JP5516544B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner that exchanges heat between blown air blown into a vehicle compartment and a heat medium.

  2. Description of the Related Art Conventionally, as a vehicle air conditioner applied to a hybrid vehicle that obtains a driving force for traveling from a traveling electric motor and an engine (internal combustion engine), when the vehicle interior is heated, the vehicle interior is used with engine cooling water as a heat source. What heats the ventilation air ventilated to is known (for example, refer patent document 1).

  In this type of hybrid vehicle, in order to improve vehicle fuel efficiency, the engine operation may be stopped even when the vehicle is stopped or running, and the vehicle air conditioner is used to heat the vehicle interior. In addition, the temperature of the cooling water may not rise to a temperature sufficient as a heat source for heating.

  Therefore, in the vehicle air conditioner of Patent Document 1, when the temperature of the cooling water does not rise to a temperature sufficient as a heat source for heating, it is necessary to operate the engine to output the driving force for traveling. Even under non-running conditions, a signal (operation request signal) that requests engine operation is output to the driving force control device that controls the driving force of the engine, and the temperature of the cooling water is sufficient as a heat source for heating. The temperature is raised until it reaches a certain temperature.

  However, operating the engine for air conditioning in the passenger compartment causes a reduction in vehicle fuel consumption. Therefore, in the vehicle air conditioner disclosed in Patent Document 1, in order to improve vehicle fuel efficiency, when a seat heater that heats a vehicle seat is operating, the operation of the engine for air conditioning in the passenger compartment is suppressed and the engine is stopped. The time is long.

  That is, when the seat heater is operating, the passenger's sense of warmth is higher than the actual passenger compartment temperature, so even if the temperature of the cooling water does not rise to a sufficient temperature as a heat source for heating, As a result, the heating capacity can be maintained.

JP 2007-308133 A

  However, even if the seat heater is operating during the heating of the passenger compartment, if the temperature of the cooling water is too low, low-temperature air is blown into the passenger compartment, which may deteriorate passenger comfort. is there. Therefore, there is a limit to suppression of engine operation, and there is a possibility that a sufficient energy saving effect cannot be obtained.

  In view of the above points, an object of the present invention is to save energy in air conditioning without losing passenger comfort as much as possible.

In order to achieve the above object, in the first aspect of the present invention, air blowing means (32) for blowing air into the vehicle compartment,
Heat exchange means (36, 15) for exchanging heat between the blown air blown by the blower means (32) and the heat medium;
Auxiliary air-conditioning means (90 ) to supplement the passenger's feeling of heating ,
A blowing capacity control means (50a) for controlling the blowing capacity of the blowing means (32) ;
Outlet mode switching means (25a, 26a, 50b) for switching the outlet mode by changing the ratio of the amount of air blown out from the plurality of outlets (25, 26) for blowing the blown air into the vehicle interior ,
The plurality of air outlets (25, 26) include a defroster air outlet (26) that blows out blown air toward the window,
Blowing capacity control means (50a), when the auxiliary air conditioning unit (9 0) is in operation, the auxiliary air conditioning unit (9 0) as compared with the case at rest, to reduce the blowing capacity of the blower unit (32),
The air outlet mode switching means (25a, 26a, 50b) is blown out from the defroster air outlet (26) when the auxiliary air conditioning means (90) is in operation compared to when the auxiliary air conditioning means (90) is stopped. It is characterized by increasing the rate of air flow .

According to this, when the auxiliary air-conditioning means (90 ) is in operation, the blowing capacity of the blowing means (32) is reduced, so that the energy consumption of the blowing means (32) can be reduced. Moreover, since the amount of heat exchange between the blown air and the heat medium is reduced by reducing the blowing capacity of the blowing means (32), the energy consumption for heat exchange can be reduced.

Furthermore, if the auxiliary air-conditioning means (90 ) is operating, it is possible to give the passengers a feeling of comfort even if the volume of the blown air blown into the passenger compartment is small. Therefore, energy saving of air conditioning can be achieved without losing passenger comfort as much as possible.

  The heat exchanging means in the present invention is, for example, a heater core (36) for exchanging heat between blown air and engine cooling water, an evaporator (15) for exchanging heat between blown air and refrigerant in the refrigeration cycle, and the like.

The auxiliary air-conditioning means in the present invention is, for example, a seat heater (90 ) that heats the seat and supplements the passenger's feeling of heating.

Preferably, as in the invention described in claim 2, in the invention described in claim 1, the auxiliary air-conditioning means (90 ) is capable of adjusting its operating capability,
The blower capacity control means (50a) is preferably configured to reduce the blower capacity of the blower means (32) as the operating capacity of the auxiliary air conditioning means (90 ) is higher.

According to a third aspect of the present invention, there is provided a vehicle air conditioner including a traveling electric motor and an internal combustion engine (EG) as a driving source for outputting a driving force for traveling the vehicle,
A heating means (36) for heating the blown air blown into the passenger compartment using the cooling water of the internal combustion engine (EG) as a heat source;
Auxiliary air-conditioning means (90) for supplementing the passenger's feeling of heating;
The internal combustion engine (EG) when the temperature of the cooling water reaches the lower limit temperature (Twon) relative to the driving force control means (70) that controls the operation of the internal combustion engine (EG) when heating the passenger compartment. And a request signal output means (50f) for outputting a request signal for stopping the internal combustion engine (EG) when the temperature of the cooling water reaches the upper limit temperature (Twoff),
The request signal output means (50f) starts the operation of the auxiliary air conditioning means (90) even when the condition for outputting the request signal for operating the internal combustion engine (EG) based on the temperature of the cooling water is satisfied. After that, a request signal for stopping the internal combustion engine (EG) is output to the driving force control means (70) until a predetermined time elapses.

  According to this, since the internal combustion engine (EG) can be stopped until the predetermined time elapses after the auxiliary air conditioning means (90) starts operating, the operation of the internal combustion engine (EG) for air conditioning The frequency can be reduced, and as a result, energy saving of the air conditioning can be achieved.

  Furthermore, if the auxiliary air-conditioning means (90) is operating, a comfortable sensation can be given to the occupant even if the temperature of the cooling water does not rise to a temperature sufficient as a heat source for heating. Therefore, energy saving of air conditioning can be achieved without losing passenger comfort as much as possible.

In the invention of claim 4, in the invention of claim 3, target temperature setting means (60a) for setting the passenger compartment target temperature (Tset) by the operation of the occupant,
Power saving priority mode setting means (60b) for setting the operation mode to the power saving priority mode by the operation of the passenger,
The request signal output means (50f)
When the power saving priority mode is not set, a request signal is output to the driving force control means (70) regardless of the vehicle interior target temperature (Tset).
When the power saving priority mode is set, a request signal is output to the driving force control means (70) based on the vehicle interior target temperature (Tset).

  According to this, when the power saving priority mode is set, the request signal is output to the driving force control means (70) based on the vehicle interior target temperature (Tset) set by the passenger's operation. The energy saving of air conditioning can be achieved reflecting the intention of

According to a fifth aspect of the present invention, there is provided a vehicle air conditioner including a traveling electric motor and an internal combustion engine (EG) as a driving source for outputting a driving force for traveling the vehicle,
Air blowing means (32) for blowing air into the passenger compartment;
A heating means (36) for heating the blown air blown by the blowing means (32) using the cooling water of the internal combustion engine (EG) as a heat source;
A plurality of outlets (25, 26) for blowing out the air blown by the heating means (36) into the vehicle interior;
Outlet mode switching means (25a, 26a, 50b) for switching the outlet mode by changing the ratio of the amount of air blown from the plurality of outlets (25, 26);
Auxiliary air-conditioning means (90) provided in a seat on which the occupant is seated to supplement the occupant's feeling of heating;
The internal combustion engine (EG) when the temperature of the cooling water reaches the lower limit temperature (Twon) relative to the driving force control means (70) that controls the operation of the internal combustion engine (EG) when heating the passenger compartment. And a request signal output means (50f) for outputting a request signal for stopping the internal combustion engine (EG) when the temperature of the cooling water reaches the upper limit temperature (Twoff),
The plurality of outlets (25, 26) include a defroster outlet (26) that blows out the air blown by the heating means (36) toward the window,
The request signal output means (50f) has a lower temperature of the cooling water introduced into the heating means (36) when the auxiliary air conditioning means (90) is in operation than when the auxiliary air conditioning means (90) is stopped. So as to output a request signal to the driving force control means (70),
The air outlet mode switching means (25a, 26a, 50b) is blown out from the defroster air outlet (26) when the auxiliary air conditioning means (90) is operating compared to when the auxiliary air conditioning means (90) is stopped. It is characterized by increasing the rate of air flow.

  According to this, when the auxiliary air conditioning means (90) is in operation, the internal combustion engine is such that the temperature of the cooling water introduced into the heating means (36) is lower than when the auxiliary air conditioning means (90) is stopped. Since the operation of (EG) is controlled, the operation frequency of the internal combustion engine (EG) for air conditioning can be reduced, and as a result, energy saving of the air conditioning can be achieved.

  Further, when the auxiliary air-conditioning means (90) is in operation, the ratio of the air volume blown from the defroster outlet (26) increases, so that the occurrence of window fogging can be suppressed. Therefore, energy saving of the air conditioning can be achieved while suppressing the loss of passenger comfort.

