JP5556770B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner that heats blown air that is blown into a vehicle interior using cooling water of an internal combustion engine as a heat source.

  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.

Japanese Patent No. 4321594

  By the way, in recent hybrid vehicles, there is a so-called plug-in hybrid vehicle that can charge a battery mounted on the vehicle from an external power source (for example, a commercial power source) when the vehicle is stopped.

  In this plug-in hybrid vehicle, the battery is charged by an external power source when the vehicle is stopped, and when there is a surplus in the remaining amount of charge of the battery, such as at the start of traveling, the driving drive is mainly performed from the traveling electric motor. When the vehicle travels in the EV operation mode for obtaining power and there is no allowance for the remaining amount of power stored in the battery, the vehicle travels in the HV operation mode for obtaining drive power for traveling mainly from the engine.

  When the vehicle air conditioner of Patent Document 1 is applied to such a plug-in hybrid vehicle, the engine operation frequency is increased in the EV operation mode in order to raise the temperature of the cooling water to a sufficient temperature as a heat source for heating. There is a possibility that the vehicle fuel consumption in the EV operation mode may be reduced.

  Therefore, it is conceivable to limit the operating frequency of the engine in the EV operation mode, but if the engine operating frequency is simply limited in the EV operation mode, air at a low temperature is blown into the vehicle interior during heating of the vehicle interior. As a result, the comfort of the occupant may be deteriorated.

  In view of the above points, the present invention is a vehicle air conditioner that is applied to a hybrid vehicle, while suppressing deterioration of passenger comfort mainly in an operation mode in which driving power for vehicle travel is obtained from a travel electric motor. An object is to suppress a decrease in vehicle fuel consumption.

In order to achieve the above object, according to the first and fourth aspects of the present invention, a driving electric motor and an internal combustion engine (EG) are provided as driving sources for outputting driving force for driving the vehicle, and the driving mode during driving is used. A first operation mode in which the internal combustion engine side driving force output from the internal combustion engine (EG) is larger than the motor side driving force output from the traveling electric motor, and the motor side driving force is higher than the internal combustion engine side driving force. An air conditioner for a vehicle that is applied to a vehicle having a second operation mode that increases, a blower means (32) that blows air into the passenger compartment, and a blower ability control means that controls the blower ability of the blower means (32). (50a), heating means (36) for heating the blown air blown into the vehicle interior by the blowing means (32) using the cooling water of the internal combustion engine (EG) as a heat source, and the heating capacity of the heating means (36) are adjusted You Therefore, a plurality of air outlets (24, 25, 26) including an operation control means (50f, 70a) for controlling the operation of the internal combustion engine (EG) and a face air outlet (24) for blowing air toward the upper body of the occupant. ), And a blower outlet mode switching means (50b) for switching a plurality of blower outlet modes by switching the ratio of the amount of air blown out, the operation mode is the second operation mode, and the blower outlet mode is the face blower. When in the face mode in which blown air is blown out from the outlet (24), the operation control means (50f, 70a) operates the internal combustion engine (EG) more than when the blowout mode is other than the face mode. While reducing the frequency, the blowing capacity control means (50a) is characterized in that the blowing capacity is lowered.

  Thus, when the driving mode during driving is the second driving mode in which the driving force for driving the vehicle is obtained mainly from the driving electric motor and the outlet mode is the face mode, the internal combustion engine (EG) By reducing the operating frequency of the vehicle and reducing the air blowing capability of the air blowing means (32), it is possible to suppress a reduction in vehicle fuel consumption while suppressing deterioration in passenger comfort.

  In other words, humans tend to be warmly satisfied if the lower body is not cold, even if the upper body is cold, as is known as head cold foot fever. By limiting, it is possible to suppress the deterioration of passenger comfort due to the low-temperature air being blown out toward the passenger compartment.

  In addition to this, when the operating frequency of the internal combustion engine (EG) is reduced, the blowing ability of the blowing means (32) is reduced, so that blowing of low temperature blowing air toward the upper body of the occupant is suppressed. Therefore, deterioration of passenger comfort can be sufficiently suppressed.

  Note that “reducing the operating frequency of the internal combustion engine (EG)” in the claims means not only a decrease in the number of operations of the internal combustion engine (EG), but also includes a stop of the internal combustion engine (EG). .

Further, in the invention according to claim 1, feed air capacity control means (50a) in response to a decrease in heating capacity of the heating means (36), characterized in that increasing the degree of decrease of the blowing capacity.

  According to this, since it is possible to suppress excessive blowing of low-temperature air to the upper body of the occupant, it is possible to effectively suppress deterioration of passenger comfort.

  Here, if the amount of solar radiation incident on the passenger compartment is large, the temperature drop in the passenger compartment is suppressed, so even if low temperature air is blown toward the upper body of the passenger, the comfort of the passenger Deterioration of is suppressed.

Therefore, in the invention according to claim 2 , in the vehicle air conditioner according to claim 1 , the blowing capacity control means (50a) is configured to reduce the blowing capacity in accordance with an increase in the amount of solar radiation incident on the passenger compartment. It is characterized by lowering.

