JP5494595B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner that air-conditions a vehicle interior of a vehicle equipped with a vehicle-mounted power storage device.

  Conventionally, in heating control in an air conditioner of a hybrid vehicle, it is first necessary to heat the vehicle interior even if the engine coolant temperature detected by the water temperature sensor is low based on sensor signals from the inside air sensor and the outside air sensor. It is determined whether or not there is. And if it is determined that the interior of the vehicle needs to be heated, even if the driving state of the hybrid vehicle is at the time of starting or running at a low speed, the engine is operated to warm it up in the water jacket of the engine. Cooling water is supplied into the heater core to heat the passenger compartment (see, for example, Patent Document 1).

JP 2008-174042 A

  In the above-described conventional technology, when warm air is required, the engine is started when the vehicle is started regardless of the amount of power stored in the in-vehicle power storage device. Therefore, since the engine is started regardless of the external environment, even if it is fully charged, there is a great sense of discomfort given to the occupant, and furthermore, the amount of electricity used for traveling is reduced because the charging power is used for air conditioning, and the fuel consumption deteriorates There is.

  Therefore, the present invention has been made in view of the above-described problems, and an object of the present invention is to provide a vehicle air conditioner that can suppress energy consumption at the time of vehicle startup according to the external environment.

  The present invention employs the following technical means in order to achieve the aforementioned object.

The invention according to claim 1 is a vehicle air conditioner (100) that air-conditions a vehicle interior by controlling a refrigerant flow in cycle (1) in a vehicle on which an in-vehicle power storage device is mounted,
An air conditioning case (20) in which an air intake port (25a, 25b) is formed on one side and a plurality of air outlets (27a, 27b, 27c) through which air toward the passenger compartment passes is formed on the other side, An air conditioning case having a ventilation path through which the blown air passes between the air intake and the air outlet;
An air conditioner blower (21) for blowing air to the ventilation path of the air conditioning case;
A blown air volume adjusting means (26a) for adjusting a blown air volume from the blower outlet toward the inner surface of the window glass;
A compressor (2) for sucking and discharging refrigerant circulating in the cycle;
A cooling heat exchanger (8) provided in the air-conditioning case and evaporating the refrigerant circulating in the cycle to cool the air blown into the vehicle interior;
Control means (50) for controlling the refrigerant discharge amount of the compressor, the blast amount of the air-conditioning blower, and the blown air amount of the blown air amount adjusting means,
The control means
Controls the compressor, air-conditioning blower, and blowout air volume adjustment means so that the blower air blowing mode used when the vehicle enters the parking state when the vehicle is started from the parked state by the operator's operation. And
When it is determined that it is not necessary to maintain the anti-fogging mode based on the external environment when the parking mode is in the anti-fogging mode that removes fogging of the window glass. The vehicle air conditioner controls the compressor, the air-conditioning blower, and the blow-off air amount adjusting means so that the blowing mode becomes a mode other than the anti-fogging mode when activated.

  According to the first aspect of the present invention, when the vehicle is started from the parking state to the traveling state by the operation of the operator, the compressor is controlled by the control means so that the blower air blowing mode when the vehicle enters the parking state is set. The air conditioner blower and the blown air volume adjusting means are controlled. Thereby, the blowing mode when parked last time can be continuously used without newly operating.

  In addition, if the blowing mode when the parking state is in the anti-fogging mode, it is determined that it is not necessary to maintain the anti-fogging mode based on the external environment during the parking state. Each unit is controlled by the control means so that the mode becomes a mode other than the anti-fogging mode. This prevents starting in the anti-fogging mode when it is not necessary to start in the anti-fogging mode. Therefore, operability can be improved. In addition, by setting the mode other than the anti-fogging mode at the time of startup, the passenger compartment can be air-conditioned more comfortably than the anti-fogging mode. Therefore, energy consumption can be suppressed as compared with starting in the anti-fogging mode.

According to a second aspect of the present invention, there is provided a vehicle air conditioner (100) for air-conditioning a vehicle interior by controlling a refrigerant flow in the cycle (1) in a vehicle on which an in-vehicle power storage device is mounted.
An air conditioning case (20) in which an air intake port (25a, 25b) is formed on one side and a plurality of air outlets (27a, 27b, 27c) through which air toward the passenger compartment passes is formed on the other side, An air conditioning case having a ventilation path through which the blown air passes between the air intake and the air outlet;
An air conditioner blower (21) for blowing air to the ventilation path of the air conditioning case;
A blown air volume adjusting means (26a) for adjusting a blown air volume from the blower outlet toward the inner surface of the window glass;
A compressor (2) for sucking and discharging refrigerant circulating in the cycle;
A cooling heat exchanger (8) provided in the air-conditioning case and evaporating the refrigerant circulating in the cycle to cool the air blown into the vehicle interior;
Control means (50) for controlling the refrigerant discharge amount of the compressor, the blast amount of the air-conditioning blower, and the blown air amount of the blown air amount adjusting means,
The control means
Controls the compressor, air-conditioning blower, and blowout air volume adjustment means so that the blower air blowing mode used when the vehicle enters the parking state when the vehicle is started from the parked state by the operator's operation. And
When the parking mode was in the defogging mode to remove fogging of the window glass, it was determined that it was not necessary to maintain the defogging mode based on the external environment when it was started The air conditioner for vehicles is characterized by controlling the compressor, the air-conditioning blower, and the blow-off air amount adjusting means so that the blowing mode becomes a mode other than the anti-fogging mode.

  According to the second aspect of the present invention, when the vehicle is started from the parking state to the traveling state by the operation of the operator, the compressor is controlled by the control means so that the blower air blowing mode when the vehicle enters the parking state is set. The air conditioner blower and the blown air volume adjusting means are controlled. Thereby, the blowing mode when parked last time can be continuously used without newly operating.

  Also, if the blowing mode when parked is in the anti-fogging mode, when it is determined that it is not necessary to maintain the anti-fogging mode based on the external environment, the blowing mode is prevented. Each unit is controlled by the control means so as to be in a mode other than the cloudy mode. This prevents starting in the anti-fogging mode when it is not necessary to start in the anti-fogging mode. Therefore, operability can be improved. In addition, by setting the mode other than the anti-fogging mode at the time of startup, the passenger compartment can be air-conditioned more comfortably than the anti-fogging mode. Therefore, energy consumption can be suppressed as compared with starting in the anti-fogging mode.

Furthermore, the invention according to claim 3 further includes outside air temperature detecting means (43) for detecting the outside air temperature outside the passenger compartment.
The control means determines that it is not necessary to maintain the anti-fogging mode when the outside air temperature is equal to or higher than a predetermined temperature during the parking state.

  According to the third aspect of the present invention, the control means determines that it is not necessary to maintain the anti-fogging mode when the outside air temperature is equal to or higher than the predetermined temperature during the parking state. Accordingly, when the outside air temperature is lower than the predetermined temperature and the temperature is low, and the anti-fogging mode is required, the anti-fogging mode is maintained, so that the anti-fogging property can be ensured.

Furthermore, in the invention according to claim 4, the vehicle is a hybrid vehicle having an engine (30) and an electric motor as drive sources,
It further includes a heating heat exchanger (23) that is provided in the air conditioning case and heats the air blown into the passenger compartment using the engine cooling water as a heat source,
The control means
When implementing anti-fogging mode at startup, output a request signal to request engine startup,
When a mode other than the anti-fogging mode is executed at the start-up, the output of the request signal is prohibited according to the external environment.

  According to the fourth aspect of the present invention, when the anti-fogging mode is performed at the time of startup, control is performed so as to output a request signal for requesting startup of the engine. As a result, a heat source can be secured in the anti-fogging mode, so that window fog can be removed efficiently. Further, when a mode other than the anti-fogging mode is performed at the time of startup, the output of the request signal is prohibited according to the external environment. As a result, depending on the external environment, it is possible to suppress unnecessary startup of the engine when the outside air temperature is high. Therefore, it is possible to ensure window clearing, improve fuel consumption, and reduce vehicle exterior noise.