Specifically, in the invention according to claim 5, like the invention according to claim 6,
Temperature determining means (S1122 ) for determining a lower limit temperature (Twon) and an upper limit temperature (Twoff);
By temperature determination means (S1122), when the auxiliary air conditioning unit (9 0) is in operation, the auxiliary air conditioning unit (9 0) is lower the lower limit temperature (Twon) and the upper limit temperature (Twoff) as compared with the case of stopping That's fine.

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

It is a whole block diagram of the vehicle air conditioner of 1st Embodiment. It is a block diagram which shows the electric control part of the vehicle air conditioner of 1st Embodiment. It is a circuit diagram of the PTC heater of a 1st embodiment. It is a flowchart which shows the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a figure which shows the determination state of the blower outlet mode of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a graph which shows the determination state of the operation mode of 1st Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 2nd Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 3rd Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 3rd Embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is an overall configuration diagram of a vehicle air conditioner 1 according to the present embodiment, and FIG. 2 is a block diagram illustrating a configuration of an electric control unit of the vehicle air conditioner 1. In the present embodiment, the vehicle air conditioner 1 is applied to a hybrid vehicle that obtains driving force for vehicle travel from an internal combustion engine (engine) EG and a travel electric motor.

  The hybrid vehicle of the present embodiment is configured as a plug-in hybrid vehicle capable of charging power supplied from an external power source (commercial power source) when the vehicle is stopped to a battery (vehicle battery) 81 mounted on the vehicle.

  This plug-in hybrid vehicle charges the battery 81 with electric power supplied from an external power source when the vehicle stops before the vehicle starts running, so that the remaining power SOC of the battery 81 is predetermined as when the vehicle starts running. When it is equal to or more than the reference remaining amount for traveling, an operation mode is set in which the vehicle travels mainly by the driving force of the traveling electric motor. Hereinafter, this operation mode is referred to as an EV operation mode.

  On the other hand, when the remaining amount SOC of the battery 81 is lower than the reference remaining amount for traveling while the vehicle is traveling, the operation mode is set to travel mainly by the driving force of the engine EG. Hereinafter, this operation mode is referred to as an HV operation mode.

  More specifically, the EV operation mode is an operation mode in which the vehicle is driven mainly by the driving force output from the traveling electric motor. When the vehicle driving load becomes high, the engine EG is operated. Assist the electric motor for traveling. That is, this is an operation mode in which the driving force for driving (motor side driving force) output from the electric motor for driving is larger than the driving force for driving (internal combustion engine side driving force) output from the engine EG.

  In other words, it can also be expressed as an operation mode in which the driving force ratio of the motor side driving force to the internal combustion engine side driving force (motor side driving force / internal combustion engine side driving force) is at least greater than 0.5. .

  On the other hand, the HV operation mode is an operation mode in which the vehicle is driven mainly by the driving force output from the engine EG. When the vehicle driving load becomes high, the driving electric motor is operated to operate the engine EG. Assist. That is, this is an operation mode in which the internal combustion engine side driving force is larger than the motor side driving force. In other words, it can also be expressed as an operation mode in which the drive force ratio (motor side drive force / internal combustion engine side drive force) is at least smaller than 0.5.

  In the plug-in hybrid vehicle of the present embodiment, the fuel consumption amount of the engine EG with respect to a normal vehicle that obtains driving force for vehicle travel only from the engine EG by switching between the EV operation mode and the HV operation mode in this way. This suppresses vehicle fuel efficiency. The switching between the EV operation mode and the HV operation mode and the control of the driving force ratio are controlled by a driving force control device 70 described later.

  Further, the driving force output from the engine EG is used not only for driving the vehicle but also for operating the generator 80. And the electric power generated with the generator 80 and the electric power supplied from the external power supply can be stored in the battery 81, and the electric power stored in the battery 81 is not only a traveling electric motor but also a vehicle air conditioner. 1 can be supplied to various in-vehicle devices including an electric component device that constitutes 1.

  Next, the detailed structure of the vehicle air conditioner 1 of this embodiment is demonstrated. The vehicle air conditioner 1 performs air conditioning (for example, pre-air conditioning) in the vehicle interior using electric power supplied from an external power source when the vehicle is stopped before traveling, in addition to air conditioning in the vehicle interior using electric power supplied from the battery 81. Configured to be executable.

  The vehicle air conditioner 1 of the present embodiment includes the refrigeration cycle 10 shown in FIG. 1, the indoor air conditioning unit 30, the air conditioning control device 50 shown in FIG.

  First, the indoor air conditioning unit 30 is arranged inside the instrument panel (instrument panel) at the foremost part of the vehicle interior, and the blower 32, the evaporator 15, the heater core 36, and the PTC heater 37 are disposed in a casing 31 that forms an outer shell thereof. Etc. are accommodated.

  The casing 31 forms an air passage for blown air that is blown into the vehicle interior, and is formed of a resin (for example, polypropylene) that has a certain degree of elasticity and is excellent in strength. An inside / outside air switching box 20 as an inside / outside air switching means for switching between the inside air (vehicle compartment air) and the outside air (vehicle compartment outside air) is arranged on the most upstream side of the blown air flow in the casing 31.

  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 31 and an outside air introduction port 22 for introducing outside air. Further, inside the inside / outside air switching box 20, the opening area of the inside air introduction port 21 and the outside air introduction port 22 is continuously adjusted, and the air volume ratio between the air volume of the inside air introduced into the casing 31 and the air volume of the outside air is set. An inside / outside air switching door 23 to be changed 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 31 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 an air conditioning control device 50 described later. Be controlled.

  Further, 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 31, and the inside air introduction port 21 is fully closed and the outside air introduction port 22. The outside air mode in which the outside air is introduced into the casing 31 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 32 (blower), which is a blowing means for blowing the 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 32 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) with an electric motor, and the number of rotations (air blowing capacity) is controlled by a control voltage output from the air conditioning controller 50. Therefore, this electric motor constitutes a blowing capacity changing means of the blower 32.

  An evaporator 15 is disposed on the downstream side of the air flow of the blower 32. The evaporator 15 functions as a cooling means (heat exchange means) that cools the blown air by exchanging heat between the refrigerant (heat medium) flowing through the evaporator 15 and the blown air blown from the blower 32. Specifically, the evaporator 15 constitutes a vapor compression refrigeration cycle 10 together with the compressor 11, the condenser 12, the gas-liquid separator 13, the expansion valve 14, and the like.

  Here, the main configuration of the refrigeration cycle 10 according to the present embodiment will be described. The compressor 11 is arranged in the engine room, sucks refrigerant in the refrigeration cycle 10, compresses and discharges the refrigerant, The fixed capacity type compression mechanism 11a having a fixed capacity is configured as an electric compressor that is driven by an electric motor 11b. The electric motor 11b 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 11 is changed by this rotation speed control. Therefore, the electric motor 11b constitutes a discharge capacity changing unit of the compressor 11.

  The condenser 12 is disposed in the engine room, and exchanges heat between the refrigerant circulating in the interior and the air outside the vehicle (outside air) blown from the blower fan 12a as the outdoor blower, thereby discharging the refrigerant discharged from the compressor 11. It is an outdoor heat exchanger that condenses water. The blower fan 12a is an electric blower in which the operation rate, that is, the rotation speed (the amount of blown air) is controlled by a control voltage output from the air conditioning control device 50.

  The gas-liquid separator 13 is a receiver that gas-liquid separates the refrigerant condensed in the condenser 12 and stores excess refrigerant, and flows only the liquid-phase refrigerant downstream. The expansion valve 14 is a decompression unit that decompresses and expands the liquid-phase refrigerant that has flowed out of the gas-liquid separator 13. The evaporator 15 is an indoor heat exchanger that evaporates the refrigerant decompressed and expanded by the expansion valve 14 and exerts an endothermic effect on the refrigerant. Thereby, the evaporator 15 functions as a heat exchanger for cooling which cools blowing air.

  The above is the description of the main configuration of the refrigeration cycle 10 according to the present embodiment, and the description returns to the indoor air conditioning unit 30 below. In the casing 31, on the downstream side of the air flow of the evaporator 15, there are an air passage such as a cooling cold air passage 33 and a cold air bypass passage 34 for flowing air after passing through the evaporator 15, and a heating cold air passage 33 and a cold air bypass passage. A mixing space 35 for mixing the air flowing out from 34 is formed.

  A heater core 36 and a PTC heater 37 for heating the air after passing through the evaporator 15 are arranged in this order in the cooling air passage 33 for heating in the direction of air flow. The heater core 36 functions as a heating means (heat exchange means) for heating the blown air that has passed through the evaporator 15 by using engine cooling water (hereinafter simply referred to as cooling water) for cooling the engine EG as a heat medium. In other words, the heater core 36 functions as a heat exchanger for heating that exchanges heat between the cooling water and the blown air after passing through the evaporator 15.

  Specifically, the heater core 36 and the engine EG are connected by a cooling water pipe, and the cooling water circuit 40 in which the cooling water circulates between the heater core 36 and the engine EG is configured. The cooling water circuit 40 is provided with a cooling water pump 40a for circulating the cooling water. The cooling water pump 40 a is an electric water pump whose rotational speed (cooling water circulation flow rate) is controlled by a control voltage output from the air conditioning control device 50.