  According to this, the amount of solar radiation incident on the vehicle interior is reduced by reducing the degree of decrease in the blowing capacity of the air blowing means (32) in a situation where the amount of solar radiation incident on the vehicle interior is large and the decrease in temperature in the vehicle interior is difficult to decrease. Since the degree of decrease in the blowing capacity of the blowing means (32) is increased in a situation where the temperature in the passenger compartment tends to decrease, the deterioration of passenger comfort can be effectively suppressed.

Further, in the invention according to claim 3 and 4, cooling to control feed and the cooling means for cooling the blowing air blown into the passenger compartment by the wind means (32) (15), the cooling capacity of the cooling means (15) Capacity control means (50c), and when the operation mode is the second operation mode and the outlet mode is the face mode, the cooling capacity control means (50c) reduces the cooling capacity. It is characterized by making it.

  According to this, when lowering the operating frequency of the internal combustion engine (EG), the cooling capacity of the cooling means (15) is reduced, thereby suppressing the blowing of low-temperature blown air toward the passenger's upper body. Therefore, it is possible to sufficiently suppress the deterioration of passenger comfort.

  According to a fifth aspect of the present invention, a driving electric motor and an internal combustion engine (EG) are provided as a driving source for outputting a driving force for driving the vehicle, and an operation mode during driving is determined from the internal combustion engine (EG). A first operation mode in which the internal combustion engine side driving force is greater than the motor side driving force output from the electric motor for traveling, and a second operation mode in which the motor side driving force is greater than the internal combustion engine side driving force. An air conditioner for a vehicle that is applied to a vehicle having air blowing means (32) that blows air into the vehicle interior and cooling means (15) that cools air blown into the vehicle interior by the air blowing means (32). A cooling capacity control means (50c) for controlling the cooling capacity of the cooling means (15), a heating means (36) for heating the blown air using the cooling water of the internal combustion engine (EG) as a heat source, and a heating means (36) of A plurality of air outlets including an operation control means (50f, 70a) for controlling the operation of the internal combustion engine (EG) to adjust the heat capacity, and a face air outlet (24) for blowing air toward the upper body of the occupant ( 24, 25, 26), and a blower outlet mode switching means (50b) for switching a plurality of blower outlet modes by switching the ratio of the amount of air blown out from the outlet, the operation mode is the second operation mode, and When the outlet mode is the face mode in which the blown air is blown out from the face outlet (24), the operation control means (50f, 70a) is an internal combustion engine than when the outlet mode is other than the face mode. The operating frequency of (EG) is reduced, and the cooling capacity control means (50c) decreases the cooling capacity.

  Thus, when the driving mode during driving is the second driving mode in which the driving force for driving the vehicle is obtained mainly from the driving electric motor and the outlet mode is the face mode, the internal combustion engine (EG) By reducing the operating frequency of the vehicle and reducing the cooling capacity of the cooling means (15), it is possible to suppress a decrease in vehicle fuel consumption while suppressing a deterioration in passenger comfort.

  In other words, humans tend to be warmly satisfied if the lower body is not cold, even if the upper body is cold, as is known as head cold foot fever. By limiting, it is possible to suppress the deterioration of the passenger's pleasantness due to the low-temperature air being blown into the passenger compartment.

  In addition to this, when the operating frequency of the internal combustion engine (EG) is reduced, the cooling capacity of the cooling means (15) is reduced, so that blowing of low-temperature blown air toward the upper body of the passenger is suppressed. Therefore, passenger comfort can be sufficiently suppressed.

  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 graph which shows the determination state of the operation mode 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 flowchart which shows another principal part of 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 2nd Embodiment. It is a flowchart which shows the 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. The EV operation mode corresponds to the second operation mode described in the claims.

  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. The HV operation mode corresponds to the first operation mode described in the claims.

  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 unit that cools the blown air by exchanging heat between the refrigerant 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 heats the engine cooling water for cooling the engine EG (hereinafter simply referred to as cooling water) and the blown air after passing through the evaporator 15 to heat the blown air after passing through the evaporator 15. Function as.

  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 a seat air conditioner 90 as auxiliary heating means for increasing the surface temperature of the seat on which the occupant is seated. Specifically, the seat air conditioner 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, it fulfill | performs the function which supplements a passenger | crew's heating feeling by operating. The operation of the seat air conditioner 90 is controlled by a control signal output from the air conditioner control apparatus 50, and is controlled so as to increase the surface temperature of the seat to about 40 ° C. during operation.

  Next, the electric control unit of the present embodiment will be described with reference to FIG. The air conditioning control device 50 and the driving force control device 70 are composed of a well-known microcomputer including a CPU, ROM, RAM and the like and peripheral circuits thereof, and perform various calculations and processes based on a control program stored in the ROM. Controls 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 air conditioner 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, 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 is target temperature setting means for setting the vehicle interior target temperature Tset by the operation of the passenger.

  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 are configured such that control means for controlling various control target devices connected to the output side is integrally configured, and controls the operation of each control target device. The configuration (hardware and software) to be configured constitutes a control means for controlling the operation of each control target device.

