cold air bypass passage 17 is fully opened and the heating cold air passage 16 is fully closed. On the other hand, SW = 100 (%) is the maximum heating position of the air mix door 19, and the cold air bypass passage 17 is fully closed and the heating cold air passage 16 is fully opened.

  In the next step S <b> 6, the target air blowing amount of the air blown by the blower 12 is determined. Specifically, the blower motor voltage to be applied to the electric motor is determined with reference to a control map stored in advance in the air conditioning control device 50 based on the TAO determined in step S4.

  More specifically, in this embodiment, the blower motor voltage is set to a high voltage near the maximum value in the extremely low temperature range (maximum cooling range) and the extremely high temperature range (maximum heating range) of TAO, and the air volume of the blower 12 is set to the maximum air volume. Control nearby. Further, when TAO rises from the extremely low temperature region toward the intermediate temperature region, the blower motor voltage is decreased according to the increase in TAO, and the air volume of the blower 12 is decreased.

  Further, when TAO decreases from the extremely high temperature range toward the intermediate temperature range, the blower motor voltage is decreased according to the decrease in TAO, and the air volume of the blower 12 is decreased. When TAO enters a predetermined intermediate temperature range, the blower motor voltage is set to the minimum value and the air volume of the blower 12 is set to the minimum value.

  In the next step S7, the inlet mode, that is, the switching state of the inside / outside air switching box 20 is determined. This inlet mode is also determined based on TAO with reference to a control map stored in advance in the air conditioning controller 50. In the present embodiment, priority is given mainly to the outside air mode for introducing outside air. However, the inside air mode for introducing inside air is selected when TAO is in a very low temperature range and high cooling performance is desired. Further, an exhaust gas concentration detecting means for detecting the exhaust gas concentration of the outside air may be provided, and the inside air mode may be selected when the exhaust gas concentration becomes equal to or higher than a predetermined reference concentration.

  In the next step S8, the air outlet mode is determined. This air outlet mode is also determined with reference to a control map stored in advance in the air conditioning control device 50 based on TAO. In this embodiment, as the TAO rises from the low temperature range to the high temperature range, the outlet mode is sequentially switched from the foot mode to the bi-level mode to the face mode.

  Accordingly, the face mode is mainly selected in the summer, the bi-level mode is mainly selected in the spring and autumn, and the foot mode is mainly selected in the winter. Furthermore, when there is a high possibility that fogging will occur on the window glass from the detection value of the humidity sensor, the foot defroster mode or the defroster mode may be selected.

  In the next step S9, the target blowing temperature TEO of the blowing air temperature TE from the evaporator 13 is determined according to the outside air temperature, the TAO determined in step S4, and the like. Therefore, the control step S9 of the present embodiment constitutes a target blowing temperature calculation unit. Details of step S9 will be described with reference to the flowchart of FIG.

  First, in step S21, a temporary target blowout temperature f (outside air temperature) is set based on the outside air temperature detected by the outside air sensor 52 with reference to a control map stored in advance in the air conditioning control device 50. In this example, as the outside air temperature is low, f (outside air temperature) is set lower as the map described in step S21 in the figure. The minimum temperature of f (outside air temperature) is 1 ° C., and the maximum temperature is 8 ° C.

  Subsequently, in step S22, a temporary target outlet temperature f (TAO) is set based on TAO with reference to a control map stored in advance in air conditioning controller 50. In this example, as shown in the map described in step S22 in the figure, f (TAO) is set to be lower as TAO is lower. Note that the minimum temperature of f (TAO) is 1 ° C., and the maximum temperature is 8 ° C.

  Subsequently, in step S23, it is determined whether or not the wiper is operating. Here, the fact that the wiper is operating means that it is raining.

  If it is determined in step S23 that the wiper is not operating, it is determined that it is not raining and the process proceeds to step S24. In step S24, a vehicle speed coefficient is set based on the vehicle speed detected by the vehicle speed sensor 59 with reference to a control map stored in advance in the air conditioning control device 50. In this example, as the vehicle speed increases, the vehicle speed coefficient is set smaller as the map described in step S24 in the figure. In this embodiment, the minimum value of the vehicle speed coefficient is 1 and the maximum value is 1.3.