  The PTC heater 37 has an PTC element (positive characteristic thermistor), and is an electric heater as auxiliary heating means that generates heat when electric power is supplied to the PTC element and heats the air after passing through the heater core 36. Note that the power consumption required to operate the PTC heater 37 of the present embodiment is less than the power consumption required to operate the compressor 11 of the refrigeration cycle 10.

  More specifically, as shown in FIG. 3, the PTC heater 37 is composed of a plurality (three in this embodiment) of PTC heaters 37a, 37b, and 37c. FIG. 3 is a circuit diagram showing an electrical connection mode of the PTC heater 37 of the present embodiment.

  As shown in FIG. 3, the positive side of each PTC heater 37a, 37b, 37c is connected to the battery 81 side, and the negative side is connected to each PTC heater 37a, 37b, 37c via each switch element SW1, SW2, SW3. Connected to the ground side. Each switch element SW1, SW2, SW3 switches between the energized state (ON state) and the non-energized state (OFF state) of each PTC element h1, h2, h3 included in each PTC heater 37a, 37b, 37c.

  Further, the operation of each switch element SW1, SW2, SW3 is independently controlled by a control signal output from the air conditioning control device 50. Therefore, the air-conditioning control device 50 switches the energized state and the non-energized state of each switch element SW1, SW2, and SW3 independently, and becomes an energized state among the PTC heaters 37a, 37b, and 37c, and exhibits heating capability. It is possible to change the heating capacity of the PTC heater 37 as a whole by switching the ones.

  On the other hand, the cold air bypass passage 34 is an air passage for guiding the air after passing through the evaporator 15 to the mixing space 35 without passing through the heater core 36 and the PTC heater 37. Accordingly, the temperature of the blown air mixed in the mixing space 35 varies depending on the air volume ratio of the air passing through the heating cool air passage 33 and the air passing through the cold air bypass passage 34.

  Therefore, in the present embodiment, the amount of cold air that flows into the heating cold air passage 33 and the cold air bypass passage 34 on the downstream side of the air flow of the evaporator 15 and on the inlet side of the heating cold air passage 33 and the cold air bypass passage 34. An air mix door 39 that continuously changes the ratio is disposed. Accordingly, the air mix door 39 constitutes a temperature adjusting means for adjusting the air temperature in the mixing space 35 (the temperature of the blown air blown into the vehicle interior).

  More specifically, the air mix door 39 includes a rotary shaft driven by the electric actuator 63 for the air mix door, and a plate-like door main body having a rotary shaft connected to one end thereof. The so-called cantilever door. The operation of the electric actuator 63 for the air mix door 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 is adjusted from the mixing space 35 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 casing 31. 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.

  Furthermore, it can also be set as the defroster mode which fully opens a defroster blower outlet and blows air from a defroster blower outlet to the vehicle front window glass inner surface by operating a switch of the operation panel 60 mentioned later by a passenger | crew manually.

  Further, the vehicle air conditioner 1 according to the present embodiment includes an electric heat defogger (not shown). The electric heat defogger is a heating wire arranged inside or on the surface of the vehicle interior window glass, and is a window glass heating means for preventing fogging or eliminating window fogging by heating the window glass. The operation of the electric heat defogger can be controlled by a control signal output from the air conditioning controller 50.

  Furthermore, the vehicle air conditioner 1 of the present embodiment includes auxiliary air conditioners 90 and 91 (auxiliary air conditioning means) provided in a seat on which a passenger is seated. The auxiliary air conditioners 90 and 91 are a seat heater 90 as auxiliary heating means for increasing the surface temperature of the seat on which the occupant is seated, and a seat fan 91 as auxiliary air blowing means for blowing air from the inside of the seat toward the occupant. It is configured.

  Specifically, the seat heater 90 is a seat heating unit that is configured by a heating wire embedded in the seat surface and generates heat when supplied with electric power.

  And when the heating of a vehicle interior may become inadequate with the air-conditioning wind which blows off from each blower outlet 24-26 of the indoor air conditioning unit 10, the function which supplements a passenger | crew's heating feeling (air-conditioning feeling) is fulfill | performed. The operation of the seat heater 90 is controlled by a control signal output from the air conditioning controller 50.

  The seat fan 91 is an electric blower provided near the seat, and is a seat blower that blows air when supplied with electric power. The air blown from the seat fan 91 flows through an air passage formed inside the seat, and is then blown out toward the occupant from a blowout hole formed in the seat surface.

  The air-conditioning air blown out from each of the air outlets 24 to 26 of the indoor air-conditioning unit 10 is activated when air-conditioning in the passenger compartment can be insufficient. The operation of the seat fan 91 is controlled by a control signal output from the air conditioning control device 50.

  The seat fan 91 may be configured to blow the inside air toward the occupant as it is, or to blow the cold air cooled by the cooling means such as a cooling heat exchanger or a Peltier element toward the occupant. It may be.

  The auxiliary air conditioner does not necessarily include both the seat heater 90 and the seat fan 91, and may be configured to include either the seat heater 90 or the seat fan 91. The auxiliary air conditioner may be anything that can compensate for the air conditioning feeling of the passenger. For example, the auxiliary air conditioner may be a radiant heater provided near the seat, a spot fan provided near the seat, or the like. There may be.

  Next, the electric control unit of the present embodiment will be described with reference to FIG. The air-conditioning control device 50 (air-conditioning control means) and the driving force control device 70 (driving force control means) are composed of a well-known microcomputer including a CPU, ROM, RAM, etc. and its peripheral circuits, and are stored in the ROM. Various operations and processes are performed based on the control program to control the operation of various devices connected to the output side.

  Connected to the output side of the driving force control device 70 are various engine components constituting the engine EG, a traveling inverter for supplying an alternating current to the traveling electric motor, and the like. Specifically, as various engine components, a starter for starting the engine EG, a fuel injection valve (injector) drive circuit (not shown) for supplying fuel to the engine EG, and the like are connected.

  Further, on the input side of the driving force control device 70, a voltmeter for detecting the voltage VB between the terminals of the battery 81, an ammeter for detecting the current ABin flowing into the battery 81 or the current ABiout flowing from the battery 81, and the accelerator opening Acc Various engine control sensors such as an accelerator opening sensor for detecting, an engine speed sensor for detecting the engine speed Ne, and a vehicle speed sensor (none of which is shown) for detecting the vehicle speed Vv are connected.

  On the output side of the air conditioning control device 50, the blower 32, the inverter 61 for the electric motor 11b of the compressor 11, the blower fan 12a, various electric actuators 62, 63, 64, the first to third PTC heaters 37a, 37b, 37c, A cooling water pump 40a, a seat heater 90, and the like are connected.

  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 11 discharge refrigerant temperature Td, a discharge pressure sensor 55 (discharge pressure detection means) for detecting the compressor 11 discharge refrigerant pressure Pd, and an outlet from the evaporator 15 An evaporator temperature sensor 56 (evaporator temperature detecting means) that detects an air temperature (evaporator temperature) TE, a cooling water temperature sensor 58 that detects a cooling water temperature Tw of cooling water that has flowed out of the engine EG, and a window glass in the vehicle interior Humidity sensor as humidity detection means for detecting the relative humidity of air in the vicinity of the vehicle interior, temperature sensor in the vicinity of the window glass for detecting the temperature of air in the vehicle interior in the vicinity of the window glass, and window glass Sensors of various air-conditioning control, such as a window glass surface temperature sensor for detecting the surface temperature is connected.

  Note that the evaporator temperature sensor 56 of the present embodiment specifically detects the heat exchange fin temperature of the evaporator 15. Of course, as the evaporator temperature sensor 56, temperature detection means for detecting the temperature of other parts of the evaporator 15 may be adopted, or temperature detection means for directly detecting the temperature of the refrigerant itself flowing through the evaporator 15 may be used. It may be adopted. Moreover, the detected value of a humidity sensor, a window glass vicinity temperature sensor, and a window glass surface temperature sensor is used in order to calculate the relative humidity RHW of the window glass surface.

  Further, operation signals from various air conditioning operation switches provided on the operation panel 60 disposed near the instrument panel in the front part of the vehicle interior are input to the input side of the air conditioning control device 50. Specifically, various air conditioning operation switches provided on the operation panel 60 include an operation switch of the vehicle air conditioner 1, an auto switch, an operation mode changeover switch, an outlet mode changeover switch, an air volume setting switch of the blower 32, A vehicle interior temperature setting switch 60a, a display unit for displaying the current operating state of the vehicle air conditioner 1, and the like are provided.

  The auto switch is automatic control setting means for setting or canceling automatic control of the vehicle air conditioner 1 by the operation of the passenger. The vehicle interior temperature setting switch 60a is target temperature setting means for setting the vehicle interior target temperature Tset by the operation of the passenger.

  Further, as various air conditioning operation switches provided on the operation panel 60, an economy switch 60b, a seat heater switch 60c, and a seat fan switch 60d are provided.

  The economy switch 60b is a switch that prioritizes reduction of the load on the environment. By turning on the economy switch 60b, the operation mode of the vehicle air conditioner 1 is set to an economy mode (economic mode for short) that prioritizes power saving of air conditioning. Therefore, the economy switch 60b can also be expressed as a power saving priority mode setting means.

  In addition, when the economy switch 60b is turned on, a signal for reducing the operating frequency of the engine EG that is operated to assist the electric motor for traveling is output to the engine control device in the EV operation mode.