  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 structure that configures the switching means 50b and controls the cooling capacity of the evaporator 15 that is the cooling means constitutes the cooling capacity control means 50c, and the structure that controls the heating capacity of the heater core 36 that is the heating means functions as the heating capacity control means. Further, the configuration for controlling the heating capacity of the PTC heater 37 and the sheet air conditioner 90, which are auxiliary heating means, constitutes the auxiliary heating control means 50d.

  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 10 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 SW 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.

  Here, in the present embodiment, in order to suppress deterioration of fuel consumption or the like in the EV operation mode, when the operation mode is the EV operation mode and the air outlet mode is the face mode in step S11 described later. Therefore, a request signal (operation request signal) for requesting the operation of the engine EG to the driving force control device 70 is not output regardless of the coolant temperature Tw or the like.

  For this reason, when the operation mode is the EV operation mode and the air outlet mode is the face mode, if the cooling water temperature Tw is lowered, air at a low temperature is blown into the vehicle interior. Sometimes.

  Therefore, the vehicle air conditioner 1 of the present embodiment is in the EV operation mode, and when the air outlet mode is the face mode, the blower is more than when the air outlet mode is other than the face mode. The air blowing capacity of 32 is reduced.

  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, in the extremely low temperature range of TAO (in this embodiment, −30 ° C. or lower) and the extremely high temperature region (in this embodiment, 80 ° C. or higher), the air volume of the blower 32 is near the maximum air volume. Thus, the first temporary blower level f (TAO) is raised to a high level.

  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 the subsequent step S64, based on the amount of solar radiation detected by the solar radiation sensor 53, a second temporary blower level f (amount of solar radiation) is determined with reference to a control map stored in advance in the air conditioning control device 50.

  The control map for determining the second temporary blower level f (solar radiation amount) in the present embodiment is configured such that the second temporary blower level f (solar radiation amount) increases as the solar radiation amount increases. That is, as shown in step S64, when the amount of solar radiation becomes large (for example, 700 W / m 2 or more), the second temporary blower level f (insolation amount) is increased to a high level, and the amount of solar radiation is small (for example, , 100 W / m 2 or less), the second temporary blower level f (insolation amount) is lowered to a low level. Moreover, if the solar radiation amount is within a predetermined intermediate range (for example, 100 to 700 W / m 2), the second temporary blower level f (the solar radiation amount) is raised to a high level according to the increase in the solar radiation amount.

  In subsequent step S65, based on the detected value (cooling water temperature Tw) of the cooling water temperature sensor 58 and TAO, a correction map K1 for each temporary blower level is referred to with reference to a control map stored in the air conditioning controller 50 in advance. Water temperature-TAO) and K2 (water temperature-TAO) are determined.

  These correction coefficients K1 (water temperature-TAO) and K2 (water temperature-TAO) are determined by the blowing means according to the amount of decrease in the cooling water temperature relative to TAO, that is, the reduction in the heating capacity of the blown air in the heater core 36 that is the heating means. This is a correction term for reducing the blowing capacity of a certain blower 32.

  The control map for determining the correction coefficient in the present embodiment is configured to decrease the correction coefficient in accordance with an increase in the amount of decrease in the coolant temperature with respect to TAO. That is, as shown in step S65, when the subtraction value obtained by subtracting TAO from the cooling water temperature Tw is equal to or higher than the upper limit value (0 ° C. in the present embodiment), the correction coefficient is set to the maximum value (1. When the subtraction value obtained by subtracting TAO from the cooling water temperature Tw is less than the upper limit value, the correction coefficient is determined to be a small value according to the decrease of the subtraction value. When the subtracted value obtained by subtracting TAO from the cooling water temperature Tw becomes less than the lower limit value (−15 ° C. in this embodiment), the correction coefficient is determined to be the lowest value (0.2 in this embodiment).

  In the present embodiment, the correction coefficient K1 (water temperature-TAO) of the first temporary blower level f (TAO) is the same as the correction coefficient K2 (water temperature-TAO) of the second temporary blower level f (irradiation amount). The determination is made using the control map. However, the present invention is not limited to this, and the determination may be made using a different control map.

  In the subsequent step S66, the 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 S66, the blower level is determined according to the vehicle operation mode and the outlet mode.

Specifically, as shown in step S66, if the operation mode is the HV operation mode, the first temporary blower level f (TAO) and the second temporary blower are determined regardless of which air outlet mode is determined. A temporary blower level that is a large value of the blower level f (amount of solar radiation) is determined as a blower level. In other words, the blower level is determined based on the following formula F3.
Blower level = MAX (f (TAO), f (insolation amount)) (F3)
Further, when the operation mode is the EV operation mode and the outlet mode is a bi-level mode or a foot mode other than the face mode, the first temporary blower level f is the same as in the HV operation mode. A temporary blower level having a larger value among (TAO) and the second temporary blower level f (amount of solar radiation) is determined as a blower level.

  On the other hand, when the operation mode is the EV operation mode and the outlet mode is the face mode, a value obtained by multiplying the first temporary blower level f (TAO) by the correction coefficient K1 (water temperature−TAO), The value obtained by multiplying the second temporary blower level f (insolation amount) by the correction coefficient K2 (water temperature-TAO) and the larger one of “1” is determined as the blower level.