  On the other hand, if it is determined in step S23 that the wiper is operating, it is determined that it is raining and the process proceeds to step S25. In step S25, a vehicle speed coefficient is set based on the vehicle speed with reference to a control map stored in advance in the air conditioning controller 50. In this example, as the vehicle speed increases, the vehicle speed coefficient is set smaller as the map described in step S25 in the figure.

  Furthermore, in this example, when the vehicle speed is equal to or lower than a predetermined vehicle speed (100 km / h in the present embodiment), the vehicle speed coefficient when the wiper is operated is set smaller than the vehicle speed coefficient when the wiper is not operated at the same vehicle speed. That is, when the vehicle speed is the same, the vehicle speed coefficient when the wiper is operated is set smaller than the vehicle speed coefficient when the wiper is not operated. In the present embodiment, the minimum value of the vehicle speed coefficient is 1 and the maximum value is 1.1.

  Subsequently, in step S26, a value obtained by multiplying the temporary target blowing temperature f (outside air temperature) based on the outside air temperature set in step S21 by the vehicle speed coefficient set in step S24 or step S25, and set in step S22. The smaller value of the provisional target blowing temperature f (TAO) based on the TAO is adopted as the target blowing temperature TEO, and the process proceeds to step S10.

  Here, in steps S24 and S25, the vehicle speed coefficient is set to be smaller as the vehicle speed is higher. Therefore, the target outlet temperature TEO is determined to be lower as the vehicle speed is higher. In addition, since the vehicle speed coefficient when the wiper is activated is set to be smaller than the vehicle speed coefficient when the wiper is not activated at the same vehicle speed, the target blowing temperature TEO when the wiper is activated, that is, when it is raining, It is determined lower than the target blowing temperature TEO at the time.

  In the next step S10, the refrigerant discharge capacity (specifically, the rotational speed) of the compressor 31 is determined. The basic method for determining the rotational speed of the compressor 31 of the present embodiment is as follows.

  For example, the deviation En (TEO-TE) between the target blowing temperature TEO and the blowing air temperature TE determined in step S9 is calculated, and the deviation En-1 previously calculated from the deviation En calculated this time is subtracted. Based on the fuzzy inference based on the membership function and rules stored in advance in the air conditioning control device 50 using the deviation change rate Edot (En− (En−1)), the previous compressor speed fCn Rotational speed change amount ΔfC with respect to −1 is obtained. Then, a value obtained by adding the rotational speed change amount ΔfC to the previous compressor rotational speed fCn−1 is set as the current compressor rotational speed fCn.

  In the next step S11, the number of operating PTC heaters 15 is determined according to the outside air temperature, the air mix opening degree, and the cooling water temperature. Details of step S11 will be described with reference to the flowchart of FIG. First, in step S31, it is determined whether or not the operation of the PTC heater 15 is unnecessary based on the outside air temperature. Specifically, it is determined whether or not the outside air temperature detected by the outside air sensor 52 is higher than a predetermined temperature, which is 26 ° C. in this example.

  If it is determined in step S31 that the outside air temperature is higher than 26 ° C., it is determined that the blowing temperature assist by the PTC heater 15 is not necessary, and the process proceeds to step S35, where the number of operation of the PTC heater 15 is reduced to zero. decide. On the other hand, if it is determined in step S31 that the outside air temperature is lower than 26 ° C., the process proceeds to step S32.

  In steps S32 and S33, it is determined whether the PTC heater 15 needs to be operated based on the air mix opening SW. Here, the fact that the air mix opening SW becomes smaller means that the necessity of heating the blown air in the heating cool air passage 16 is reduced, so that the air mix opening SW becomes smaller. Therefore, the necessity of operating the PTC heater 15 is also reduced.

  Therefore, in step S32, the air mix opening SW determined in step S5 is compared with a predetermined reference opening, and the air mix opening SW is equal to or less than the first reference opening (30% in the present embodiment). If there is, it is not necessary to operate the PTC heater 15, and the PTC heater operation flag f (SW) = OFF.