  The seat heater switch 60c is a switch for setting the heating capability (operating capability) during operation, stoppage, and operation of the seat heater 90. In this example, the seat heater switch 60c sets the heating capability of the seat heater 90 to low (Lo). ) And Hi (Hi) in two stages.

  The seat fan switch 60d is a switch for setting the air blowing capacity (operating capacity) during operation, stop and operation of the seat fan 91. In this example, the seat fan switch 60d reduces the air blowing capacity of the seat fan 91 to low (Lo ) And Hi (Hi) in two stages.

  In addition, the air conditioning control device 50 and the driving force control device 70 are configured to be electrically connected to communicate 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 operation of the engine EG can be requested by the air conditioning control device 50 outputting a request signal for the engine EG to the driving force control device 70. When driving force control device 70 receives a request signal (operation request signal) for requesting operation of engine EG from air conditioning control device 50, it determines whether or not it is necessary to operate engine EG, and according to the determination result. Controls the operation of the engine EG.

  Here, the air-conditioning control device 50 and the driving force control device 70 are configured such that control means for controlling various control target devices connected to the output side are integrally configured. The structure to control (hardware and software) comprises the control means which controls the action | operation of each control object apparatus.

  For example, in the air-conditioning control device 50, the configuration that controls the operation of the blower 32 that is the blower unit and controls the blower capability of the blower 32 constitutes the blower capability control unit 50 a and is connected to the electric motor 11 b of the compressor 11. The configuration for controlling the frequency of the AC voltage output from the inverter 61 and controlling the refrigerant discharge capacity of the compressor 11 constitutes the compressor control means, and the configuration for controlling the switching of the outlet mode is the outlet mode. The switching means 50b is comprised.

  Further, the configuration for controlling the cooling capacity of the evaporator 15 as the cooling means constitutes the cooling capacity control means 50c, and the configuration for controlling the heating capacity of the heater core 36 as the heating means constitutes the heating capacity control means.

  Further, the configuration for controlling the heating capacity of the PTC heater 37 as auxiliary heating means constitutes the auxiliary heating control means, and the configuration for controlling the heating capacity of the seat heater 90 and the blowing capacity of the seat fan 91 is auxiliary air conditioning control means. 50d is configured.

  Moreover, the structure which transmits / receives a control signal with the driving force control apparatus 70 in the air-conditioning control apparatus 50 comprises the request signal output means 50f. Further, the drive force control device 70 transmits / receives control signals to / from the air conditioning control device 50, and determines whether or not the engine EG needs to be operated in accordance with an output signal from the request signal output means 50f or the like (determining whether or not to operate) Means) constitutes the signal communication means 70a.

  Note that the request signal output means 50f of the air conditioning control device 50 and the signal communication means 70a of the driving force control device 70 in this embodiment control the operation of the engine EG in order to adjust the heating capability of the heater core 36 that is a heating means. The operation control means is configured.

  Next, the operation of the vehicle air conditioner 1 of the present embodiment having the above configuration will be described with reference to FIGS. FIG. 4 is a flowchart showing a control process as a main routine of the vehicle air conditioner 1 of the present embodiment. In this control process, the operation switch of the vehicle air conditioner 1 is turned on while power is supplied from the battery 81 or an external power source to various in-vehicle devices including the electric components constituting the vehicle air conditioner 1. Will start. Each of the control steps in FIGS. 4 to 9 constitutes various function realizing means of the air conditioning control device 50.

  First, in step S1, initialization such as initialization of flags, timers, etc., and initial 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.

  Next, in step S2, an operation signal of the operation panel 60 is read and the process proceeds to step S3. Specific operation signals include a vehicle interior target temperature Tset set by a vehicle interior temperature setting switch, a suction port mode switch setting signal, and the like.

  Next, in step S3, a vehicle environmental state signal used for air conditioning control, that is, a detection signal of the above-described sensor groups 51 to 58, a power state signal indicating a power supply state from an external power source, and the like are read. When the power status signal indicates a state in which power can be supplied from the external power source to the vehicle (plug-in state), the external power source flag is turned on and power cannot be supplied from the external power source to the vehicle (plug-out state) ), The external power flag is turned off.

  In step S3, a part of the detection signal of the sensor group connected to the input side of the driving force control device 70 and the control signal output from the driving force control device 70 are also read from the driving force control device 70. It is out.

Next, 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 set temperature set by the vehicle interior temperature setting switch, Tr is the vehicle interior temperature (inside air temperature) detected by the inside air sensor 51, Tam is the outside air temperature detected by the outside air sensor 52, and Ts is This 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.

  The target blowing temperature TAO corresponds to the amount of heat that the vehicle air conditioner 1 needs to generate in order to keep the passenger compartment at a desired temperature, and is regarded as the air conditioning heat load required for the vehicle air conditioner 1. be able to.

  In subsequent steps S5 to S13, 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 39 is calculated based on the target blowing temperature TAO, the blowing air temperature TE detected by the evaporator temperature sensor 56, and the cooling water temperature Tw.

Details of step S5 will be described with reference to the flowchart of FIG. First, in step S51, a provisional air mix opening degree SWdd is calculated by the following formula F2, and the process proceeds to step S52.
SWdd = [{TAO− (TE + 2)} / {MAX (10, Tw− (TE + 2))}] × 100 (%) (F2)
Note that {MAX (10, Tw− (TE + 2))} in Formula F2 means the larger value of 10 and Tw− (TE + 2).

  Subsequently, in step S52, the air mix opening SW is determined based on the temporary air mix opening SWdd calculated in step S51 with reference to a control map stored in the air conditioning control device 50 in advance. Proceed to step S6. In this control map, as shown in step S52 of FIG. 5, the value of the air mix opening SW with respect to the temporary air mix opening SWdd is determined nonlinearly.

  As described above, since the cantilever door is adopted as the air mix door 39 in the present embodiment, the cold air bypass passage 34 viewed from the actual flow direction of the blown air with respect to the change in the air mix opening SW. This is because the change in the opening area and the change in the opening area of the heating cool air passage 33 have a non-linear relationship.

  In the next step S6, the blowing capacity of the blower 32 (specifically, the blower motor voltage applied to the electric motor) is determined.

  Details of step S6 will be described with reference to the flowchart of FIG. As shown in FIG. 6, first, in step S61, it is determined whether or not the auto switch of the operation panel 60 is turned on. As a result, if it is determined that the auto switch is not turned on, in step S62, the blower motor voltage at which the passenger's desired air volume manually set by the air volume setting switch of the operation panel 60 is determined is determined, and the process proceeds to step S7. move on.

  Specifically, the air volume setting switch of the present embodiment can set five levels of air volume of Lo → M1 → M2 → M3 → Hi, and the blower motor voltage is set in the order of 4V → 6V → 8V → 10V → 12V. Determined to be higher.

  On the other hand, if it is determined in step S61 that the auto switch is turned on, in step S63, the control map stored in advance in the air conditioning control device 50 is referred to based on the TAO determined in step S4. To determine the first temporary blower level f (TAO).

  The control map for determining the first temporary blower level f (TAO) in the present embodiment is configured such that the value of the first temporary blower level f (TAO) with respect to TAO draws a bathtub-like curve.

  That is, as shown in step S63 of FIG. 6, the air volume of the blower 32 is maximum in the extremely low temperature range of TAO (in this embodiment, −30 ° C. or lower) and in the extremely high temperature region (in this embodiment, 80 ° C. or higher). The first temporary blower level f (TAO) is raised to a high level so that the air volume is near.

  Further, when TAO rises from the extremely low temperature region toward the intermediate temperature region, the first temporary blower level f (TAO) is decreased so that the amount of air blown from the blower 32 decreases as TAO increases. Further, when TAO decreases from the extremely high temperature range toward the intermediate temperature range, the first temporary blower level f (TAO) is decreased in accordance with the decrease in TAO so that the air volume of the blower 32 decreases. When TAO enters a predetermined intermediate temperature range (10 ° C. to 40 ° C. in this embodiment), the first temporary blower level f (TAO) is lowered to a low level so that the air volume of the blower 32 becomes the minimum air volume. Let As is apparent from the above description, the first temporary blower voltage f (TAO) is a value determined based on TAO, so that the vehicle interior set temperature Tset, the internal temperature Tr, the external temperature Tam, the solar radiation It is determined based on a value determined based on the amount Ts.

  In subsequent step S64, a blower level corresponding to the blower voltage applied to the electric motor to determine the blower capacity of the blower 32 is determined. In step S64, the blower level is determined according to the operating state of the seat heater 90 and the seat fan 91.

  Specifically, when the seat heater 90 and the seat fan 91 are stopped, the same value as the first temporary blower level f (TAO) is determined as the blower level, and at least one of the seat heater 90 and the seat fan 91 is activated. Determines a value lower than the first temporary blower level f (TAO) as the blower level.

  Specifically, as shown in step S64 of FIG. 6, when the seat heater 90 is OFF and the seat fan 91 is OFF, the blower level is set to the same value as the first temporary blower level f (TAO).

  When the seat heater 90 is OFF (stopped) and the operating state of the seat fan 91 is Lo (low air volume), the blower level is set to a value lower than the first temporary blower level f (TAO). However, in this example, when the first temporary blower level f (TAO) is 4 levels or less, the blower level is set to the same value as the first temporary blower level f (TAO).