  Since the maximum value of each of the correction coefficient K1 (water temperature-TAO) and the correction coefficient K2 (water temperature-TAO) is set to “1.0”, the correction coefficient K1 ( The value obtained by multiplying the water temperature -TAO) is equal to or lower than the first temporary blower level f (TAO), and the value obtained by multiplying the second temporary blower level f (irradiation amount) by the correction coefficient K2 (water temperature -TAO) is 2 It becomes a value below the temporary blower level f (insolation amount). For this reason, when the operation mode is the EV operation mode and the outlet mode is the face mode, the operation mode is the HV mode, or when the outlet mode is other than the face mode, The blower level is determined to be a low value.

  Here, in the hybrid vehicle of the present embodiment, as described above, when the remaining charge SOC of the battery 81 is greater than or equal to the predetermined reference remaining charge for travel, the remaining charge SOC of the battery 81 is sufficient. In some cases, the EV operation mode is set, and when the remaining power SOC of the battery 81 is predetermined and smaller than the reference remaining power for driving, the HV operation mode is set assuming that the remaining power SOC of the battery 81 is insufficient. .

  More specifically, the operation mode is determined as shown in the chart of FIG. Further, when the EV cancel switch that requests the driving force control device 70 not to execute the EV operation mode is turned on (ON) by the occupant's operation, the remaining charge SOC of the battery 81 is sufficient. Even so, the HV operation mode is set.

  Returning to FIG. 6, in the subsequent step S <b> 67, the blower voltage (blower motor voltage) is determined with reference to the control map previously stored in the air conditioning control device 50 based on the blower level determined in step S <b> 66.

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. 8, the outlet mode is sequentially switched from the face mode to the bi-level mode to the foot mode as the TAO rises from the low temperature region to the high temperature region.

  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 be operated 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, the engine ON water temperature Twon and the engine OFF water temperature Twoff are determined as determination threshold values used for determining whether to output an operation request signal or an operation stop signal for the engine EG based on the coolant temperature Tw. The engine ON water temperature Twon is a threshold value that is a criterion for determining that a stop request signal is output, and the engine OFF water temperature Twoff is a threshold value that is a criterion for determining that an operation stop signal for the engine EG is output. It is.

  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.

  Specifically, the engine OFF water temperature Twoff is smaller between the cooling water temperature Tw 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 Tw desirable for the vehicle air conditioner 1 to exhibit a sufficient heating capacity is calculated using the following formula F3.
Tw = {(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 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 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 an operation stop signal for the engine EG is determined according to the coolant temperature Tw. Specifically, if the cooling water temperature Tw is lower than the engine ON water temperature 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, the provisional request signal flag f (Tw) = OFF is temporarily determined to output the engine EG operation stop signal.

  In subsequent step S1103, the control map stored in advance in the air conditioning control device 50 is referred to based on the outlet mode, the operation mode during travel, the target outlet temperature TAO, and the temporary request signal flag f (Tw). A request signal output to the driving force control device 70 is determined.

  In this step S1103, when the driving mode at the time of traveling is the EV driving mode and the outlet mode is the face mode in order to suppress the deterioration of the vehicle fuel consumption while suppressing the deterioration of the passenger comfort. In addition, the request signal output to the driving force control device 70 is determined as a signal for stopping the operation of the engine EG.

  On the other hand, the HV operation mode is an operation mode in which the engine EG is frequently turned on according to the vehicle travel load such as the accelerator opening, and the cooling water temperature is less likely to be lower than in the EV operation mode. From this, the request signal is determined according to TAO or the provisional request signal flag f (Tw).

  In addition, when the air outlet mode is other than the face mode such as the foot mode or the bi-level mode, air of low temperature is blown out to the lower body of the occupant, which may cause a significant deterioration of the passenger comfort. Therefore, the request signal is determined as necessary regardless of the operation mode.

  Specifically, in step S1103, as shown in the chart of FIG. 9, when the operation mode is the HV operation mode and the outlet mode is the face mode, the TAO sets a reference temperature ( If it is less than 20 ° C. in this embodiment, it is determined as a request signal for stopping the engine EG regardless of the provisional request signal flag f (Tw). The reference temperature is set to a temperature lower than a threshold value (28 ° C. in this embodiment: see FIG. 8) for switching the outlet mode from the bilevel mode to the face mode.

  Further, when the operation mode is the HV operation mode, the outlet mode is the face mode, and TAO is equal to or higher than the reference temperature, the temporary request signal flag f (Tw) is used as the request signal as it is. decide. 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.

  Furthermore, when the operation mode is the EV operation mode and the outlet mode is the face mode, the request signal for stopping the engine EG is determined regardless of the TAO or the temporary request signal flag f (Tw). To do.

  In addition, when the air outlet mode is other than the face mode such as the foot mode or the bi-level mode, the temporary air is not used regardless of the operation mode or TAO in order to avoid blowing low temperature air toward the lower body of the occupant. The request signal flag f (Tw) is determined as a request signal as it is.