  On the other hand, if the air mix opening is equal to or greater than the second reference opening (in this embodiment, 40%), it is necessary to operate the PTC heater 15, and the PTC heater operation flag f (SW) = ON. . The opening difference between the first reference opening and the second reference opening is set as a hysteresis width for preventing control hunting.

  In step S33, if the PTC heater operation flag f (SW) determined in step S32 is OFF, the process proceeds to step S35, and the number of operation of the PTC heater is determined to be zero. On the other hand, if the PTC heater operation flag f (SW) is ON, the process proceeds to step S34, and the number of PTC heaters 15 to be operated is determined.

  In step S34, the number of operating PTC heaters 15 is determined according to the cooling water temperature TW. Specifically, when the cooling water temperature TW is in the rising process, if the cooling water temperature TW ≧ the first predetermined temperature T1, the number of operation is 0, and the first predetermined temperature T1> the cooling water temperature TW ≧ the second. If the predetermined temperature T2, the number of operation is one, the second predetermined temperature T2> cooling water temperature TW ≧ the third predetermined temperature T3, the number of operation is two, the third predetermined temperature T3> cooling water temperature TW ≧ If it is the second predetermined temperature T4, the number of operations is three.

  On the other hand, when the cooling water temperature TW is in the descending process, if the fourth predetermined temperature T4 ≦ the cooling water temperature TW, the number of operation is three, and the fourth predetermined temperature T4 <the cooling water temperature TW ≦ the third predetermined temperature T3. If so, the number of operation is two. If the third predetermined temperature T3 <cooling water temperature TW ≦ second predetermined temperature T2, the number of operation is one, and if the second predetermined temperature T1 <cooling water temperature TW, the operation is performed. The number is set to 0 and the process proceeds to step S12.

  Each predetermined temperature has a relationship of T1> T2> T3> T4. In the present embodiment, specifically, T1 = 67.5 ° C., T2 = 65 ° C., T3 = 62.5 ° C., T4 = 60 ° C. Moreover, the temperature difference of each predetermined temperature is set as a hysteresis width for preventing control hunting.

  In step S12, a request signal output from the air conditioning control device 50 to the engine control device 70 is determined. That is, in step S12, it is determined whether an engine EG operation request (engine ON request) is necessary. In this step S12, when the engine EG is stopped due to the remaining battery level and the running conditions, the operation and stop of the engine EG for air conditioning are determined. Details of step S12 will be described with reference to the flowchart of FIG.

  Here, in a normal vehicle that obtains driving force for vehicle travel only from the engine EG, the engine cooling water is always at a high temperature because the engine EG is always operated. Therefore, in an ordinary vehicle, sufficient heating performance can be exhibited by circulating engine cooling water to the heater core 14.

  On the other hand, in the hybrid vehicle as in the present embodiment, if the remaining battery level is sufficient, the vehicle can travel by obtaining the driving force for traveling only from the traveling electric motor. For this reason, even when high heating performance is required, if the engine EG is stopped, the engine coolant temperature only rises to about 40 ° C., and the heater core 14 cannot exhibit sufficient heating performance.

  Therefore, in the present embodiment, even when high heating performance is required, when the engine coolant temperature TW is lower than a predetermined reference coolant temperature (engine ON water temperature in step S33 described later), engine coolant is used. In order to maintain the temperature TW at a predetermined temperature or higher, an operation request signal (engine ON request signal) is output from the air conditioning control device 50 to the engine control device 70 used for controlling the engine EG so as to operate the engine EG. . Thereby, the engine coolant temperature TW is raised to obtain high heating performance.

  However, such an output of the engine ON request signal causes the engine EG to operate even when it is not necessary to operate the engine EG as a driving source for vehicle travel. Become. For this reason, it is desirable to reduce the frequency of outputting the engine ON request signal as much as possible.