  When the seat heater 90 is OFF and the operation state of the seat fan 91 is Hi (high air flow), the blower level is set to a value lower than the first temporary blower level f (TAO). The blower level at this time is a lower value than when the seat heater 90 is OFF and the seat fan 91 is Lo. However, in this example, when the first temporary blower level f (TAO) is 4 levels or less, the blower level is set to the same value as the first temporary blower level f (TAO).

  When the operating state of the seat heater 90 is Lo (low temperature), the blower level is set to a value lower than the first temporary blower level f (TAO). However, in this example, when the first temporary blower level f (TAO) is 4 levels or less, the blower level is set to the same value as the first temporary blower level f (TAO).

  When the operating state of the seat heater 90 is Hi (high temperature), the blower level is set to a value lower than the first temporary blower level f (TAO). The blower level at this time is a lower value than when the seat fan 91 is Hi. However, in this example, when the first temporary blower level f (TAO) is 4 levels or less, the blower level is set to the same value as the first temporary blower level f (TAO).

In step S 65 subsequent, based on the blower level determined in step S 64, with reference to the control map stored in advance in the air-conditioning control unit 50, determines a blower voltage (blower motor voltage).

  As described in step S64 above, when the seat heater 90 and the seat fan 91 are stopped, the same value as the first temporary blower level f (TAO) is determined as the blower level, and at least one of the seat heater 90 and the seat fan 91 is determined. During one operation, a value lower than the first temporary blower level f (TAO) is determined as the blower level.

  For this reason, when at least one of the seat heater 90 and the seat fan 91 is operating, the blowing capacity (air flow rate) of the blower 32 is reduced as compared with the case where the seat heater 90 and the seat fan 91 are stopped. Therefore, the power consumption (energy consumption) of the blower 32 can be reduced. Further, by reducing the blowing capacity of the blower 32, the heat exchange amount between the blown air and the cooling water in the heater core 36 is reduced during heating, and the heat exchange amount between the blown air and the refrigerant in the evaporator 15 is reduced during cooling. Therefore, energy consumption for heat exchange can be reduced.

  Furthermore, if the seat heater 90 is operating, a comfortable sensation of warmth (heating sensation) can be given to the occupant even if the volume of the air blown into the passenger compartment is small. Moreover, if the seat fan 91 is operating, a comfortable cooling feeling (cooling feeling) can be given to the occupant even if the volume of the blown air blown into the passenger compartment is small. Therefore, energy saving of air conditioning can be achieved without losing passenger comfort as much as possible.

  In the next step S7, the inlet mode, that is, the switching state of the inside / outside air switching box 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 shown in FIG. 7, as the TAO rises from the low temperature range to the high temperature range, the air outlet mode is sequentially switched from the face mode to the bilevel mode to the foot mode.

  Accordingly, it is easy to select the face mode mainly in summer, the bi-level mode mainly in spring and autumn, and the foot mode mainly in 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 refrigerant discharge capacity (specifically, the rotational speed (rpm)) of the compressor 11 is determined. In this step S9, based on the TAO determined in step S4 and the like, the target blow temperature TEO of the blown air temperature TE from the evaporator 15 is determined with reference to the control map previously stored in the air conditioning control device 50. .

  Then, a deviation En (TEO-TE) between the target blowing temperature TEO and the blowing air temperature TE is calculated, and a deviation change rate Edot (En− (En− ()) obtained by subtracting the previously calculated deviation En−1 from the currently calculated deviation En. En-1)), and based on the fuzzy inference based on the membership function and rules stored in the air conditioning controller 50 in advance, the rotational speed change amount Δf_C with respect to the previous compressor rotational speed fCn-1 is calculated. Ask.

  Further, in the membership function and the rule stored in the air conditioning control device 50 of the present embodiment, Δf_C is determined based on the deviation En and the deviation change rate Edot so that the frosting of the evaporator 15 is prevented. . Further, the value obtained by adding the rotational speed change amount Δf_C to the previous compressor rotational speed fn−1 is updated as the current compressor rotational speed fn. The update of the compressor speed fn is executed at a control cycle of 1 second.

  In the next step S10, the number of operating PTC heaters 37 and the operating state of the electric heat defogger are determined. First, the determination of the number of operating PTC heaters 37 will be described. In step S10, the number of operating PTC heaters 37 is determined according to the outside air temperature Tam, the temporary air mix opening SWdd determined in step S51, and the cooling water temperature Tw. To decide.

  Specifically, first, it is determined whether or not the PTC heater 37 needs to be operated based on the outside air temperature. In addition, as the necessity determination process of the operation of the PTC heater 37, it may be determined whether or not the outside air temperature detected by the outside air sensor 52 is higher than a predetermined temperature (26 ° C. in the present embodiment).

  When it is determined that the outside air temperature is higher than 26 ° C., it is determined that the blowout temperature assist by the PTC heater 37 is not necessary, and the number of operation of the PTC heater 37 is determined to be zero.

  On the other hand, when it is determined that the outside air temperature is lower than 26 ° C., it is further determined whether or not the PTC heater 37 needs to be operated based on the temporary air mix opening degree SWdd.

  Here, since the temporary air mix opening degree SWdd becomes small means that it is less necessary to heat the blown air in the heating cool air passage 33, it is necessary to operate the PTC heater 37. It can be judged that there are few.

  For this reason, if the temporary air mix opening degree SWdd is compared with the predetermined reference opening degree and the temporary air mix opening degree SWdd is equal to or less than the first reference opening degree (100% in this embodiment), the PTC Assuming that there is no need to operate the heater 37, the PTC heater operation flag f (SW) = OFF.

  On the other hand, if the temporary air mix opening degree SWdd is equal to or larger than the second reference opening degree (110% in the present embodiment), it is assumed that the PTC heater 37 needs to be operated, and the PTC heater operation flag f (SW) = Set to ON. The opening difference between the first reference opening and the second reference opening is set as a hysteresis width for preventing control hunting.

  If the PTC heater operation flag f (SW) set as described above is OFF, the number of operation of the PTC heater 37 is determined to be 0, and if the PTC heater operation flag f (SW) is ON, The number of operating PTC heaters 37 is determined.

  The number of PTC heaters 37 to be operated is determined according to the coolant temperature Tw. Specifically, when the cooling water temperature Tw is in the increasing process, it is determined that the number of operations decreases as the cooling water temperature Tw increases, and when the cooling water temperature is in the decreasing process, the cooling water temperature The operation number is determined to increase as Tw decreases. Control hunting may be prevented by providing a hysteresis width at the reference temperature of the cooling water temperature Tw that determines the number of operations in the ascending process and descending process.

  As for the electric heat defogger, the electric heat defogger is operated when there is a high possibility that the window glass is fogged due to the humidity and temperature in the passenger compartment or when the window glass is fogged.

  In the next step S11, a request signal output from the air conditioning control device 50 to the driving force control device 70 is determined. The request signal includes an engine EG operation request signal (engine ON request signal) and the like.

  Here, in a normal vehicle that obtains driving force for driving the vehicle only from the engine EG, the engine is always operated during driving, so that the cooling water is always at a high temperature. Therefore, in a normal vehicle, sufficient heating capacity can be exhibited by circulating cooling water through the heater core 36.

  On the other hand, in the plug-in hybrid vehicle of the present embodiment, the driving force for traveling the vehicle can also be obtained from the traveling electric motor. Therefore, the operation of the engine EG may be stopped, and the vehicle air conditioner 1 When heating the vehicle interior at, the temperature of the cooling water may not rise to a sufficient temperature as a heat source for heating.

  Therefore, the vehicle air conditioner 1 according to the present embodiment does not require the engine EG to operate in order to output the driving force for traveling. A request signal (operation request signal) for requesting the operation of the engine EG is output to the driving force control device 70 that controls the driving force so that the cooling water temperature is raised to a temperature sufficient as a heat source for heating. I have to.

  Details of step S11 will be described with reference to the flowchart of FIG. First, in step S1101, an engine ON water temperature Twon and an engine OFF water temperature Toff are determined as determination threshold values used for determining whether to output an engine EG operation request signal or a stop request signal based on the coolant temperature Tw. The engine ON water temperature Twon is a threshold value serving as a determination criterion for determining that an operation request signal is output, and the engine OFF water temperature Twoff is a threshold value serving as a determination criterion for determining that an engine EG stop request signal is output. It is.

  That is, the engine ON water temperature Twon is a value that becomes a lower limit temperature when the driving force control device 70 operates the engine EG to raise the cooling water temperature Tw. That is, the driving force control device 70 operates the engine EG to raise the cooling water temperature Tw when the cooling water temperature Tw falls below the engine ON water temperature Twon. Therefore, the control step S1101 of the present embodiment constitutes a lower limit temperature determining unit.

  That is, the engine OFF water temperature Toff is a value that becomes the upper limit temperature when the driving force control device 70 operates the engine EG to raise the cooling water temperature Tw. That is, the driving force control device 70 operates the engine EG until the cooling water temperature Tw becomes the engine OFF water temperature Twoff when raising the cooling water temperature Tw. Therefore, the control step S1101 of the present embodiment constitutes an upper limit temperature determining unit.

  In other words, the control step S1101 of the present embodiment constitutes temperature determining means for determining the lower limit temperature and the upper limit temperature.