  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, it is determined whether or not the seat air conditioner 90 needs to be operated. The operating state of the seat air conditioner 90 is based on the target blowing temperature TAO determined in step S5, the operating state of the PTC heater 37 determined in step S10, the vehicle interior target temperature Tset read in step S2, and the outside air temperature Tam. It is determined with reference to a control map stored in the air conditioning control device 50 in advance.

  Specifically, the target outlet temperature TAO is lower than 100 ° C., the PTC heater 37 is operating, and the outside air temperature Tam is equal to or lower than a predetermined reference outside air temperature. Further, when the vehicle interior target temperature Tset is lower than a predetermined reference seat air conditioning operating temperature, it is determined that the seat air conditioner 90 is operated (ON).

  Further, when the target outlet temperature TAO is 100 ° C. or higher, it is determined that the seat air conditioner 90 is operated (ON) regardless of the operating state of the PTC heater 37, the outside air temperature Tam, and the vehicle interior target temperature Tset. To do.

  Next, in step S14, various devices 32, 12a, 61, 62, 63, 64, 12a, 37, 40a, and so on are provided from the air conditioning control device 50 so that the control state determined in the above-described steps S5 to S13 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 S15, the system waits for the control period τ, and returns to step S2 when it is determined that the control period τ has elapsed. In the present embodiment, the control cycle τ is 250 ms. This is because the air conditioning control in the passenger compartment does not adversely affect the controllability even if the control period is slower than the engine control or the like. As a result, it is possible to suppress a communication amount for air conditioning control in the vehicle and sufficiently secure a communication amount of a control system that needs to perform high-speed control such as engine control.

  Since the vehicle air conditioner 1 of this embodiment operates as described above, the blown air blown from the blower 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.

  Further, in the vehicle air conditioner 1 of the present embodiment, as described in control step S1103, when the operation mode is the EV operation mode and the air outlet mode is the face mode, the air conditioning control is performed. A request signal (operation request signal) for requesting the operation of the engine EG is not output from the device 50 to the driving force control device 70.

  Thereby, since the operating frequency of the engine EG in the EV operation mode can be reduced, it is possible to suppress a decrease in vehicle fuel consumption in the EV operation mode. At this time, by restricting the stop of the output of the request signal for requesting the operation of the engine EG in the EV operation mode in the face mode, the comfort of the passenger due to the low temperature air being blown out toward the vehicle interior Can be prevented.

  In addition to this, when the operation mode is the EV operation mode and the air outlet mode is the face mode as described in the control step S66 (see FIG. 6), other than the face mode. The blower level is determined so that the blowing capacity (the number of rotations) of the blower 32 is lower than that in the blower outlet mode.

  As a result, when the operating frequency of the engine EG is reduced, the blowing capacity of the blower 32 is reduced, so that blowing of low-temperature blowing air toward the upper body of the occupant is suppressed. Can be sufficiently suppressed.

  Further, since the lowering of the TAO due to the lowering of the passenger compartment temperature is suppressed by suppressing the low temperature air blowing into the passenger compartment, the request signal for requesting the operation of the engine EG from the face mode. It is difficult to switch to the bi-level mode that outputs, the operating frequency of the engine EG can be maintained at a low state, and deterioration of vehicle fuel consumption can be effectively suppressed.

  Therefore, according to the present embodiment, it is possible to suppress a decrease in vehicle fuel consumption while suppressing deterioration of passenger comfort in the EV operation mode in which driving force for driving the vehicle is mainly obtained from the driving electric motor. Become.

  In the present embodiment, as shown in the control step S65, the degree of decrease in the blowing capacity is increased in accordance with the decrease in the cooling water temperature with respect to TAO, that is, the decrease in the heating capacity of the blowing air in the heater core 36 that is the heating means. The blower level is determined so that For this reason, it can suppress that the air of low temperature is blown off excessively toward a passenger | crew's upper body, and can suppress a passenger | crew's comfort deterioration effectively. In this embodiment, the heating capacity of the blowing air in the heater core 36 is based on the temperature difference of the cooling water temperature with respect to TAO, but is not limited to this, and the amount of blowing air and the cooling water flowing into the heater core 36 are not limited thereto. The flow rate or the like may be used as a reference.

  Here, in general, in the engine EG, when the cooling water temperature becomes lower than a predetermined warm-up temperature (for example, 40 ° C.), the generation of friction loss due to the increase in the viscosity of the engine oil or the temperature of the exhaust gas The malfunction of the exhaust gas purifying catalyst due to the decrease tends to occur.

  For this reason, in the operation mode in which the driving force is mainly obtained from the engine EG as in the HV operation mode, the operation of the engine is controlled so that the cooling water temperature is maintained at the warm-up temperature or more, thereby generating friction loss and The occurrence of malfunction of the exhaust gas purification catalyst can be suppressed.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. In the present embodiment, the blower voltage (blower motor voltage) determination process shown in the control step S6 of FIG. 4 is different from that of the first embodiment. In the present embodiment, description of the same or equivalent parts as in the first embodiment will be omitted or simplified.

  In the present embodiment, when the amount of solar radiation entering the passenger compartment is large, it is noted that the decrease in the passenger compartment temperature is suppressed, and in the EV operation mode and the face mode. As the amount of solar radiation increases, the degree of decrease in the blowing capacity of the blower 32 is reduced.