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

It is a schematic diagram for demonstrating the structure of the vehicle air conditioner 100, and the refrigerant | coolant flow at the time of a COOL cycle. It is a schematic diagram for demonstrating the refrigerant | coolant flow at the time of a HOT cycle. It is a schematic diagram for demonstrating the refrigerant | coolant flow at the time of a DRY EVA cycle. It is a schematic diagram for demonstrating the refrigerant | coolant flow at the time of a DRY ALL cycle. It is a graph which shows the operation state of each solenoid valve 11-14 and the three-way valve 4 in each said cycle. It is a block diagram which shows the control structure in the vehicle air conditioner. It is the flowchart which showed the control processing by air-conditioner ECU50. It is a flowchart which shows the detail of a blower voltage determination process. It is a flowchart which shows the detail of the 1st step of the blowing mode determination process. It is a flowchart which shows the detail of the 2nd step of the blowing mode determination process. It is a flowchart which shows the detail of an engine ON request | requirement determination processing. It is a schematic diagram for demonstrating the structure of the vehicle air conditioner 101 which concerns on 2nd Embodiment. It is a schematic diagram for demonstrating the structure of the vehicle air conditioner 102 which concerns on 3rd Embodiment.

  Hereinafter, a plurality of embodiments for carrying out the present invention will be described with reference to the drawings. In some embodiments, portions corresponding to the matters described in the preceding embodiments may be given the same reference numerals, or one letter may be added to the preceding reference numerals, and overlapping descriptions may be omitted. In addition, when a part of the configuration is described in each embodiment, the other parts of the configuration are the same as those of the embodiment described in advance. In addition to the combination of parts specifically described in each embodiment, the embodiments may be partially combined as long as the combination does not hinder the combination.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described in detail with reference to FIGS. In the first embodiment, a vapor compression refrigerator is applied to an air conditioner for a hybrid vehicle.

  The hybrid vehicle includes an engine 30 that constitutes a traveling internal combustion engine that generates power by exploding and burning liquid fuel such as gasoline, a driving assistance motor generator that includes a traveling assistance motor function and a generator function, Engine electronic control device (hereinafter also referred to as engine ECU 60) for controlling fuel supply amount, ignition timing, etc., battery for supplying electric power to motor generator, engine ECU 60, etc., control of motor generator, continuously variable transmission, electromagnetic clutch And a hybrid electronic control unit (hereinafter also referred to as a hybrid ECU 70) that outputs a control signal to the engine ECU 60. Therefore, the hybrid vehicle has the engine 30 and the motor generator as drive sources for traveling. The hybrid ECU 70 has a function of controlling drive switching of which driving force of the motor generator and the engine 30 is transmitted to the drive wheels, and a function of controlling charging / discharging of the battery (vehicle power storage device).

  The battery is an in-vehicle power storage device, and includes a charging device for charging power consumed by air conditioning in the vehicle interior, traveling, and the like. For example, a nickel hydride storage battery, a lithium ion battery, or the like is used. This charging device is equipped with an outlet connected to a desk lamp as a power supply source or a commercial power supply (household power supply), and the battery can be charged by connecting the power supply source to this outlet. it can.

Specifically, the following control is performed.
(1) When the vehicle is stopped, the engine 30 is basically stopped.
(2) During traveling, the driving force generated by the engine 30 is transmitted to the drive wheels except during deceleration. During deceleration, the engine 30 is stopped, the motor generator generates power, and the battery is charged (electric travel mode).
(3) When the driving load such as starting, accelerating, climbing, and traveling at high speed is heavy, the motor generator is caused to function as an electric motor and generated in the motor generator in addition to the driving force generated in the engine 30. The driving force is transmitted to the driving wheels (hybrid driving mode).
(4) When the remaining charge amount of the battery becomes equal to or less than the charge start target value, the power of the engine 30 is transmitted to the motor generator and the motor generator is operated as a generator to charge the battery.
(5) When the remaining amount of charge of the battery becomes equal to or less than the charge start target value when the vehicle is stopped, a command to start the engine 30 is issued to the engine ECU 60, and the power of the engine 30 is transmitted to the motor generator. To communicate.

  The vehicle air conditioner 100 is an air conditioner capable of performing vehicle interior air conditioning (hereinafter referred to as pre-boarding air conditioning or pre-air conditioning) operation performed before a passenger gets on the vehicle. When the user of the vehicle operates the portable device 52 that is carried when the user wants to perform the air conditioning operation before boarding, the air conditioner ECU 50 receives the command signal for the air conditioning operation before boarding transmitted from the portable device 52, and performs calculation according to a predetermined program. To perform the air conditioning operation before boarding.

  In order to make the air conditioning environment in the passenger compartment comfortable before trying to get into the vehicle, the user operates the portable device 52 and performs the pre-ride air conditioning operation with respect to the vehicle air conditioner through the center which is a communication station. Send a command. This air conditioning operation before boarding is, as a rule, an allowable condition that the ignition switch of the vehicle is in an OFF state or that a signal that an occupant is on board is not transmitted to the air conditioner ECU 50.

  FIG. 1 is a schematic diagram for explaining a configuration of a vehicle air conditioner 100 and a refrigerant flow during a COOL cycle (hereinafter also referred to as a cooling cycle). FIG. 2 is a schematic diagram for explaining a refrigerant flow during a HOT cycle (hereinafter also referred to as a heating cycle). FIG. 3 is a schematic diagram for explaining a refrigerant flow during a DRY EVA cycle (hereinafter also referred to as a first dehumidification cycle). FIG. 4 is a schematic diagram for explaining a refrigerant flow during a DRY ALL cycle (hereinafter also referred to as a second dehumidification cycle). FIG. 5 is a chart showing the operating states of the electromagnetic valves 11 to 14 and the three-way valve 4 in each cycle. In each cycle, the path through which the refrigerant flows is indicated by a bold solid line, and the path through which the refrigerant does not flow is indicated by a broken line.

  The vehicle air conditioner 100 is a device that uses the heat pump cycle 1 that is an accumulator type refrigeration cycle, an air conditioning case 20 that guides blown air into the vehicle interior, and a room that introduces air into the air conditioner case 20 and sends the air into the vehicle interior. And an air conditioner electronic control device (hereinafter also referred to as an air conditioner ECU 50) connected to the engine ECU 60.

  The indoor blower 21 includes a blower case (not shown), a fan, and a blower motor, and the rotational speed of the blower motor is determined according to the voltage applied to the blower motor. As for the voltage applied to the blower motor, the amount of blown air is controlled based on the control signal from the air conditioner ECU 50.

  On one side of the blower case of the indoor blower 21, as an air intake port for taking in air, an inside air introduction port (not shown) for introducing vehicle interior air (inside air) and outside air for introducing vehicle compartment outside air (outside air). An introduction port (not shown) is formed, and an inside / outside air switching door 25 that constitutes an inside / outside air switching means for adjusting the opening ratio between the inside air introduction port and the outside air introduction port is provided.

  In the ventilation path in the air conditioning case 20 on the downstream side of the blower air with respect to the indoor blower 21, the evaporator 8 (cooling heat exchanger), the air mix door 22, and the heater core are arranged in order from the upstream side to the downstream side. 23, the condenser 3 (heating heat exchanger), and the PTC heater 24 (electric auxiliary heat source) are arranged.

  The downstream end of the other side of the air conditioning case 20 (upper side in FIG. 1) faces a defroster outlet (not shown) that discharges blown air toward the inner surface of the front window (window glass) of the vehicle, toward the upper body of the occupant. Are connected to a face outlet (not shown) for discharging the blast air and a foot outlet (not shown) for discharging the blast air toward the passenger's feet.

  The evaporator 8 is arranged so as to cross the entire passage (ventilation path) immediately after the indoor blower 21, and all the air blown out from the indoor blower 21 passes therethrough. The evaporator 8 functions as a cooling heat exchanger that dehumidifies and cools the blown air by the endothermic action of the refrigerant flowing inside during the cooling cycle operation and the dehumidification cycle operation.

  The heater core 23 is disposed on the downstream side of the blowing air from the evaporator 8 so that at least the heat transfer portion is located only in the warm air side passage in the air conditioning case 20. The heater core 23 functions as a heat exchanger for heating that heats the surrounding air using heat of the cooling water of the engine 30 flowing inside during the heating cycle operation.

  The condenser 3 is disposed such that at least the heat transfer portion is located only in the warm air side passage in the air conditioning case 20, and is disposed further downstream of the blowing air than the heater core 23. The condenser 3 functions as a heat exchanger that heats the blown air flowing in the hot air passage by the heat radiation action of the refrigerant flowing inside during the heating cycle operation, the dehumidification cycle operation, and the cooling cycle operation.