  Specifically, the engine OFF water temperature Twoff is smaller between the cooling water temperature Tw1 desirable for the vehicle air conditioner 1 to exhibit sufficient heating capacity and a predetermined reference temperature (70 ° C. in the present embodiment). Determine the value of either.

Here, the cooling water temperature Tw1 desirable for the vehicle air conditioner 1 to exhibit a sufficient heating capacity is calculated using the following formula F3.
Tw1 = {(TAO−ΔTptc) − (TE × 0.2)} / 0.8 (F3)
Note that ΔTptc was contributed by the amount of heat generated by the PTC heater 37 among the amount of increase in the blown temperature due to the operation of the PTC heater 37, that is, the temperature of the air blown into the vehicle interior from each of the outlets 24 to 26 (blowout temperature). The amount of temperature rise. This ΔTptc is set to a high value as the number of operating PTC heaters 37 increases. For example, if the number of PTC heaters 37 is 0, ΔTptc = 0 ° C., if the number of operations is 1, ΔTptc = 3 ° C. If the number of operations is 2, ΔTptc = 6 ° C., the number of operations is 3 If so, ΔTptc = 9 ° C. is set.

  Here, the value obtained by subtracting the blowout temperature rise amount ΔTptc from the cooling water target temperature f (TAO) operates the PTC heater 37 from the cooling water temperature Tw that is desirable for the vehicle air conditioner 1 to exhibit sufficient heating capacity. Therefore, if this temperature is set to the engine OFF water temperature Twoff, the vehicle air conditioner 1 can reliably exhibit sufficient heating capacity.

  Further, the reference temperature to be compared with the cooling water temperature Tw that is desirable for the vehicle air conditioner 1 to exhibit sufficient heating capacity is a value determined as a protective value for reliably outputting the engine stop request signal. It is.

  On the other hand, the engine ON water temperature Twon is determined to be lower by a predetermined value (5 ° C. in the present embodiment) than the engine OFF water temperature Toff in order to prevent frequent engine ON / OFF. The value is set as a hysteresis width for preventing control hunting.

  In the subsequent step S1102, a temporary request signal flag f (Tw) indicating whether or not to output an operation request signal or a stop request 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 Twon determined in step S1101, it is temporarily determined that the temporary request signal flag f (Tw) = ON and the engine EG operation request signal is output. If the cooling water temperature Tw is higher than the engine OFF water temperature Twoff, it is temporarily determined that the temporary request signal flag f (Tw) = OFF and the engine EG stop request signal is output.

  In subsequent step S1103, the air conditioning control device 50 stores the economy switch 60b in advance based on the on state (on / off state) of the economy switch 60b, the target outlet temperature TAO, the temporary request signal flag f (Tw), and the vehicle interior set temperature Tset. The request signal output to the driving force control device 70 is determined with reference to the control map.

  Specifically, in step S1103, as shown in the chart of FIG. 8, when the operation mode of the vehicle air conditioner 1 is other than the eco mode (the economy switch 60b is off), the TAO sets a reference temperature that is set in advance. If it is less than (20 ° C. in the present embodiment), it is determined as a request signal for stopping the engine EG regardless of the provisional request signal flag f (Tw).

  Further, when the operation mode of the vehicle air conditioner 1 is other than the eco mode and the TAO is equal to or higher than the reference temperature, the temporary request signal flag f (Tw) is determined as the request signal as it is. That is, if the temporary request signal flag f (Tw) is ON, it is determined as a request signal for operating the engine EG, and if the temporary request signal flag f (Tw) is OFF, the request signal for stopping the engine EG. To decide.

  Further, when the operation mode of the vehicle air conditioner 1 is the eco mode (the economy switch 60b is on), if the TAO is lower than a predetermined reference temperature (20 ° C. in the present embodiment), a temporary request signal Regardless of the flag f (Tw), it is determined as a request signal for stopping the engine EG.

  When the operation mode of the vehicle air conditioner 1 is the eco mode and TAO is equal to or higher than the reference temperature, the request signal flag f ( Tw) is determined as a request signal as it is. That is, if the temporary request signal flag f (Tw) is ON, it is determined as a request signal for operating the engine EG, and if the temporary request signal flag f (Tw) is OFF, the request signal for stopping the engine EG. To decide. Note that the reference temperature of the vehicle interior set temperature Tset is set to the same temperature as a threshold value (28 ° C. in this embodiment: see FIG. 7) for switching the air outlet mode from the bilevel mode to the face mode.

  When the operation mode of the vehicle air conditioner 1 is the eco mode, the TAO is equal to or higher than the reference temperature, and the vehicle interior set temperature Tset is lower than the reference temperature, the provisional request signal flag f (Tw ) Is determined to be a request signal for stopping the engine EG even if ON.

  According to this, when TAO is lower than the reference temperature, the request signal output to the driving force control device 70 is determined as a signal for stopping the operation of the engine EG. Therefore, when the heating load is small, the engine EG for air conditioning The frequency of operation can be reduced to suppress the reduction in vehicle fuel consumption.

Further, when the operation mode of the vehicle air conditioner 1 is other than the eco mode, the request signal to be output to the driving force control device 70 is determined regardless of the vehicle interior set temperature Tset, whereas the vehicle air conditioner 1 When the operation mode is eco-mode, even if TAO is equal to or higher than the reference temperature, if the vehicle interior set temperature Tset is lower than the reference temperature, a request signal output to the driving force control device 70 is a signal for stopping the operation of the engine EG. Thus, in the eco mode, the frequency of operation of the engine EG for air conditioning can be reduced in accordance with the passenger's energy saving request, and the reduction in vehicle fuel consumption can be further suppressed.

  Next, in Step S12, it is determined whether or not to operate the cooling water pump 40a for circulating the cooling water between the heater core 36 and the engine EG in the cooling water circuit 40. Details of step S12 will be described with reference to the flowchart of FIG. First, in step S121, it is determined whether or not the coolant temperature Tw is higher than the blown air temperature TE.

  In step S121, when the cooling water temperature Tw is equal to or lower than the blown air temperature TE, the process proceeds to step S124, and it is determined to stop (OFF) the cooling water pump 40a. The reason is that if the cooling water flows to the heater core 36 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 36 cools the air after passing through the evaporator 15. Therefore, the temperature of the air blown from the outlet is lowered.

  On the other hand, when the cooling water temperature Tw is higher than the blown air temperature TE in step S121, the process proceeds to step S122. In step S122, it is determined whether the blower 32 is operating. When it is determined in step S122 that the blower 32 is not operating, the process proceeds to step S124, and it is determined to stop (OFF) the cooling water pump 40a for power saving.

  On the other hand, when it determines with the air blower 32 operating in step S122, it progresses to step S123 and determines operating the cooling water pump 40a (ON). As a result, the cooling water pump 40a operates and the cooling water circulates in the refrigerant circuit, so that the cooling air flowing through the heater core 36 and the air passing through the heater core 36 can be heat-exchanged to heat the blown air. .

  Next, in step S13, the various devices 32, 12a, 61, 62, 63, 64, 12a, 37, 40a, and the like are obtained from the air conditioning control device 50 so that the control state determined in the above-described steps S5 to S12 is obtained. A control signal and a control voltage are output to 80. Further, the request signal determined in step S11 is transmitted from the request signal output means 50c to the driving force control apparatus 70.

  Next, in step S14, the process 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 32 is cooled by the evaporator 15. The cold air cooled by the evaporator 15 flows into the heating cold air passage 33 and the cold air bypass passage 34 according to the opening degree of the air mix door 39.

  The cold air flowing into the heating cold air passage 33 is heated when passing through the heater core 36 and the PTC heater 37, and is mixed with the cold air that has passed through the cold air bypass passage 34 in the mixing space 35. Then, the conditioned air whose temperature has been adjusted in the mixing space 35 is blown out from the mixing space 35 into the vehicle compartment via each outlet.

  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.

  Furthermore, in the vehicle air conditioner 1 according to the present embodiment, as described in control step S64, when the seat heater 90 and the seat fan 91 are stopped, the same value as the first temporary blower level f (TAO) is determined as the blower level. When at least one of the seat heater 90 and the seat fan 91 is operated, a value lower than the first temporary blower level f (TAO) is determined as the blower level.

  For this reason, when at least one of the seat heater 90 and the seat fan 91 is operating, the blowing capacity (air flow rate) of the blower 32 is reduced as compared with the case where the seat heater 90 and the seat fan 91 are stopped. Therefore, the power consumption (energy consumption) of the blower 32 can be reduced.

  Further, by reducing the blowing capacity of the blower 32, the amount of heat exchange between the blown air and the cooling water in the heater core 36 is reduced during heating, and the amount of heat exchange between the blown air and the refrigerant in the evaporator 15 is reduced during cooling. The As a result, energy consumption for heat exchange can be reduced.

  Specifically, the operating frequency of the engine EG for raising the coolant temperature during heating can be reduced, and consequently the fuel consumption of the engine EG can be reduced. Since the refrigerant discharge capacity of the compressor 11 can be reduced during cooling, the power consumption of the compressor 11 can be reduced.