  Details of step S6 of this embodiment will be described with reference to the flowchart of FIG. As shown in FIG. 6, when it is determined in step S61 that the auto switch is turned on (S61: YES), the first temporary blower level f (TAO) is set based on TAO in step S63. decide.

  In subsequent step S64 ′, a correction coefficient f (amount of solar radiation) is determined based on the amount of solar radiation detected by the solar radiation sensor 53 with reference to a control map stored in advance in the air conditioning control device 50. The correction coefficient f (amount of solar radiation) in the present embodiment is a correction term for reducing the degree of decrease in the blowing capacity of the blower 32 that is a blowing means in accordance with an increase in the amount of solar radiation.

  The control map for determining the correction coefficient f (amount of solar radiation) in the present embodiment is configured to increase the correction coefficient as the amount of solar radiation increases. That is, as shown in step S64 ′, when the amount of solar radiation is less than the lower limit (100 W / m 2 in the present embodiment), the correction coefficient is determined to be the lowest value (0.2 in the present embodiment), and the solar radiation is determined. When the amount is equal to or greater than the lower limit value, the correction coefficient is determined to be a large value according to the increase in the amount of solar radiation. When the amount of solar radiation reaches the upper limit (700 W / m 2 in this embodiment) or more, the correction coefficient is determined to the maximum value (1.0 in this embodiment).

  In subsequent step S65 ′, the first temporary blower level f (TAO) is referred to a control map stored in advance in the air conditioning control device 50 based on the detected value (cooling water temperature Tw) of the cooling water temperature sensor 58 and TAO. The correction coefficient K (water temperature-TAO) is determined. The correction coefficient K (water temperature-TAO) is the same as K1 (water temperature-TAO) and K2 (water temperature-TAO) described in the first embodiment, and a description thereof will be omitted.

  In the subsequent step S66 ′, the blower level corresponding to the blower voltage applied to the electric motor to determine the blowing capacity of the blower 32 is determined. In this step S66 ′, the blower level is determined according to the vehicle operation mode and the outlet mode.

Specifically, as shown in step S66 ′, when the operation mode is the EV operation mode and the air outlet mode is the face mode, the correction coefficient f (the amount of solar radiation) and the correction coefficient K A value obtained by multiplying the larger one of (water temperature−TAO) by the first temporary blower level f (TAO) is determined as the blower level. In other words, the blower level is determined based on the following formula F4.
Blower level = MAX [MAX {K (water temperature-TAO), f (insolation amount)} × f (TAO), 1] (F4)
According to this, even if the heating capability of the blown air in the heater core 36 is low and a small value is set as the correction coefficient K (water temperature−TAO), the amount of solar radiation incident on the vehicle interior is large and the correction coefficient f (sunlight) When a high value is set as the amount), a value obtained by multiplying the first temporary blower level by the correction coefficient f (amount of solar radiation) is determined as the blower level. That is, as the amount of solar radiation increases, the blower level is determined such that the degree of decrease in the blowing capacity of the blower 32 decreases.

  The determination of the blower level when the operation mode is the HV operation mode or the outlet mode is other than the face mode is the same as in the first embodiment, and thus the description in the present embodiment is omitted.

  Subsequently, in step S67, in the subsequent step S67, the blower voltage (blower motor voltage) is determined with reference to the control map stored in advance in the air conditioning controller 50 based on the blower level determined in step S66 ′.

  According to the embodiment described above, the degree of decrease in the blowing capacity of the blower 32 is reduced in accordance with the increase in the amount of solar radiation incident on the passenger compartment, so that the deterioration of passenger comfort is effectively suppressed. can do.

(Third embodiment)
Next, a third embodiment of the present invention will be described. In the first and second embodiments described above, the air blowing capability of the blower 32 is reduced when the EV operation mode is set and the face mode is set.

  On the other hand, in this embodiment, when it is EV operation mode and it is in face mode, the point which has made it the cooling capability of the ventilation air in the evaporator 15 which is a cooling means fall. This is different from the first and second embodiments. In the present embodiment, description of the same or equivalent parts as in the first and second embodiments will be omitted or simplified.

  In this embodiment, the cooling capacity in the evaporator 15 is determined by the process of control step S9 for determining the refrigerant discharge capacity of the compressor 11. In the present embodiment, the cooling capacity in the evaporator 15 is controlled by adjusting the target evaporator temperature TEO. In addition, the cooling capacity in the evaporator 15 increases by lowering the target evaporator temperature TEO, and the cooling capacity in the evaporator 15 can be decreased by increasing the target evaporator temperature TEO.

  Details of the process of determining the cooling capacity of the evaporator 15 in step S9 of this embodiment will be described with reference to the flowchart of FIG.

  As shown in FIG. 12, first, in step S91, the air temperature TE blown from the evaporator 15 is referred to with reference to a control map stored in advance in the air conditioning control device 50 based on the TAO determined in step S4. The temporary target blowing temperature f (TAO) is determined.