  Therefore, in this embodiment, first, in step S41, based on the blower motor voltage determined in step S6 and the air outlet mode determined in step S8, the total air volume from the blower 12 (hereinafter referred to as the blower air volume) is calculated. To do. Specifically, as described in step S41 of FIG. 7, a map showing the relationship between the blower motor voltage and the blower air volume created for each outlet mode is stored in advance in the ECU, and based on this map As the blower voltage V increases, the amount of air blown from the blower 12 is determined to increase.

  Thus, in the determination of the blowing amount in step S41, the blower outlet mode is taken into account even if the blower 12 has the same blowing ability, for example, the blown air flowing through the casing 11 in the blower outlet mode. This is because the pressure loss is different. In the present embodiment, the pressure loss in the casing 11 is set so that the air flow rate is larger in the face mode than in the foot mode.

  Next, in step S42, the blowout temperature rise amount ΔTptc due to the operation of the PTC heater 15 is calculated. The calculation of the blowout temperature rise amount ΔTptc is obtained by the mathematical formula F4 described in step S5.

Here, calculation of the PTC passage air volume Va used in the formula F4 will be described. The PTC passing air volume Va is calculated by the following formula F6 in consideration of the air mix opening SW (%) with respect to the air flow determined in step S41.
Va = (the amount of air blown from the blower 12) × f (SW / 100) (F6)
Note that f (SW / 100) is simply a value obtained by dividing SW expressed as a percentage by 100, but (SW / 100) so that 0.1 ≦ f (SW / 100) ≦ 1. ) Is provided with an upper limit value and a lower limit value.

  Furthermore, in the present embodiment, the upper limit value and the lower limit value are also provided in the result obtained by Formula F4 so that the range of 0 ≦ ΔTptc ≦ 15 is satisfied. By setting these upper limit value and lower limit value, the difference between the actual increase amount of the blown air temperature due to the operation of the PTC heater 15 and the blown temperature rise amount ΔTptc calculated in step S42 is suppressed. Furthermore, ΔTptc is updated every second with a time constant of 30 seconds.

  Thus, in calculating the PTC passage air volume Va in step S42, the air mix opening SW is taken into account even if the blowing capacity of the blower 12 is the same, the PTC heater 15 is controlled by the air mix opening SW. This is because the amount of air passing through is different.

  Subsequently, in step S43, an engine ON water temperature and an engine OFF water temperature are calculated as determination threshold values used for determining whether or not to output an operation request signal or an operation stop signal for the engine EG based on the coolant temperature TW.

  The engine ON water temperature is a cooling water temperature that is a criterion for determining that an operation request signal for the engine EG is output to the engine control device 70, and the engine OFF water temperature is the engine EG with respect to the engine control device 70. This is the cooling water temperature that is a criterion for determining to output the operation stop signal.

Here, as the engine OFF water temperature, the smaller one of the temporary engine OFF water temperature TWO and 70 ° C. calculated so that the actual blowing temperature becomes approximately the target blowing temperature TAO using the following formula F7. On the other hand, the engine ON water temperature is set to a predetermined value, 5 ° C. lower than the engine OFF water temperature, in order to prevent frequent engine ON / OFF. That is, this predetermined value is set as a hysteresis width for preventing control hunting.
TWO = {(TAO−ΔTptc) − (TE × 0.2)} / 0.8 (F7)
The temporary engine OFF water temperature TWO is a required cooling water temperature when it is assumed that the hot air temperature TWD before the air mix becomes the target blow temperature TAO. TE is the temperature of air blown from the evaporator 13 detected by the evaporator temperature sensor 56.

Here, the formula F7 is derived from the following two formulas F8 and F9 for the air temperature Ta blown from the heater core 14. That is, Formula F7 is derived by substituting the right side of Formula F9 for the left side of Formula F8 and solving for TWO.
Ta = TWO × α + TE × β (F8)
Ta = TAO−ΔTptc (F9)
In the equation F8, α is the heat exchange efficiency of the heater core 14, and β is the contribution of the blown air temperature TE from the evaporator 13 to the blown air temperature Ta from the heater core 14. In this example, α is 0.8 and β is 0.2.