  Furthermore, if the seat heater 90 is operating, a comfortable sensation of warmth (heating sensation) can be given to the occupant even if the volume of the air blown into the passenger compartment is small. Moreover, if the seat fan 91 is operating, a comfortable cooling feeling (cooling feeling) can be given to the occupant even if the volume of the blown air blown into the passenger compartment is small. Therefore, energy saving of air conditioning can be achieved without losing passenger comfort as much as possible.

  Further, in the vehicle air conditioner 1 of the present embodiment, as described in control step S1103, when TAO is lower than the reference temperature, the request signal output to the driving force control device 70 is a signal for stopping the operation of the engine EG. Therefore, when the heating load is small, the frequency of operation of the engine EG for air conditioning can be reduced to suppress the reduction in vehicle fuel consumption.

Further, when the operation mode of the vehicle air conditioner 1 is other than the eco mode, the request signal to be output to the driving force control device 70 is determined regardless of the vehicle interior set temperature Tset, whereas the vehicle air conditioner 1 When the operation mode is eco-mode, even if TAO is equal to or higher than the reference temperature, if the vehicle interior set temperature Tset is lower than the reference temperature, a request signal output to the driving force control device 70 is a signal for stopping the operation of the engine EG. Thus, in the eco mode, the frequency of operation of the engine EG for air conditioning can be reduced in accordance with the passenger's energy saving request, and the reduction in vehicle fuel consumption can be further suppressed.

(Second Embodiment)
In the first embodiment, in the engine ON request signal determination process in step S11, the conditions for determining the request signal for operating the engine EG are (1) The operation mode of the vehicle air conditioner 1 is other than the eco mode, and TAO is the reference temperature. As described above, the provisional request signal flag f (Tw) is ON, or (2) the operation mode of the vehicle air conditioner 1 is the eco mode, TAO is the reference temperature or more, and the provisional request signal flag f (Tw). ) Is ON and the vehicle interior set temperature Tset is equal to or higher than the reference temperature. In the second embodiment, even if the conditions (1) and (2) are satisfied, the seat A request signal for stopping the engine EG is determined until a predetermined time elapses after the heater 90 starts operating.

  Details of step S11 will be described with reference to the flowchart of FIG. First, in step S1111, similarly to step S1101 of the first embodiment, the engine as a determination threshold value used for determining whether to output an operation request signal or a stop request signal for the engine EG based on the coolant temperature Tw. The ON water temperature Twon and the engine OFF water temperature Toff are determined. In addition, control step S1111 of this embodiment comprises the upper limit temperature determination means.

  In subsequent step S1112, as in step S1102 of the first embodiment, a temporary request signal flag f (Tw) indicating whether to output an operation request signal or a stop request signal of the engine EG according to the coolant temperature Tw. ).

In subsequent step S1113, an elapsed time flag f (seat heater) indicating whether or not a predetermined time has elapsed since the seat heater 90 started operating is determined.
Specifically, if the elapsed time from the start of the operation of the seat heater 90 is not less than 0 seconds and not more than 30 seconds, the elapsed time flag f (seat heater) = 1, otherwise the elapsed time flag f (Seat heater) = 0.

  In the subsequent step S1114, based on the on state (on / off state) of the economy switch 60b, the target blowing temperature TAO, the temporary request signal flag f (Tw), the vehicle interior set temperature Tset, and the elapsed time flag f (seat heater), A request signal output to the driving force control device 70 is determined with reference to a control map stored in the air conditioning control device 50 in advance.

  Specifically, in step S1114, as shown in the chart of FIG. 10, when the operation mode of the vehicle air conditioner 1 is other than the eco mode (the economy switch 60b is off), the TAO sets a reference temperature that is set in advance. If it is less than (20 ° C. in the present embodiment), it is determined as a request signal for stopping the engine EG regardless of the provisional request signal flag f (Tw).

  When the operation mode of the vehicle air conditioner 1 is other than the eco mode and the TAO is equal to or higher than the reference temperature, the temporary request signal flag f (Tw) is ON and the elapsed time flag f (seat heater). If = 0, it is determined as a request signal for operating the engine EG, and if the temporary request signal flag f (Tw) is ON and the elapsed time flag f (seat heater) = 1, a request signal for stopping the engine EG If the provisional request signal flag f (Tw) is OFF, the request signal for stopping the engine EG is determined.

  Further, when the operation mode of the vehicle air conditioner 1 is the eco mode (the economy switch 60b is on), if the TAO is lower than a predetermined reference temperature (20 ° C. in the present embodiment), a temporary request signal Regardless of the flag f (Tw), it is determined as a request signal for stopping the engine EG.

  When the operation mode of the vehicle air conditioner 1 is the eco mode, TAO is equal to or higher than the reference temperature, and the temporary request signal flag f (Tw) is ON, the vehicle interior set temperature Tset is If it is lower than the reference temperature, it is determined as a request signal for stopping the engine EG. If the vehicle interior set temperature Tset is equal to or higher than the reference temperature and the elapsed time flag f (seat heater) = 0, it is determined as a request signal for operating the engine EG. If the vehicle interior set temperature Tset is equal to or higher than the reference temperature and the elapsed time flag f (seat heater) = 1, the request signal for stopping the engine EG is determined. Note that the reference temperature of the vehicle interior set temperature Tset is set to the same temperature as a threshold value (28 ° C. in this embodiment: see FIG. 7) for switching the air outlet mode from the bilevel mode to the face mode.

  Then, when the operation mode of the vehicle air conditioner 1 is the eco mode, TAO is equal to or higher than the reference temperature, and the temporary request signal flag f (Tw) is OFF, a request to stop the engine EG. Decide on a signal.

  According to this, since the request signal output to the driving force control device 70 is determined as a signal for stopping the operation of the engine EG until the predetermined time elapses after the seat heater 90 starts operating, Therefore, it is possible to reduce the frequency of operation of the engine EG for suppressing the decrease in vehicle fuel consumption.

  Further, when the occupant operates the seat heater switch provided on the operation panel 60 to start the operation of the seat heater 90, the engine EG stops in conjunction with the occupant switch operation, so that energy consumption is reduced. The passengers can be surely recognized, and as a result, the satisfaction of the passengers with a high awareness of energy saving can be enhanced.

  Also in the present embodiment, when the operation mode of the vehicle air conditioner 1 is the eco mode, even if TAO is equal to or higher than the reference temperature, if the vehicle interior set temperature Tset is lower than the reference temperature, an output is made to the driving force control device 70. Since the request signal to be used is determined as a signal for stopping the operation of the engine EG, the frequency of the operation of the engine EG for air conditioning can be reduced according to the occupant's energy saving request, and the reduction in vehicle fuel consumption can be suppressed.

(Third embodiment)
In the first embodiment, in the engine ON request signal determination process of step S11, the engine OFF water temperature Twoff is set to the target blowing temperature TAO, the blowing temperature increase ΔTptc due to the operation of the PTC heater 37, and the blowing air temperature from the evaporator 15. (Evaporator temperature) TE is determined based on TE. In the third embodiment, the target blowing temperature TAO, the blowing temperature increase ΔTptc due to the operation of the PTC heater 37, and the blowing air temperature from the evaporator 15 (vaporizer temperature) ) The engine OFF water temperature Twoff determined based on TE is corrected based on the operating state of the seat heater 90.

  Details of step S11 will be described with reference to the flowchart of FIG. First, in step S1121, the engine OFF water temperature correction amount f1 (seat heater) is determined. Specifically, when the seat heater 90 is operating (when ON), the engine OFF water temperature correction amount f1 (sheet heater) is determined to be 5 and when the seat heater 90 is stopped (when OFF), the engine The OFF water temperature correction amount f1 (seat heater) = 0 is determined.

  In the subsequent step S1122, the engine ON water temperature Twon and the engine OFF water temperature Toff are determined. Specifically, the engine OFF water temperature Twoff is a value TW2 obtained by correcting the cooling water temperature Tw1 desirable for the vehicle air conditioner 1 to exhibit sufficient heating capacity with the engine OFF water temperature correction amount f1 (seat heater), and The smaller one of the determined reference temperatures (70 ° C. in the present embodiment) is determined.

Here, the cooling water temperature Tw1 is calculated using the above formula F3, and the value TW2 obtained by correcting the cooling water temperature Tw1 with the engine OFF water temperature correction amount f1 (seat heater) is calculated using the following formula F4. .
Tw2 = Tw1-f1 (sheet heater) (F4)
On the other hand, the engine ON water temperature Twon is determined to be lower by a predetermined value (5 ° C. in the present embodiment) than the engine OFF water temperature Toff in order to prevent frequent engine ON / OFF. The value is set as a hysteresis width for preventing control hunting.

  In subsequent step S1123, a temporary request signal flag f (Tw) indicating whether or not to output an operation request signal or a stop request signal of the engine EG is determined according to the coolant temperature Tw. In subsequent step S1124, an economy switch is determined. Based on the ON state (ON / OFF state) of 60b, the target blowing temperature TAO, the temporary request signal flag f (Tw), and the vehicle interior set temperature Tset, the control map stored in advance in the air conditioning control device 50 is referred to The request signal output to the driving force control device 70 is determined.

  Since steps S1123 and S1124 are the same as steps S1102 and S1103 of the first embodiment (FIG. 8), description thereof is omitted.