  The PTC heater (positive temperature coefficient) 24 is disposed such that at least the heat transfer portion is located only in the hot air passage, and is disposed further downstream of the blower air than the condenser 3. The PTC heater 24 is an auxiliary heating means for heating the blown air flowing through the warm air side passage in the heating cycle operation and the cooling cycle operation. The PTC heater 24 includes an energization heating element portion, and generates heat when the energization heating element portion is energized to warm the surrounding air.

  This energization heating element portion is configured by fitting a plurality of PTC elements in a resin frame formed of a heat-resistant resin material (for example, 66 nylon, polybutadiene terephthalate, etc.). Further, the PTC heater 24 may further include a heat exchange fin portion that transmits heat generated from the energized heat generating element portion. This heat exchange fin part is brazed to a corrugated fin obtained by forming a thin aluminum plate into a corrugated shape and an aluminum plate that keeps the corrugated fin in a certain shape and secures a contact area with the PTC element and the electrode plate. It is constituted by doing.

  In the ventilation path downstream of the evaporator 8 and upstream of the heater core 23 and the condenser 3, air that has passed through the evaporator 8, air that passes through the condenser 3, and air that bypasses the condenser 3, An air mix door 22 is provided that can adjust the air volume ratio of these airs by dividing or switching.

  The air mix door 22 can block part or all of the hot air side passage and the cold air side passage, which are divided into two in the air conditioning case 20, by changing the position of the door body by an actuator or the like. . The opening degree of the warm air side passage by the air mix door 22 is a ratio at which the opening in the transverse direction of the warm air side passage is opened, and can be adjusted in the range of 0 to 100%. Further, the opening degree of the cold air side passage by the air mix door 22 is a ratio at which the opening in the transverse direction of the cold air side passage is opened, and can be adjusted in a range of 0 to 100%.

  The heat pump cycle 1 includes a compressor 2, a condenser 3, a three-way valve 4, an outdoor heat exchanger 5, a first expansion valve 10, a second expansion valve 7, an evaporator 8, an accumulator 9, and electromagnetic valves 11-14. Prepare. The heat pump cycle 1 performs cooling, heating, and dehumidification by the cooling evaporator 8 and the heating condenser 3 by using the state change of the refrigerant (for example, R134a, CO2, etc.) flowing in the refrigeration cycle. Can do. The evaporator 8 and the condenser 3 constitute an indoor heat exchanger with respect to the outdoor heat exchanger 5.

  The refrigerant at the time of the cooling cycle operation flows in the direction of the white arrow along the path indicated by the bold solid line in FIG. The cooling cycle of the heat pump cycle 1 has a large dehumidifying capacity, and as shown in FIG. 1, the compressor 2 that sucks and discharges the refrigerant, the condenser 3 into which the refrigerant discharged from the compressor 2 flows, and the cooling cycle operation Sometimes the refrigerant flowing in from the condenser 3 exchanges heat with the air to dissipate the heat, the outdoor heat exchanger 5, the three-way valve 4 that directs the refrigerant flowing out of the condenser 3 to the outdoor heat exchanger 5, and the outdoor heat exchanger 5. An electromagnetic valve 11 provided to control the refrigerant flow from the evaporator 8 to the evaporator 8, a second expansion valve 7 for decompressing the refrigerant that has passed through the flow path opened by the electromagnetic valve 11, and a second expansion valve 7 This is formed by connecting an evaporator 8 that evaporates the decompressed refrigerant and cools the blown air, and an accumulator 9 that separates the refrigerant into a gas ring. The cooling cycle operation path is as follows: compressor 2 → condenser 3 → three-way valve 4 → outdoor heat exchanger 5 → electromagnetic valve 11 → second expansion valve 7 → evaporator 8 → accumulator 9 → compressor 2.

  In this way, the cooling cycle operation path is switched so that the three-way valve 4 communicates with the flow path on the outdoor heat exchanger 5 side, so that the refrigerant cooled by exchanging heat with the blown air in the condenser 3 during the cooling cycle operation. Flows into the outdoor heat exchanger 5 without passing through the first expansion valve 10, passes through the flow path opened by the electromagnetic valve 11, is depressurized by the second expansion valve 7, flows into the evaporator 8, and then accumulates in the accumulator 9. It is a path | route inhaled by the compressor 2 via this. In the cooling cycle operation, heat is released from the outdoor heat exchanger 5 functioning as a condenser to the outside, and heat is absorbed from the evaporator 8. At this time, although the condenser 3 is also generating heat, the amount of heat exchange with the passenger compartment air can be reduced by controlling the position of the air mix door 22. A check valve 15 for preventing backflow is provided in the passage between the electromagnetic valve 11 and the second expansion valve 7.

  The refrigerant during the heating cycle operation flows in the direction of the black arrow along the path indicated by the bold solid line in FIG. The heating cycle of the heat pump cycle 1 has a large heating performance and is an operation without a dehumidifying capacity. As shown in FIG. 2, the compressor 2, the refrigerant discharged from the compressor 2 during the heating cycle operation, and air are used. The condenser 3 that heats the air by heat exchange, the first expansion valve 10 as a pressure reducing device that decompresses the refrigerant flowing from the condenser 3 during the heating cycle operation, and the first expansion valve 10 to the outdoor heat exchanger 5 The solenoid valve 14 provided to control the refrigerant flow of the refrigerant, the outdoor heat exchanger 5 that evaporates the refrigerant decompressed by the first expansion valve 10 during the heating cycle operation, and the outdoor heat exchanger 5 to the compressor 2 The accumulator 9 and the solenoid valve 12 provided so as to control the refrigerant flow are connected in a ring shape by piping. The heating cycle operation path is as follows: compressor 2 → condenser 3 → three-way valve 4 → first expansion valve 10 → electromagnetic valve 14 → outdoor heat exchanger 5 → electromagnetic valve 12 → accumulator 9 → compressor 2. Further, a check valve 16 for preventing a backflow is provided in a passage between the electromagnetic valve 12 and the accumulator 9. When the outdoor air is extremely low, heating by the heating cycle is inefficient, so the engine 30 is operated in the cooling cycle, the temperature of the engine cooling water (warm water) is raised, and the heat of the heater core 23 causes the passenger compartment Heated.

  The refrigerant at the time of the first dehumidifying cycle operation flows in the direction of the thick thick arrow along the path indicated by the bold solid line in FIG. The first dehumidifying cycle of the heat pump cycle 1 is an operation in which the heating performance is small and the dehumidifying capacity is medium level. For example, when the vehicle interior is dehumidified with a small heating capacity by operating the operation panel 51 or the like. Selected and executed. As shown in FIG. 3, the first dehumidification cycle includes a compressor 2, a condenser 3, a first expansion valve 10, and an electromagnetic valve provided to control the refrigerant flow from the first expansion valve 10 to the evaporator 8. 13. It forms by connecting the evaporator 8 which evaporates the refrigerant | coolant decompressed with the 1st expansion valve 10, and the accumulator 9 cyclically | annularly by piping. The first dehumidification cycle operation path is as follows: compressor 2 → condenser 3 → three-way valve 4 → first expansion valve 10 → electromagnetic valve 13 → evaporator 8 → accumulator 9 → compressor 2. The first dehumidification cycle operation path is such that the refrigerant decompressed by the first expansion valve 10 does not flow into the outdoor heat exchanger 5 but flows into the evaporator 8 to cool the blown air, and then passes through the accumulator 9. This is a path that is drawn into the compressor 2.

  The refrigerant at the time of the second dehumidifying cycle operation flows in the direction of the thick thick arrow along the path indicated by the bold solid line in FIG. The second dehumidifying cycle of the heat pump cycle 1 is an operation in which the heating performance is at a medium level and the dehumidifying capacity is at a low level. For example, when the vehicle interior is dehumidified with the heating capacity at a medium level by operating the operation panel 51 or the like Selected and executed. As shown in FIG. 4, the second dehumidification cycle has a refrigerant path branched between the first expansion valve 10 and the electromagnetic valve 13 in addition to the first dehumidification cycle operation path. The branched refrigerant path passes from the passage between the first expansion valve 10 and the electromagnetic valve 13 to the passage between the evaporator 8 and the accumulator 9 through the electromagnetic valve 14, the outdoor heat exchanger 5 and the electromagnetic valve 12. It is like that. As a result, the second dehumidification cycle operation path is as follows: the compressor 2 → the condenser 3 → the three-way valve 4 → the first expansion valve 10 → the electromagnetic valve 13 → the evaporator 8 → the accumulator 9 → the compressor 2 path. It is comprised by the path | route of the expansion valve 10-> outdoor heat exchanger 5-> solenoid valve 12-> accumulator 9. In this second dehumidification cycle operation path, the refrigerant decompressed by the first expansion valve 10 flows into the evaporator 8 without flowing into the outdoor heat exchanger 5 and cools the blown air, and then passes through the accumulator 9. And a path to be sucked into the compressor 2 via the accumulator 9 after flowing into the outdoor heat exchanger 5 and absorbing heat from the air.