  The control map for determining the temporary target outlet temperature f (TAO) in the present embodiment is configured such that the temporary target outlet temperature f (TAO) increases as the TAO corresponding to the air conditioning heat load increases. That is, as shown in step S91, when TAO is less than the lower limit (5 ° C. in the present embodiment), it is determined to be the lowest value (1 ° C. in the present embodiment), and TAO is greater than or equal to the lower limit. The temporary target blowing temperature f (TAO) is determined to be a high value according to the increase in TAO. And when TAO becomes more than an upper limit (25 degreeC in this embodiment), it determines to the highest value (8 degreeC in this embodiment).

  In the subsequent step S92, the temporary target evaporator temperature f (TAO) is determined by referring to a control map stored in the air conditioning controller 50 in advance based on the detected value (cooling water temperature Tw) of the cooling water temperature sensor 58 and TAO. A correction amount f (water temperature-TAO) is determined.

  This correction amount f (water temperature−TAO) is for increasing the target evaporator temperature TEO in accordance with the amount of decrease in the cooling water temperature relative to TAO, that is, the decrease in the heating capacity of the blown air in the heater core 36 that is the heating means. It is a correction term.

  The control map for determining the correction amount f (water temperature-TAO) in the present embodiment is configured such that the correction amount f (water temperature-TAO) increases as the amount of decrease in the cooling water temperature with respect to TAO increases. . That is, as shown in step S92, when the subtraction value obtained by subtracting TAO from the cooling water temperature Tw is equal to or higher than the upper limit value (0 ° C. in this embodiment), the correction amount f (TAO) is set to the lowest value (this embodiment). If the subtraction value obtained by subtracting TAO from the cooling water temperature Tw is less than the upper limit value, the correction amount f (TAO) is determined to be a high value in accordance with the decrease in the subtraction value. When the subtraction value obtained by subtracting TAO from the coolant temperature Tw becomes less than the lower limit value (−15 ° C. in the present embodiment), the correction amount f (TAO) is determined to be the maximum value (5 in the present embodiment).

  In the subsequent step S93, the target evaporator temperature TEO is determined in order to determine the cooling capacity of the evaporator 15 which is a cooling means. In step S93, the target evaporator temperature TEO is determined according to the vehicle operation mode and the outlet mode.

  Specifically, as shown in step S93, if the operation mode is the HV operation mode, the temporary target evaporator temperature f (TAO) is set to the target evaporator temperature regardless of which of the air outlet modes is determined. Determine as TEO.

  When the operation mode is the EV operation mode and the outlet mode is a bi-level mode or a foot mode other than the face mode, the temporary target evaporator temperature f is the same as in the HV operation mode. (TAO) is determined as the target evaporator temperature TEO.

On the other hand, when the operation mode is the EV operation mode and the outlet mode is the face mode, a value obtained by adding the correction amount f (water temperature−TAO) to the temporary target evaporator temperature f (TAO), The smaller value of “10” is determined as the target evaporator temperature TEO. In other words, the target evaporator temperature TEO is determined based on the following formula F5.
TEO = MIN {(f (TAO) + f (water temperature−TAO)), 10} (F5)
Since the minimum value of the correction amount f (water temperature−TAO) is set to “0”, the value obtained by adding the correction amount f (water temperature−TAO) to the temporary target evaporator temperature f (TAO) is the temporary target. It becomes a value equal to or higher than the evaporator temperature f (TAO). For this reason, when the operation mode is the EV operation mode and the outlet mode is the face mode, the operation mode is the HV mode, or when the outlet mode is other than the face mode, The target evaporator temperature TEO is determined to be a high value.

  Therefore, when the operation mode is the EV operation mode and the air outlet mode is the face mode, the evaporation is performed more than when the operation mode is the HV mode or the air outlet mode is other than the face mode. The cooling capacity of the blown air in the vessel 15 will be reduced.

  In the present embodiment described above, when the operation mode is the EV operation mode and the air outlet mode is the face mode in the control step S93, the operation mode is the HV mode or the air outlet mode is the face mode. The cooling capacity of the evaporator 15 is lowered by determining the target evaporator temperature TEO of the evaporator 15 to a higher value than when the mode is other than the mode.

  In this way, when the operating frequency of the engine EG is reduced, the cooling capacity of the evaporator 15 as the cooling means is reduced, thereby suppressing the low temperature air from being blown out toward the upper body of the occupant. It is possible to effectively suppress the deterioration of passenger comfort.

  Note that the processing for reducing the cooling capacity of the evaporator 15 in the EV operation mode and the face mode as in this embodiment is also applied to the first and second embodiments. Can do. That is, when the EV operation mode is set and the face mode is set, the cooling capacity of the evaporator 15 can be lowered and the blowing capacity of the blower 32 can be lowered.

(Other embodiments)
As mentioned above, although embodiment of this invention was described, this invention is not limited to this, Unless it deviates from the range described in each claim, it is not limited to the wording of each claim, and those skilled in the art Improvements based on the knowledge that a person skilled in the art normally has can be added as appropriate to the extent that they can be easily replaced. For example, various modifications are possible as follows.