  Subsequently, in step S44, a temporary request signal flag f (TW) for determining whether or not to output an operation request signal or an operation stop signal for the engine EG is determined according to the coolant temperature TW. Specifically, if the cooling water temperature TW is lower than the engine ON water temperature determined in step S43, it is temporarily determined that a temporary request signal flag f (TW) = ON and an operation request signal for the engine EG is output, If the cooling water temperature TW is higher than the engine OFF water temperature, the provisional request signal flag f (TW) = OFF is temporarily determined to output the engine EG operation stop signal.

  Subsequently, in step S45, the outlet mode determined in step S8, the number of operating PTC heaters 15 determined in step S11, the target outlet temperature TAO calculated in step S4, and the temporary request determined in step S44. Based on the signal flag f (TW), a request signal to be actually output to the engine control device 70 is determined.

  Specifically, in step S45, if the air outlet mode is other than the FACE mode, a request signal to be actually output to the engine control device 70 is determined according to the provisional request signal flag f (TW). To do.

  Normally, since the outlet mode during heating is the FOOT mode or the B / L mode, the heating mode corresponds to a mode other than the FACE mode. In this case, if the cooling water temperature TW is lower than the engine ON water temperature calculated in step S43, cold air comes out from the feet and comfort is impaired.

  Therefore, when the outlet mode is the FOOT mode or the B / L mode and the coolant temperature TW is lower than the engine ON water temperature calculated in step S33, that is, the temporary request signal flag f (determined in step S44). When (TW) is ON, it is determined to output an engine EG operation request signal to the engine control device 70.

  Further, when the outlet mode is the FOOT mode or the B / L mode, and the cooling water temperature TW is higher than the engine OFF water temperature calculated in step S42, that is, the temporary request signal flag f determined in step S44. When (TW) is OFF, it is determined to output an engine EG operation stop signal.

  On the other hand, when the outlet mode is the FACE mode, the number of operating PTC heaters 15 determined in step S10, the target outlet temperature TAO calculated in step S4, and the temporary request signal determined in step S34 are as follows. Based on the flag f (TW), a request signal to be actually output to the engine control device 70 is determined.

  Specifically, when the number of operating PTC heaters 15 is equal to or greater than a predetermined number (1 in this example), an operation stop signal for the engine EG is output regardless of the temporary request signal flag f (TW). To decide.

  Here, in the air outlet mode other than the FACE mode, when the cooling water temperature TW is lower than the engine OFF water temperature, it is determined to output the operation request signal of the engine EG, whereas in the FACE mode Then, regardless of the cooling water temperature TW, the decision to output the operation stop signal of the engine EG is made in the FACE mode because the cooling water temperature TW is lower than the temperature necessary for obtaining the target outlet temperature TAO. This is because the impact on passenger comfort is small. That is, the FACE mode is an air outlet mode in which air-conditioning air having a lower temperature than the FOOT mode and the B / L mode is blown out from the face air outlet 24 in the first place. This is because even if the wind is blown out from the face outlet 24 toward the upper body of the occupant, the occupant is less likely to feel uncomfortable.

  However, if the difference between the actual blowout air temperature from the face blowout port 24 and the target blowout temperature TAO is too large, the room temperature is lowered too much. As a result, the target blowout temperature TAO changes and the blowout port mode is set to the FACE mode. To B / L mode. Therefore, in the vehicle air conditioner 1 according to the present embodiment, even when the engine EG is stopped and the cooling water temperature TW is low, the room temperature does not decrease too much so that the room temperature is not lowered and the PTC heater 15 is operated. The operation request signal for the engine EG is not output.

  In addition, as in the case where the number of operating PTC heaters 15 is zero, that is, the PTC heater 15 is stopped and the target blowing temperature TAO is lower than a predetermined temperature (20 ° C. in this example), the target blowing temperature TAO. When is relatively low, heating of the air by the heater core 14 is not necessary, so that it is determined to output an engine EG operation stop signal.