  The compressor 2 is driven by a built-in electric motor 2a, can be controlled in rotational speed, and the refrigerant discharge amount is variable according to the rotational speed. The compressor 2 is applied with an AC voltage whose frequency is adjusted by the inverter 90, and the rotational speed of the electric motor 2a is controlled. The inverter 90 is supplied with DC power from the vehicle battery and is controlled by the air conditioner ECU 50.

  The outdoor heat exchanger 5 is arranged outside the vehicle compartment such as an engine compartment and performs heat exchange between the outside air and the refrigerant. The outdoor heat exchanger 5 is forced to receive air from the outdoor fan 6 and functions as an evaporator during the heating cycle operation. In the cooling cycle operation, it functions as a condenser.

  The first expansion valve 10 includes a fixed expansion valve (for example, a capillary tube) such as a fixed throttle, a constant pressure expansion valve, a mechanical expansion valve, or the like. The first expansion valve 10 decompresses and expands the refrigerant supplied to the outdoor heat exchanger 5 during the heating cycle operation. The second expansion valve 7 is provided with a temperature sensing cylinder, and is a temperature operation system that feeds back the outlet refrigerant temperature so that the evaporation state of the refrigerant at the outlet of the evaporator 8 has an appropriate degree of superheat and controls the refrigerant flow rate by an appropriate valve opening. Is adopted. In the heating cycle and each dehumidification cycle, the low-pressure refrigerant decompressed by the second expansion valve 7 absorbs heat by the evaporator 8 and evaporates, and the refrigerant that has passed through the evaporator 8 flows into the accumulator 9. And the gas refrigerant in the accumulator 9 is sucked into the compressor 2.

  The evaporator 8 is a cooling heat exchanger that cools the blown air, and functions as an evaporator during the cooling cycle operation. The evaporator 8 cools the air passing through the core portion by performing heat exchange between the low-temperature and low-pressure refrigerant decompressed and expanded by the second expansion valve 7 and the air.

  The condenser 3 is a heating heat exchanger that heats the blown air. The condenser 3 is disposed downstream (downwind) of the evaporator 8 in the air conditioning case 20 and compressed with the high-temperature and high-pressure refrigerant and air compressed by the compressor 2. The air passing through the core is heated by exchanging heat with the air. The water pump 31 is provided in a circuit through which engine cooling water circulates, and supplies hot water made of engine cooling water to the heater core 23. The heater core 23 functions as a heater that heats the blown air together with the condenser 3.

  The air mix door 22 controls the mixing ratio of the cool air from the evaporator 8 and the warm air from the condenser 3 and the like (heater). The accumulator 9 temporarily stores excess refrigerant in the refrigeration cycle and sends out only the gas-phase refrigerant to prevent the liquid refrigerant from being sucked into the compressor 2.

  The three-way valve 4, the normally open solenoid valve 11, the normally closed solenoid valve 12, the normally closed solenoid valve 13, and the normally open solenoid valve 14 are flow path switching means. The operation state is as shown in FIG.

  The refrigerant pressure sensor 40 is provided in the flow path on the high pressure side of the heat pump cycle 1 and detects the high pressure of the refrigerant upstream of the condenser 3, that is, the discharge pressure Pre of the compressor 2. The refrigerant suction temperature sensor 41 is provided on the downstream side of the refrigerant flow in the outdoor heat exchanger 5 and detects the refrigerant suction temperature.

  The air conditioner ECU 50 is a control means for controlling the air conditioning operation in the passenger compartment. Signals from the microcomputer and various switches on the operation panel 51 provided on the front surface of the passenger compartment, the refrigerant pressure sensor 40, the refrigerant intake temperature sensor 41, and the like. An input circuit for inputting sensor signals from the inside air sensor 42, an outside air sensor (outside air temperature detecting means) 43, a solar radiation sensor 44, an inlet temperature sensor 45, and the like, and an output circuit for sending output signals to various actuators. . The microcomputer includes a memory such as a ROM (read only storage device) and a RAM (read / write storage device), a CPU (central processing unit), and the like, and is based on an operation command transmitted from the operation panel 51 or the like. It has various programs used for calculation.

  The air conditioner ECU 50 receives the air conditioner environment information, the air conditioner operating condition information, and the vehicle environment information during each cycle operation, calculates these, and calculates the capacity to be set for the compressor 2. The air conditioner ECU 50 outputs a control signal to the inverter 90 based on the calculation result, and the output amount of the compressor 2 is controlled by the inverter 90.

  As described above, when an operation signal such as operation / stop of the air conditioner and a set temperature is input to the air conditioner ECU 50 and detection signals of various sensors are input by the operation of the operation panel 51 and the portable device 52 by the occupant, Communicates with the engine ECU 60, the hybrid ECU 70, the navigation ECU 80, etc., and based on various calculation results, the compressor 2, the indoor blower 21, the outdoor fan 6, the PTC heater 24, the three-way valve 4, the electromagnetic valves 11-14, The operation of each device such as the inside / outside air switching door 25, the outlet switching door 26, and the like is controlled. The navigation ECU 80 transmits the position information of the own vehicle to the air conditioner ECU 50, for example.

  FIG. 7 is a flowchart showing basic control processing by the air conditioner ECU 50. In FIG. 7, the control starts when the ignition switch is turned on and power is supplied to the air conditioner ECU 50. The processes relating to the subsequent steps S are executed by the air conditioner ECU 50.

(Pre-air conditioning judgment)
The air conditioner ECU 50 air-conditions the passenger compartment based on signals from the various sensors described above, signals from various operation members provided on the operation panel 51, signals from the portable device 52 that is remotely operable operation means, and the like. Is configured to do. When the vehicle continuously stops and no occupant is on board, the air conditioner ECU 50 monitors the presence or absence of a pre-air conditioning request from the portable device 52 or a preset pre-air conditioning operation command.

  In step S1 of FIG. 7, when a pre-air conditioning request is received from the portable device 52, or when it is time to start pre-air conditioning based on an air-conditioning request time transmitted and input in advance, the vehicle is in a stopped state. It is determined whether or not the power supply power is larger than the required power during the pre-air conditioning operation. When it is confirmed that the vehicle is in a stopped state and the power supply power is larger than the pre-air conditioning required power, a pre-air conditioning flag is set to permit execution of the pre-air conditioning.

(Initialization)
Next, in step S2, each parameter etc. memorize | stored in RAM etc. in air-conditioner ECU50 of FIG. 6 is initialized.

(Read switch signal)
Next, a switch signal or the like from the operation panel 51 or the like is read in step S3.

(Read sensor signal)
Next, in step S4, signals from the various sensors are read.

(TAO calculation basic control)
Next, in step S5, the target blowing temperature TAO of the air blown into the vehicle interior is calculated using the following formula 1 stored in the ROM.

TAO = Kset * Tset-Kr * Tr-Kam * Tam-Ks * Ts + C
... (1)
Here, Tset is the set temperature set by the temperature setting switch, Tr is the inside air temperature detected by the inside air sensor 42, Tam is the outside air temperature detected by the outside air sensor 43, and Ts is the solar radiation sensor 44. The amount of solar radiation detected. Kset, Kr, Kam, and Ks are gains, and C is a correction constant for the whole. And the control value of the actuator of the air mix door 22, the control value of the rotation speed of the water pump 31, etc. are calculated from the signals from the TAO and the various sensors.

(Cycle / PTC selection)
Next, in step S6, selection of a cycle to be operated and selection of the number of energized PTC heaters 24 are executed. For example, when the pre-air-conditioning flag is set and the outside air temperature is lower than −3 ° C., the efficiency of heating by the heat pump cycle 1 is deteriorated and the outdoor heat exchanger 5 is easily frosted. Since air conditioning is performed, the PTC heater 24 is energized. When the outside air temperature is −3 ° C. or higher, if the air outlet mode in the automatic operation is the face mode, it is determined that heating by the heat pump cycle 1 is not necessary, and pre-air conditioning by the cooling cycle is performed. When the outside air temperature is −3 ° C. or higher and the mode is other than the face mode, pre-air conditioning for heating by the heating cycle is performed.