  According to this, when the seat heater 90 is operating, the engine ON water temperature Twon and the engine OFF water temperature Toff are reduced compared to when the seat heater 90 is stopped, so the temperature of the cooling water introduced into the heater core 36 is reduced. Thus, the operation of the engine EG can be controlled. For this reason, the operating frequency of the engine EG for air conditioning can be reduced, and as a result, energy saving of the air conditioning can be achieved.

  In the present embodiment, in the air outlet mode determination process in step S8, when the seat heater 90 is in operation, the ratio of the amount of air blown from the defroster air outlet 26 by switching the air outlet mode from the foot mode to the foot defroster mode. By increasing, the occurrence of window fogging can be suppressed.

  Details of step S8 will be described with reference to the flowchart of FIG. First, in step S81, a provisional outlet mode f1 (TAO) is determined based on the target outlet temperature TAO. Specifically, the outlet mode is sequentially switched from the face mode to the bi-level mode to the foot mode as TAO increases from the low temperature range to the high temperature range.

  In a succeeding step S82, it is determined whether or not the seat heater 90 is operating (ON). When it is determined that the seat heater 90 is operating (YES determination), the process proceeds to step S83, and it is determined whether or not the temporary outlet mode f1 (TAO) is the foot mode. When it is determined that the temporary air outlet mode f1 (TAO) is the foot mode (YES determination), the air outlet mode is determined to be the foot defroster mode (F / D).

  On the other hand, if it is determined in step S83 that the temporary air outlet mode f1 (TAO) is not the foot mode (NO determination), the process proceeds to step S85, and the air outlet mode is determined to be the same mode as the temporary air outlet mode f1 (TAO). .

  Further, when it is determined in step S82 that the seat heater 90 is stopped (NO determination), the process proceeds to step S85 and the air outlet mode is determined to be the same mode as the temporary air outlet mode f1 (TAO).

  According to this, when the seat heater 90 is in operation, the ratio of the blown air volume from the defroster outlet 26 increases, so that the occurrence of window fogging can be suppressed.

  From the above, it is possible to reduce both the operating frequency of the engine EG for air conditioning and save energy of the air conditioning, and to suppress the occurrence of window fogging and make the passengers comfortable.

(Other embodiments)
(1) In each of the above-described embodiments, the heating capacity of the seat heater 90 is adjusted by the seat heater switch 60c, and the blowing capacity of the seat fan 91 is adjusted by the seat fan switch 60d. However, the present invention is not limited to this. . For example, the heating level of the seat heater 90 may be adjusted according to TAO, and the air blowing capability of the seat fan 91 may be adjusted according to TAO.

  (2) In each of the embodiments described above, the eco mode is set by the economy switch 60b, but the present invention is not limited to this. For example, the eco mode may be set according to the remaining power storage SOC of the battery 81.

  (3) In the above-described embodiment, the vehicle air conditioner 1 of the present invention is not described in detail with respect to the driving force for driving the vehicle of the plug-in hybrid vehicle. However, the vehicle air conditioner 1 of the present invention is the engine EG. In addition, the present invention may be applied to a so-called parallel type hybrid vehicle that can travel by directly obtaining a driving force from both the traveling electric motor.

  Further, the engine EG is used as a drive source of the generator 80, the generated power is stored in the battery 81, and the driving power is obtained from the traveling electric motor that operates by being supplied with the power stored in the battery 81. The present invention may also be applied to a so-called serial type hybrid vehicle that travels in a row.

  Furthermore, the vehicle air conditioner 1 of the present invention is not limited to a hybrid vehicle, but can be applied to a vehicle that obtains driving force for traveling from an internal combustion engine (engine) EG or a traveling electric motor.

25 Foot outlet (air outlet)
26 Defroster outlet (air outlet)
25a Foot door (air outlet mode switching means)
26a Defroster door (air outlet mode switching means)
32 Blower (Blower means)
36 Heater core (heating means)
DESCRIPTION OF SYMBOLS 50 Air-conditioning control apparatus 50a Fan capacity control means 50b Outlet mode switching means 50f Request signal output means 60a Car interior temperature setting switch (target temperature setting means)
60b Economy switch (power saving priority mode setting means)
70 Driving force control device (driving force control means)
90 Seat heater (auxiliary air-conditioning means)
91 Seat fan (auxiliary air-conditioning means)
S1122 Temperature determining means EG engine (internal combustion engine)

Claims (6)

Air blowing means (32) for blowing air into the passenger compartment;
Heat exchange means (36, 15) for exchanging heat between the blown air blown by the blower means (32) and the heat medium;
Auxiliary air-conditioning means (90 ) to supplement the passenger's feeling of heating ,
A blowing capacity control means (50a) for controlling the blowing capacity of the blowing means (32) ;
Outlet mode switching means (25a, 26a, 50b) for switching the outlet mode by changing the ratio of the amount of air blown out from the plurality of outlets (25, 26) for blowing the blown air into the vehicle interior ,
The plurality of outlets (25, 26) include a defroster outlet (26) that blows out the blown air toward a window,
The air blowing capacity control means (50a) is configured such that when the auxiliary air conditioning means (90 ) is in operation, the air blowing capacity of the air blowing means (32) is greater than when the auxiliary air conditioning means (90 ) is stopped. Reduce the
The air outlet mode switching means (25a, 26a, 50b) is configured so that the defroster air outlet (26) is more effective when the auxiliary air conditioning means (90) is in operation than when the auxiliary air conditioning means (90) is stopped. A vehicle air conditioner characterized in that the ratio of the amount of air blown from the vehicle is increased . The auxiliary air-conditioning means (90 ) can adjust its operating capability,
The vehicular capacity control means (50a) reduces the air blowing capacity of the air blowing means (32) as the operating capacity of the auxiliary air conditioning means (90 ) is higher. Air conditioner. A vehicle air conditioner including a traveling electric motor and an internal combustion engine (EG) as a driving source for outputting driving force for traveling the vehicle,
Heating means (36) for heating the blown air blown into the vehicle interior, using the cooling water of the internal combustion engine (EG) as a heat source;
Auxiliary air-conditioning means (90) for supplementing the passenger's feeling of heating;
When heating the passenger compartment, the internal combustion engine (EG) when the temperature of the cooling water reaches the lower limit temperature (Twon) with respect to the driving force control means (70) for controlling the operation of the internal combustion engine (EG). And a request signal output means (50f) for outputting a request signal for stopping the internal combustion engine (EG) when the temperature of the cooling water reaches the upper limit temperature (Twoff),
Even if the requirement signal output means (50f) is a case where a condition for outputting a request signal for operating the internal combustion engine (EG) based on the temperature of the cooling water is satisfied, the auxiliary air conditioning means (90) The vehicle air conditioner outputs a request signal for stopping the internal combustion engine (EG) to the driving force control means (70) until a predetermined time elapses after the start of operation. . A target temperature setting means (60a) for setting the vehicle interior target temperature (Tset) by the operation of the passenger;
Power saving priority mode setting means (60b) for setting the operation mode to the power saving priority mode by the operation of the passenger,
The request signal output means (50f)
When the power saving priority mode is not set, the request signal is output to the driving force control means (70) regardless of the vehicle interior target temperature (Tset),
The said request signal is output with respect to the said driving force control means (70) based on the said vehicle interior target temperature (Tset) when the said power saving priority mode is set. The vehicle air conditioner described. A vehicle air conditioner including a traveling electric motor and an internal combustion engine (EG) as a driving source for outputting driving force for traveling the vehicle,
Air blowing means (32) for blowing air into the passenger compartment;
Heating means (36) for heating the blown air blown by the blower means (32) using the cooling water of the internal combustion engine (EG) as a heat source;
A plurality of outlets (25, 26) for blowing out the blown air heated by the heating means (36) into a vehicle interior;
Outlet mode switching means (25a, 26a, 50b) for switching the outlet mode by changing the ratio of the amount of air blown from the plurality of outlets (25, 26);
Auxiliary air-conditioning means (90) provided in a seat on which the occupant is seated to supplement the occupant's feeling of heating;
When heating the passenger compartment, the internal combustion engine (EG) when the temperature of the cooling water reaches the lower limit temperature (Twon) with respect to the driving force control means (70) for controlling the operation of the internal combustion engine (EG). And a request signal output means (50f) for outputting a request signal for stopping the internal combustion engine (EG) when the temperature of the cooling water reaches the upper limit temperature (Twoff),
The plurality of outlets (25, 26) include a defroster outlet (26) that blows out the blown air heated by the heating means (36) toward a window,
The request signal output means (50f) is a cooling water introduced into the heating means (36) when the auxiliary air conditioning means (90) is in operation compared to when the auxiliary air conditioning means (90) is stopped. Output the request signal to the driving force control means (70) so that the temperature of
The air outlet mode switching means (25a, 26a, 50b) is configured so that the defroster air outlet (26) is more effective when the auxiliary air conditioning means (90) is in operation than when the auxiliary air conditioning means (90) is stopped. A vehicle air conditioner characterized in that the ratio of the amount of air blown from the vehicle is increased. Before SL includes a lower limit temperature temperature determining means for determining (Twon) and the upper limit temperature (Twoff) (S1122),
The temperature determination means (S1122) is configured such that when the auxiliary air conditioning means (90 ) is in operation, the lower limit temperature (Twon) and the upper limit temperature (when the auxiliary air conditioning means (90 ) is stopped ) (see FIG. The vehicle air conditioner according to claim 5, wherein Twoff) is lowered.

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