  Further, when the number of PTC heaters 15 operated is zero and the target blowing temperature TAO is equal to or higher than a predetermined temperature (20 ° C. in this example), the provisional request signal graph f ( Based on (TW), a request signal to be output to the engine control device 70 is determined. Thereby, if the cooling water temperature TW is lower than the engine ON water temperature, it is determined to output the operation request signal of the engine EG. This is because when the number of operating PTC heaters 15 is zero and the target blowing temperature TAO is equal to or higher than the predetermined temperature, the cooling water temperature TW is low and the room temperature gradually decreases with time. This is to suppress the decrease.

  Here, in step S43 described above, the engine OFF water temperature and the engine ON water temperature are calculated in consideration of the blown air temperature TE of the evaporator 13. Specifically, calculation is performed such that the higher the blown air temperature TE, the smaller the engine OFF water temperature and the engine ON water temperature. Therefore, when the target blowout temperature TEO of the evaporator 13 calculated in step S9 is high, the engine ON water temperature is low. Therefore, the frequency of engine ON requests is lower than when the target blowout temperature TEO is low, and fuel efficiency is improved. To do.

  In step S13, it is determined whether or not it is necessary to operate the electric water pump 42 that circulates the cooling water between the heater core 14 and the engine EG. Details of step S13 will be described with reference to the flowchart of FIG. First, in step S51, it is determined whether or not the coolant temperature TW is higher than the blown air temperature TE.

  In step S51, when the coolant temperature TW is equal to or lower than the blown air temperature TE, the process proceeds to step S54, and it is determined to stop (OFF) the electric water pump 42. The reason is that if the cooling water is supplied to the heater core 14 when the cooling water temperature TW is equal to or lower than the blown air temperature TE, the cooling water flowing through the heater core 14 cools the air after passing through the evaporator 13. Therefore, the temperature of the air blown from the air outlets 24 to 26 is lowered.

  On the other hand, when the cooling water temperature TW is higher than the blown air temperature TE in step S51, the process proceeds to step S52. In step S52, it is determined whether the blower 12 is operating. If it is determined in step S52 that the blower 12 is not operating, the process proceeds to step S54, and it is determined to stop (OFF) the electric water pump 42 for power saving.

  On the other hand, when it determines with the air blower 12 having been act | operated in step S52, it progresses to step S53 and determines operating the electric water pump 42 (ON). Thereby, since the electric water pump 42 operates and the cooling water circulates in the refrigerant circuit, heat can be exchanged between the cooling water flowing through the heater core 14 and the air passing through the heater core 14 to heat the blown air. .

  Next, in step S14, the various devices 12, 61, 35, 62, 63, 64, 15a, 15b, 15c, and the like are obtained from the air conditioning control device 50 so that the control state determined in steps S5 to S13 described above is obtained. A control signal and a control voltage are output to 42 and the engine control device 70.

  As a result, if an engine operation request signal is output from the request signal output means 50a to the engine control device 70, the engine EG is operated even when the engine EG is stopped due to traveling conditions. Further, if an engine EG stop request signal is output from the request signal output means 50a to the engine control device 70, the engine EG is activated even if the engine EG is operated to secure a heat source for the heater core 14. The EG can be stopped.

  Next, in step S15, the system waits for the control period τ, and returns to step S2 when it is determined that the control period τ has elapsed. In the present embodiment, the control cycle τ is 250 ms. This is because the air conditioning control in the passenger compartment does not adversely affect the controllability even if the control period is slower than the engine control or the like. As a result, it is possible to suppress a communication amount for air conditioning control in the vehicle and sufficiently secure a communication amount of a control system that needs to perform high-speed control such as engine control.

  Since the vehicle air conditioner 1 of this embodiment operates as described above, the blown air blown from the blower 12 is cooled by the evaporator 13. Then, the cool air cooled by the evaporator 13 flows into the heating cool air passage 16 and the cool air bypass passage 17 according to the opening degree of the air mix door 19.

  The cold air that has flowed into the heating cold air passage 16 is heated when passing through the heater core 14 and the PTC heater 15, and is mixed with the cold air that has passed through the cold air bypass passage 17 in the mixing space 18. Then, the conditioned air whose temperature is adjusted in the mixing space 18 is blown out from the mixing space 18 into the vehicle interior via the respective outlets.