  When the pre-air conditioning flag is not set, the pre-air conditioning is not performed, and the outside air temperature is lower than −3 ° C., the efficiency of heating by the heating cycle is deteriorated, and the outdoor heat exchanger 5 is likely to be frosted. Implement air conditioning by cooling cycle. At this time, the engine 30 is operated, and the temperature of the hot water and the heater core 23 is increased. When it is not pre-air-conditioning but the outside air temperature is −3 ° C. or more and the face mode is selected, it is determined that heating by the heat pump cycle 1 is not necessary, and air-conditioning in the cooling cycle is performed. If it is not pre-air-conditioning and it is determined that the outside air temperature is −3 ° C. or higher and the face mode is not set, it is determined that heating by the heat pump cycle 1 is necessary, and air-conditioning in the heating cycle is performed.

(Blower voltage determination)
Next, in step S7 shown in FIG. 7, a blower voltage (voltage applied to the motor of the indoor blower 21) corresponding to the target blowing temperature TAO is determined using a map stored in the ROM. That is, the voltage applied to the blower motor of the indoor blower 21 is determined. This step S7 is specifically executed based on FIG. FIG. 8 is a flowchart showing details of the blower voltage determination process in step S7 of FIG.

  As shown in FIG. 9, it is first determined in step S390 whether or not automatic operation (auto) is in progress. If it is not automatic operation, an applied voltage corresponding to the air volume setting operated on the operation panel 51 is determined in step S391 (12V for HI, 10V for M3, 8V for M2, and M1) When the voltage is 6V or LO, 4V), the blower voltage determination process is terminated.

  If it is determined in step S390 that the automatic operation is performed, a temporary blower voltage is calculated in accordance with TAO in step S392. This temporary blower voltage calculation process is calculated using the map in step S392 shown in FIG. This map shows the relationship between the target blowing temperature TAO (° C) and the blower voltage (V). The temporary blower voltage is calculated to 6 V when TAO is 10 ° C or more and 40 ° C or less. It is.

  Next, in step S393, a temporary warm-up air volume (f (TW)) is calculated according to the water temperature of the heater core 23 and the number of PTC operations, using the map shown in step S393. Next, in step S394, it is determined whether the air outlet is a foot (FOOT), bi-level (B / L), or foot differential (F / D). In the case of FOOT, B / L, F / D, In step S396, the smaller of f (TAO) and f (TW) is determined as the blower level.

  If it is determined in step S394 that the air outlet is other than FOOT, B / L, or F / D, it is determined in step S397 whether or not the air outlet is a differential (DEF). In the case of DEF, in step S399, the air volume lower limit value α = 22 is set. In cases other than DEF, the air volume lower limit value α = 0 is set in step S398. In step S400, a blower level having a larger value of f (TAO) and α is selected. Finally, in S401, the determined blower level is converted into a blower voltage using a map, and this control is terminated. As a result, by increasing the air volume during DEF, the window temperature is increased and the humidity near the window is decreased.

(Suction port mode decision)
Next, in step S8 of FIG. 7, the suction port mode corresponding to the target outlet temperature TAO is determined from the map stored in the ROM. Specifically, when the target blowing temperature TAO is high, the inside air circulation mode is selected, and when the target blowing temperature TAO is low, the outside air introduction mode is selected.

(Air outlet mode decision)
Next, in step S9 of FIG. 7, the outlet mode corresponding to the target outlet temperature TAO is determined from the map stored in the ROM. This step S9 is specifically executed based on FIG. 9 and FIG. FIG. 9 is a flowchart showing details of the first stage of the blowing mode determination process in step S9 of FIG. FIG. 10 is a flowchart showing details of the second stage of the blowing mode determination process in step S9 of FIG. The processes shown in FIGS. 9 and 10 are performed in parallel or sequentially (in no particular order).

  As shown in FIG. 9, it is determined in step S400 whether or not the ignition (IG) is ON. If IG is ON, the outlet is calculated using TAO in step S401. Specifically, when the target blowing temperature TAO is high, the foot mode is selected, and the bi-level mode and further the face mode are selected in accordance with the decrease in the target blowing temperature TAO, and this control is finished.

  If IG is OFF in step S400, it is determined in step S402 whether or not an elapsed time set in advance from IG ON to OFF, for example, 60 minutes has elapsed. If it has elapsed, it is determined in step S403 whether or not the DEF mode is in IG OFF. If it is the DEF mode, it is determined in step S404 whether or not the current outside air temperature exceeds a predetermined temperature, for example, 0 ° C. If exceeded, in step S405A, the DEF mode is canceled, the mode is changed to a mode (auto or manual fixed) before becoming DEF, and this control is terminated.

  If 60 minutes have not elapsed in step S402, if it is not in the DEF OFF time DEF mode in step S403, and if the outside air temperature is 0 ° C. or lower in step S404, the blowing mode in IG OFF is maintained in step S406, This control is terminated.

  By such an outlet mode determination process, after a predetermined time has elapsed after IG OFF, canceling the DEF mode that requires engine ON can improve operability, improve fuel efficiency, reduce outside noise, and effectively use charging power. . Further, when the DEF mode is accompanied by a window heater, a door mirror heater, RrDEF, an air flow rate UP, a compressor operating rate improvement auxiliary heater operation, and the like, these operations can be canceled, so that the effective use of the charging power can be further achieved. Further, when the outside air temperature is very low, the window may be clouded or frozen when the vehicle is started next time, so the anti-fogging property is ensured by not releasing the DEF mode. The same effect can be obtained by using the room temperature, the amount of solar radiation, the evaporator temperature, the window temperature, the humidity, and the like as the determination condition in step S405.

  As shown in FIG. 10, in step S402A, it is determined whether or not IG OFF → ON. If ON, it is determined in step S403A whether or not the DEF mode was in IG OFF. If it is the DEF mode, it is determined in step S404A whether or not the current outside air temperature exceeds a predetermined temperature, for example, 0 ° C. If exceeded, in step S405A, the DEF mode is canceled, the mode is changed to a mode (auto or manual fixed) before becoming DEF, and this control is terminated.

  If it is not ON in step S402A, if it is not in DEF mode at IG OFF in step S403A, and if the outside air temperature is 0 ° C. or less in step S404A, the blowing mode at IG OFF is maintained in step S406A, and this End control.

  By such an outlet mode determination process, when the outside air temperature is higher than a predetermined value when the IG is on, canceling the DEF mode that requires the engine to be turned on improves operability and fuel efficiency, reduces vehicle exterior noise, and reduces the charging power. Effective use. Further, when the DEF mode is accompanied by a window heater, a door mirror heater, RrDEF, an air flow rate UP, a compressor operating rate improvement auxiliary heater operation, and the like, these operations can be canceled, so that the effective use of the charging power can be further achieved. The same effect can be obtained by using the room temperature, the amount of solar radiation, the evaporator temperature, the window temperature, the humidity and the like in addition to the outside air temperature as the determination condition in S404A.

(Determination of compressor speed, etc.)
Next, in step S10 in FIG. 7, determination of the compressor speed and the like is executed. The compressor rotation speed is determined using a known method using the target post-evaporator temperature TEO calculated using the detection signals of various sensors and the actual post-evaporator temperature TE, and the description thereof is omitted here. To do.

(Determining the output of the outdoor fan)
Next, the output amount of the outdoor fan 6 is determined in step S11 shown in FIG. Here, the voltage applied to the motor of the outdoor fan 6 is determined in order to control the air volume, work amount, and the like corresponding to the output amount of the outdoor fan 6. The applied voltage to be determined is selected from a plurality of stages, and the larger the applied voltage, the larger the rotational speed of the fan, and the larger the air volume and noise value.

(Decision of PTC / Defogger operation)
Next, the PTC / defogger operation determination is executed in step S12 of FIG. In this step S, the increase / decrease amount of the compressor rotational speed is determined based on the difference between the permitted power that can be used for the air conditioning operation and the actual power consumption of the compressor 2, and the PTC heater 24 or Determine the operation of the defogger. The use permission power here is the use permission power obtained from at least one of the power amount of the commercial power supply and the battery charge amount supplied to the vehicle by the plug-in specification, and limits the use power that can be used for the air-conditioning operation. Show. In addition, the use permission power may be power that can be allocated for air-conditioning operation from power that can be supplied from the battery or power of a commercial power source (100 V or 200 V) that is supplied by plug-in.

(Each valve ON / OFF decision)
Next, in step S13 in FIG. 7, the ON or OFF operation of the three-way valve 4 and the electromagnetic valves 11 to 14 in the cycle is determined so that the control can be executed in each predetermined cycle. In this control, an output signal for turning on / off the operation of each valve is determined so that the operation state of each valve corresponding to each cycle shown in FIG.

(Determining whether to turn on the engine)
Next, in step S14 shown in FIG. This step S14 is specifically executed based on FIG. FIG. 11 is a flowchart showing details of the engine ON request presence / absence determination process in step S14 of FIG.

  As shown in FIG. 11, when this control is started, in step S30, an engine OFF water temperature and an engine ON water temperature, which are determination threshold values used for determining whether or not an engine ON request is required based on the engine coolant temperature, are calculated. . The engine OFF water temperature is an engine cooling water temperature that is a determination criterion for stopping the engine, and the engine ON water temperature is an engine cooling water temperature that is a determination criterion for operating the engine.

  The engine OFF water temperature is determined as the smaller one of the reference cooling water temperature TWO calculated by the following Expression 2 and 70 ° C. (see Expression 3). The reference cooling water temperature TWO is a cooling water temperature required when it is assumed that the hot air temperature before the air mix becomes the target blowing temperature TAO. TE is the post-evaporation temperature. ΔTptc is an estimated temperature rise of the blowing temperature by the PTC heater 24.

TWO = {TAO−ΔTptc) − (TE × 0.2)} / 0.8 (2)
Engine OFF water temperature = MIN (TWO, 70) (3)
On the other hand, the engine ON water temperature is set lower than the engine OFF water temperature by a predetermined temperature (5 ° C. in this example) in order to prevent frequent engine ON / OFF.

  Next, in step S31, it is determined whether an engine ON request is necessary based on the engine coolant temperature. Specifically, the actual cooling water temperature is compared with the engine OFF water temperature and the engine ON water temperature obtained in step S30. If the cooling water temperature is lower than the engine ON water temperature, the operation of the engine is provisionally determined as f (TW) = ON, and if the cooling water temperature is higher than the engine OFF water temperature, the engine is stopped as f (TW) = OFF. decide.

  Next, in step S32, it is determined whether or not the seat heater is ON. If ON, the process proceeds to step S33, and if OFF, the process proceeds to step S34. In a vehicle not equipped with a seat heater, it is always OFF. In step S33, since the seat heater is ON, using the map shown in step S33, f (amount of solar radiation) is determined as a correction amount according to the amount of solar radiation when the seat heater is ON, and the process proceeds to step S35. .

  In step S34, since the seat heater is OFF, using the map shown in step S34, f (amount of solar radiation) is determined as a correction amount according to the amount of solar radiation when the seat heater is OFF, and the process proceeds to step S35. .

  Next, in step S35, on / off of f (outside air temperature) based on f (amount of solar radiation) is determined. Specifically, the actual outside air temperature is compared with the obtained f (solar radiation amount) and f (solar radiation amount) +2. If the outside air temperature is lower than f (insolation amount) +2, then f (outside air temperature) = ON. If the outside air temperature is higher than f (insolation amount), f (outside air temperature) = OFF, and the process proceeds to step S36.

  Next, in step S36, an engine ON request is determined using the map shown in step S36, and this control is terminated. Regarding the output engine ON request, in principle, f (TW) determined in step S31 is followed. However, in the case indicated by a thick frame, that is, modes other than the outlet = DEF, vehicle mode = eco mode, TAO = 20 ° C. or more, When f (TW) = ON, the engine is normally allowed to turn on, but when f (outside air temperature) = OFF, the engine is not allowed to be turned on. In the DEF mode, emphasizing anti-fogging properties, turning on the engine increases the DEF blowing temperature, increases the window temperature, and reduces the relative humidity of the DEF blowing air.

  By such an engine ON request presence / absence determination process, in a mode other than DEF, the engine request is turned off according to the outside air temperature and the amount of solar radiation even if f (TW) is ON. Therefore, when f (outside air temperature) is OFF, it is determined that a heat source is not necessary according to the external environment. Thereby, energy consumption can be suppressed.

(Defrost determination / Defrost control)
Next, in step S15 of FIG. 7, frost formation is determined, and when it is determined that frost formation, defrost control is executed. In the frost formation determination / defrost control, in pre-air conditioning and on-board air conditioning (air conditioning other than pre-air conditioning), it is determined whether or not frost is formed according to the refrigerant suction temperature detected by the refrigerant suction temperature sensor 41. When it determines with frost, the heating cycle driving | operation is stopped and the defrosting operation by a cooling cycle is implemented.

(Control signal output)
Next, in step S16 of FIG. 7, the engine ECU 60, the inverter 90, the PTC heater 24, various actuators, the three-way valve 4 and the electromagnetic valve are obtained so that the control states calculated or determined in the respective steps S1 to S15 are obtained. Control signals are output to 11-14 and the like. Then, after the elapse of a predetermined time in step S17 of FIG. 7, the process returns to step S3, and each step S is executed continuously.

  As described above, in the vehicle air conditioner according to the present embodiment, when the vehicle is started from the parked state to the travelable state by the operation of the operator (when the ignition is turned on), the vehicle is in the parked state. Each part is controlled so that it becomes the blowing mode of the blast air (see step S406A in FIG. 10). Thereby, the blowing mode when parked last time can be continuously used without newly operating.

  Also, if the blowing mode when the parking state was in the differential mode (anti-fogging mode), it was activated when it was determined that it was not necessary to maintain the anti-fogging mode based on the external environment during the parking state At that time, each part is controlled so that the blowing mode becomes a mode other than the differential mode (step S405 in FIG. 9). This prevents activation in the differential mode when it is not necessary to activate in the differential mode. Therefore, operability can be improved. Further, by setting the mode other than the differential mode at the time of startup, the passenger compartment can be air-conditioned more comfortably than in the differential mode. Therefore, energy consumption can be suppressed as compared with starting in the differential mode.

  In this embodiment, in other words, in a hybrid system having a DEF mode that clears the window, when the vehicle system stops during the DEF mode, the DEF mode is automatically canceled after satisfying a predetermined condition. Thus, after a predetermined time has elapsed after IG OFF, canceling the DEF mode that requires engine ON can improve operability, improve fuel efficiency, reduce outside noise, and effectively use charging power.

  Further, when the DEF mode is accompanied by a window heater, a door mirror heater, RrDEF, an air volume increase, an improvement in compressor operation rate, an auxiliary heater operation, and the like, these operations can be canceled, so that the effective use of the charging power can be further achieved.

  Further, in this embodiment, when the blowing mode when the parking state is in the differential mode, when it is determined that it is not necessary to maintain the differential mode based on the external environment when starting, the blowing mode is set. Each unit is controlled so as to be in a mode other than the differential mode (step S405A in FIG. 10). This prevents activation in the differential mode when it is not necessary to activate in the differential mode. Therefore, operability can be improved. Further, by setting the mode other than the differential mode at the time of startup, the passenger compartment can be air-conditioned more comfortably than in the differential mode. Therefore, energy consumption can be suppressed as compared with starting in the differential mode.

  In this embodiment, in other words, in the hybrid system having the DEF mode that clears the window, when the vehicle system is activated during the DEF mode in the previous run, the DEF mode is automatically canceled if the predetermined condition is satisfied. To do. As a result, when the outside air temperature is higher than a predetermined value when the IG is turned on, canceling the DEF mode that requires the engine to be turned on can improve operability, improve fuel consumption, reduce vehicle exterior noise, and effectively use charging power. Further, when the DEF mode is accompanied by a window heater, a door mirror heater, RrDEF, an air volume increase, an improvement in compressor operation rate, an auxiliary heater operation, and the like, these operations can be canceled, so that the effective use of the charging power can be further achieved.