  When the inside air temperature Tr in the passenger compartment is cooled below the outside air temperature Tam by the conditioned air blown into the inside of the passenger compartment, cooling of the inside of the passenger compartment is realized, while the inside air temperature Tr is heated higher than the outside air temperature Tam. In such a case, heating of the passenger compartment is realized.

  By the way, when the vehicle speed of the vehicle is low, the temperature of the window glass is unlikely to decrease, so the temperature in the passenger compartment is unlikely to decrease, and a feeling of heating is not required so much. For this reason, in the vehicle air conditioner 1 of the present embodiment, as described in step S9, the target blowout temperature TEO of the evaporator 13 is increased when the vehicle speed is low. Furthermore, as explained in step S43, the engine ON water temperature is calculated to be smaller as the blown air temperature TE of the evaporator 13 is higher. Therefore, the higher the blown air temperature TE, that is, the higher the target blown temperature TEO determined in step S9, the lower the operating frequency of the engine EG can sufficiently improve the fuel efficiency of the entire vehicle.

  Moreover, since the inlet air temperature of the heater core 14 can be raised by raising the target blowing temperature TEO of the evaporator 13, the conditioned air at a desired temperature can be reduced even if the cooling water temperature supplied to the heater core 14 is lowered. Can produce. As a result, heating of the passenger compartment can be realized while sufficiently suppressing deterioration of fuel consumption.

  Furthermore, when the vehicle speed of the vehicle is low, the temperature of the window glass is unlikely to decrease, so that the antifogging property of the window glass can be ensured even if the target blowing temperature TEO of the evaporator 13 is increased.

  Further, in the vehicle air conditioner 1 of the present embodiment, as described in step S9, the target blowing temperature TEO when the wiper is activated is determined to be lower than the target blowing temperature TEO when the wiper is not activated, so It is possible to make the target blowing temperature TEO of the evaporator 13 at the time of rain that is likely to occur lower than the target blowing temperature TEO at the time of non-rainfall. As a result, the antifogging property of the window glass can be more reliably ensured.

(Other embodiments)
The present invention is not limited to the above-described embodiment, and can be variously modified as follows without departing from the spirit of the present invention.

  (1) In the above-described embodiment, an example in which it is determined whether or not it is raining by determining whether or not the wiper is operating in the control step S23 is described, but the present invention is not limited thereto. It is not a thing. For example, a raindrop sensor may be mounted on the vehicle, and it may be determined whether or not it is raining based on a signal from the raindrop sensor.

  (2) In the above-described embodiment, the vehicle speed coefficient is determined based on the vehicle speed in the control steps S24 and 25. However, the vehicle speed coefficient based on the vehicle speed may be determined with a predetermined time constant. . According to this, even if the vehicle speed changes suddenly and the temperature of the window glass suddenly changes, the target blowing temperature TEO of the evaporator 16 is determined so as to correspond to the actual temperature of the window glass. Therefore, the anti-fogging property of the window glass can be ensured with higher accuracy.

  (3) In the above-described embodiment, the vehicle air conditioner of the present invention is applied to the vehicle air conditioner mounted on the hybrid vehicle. However, the present invention is not limited to the hybrid vehicle, and the engine is automatically stopped when stopped. The present invention can also be applied to a vehicle air conditioner mounted on a stop vehicle, a fuel cell vehicle, an electric vehicle, or the like.

  The vehicle air conditioner mounted on the fuel cell vehicle changes the engine EG in FIG. 1 to a fuel cell with respect to the vehicle air conditioner described above, and the heater core heats the blown air using the cooling water of the fuel cell as a heat source. The engine control device is changed to a fuel cell control device. In this case, the fuel cell corresponds to the heat generating device in the present invention, the cooling water for the fuel cell corresponds to the heat medium of the present invention, and the fuel cell control device corresponds to the heat generating device control device of the present invention.