  Further, in the present embodiment, it is determined that it is not necessary to maintain the differential mode when the outside air temperature is higher than a predetermined temperature (for example, 0 ° C.) during the parking state. As a result, when the outside air temperature is a predetermined temperature or lower and the temperature is low, and the differential mode is required, the differential mode is maintained, so that the anti-fogging property can be ensured.

  Furthermore, in this embodiment, in other words, the DEF mode is canceled when the outside air temperature is equal to or higher than a predetermined temperature. As a result, when the outside air temperature is very low, the window may be clouded or frozen when the vehicle is started next time. Therefore, the anti-fogging property can be ensured by not releasing the DEF mode.

  In the present embodiment, when the differential mode is executed at the time of startup, a request signal for requesting startup of the engine is output (see step S36 in FIG. 11). As a result, in the differential mode, a heat source can be secured, so that window fogging can be efficiently removed. Further, when a mode other than the differential mode is executed at the time of startup, the output of the request signal is prohibited according to the external environment (see step S36 in FIG. 11). This can suppress unnecessary startup of the engine. Therefore, it is possible to ensure window clearing, improve fuel consumption, and reduce vehicle exterior noise.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIG. FIG. 12 is a schematic diagram for explaining the configuration of the vehicle air conditioner 101 according to the second embodiment. The indoor air conditioning unit in the vehicle air conditioner 101 of the present embodiment is disposed inside the instrument panel at the foremost part of the vehicle interior, and the indoor blower 21, the evaporator 8, The heater core 23, the PTC heater 24, etc. are accommodated. Moreover, the control structure in the vehicle air conditioner 101 is the same as that of the block diagram shown in FIG. Below, as description regarding the vehicle air conditioner 101, the structure different from 1st Embodiment is demonstrated centering on the form shown in FIG.

  The air conditioning case 20 forms an air passage for blown air that is blown into the passenger compartment, and is formed of a resin such as polypropylene having a certain degree of elasticity and excellent strength. On the most upstream side of the blast air flow in the air conditioning case 20, an inside / outside air switching box for switching between and introducing inside air (vehicle compartment air) and outside air (vehicle compartment outside air) is arranged.

  In the inside / outside air switching box, an inside air introduction port 25a for introducing inside air into the air conditioning case 20 and an outside air introduction port 25b for introducing outside air are formed. Further, inside the inside / outside air switching box, the inside / outside air switching door 25 that continuously adjusts the opening areas of the inside air introduction port 25a and the outside air introduction port 25b to change the air volume ratio between the inside air volume and the outside air volume. Is arranged.

  The inside / outside air switching door 25 constitutes an air volume ratio changing means for switching a suction port mode for changing an air volume ratio between the air volume of the inside air introduced into the air conditioning case 20 and the air volume of the outside air. The inside / outside air switching door 25 is driven by an electric actuator for the inside / outside air switching door 25, and the operation of this electric actuator is controlled by a control signal output from the air conditioner ECU 50.

  Further, as the suction port mode, the inside air introduction port 25a is fully opened and the outside air introduction port 25b is fully closed to introduce the inside air into the air conditioning case 20, and the inside air introduction port 25a is fully closed and the outside air introduction port. The outside air mode in which the outside air is introduced into the air conditioning case 20 with the opening 25b fully opened, and the opening area of the inside air introduction port 25a and the outside air introduction port 25b is continuously adjusted between the inside air mode and the outside air mode. There is an inside / outside air mixing mode that continuously changes the introduction ratio of outside air.

  On the downstream side of the air flow in the inside / outside air switching box, an indoor blower 21 that blows air sucked through the inside / outside air switching box toward the vehicle interior is arranged. This indoor blower 21 is an electric blower that drives a centrifugal multiblade fan with an electric motor, and the rotation speed is controlled by a control voltage output from the air conditioner ECU 50.

  An evaporator 8 is arranged on the downstream side of the air flow of the indoor blower 21. The evaporator 8 is a cooling heat exchanger that cools the blown air by exchanging heat between the refrigerant flowing through the evaporator 8 and the blown air. The evaporator 8 constitutes the refrigeration cycle 1A together with the compressor 2, the outdoor heat exchanger 5 (condenser), the accumulator 9, the expansion valve 10, and the like.

  The compressor 2 is disposed in the engine room and sucks, compresses and discharges the refrigerant in the refrigeration cycle 1A. The compressor 2 is driven by a belt by an output shaft of an engine 30 mounted in the engine room of the vehicle, sucks in refrigerant, compresses it, and discharges it. The compressor 2 is connected to an electromagnetic clutch (not shown) as clutch means for intermittently transmitting the rotational power from the engine 30 to the compressor 2. This electromagnetic clutch is controlled by a clutch drive circuit (not shown).

  When the electromagnetic clutch is energized (ON), the rotational power of the engine 30 is transmitted to the compressor 2, the air cooling action is performed by the evaporator 8, and the energization of the electromagnetic clutch is stopped (OFF). And the compressor 2 are shut off, and the air cooling action by the evaporator 8 is stopped. The on / off of the electromagnetic clutch is controlled according to the comparison result between the post-evaporation temperature (TE) detected by the post-evaporation temperature sensor and the target post-evaporation temperature (TEO). Therefore, the compressor uses the electric power of the motor generator 30A as one of the power sources.

  The outdoor heat exchanger 5 that functions as a condenser is disposed in the engine room, and is compressed by exchanging heat between the refrigerant circulating inside and the outside air (outside air) blown from the outdoor fan 6. The refrigerant is condensed and liquefied. The outdoor fan 6 is an electric blower in which the operating rate, that is, the rotation speed (the amount of blown air) is controlled by a control voltage output from the air conditioner ECU 50.

  The accumulator 9 gas-liquid separates the condensed and liquefied refrigerant to store excess liquid refrigerant, and flows only the liquid refrigerant downstream. The expansion valve 10 is a decompression unit that decompresses and expands the liquid refrigerant. The evaporator 8 evaporates and evaporates the refrigerant expanded under reduced pressure by heat exchange between the refrigerant and the blown air.

  In the air conditioning case 20, on the downstream side of the air flow of the evaporator 8, an air passage such as a cooling cold air passage 28 a and a cold air bypass passage 28 b for flowing air after passing through the evaporator 8, and a heating cold air passage 28 a and A mixing space 29 for mixing the air that flows out of the cold air bypass passage 28b is formed.

  In the heating cold air passage 28a, a heater core 23 as a heating means for heating the air after passing through the evaporator 8, and a PTC heater 24 as an auxiliary heating means for reheating the air after passing through the heater core 23. However, it is arrange | positioned in this order toward the blowing air flow direction.

  The heater core 23 is a heat exchanger for heating that heats the air that has passed through the evaporator 8 by exchanging heat between the cooling water of the engine 30 that outputs the driving force for driving the vehicle and the air that has passed through the evaporator 8. is there.

  A cooling water flow path is provided between the heater core 23 and the engine 30 to constitute a cooling water circuit in which the cooling water circulates between the heater core 23 and the engine 30. And in this cooling water circuit, the water pump 31 for circulating a cooling water is installed. The water pump 31 is an electric water pump whose rotational speed (cooling water circulation amount) is controlled by a control voltage output from the air conditioner ECU 50.

  The PTC heater 24 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 23. As the PTC heater 24, a plurality of, for example, three PTC heaters 24a, 24b, and 24c are used. The air conditioner ECU 50 controls ON / OFF of the switch elements provided for the PTC elements of the first PTC heater 24a, the second PTC heater 24b, and the third PTC heater 24c, so that each PTC heater 24a, 24b, 24c is controlled. It controls to energize / de-energize. The air conditioning ECU 50 changes the number of PTC heaters 24 to be energized, thereby controlling the heating capacity of the plurality of PTC heaters 24 as a whole.

  On the other hand, the cold air bypass passage 28 b is an air passage for guiding the air after passing through the evaporator 8 to the mixing space 29 without passing through the heater core 23 and the PTC heater 24. Accordingly, the temperature of the blown air mixed in the mixing space 29 varies depending on the air volume ratio of the air passing through the heating cool air passage 28a and the air passing through the cold air bypass passage 28b.

  In the present embodiment, the air flow rate ratio of the cold air flowing into the heating cold air passage 28a and the cold air bypass passage 28b on the downstream side of the air flow of the evaporator 8 and on the inlet side of the cold air passage 28a and the cold air bypass passage 28b. An air mix door 22A that continuously changes the position is arranged.