  Further, the vehicle air conditioner mounted on the electric vehicle changes the engine EG in FIG. 1 to a water heating type electric heater with respect to the vehicle air conditioner described above, and the heater core is heated by the water heating type electric heater. The engine control device is changed to a water heating type electric heater control device that controls the operation of the water heating type electric heater. In this case, the water heating type electric heater corresponds to the heat generating device in the present invention, the hot water heated by the water heating type electric heater corresponds to the heat medium of the present invention, and the water heating type electric heater control device generates the heat generation of the present invention. It corresponds to a device control device.

  (4) In the above-described embodiment, the vehicle air conditioner of the present invention is applied to a so-called parallel type hybrid vehicle that can travel by directly obtaining driving force from both the engine EG and the traveling electric motor in the hybrid vehicle. However, the application of the vehicle air conditioner of the present invention is not limited to this example. For example, the engine EG is used as a drive source for the generator, the generated power is stored in a battery, and further, the vehicle is driven by a driving electric motor that operates by being supplied with the power stored in the battery. The present invention may also be applied to so-called serial type hybrid vehicles.

EG engine (heat generation equipment)
13 Evaporator 14 Heater core (heating means)
30 Refrigeration cycle 31 Compressor 50a Request signal output means 59 Vehicle speed sensor (vehicle speed detection means)
60e wiper switch (rainfall detection means)
70 Engine control device (heating device control means)

Claims (5)

Vapor compression type having a compressor (31) that sucks and compresses and discharges the refrigerant, and an evaporator (13) that evaporates the refrigerant by exchanging heat between the refrigerant and the blown air blown into the vehicle interior of the vehicle. Refrigeration cycle (30) of
Heating means (14) for heating the blown air using cooling water of an internal combustion engine (EG) as a heat source;
Target blowing temperature calculating means (S9) for calculating a target blowing temperature (TEO) of the blown air blown from the evaporator (13);
Request signal output means (50a) for outputting an operation request signal for operating the internal combustion engine (EG) to the internal combustion engine control means (70) for controlling the operation of the internal combustion engine (EG);
Vehicle speed detecting means (59) for detecting the vehicle speed of the vehicle,
As the vehicle speed decreases, the target blowing temperature calculating means (S9) increases the target blowing temperature (TEO), and the request signal output means (50a) is connected to the internal combustion engine control means (70). And reducing the frequency of outputting the operation request signal. Furthermore, it comprises a rain detection means (60e) for detecting rain on the vehicle,
The target outlet temperature calculating means (S9) is configured to detect the target outlet temperature (TEO) when the rain is detected by the rain detecting means (60e) in contrast to the case where no rain is detected by the rain detecting means (60e). The vehicular air conditioner according to claim 1, wherein the degree of increase of the vehicle is reduced. The rain detection means is a wiper switch (60e) for operating the wiper of the vehicle,
The said target blowing temperature calculation means (S9) makes small the raise degree of the said target blowing temperature (TEO) at the time of the operation of the said wiper with respect to the time of the said wiper being non-operation. Vehicle air conditioner.   3. The vehicle air conditioner according to claim 2, wherein the rain detection means is a rain drop sensor that detects rain drops attached to the vehicle. Vapor compression type having a compressor (31) that sucks and compresses and discharges the refrigerant, and an evaporator (13) that evaporates the refrigerant by exchanging heat between the refrigerant and the blown air blown into the vehicle interior of the vehicle. Refrigeration cycle (30) of
Heating means for heating the blown air blown into the vehicle interior using a heat medium heated by a heat generating device (EG) that operates while generating heat by consuming an energy source used to output driving power (14) and
Target blowing temperature calculating means (S9) for calculating a target blowing temperature (TEO) of the blown air blown from the evaporator (13);
Request signal output means (50a) for outputting an operation request signal for operating the heat generating device (EG) to the heat generating device control means (70) for controlling the operation of the heat generating device (EG);
Vehicle speed detecting means (59) for detecting the vehicle speed of the vehicle,
As the vehicle speed decreases, the target blowing temperature calculating means (S9) increases the target blowing temperature (TEO), and the request signal output means (50a) is connected to the heat generating equipment control means (70). And reducing the frequency of outputting the operation request signal.

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