  Therefore, the air mix door 22A constitutes a temperature adjusting means for adjusting the air temperature in the mixing space 29 (the temperature of the blown air blown into the vehicle interior). The air mix door 22A is driven by an electric actuator for the air mix door, and the operation of the electric actuator is controlled by a control signal output from the air conditioner ECU 50.

  Furthermore, blower outlets 27a, 27b, and 27c that blow out the blown air whose temperature is adjusted from the mixed space 29 to the vehicle interior that is the air-conditioning target space are arranged at the most downstream portion of the blown air flow of the air conditioning case 20. The air outlets 27a, 27b, and 27c include a face air outlet 27b that blows air-conditioned air toward the upper body of the passenger in the vehicle interior, a foot air outlet 27c that blows air-conditioned air toward the feet of the passenger, and a vehicle front window glass. A defroster outlet 27a that blows air-conditioned air toward the inner surface is provided.

  Further, on the upstream side of the air flow of the face outlet 27b, the foot outlet 27c, and the defroster outlet 27a, the opening areas of the face door 26b and the foot outlet 27c for adjusting the opening area of the face outlet 27b are adjusted. The defroster door 26a which adjusts the opening area of the foot door 26c to perform and the defroster blower outlet 27a is arrange | positioned.

  The face door 26ba, the foot door 26c, and the defroster door 26a constitute an outlet mode switching means for switching an outlet mode, and are connected to an electric actuator for driving the outlet mode door through a link mechanism. Are operated in conjunction with each other. The defroster door 26a functions as a blown air volume adjusting means for adjusting the blown air volume directed toward the inner surface of the window glass. The operation of the electric actuator is controlled by a control signal output from the air conditioner ECU 50.

  Even in the vehicle air conditioner 101 having such a configuration, the same operation and effect as those of the first embodiment can be achieved by controlling the blow-out mode at the time of activation, as in the first embodiment. .

(Third embodiment)
Next, a third embodiment of the present invention will be described with reference to FIG. FIG. 13 is a schematic diagram for explaining the configuration of the vehicle air conditioner 102 according to the third embodiment. The indoor air conditioning unit in the vehicle air conditioner 101 of the present embodiment is particularly similar to the vehicle air conditioner 101 of the second embodiment described above, and the heating means for heating air is removed from the vehicle air conditioner 101. It has become. That is, the vehicle air conditioner 102 of the present embodiment has a configuration excluding the heater core 23, the PTC heater 24, and the air mix door 22A, and is realized by a cooler cycle that can perform so-called cooling and defrosting.

  The compressor 2 has the same configuration as that of the first embodiment, is disposed in the engine room, sucks the refrigerant in the refrigeration cycle 1A, compresses and discharges it, and has a fixed discharge capacity. The capacity type compression mechanism is configured as an electric compressor that is driven by an electric motor 2a. The electric motor 2 a is an AC motor whose rotation speed is controlled by an AC voltage output from the inverter 90.

  Also in the vehicle air conditioner 101 having such a configuration, as in the first embodiment described above, by controlling the blowing mode at the time of activation, the operability and the suppression of energy consumption are the same as those in the first embodiment described above. Actions and effects can be achieved.

(Other embodiments)
The preferred embodiments of the present invention have been described above, but the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.

  In the first embodiment described above, the present invention is applied to a hybrid vehicle. However, the present invention is not limited to a hybrid vehicle and may be an electric vehicle.

  In the first embodiment described above, the PTC heater 24 is employed as the electric auxiliary heat source, but the present invention is not limited to this. The electric auxiliary heat source may be another device as long as it is energized to generate heat from a heating element or the like to heat surrounding air or an object.

1. Heat pump cycle (cycle)
1A ... Refrigeration cycle (cycle)
2 ... Compressor 5 ... Outdoor heat exchanger 6 ... Outdoor fan 8 ... Evaporator (cooling heat exchanger)
10 ... 1st expansion valve (pressure reduction device)
20 ... Air-conditioning case 21 ... Indoor blower (indoor fan)
23 ... Heater core (heat exchanger for heating)
25a ... Inside air inlet (air intake)
25b ... Outside air inlet (air inlet)
26a ... defroster door (outflow air volume adjusting means)
27a ... Defroster outlet (multiple outlets)
27b ... Face outlet (multiple outlets)
27c ... Foot outlet (multiple outlets)
30 ... Engine 43 ... Outside air sensor (outside air temperature detecting means)
50. Air conditioner ECU (control means)

Claims (4)

A vehicle air conditioner (100) that air-conditions a vehicle interior by controlling a refrigerant flow in cycle (1) in a vehicle equipped with an in-vehicle power storage device,
An air conditioning case (20) in which an air intake port (25a, 25b) is formed on one side and a plurality of air outlets (27a, 27b, 27c) through which air toward the passenger compartment passes is formed on the other side, An air conditioning case having a ventilation path through which the blown air passes between the air intake and the air outlet;
An air conditioner blower (21) for blowing air to the ventilation path of the air conditioning case;
A blown air volume adjusting means (26a) for adjusting a blown air volume directed from the outlet to the inner surface of the window glass;
A compressor (2) for sucking and discharging refrigerant circulating in the cycle;
A cooling heat exchanger (8) provided in the air-conditioning case and configured to evaporate the refrigerant circulating in the cycle and cool the air blown into the vehicle interior;
Control means (50) for controlling the amount of refrigerant discharged from the compressor, the amount of air blown from the air-conditioning blower, and the amount of blown air from the blown air amount adjusting means,
The control means includes
The compressor, the air-conditioning blower, and the blown-out air volume are set so as to be in a blown-air blowing mode when the vehicle is in the parked state when the vehicle is started from the parked state by the operator's operation. Control the adjustment means,
If the blowing mode when the parking state is in the anti-fogging mode to remove fogging of the window glass, it is determined that it is not necessary to maintain the anti-fogging mode based on the external environment during the parking state. Then, the air conditioner for vehicles controls the compressor, the air-conditioning blower, and the blow-off air amount adjusting means so that the blow-out mode becomes a mode other than the anti-fogging mode when activated. A vehicle air conditioner (100) that air-conditions a vehicle interior by controlling a refrigerant flow in cycle (1) in a vehicle equipped with an in-vehicle power storage device,
An air conditioning case (20) in which an air intake port (25a, 25b) is formed on one side and a plurality of air outlets (27a, 27b, 27c) through which air toward the passenger compartment passes is formed on the other side, An air conditioning case having a ventilation path through which the blown air passes between the air intake and the air outlet;
An air conditioner blower (21) for blowing air to the ventilation path of the air conditioning case;
A blown air volume adjusting means (26a) for adjusting a blown air volume directed from the outlet to the inner surface of the window glass;
A compressor (2) for sucking and discharging refrigerant circulating in the cycle;
A cooling heat exchanger (8) provided in the air-conditioning case and configured to evaporate the refrigerant circulating in the cycle and cool the air blown into the vehicle interior;
Control means (50) for controlling the amount of refrigerant discharged from the compressor, the amount of air blown from the air-conditioning blower, and the amount of blown air from the blown air amount adjusting means,
The control means includes
The compressor, the air-conditioning blower, and the blown-out air volume are set so as to be in a blown-air blowing mode when the vehicle is in the parked state when the vehicle is started from the parked state by the operator's operation. Control the adjustment means,
If the blowing mode when the parking state is in the anti-fogging mode to remove the fogging of the window glass, it is not necessary to maintain the anti-fogging mode based on the external environment when starting up When judged, the air conditioner for vehicles controls the compressor, the air-conditioning blower, and the blow-off air amount adjusting means so that the blowing mode becomes a mode other than the anti-fogging mode. It further includes an outside air temperature detecting means (43) for detecting the outside air temperature outside the passenger compartment,
The vehicle air conditioner according to claim 1 or 2, wherein the control means determines that it is not necessary to maintain the anti-fogging mode when the outside air temperature is equal to or higher than a predetermined temperature during the parking state. . The vehicle is a hybrid vehicle having an engine (30) and an electric motor as drive sources,
A heating heat exchanger (23) provided in the air-conditioning case, for heating the air blown into the vehicle interior using the engine cooling water as a heat source;
The control means includes
When performing the anti-fogging mode at the time of starting, output a request signal for requesting the engine start,
The vehicle air conditioning according to any one of claims 1 to 3, wherein when the mode other than the anti-fogging mode is performed at the time of starting, the output of the request signal is prohibited according to an external environment. apparatus.

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