  (1) As described in the first and second embodiments described above, when the operation mode is the EV operation mode and the air outlet mode is the face mode, the blowing capacity of the blower 32 is set to the heater core. Although it is desirable to increase the degree of decrease in the blowing capacity of the blower 32 in accordance with the decrease in the heating capacity of 36 or the increase in the amount of solar radiation incident on the passenger compartment, the operation mode is the EV operation mode and When the exit mode is the face mode, any configuration can be used as long as it reduces the blowing capacity of the blower 32 than when the exit mode is not the face mode.

  For example, when the operation mode is the EV operation mode and the air outlet mode is the face mode, the blower 32 according to the increase in the amount of solar radiation incident on the passenger compartment regardless of the heating capacity of the heater core 36. The degree of decrease in the blowing capacity of the fan 32 can be reduced, or the degree of decrease in the blowing capacity of the blower 32 can be made constant.

  (2) In each of the embodiments described above, when the operation mode is the EV operation mode and the air outlet mode is the face mode, the driving force control device reduces the operating frequency of the engine EG. Although a request signal for stopping the engine EG is output to 70, the present invention is not limited to this.

  For example, when the operation mode is the EV operation mode and the outlet mode is the face mode, the value of the engine OFF water temperature Toff is increased, that is, the driving force control device 70 operates the engine EG. You may make it increase the upper limit temperature at the time of heating up and raising the cooling water temperature Tw. According to this, when the operation mode is the EV operation mode and the outlet mode is the face mode, the provisional request is made more than when the operation mode is other than the HV operation mode or the face mode. Since it becomes difficult for the signal flag f (Tw) to be turned ON, the operating frequency of the engine EG can be reduced.

  (3) In each of the above-described embodiments, when the operation mode is the EV operation mode and the outlet mode is the face mode, the air conditioning control device 50 is configured to reduce the operating frequency of the engine EG. The request signal output means 50f reduces the frequency of the output of the request signal that requests the signal communication means (operation necessity determination means) 70a of the driving force control device 70 to operate the engine EG. It is not limited to.

  For example, the request signal output from the air conditioning control device 50 to the driving force control device 70 is changed so that the condition for the signal communication means 70a of the driving force control device 70 to operate the engine EG is made difficult to operate the engine EG. It may be a request signal.

  Further, when the operation mode is the EV operation mode and the air outlet mode is the face mode, in order to reduce the operation frequency of the engine EG, the signal communication means (operation necessity) In the determination means 70a, the request signal for requesting the operation of the engine EG may be rejected (ignored) from the request signal output means 50f of the air conditioning control device 50, or the reception frequency may be reduced.

  (4) In the above-described third embodiment, the example in which the evaporator 15 of the refrigeration cycle 10 is used as the cooling means has been described. It is possible to employ a Peltier module or the like that generates

  (5) In each of the above-described embodiments, the example in which the PTC heater 37 is used as the auxiliary heating unit has been described. However, if the auxiliary heating unit generates heat by supplying power, a resistance heating method, a dielectric heating method, or the like can be used. A heater can be employed.

  (6) Although the vehicle air conditioner 1 of the present invention has not been described in detail in the above-described embodiment with respect to the driving force for running the plug-in hybrid vehicle, the vehicle air conditioner 1 of the present invention is not 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.

15 Evaporator 24 Face Outlet 25 Foot Outlet 26 Defroster Outlet 32 Blower (Blower Unit)
36 Heater core (heating means)
50a Blowing capacity control means 50b Outlet mode switching means 50c Cooling capacity control means 50f Request signal output means (operation control means)
70a Signal communication means (operation control means)
EG engine (internal combustion engine)

Claims (5)

A driving electric motor and an internal combustion engine (EG) are provided as a driving source for outputting a driving force for driving the vehicle, and an internal combustion engine side driving force output from the internal combustion engine (EG) is used as an operation mode during driving. A vehicle applied to a vehicle having a first operation mode in which the motor-side driving force output from the electric motor for traveling is greater than the motor-side driving force and a second operation mode in which the motor-side driving force is greater than the internal combustion engine-side driving force. Air conditioner for
Air blowing means (32) for blowing air into the passenger compartment;
A blowing capacity control means (50a) for controlling the blowing capacity of the blowing means (32);
Heating means (36) for heating the air blown into the vehicle compartment by the blower means (32) using the cooling water of the internal combustion engine (EG) as a heat source;
Operation control means (50f, 70a) for controlling the operation of the internal combustion engine (EG) in order to adjust the heating capacity of the heating means (36);
A blower outlet that switches a plurality of blower outlet modes by switching the air volume ratio blown from a plurality of blower outlets (24, 25, 26) including a face blower outlet (24) that blows out the blown air toward the upper body of the occupant. Mode switching means (50b),
When the operation mode is the second operation mode and the air outlet mode is the face mode in which the blown air is blown out from the face air outlet (24), the operation control means (50f, 70a). ) Lowers the operating frequency of the internal combustion engine (EG) than when the outlet mode is other than the face mode, and the blowing capacity control means (50a) reduces the blowing capacity ,
The air conditioning apparatus for vehicles, wherein the air blowing capacity control means (50a) increases the degree of decrease in the air blowing capacity in accordance with a decrease in the heating capacity of the heating means (36) . 2. The vehicle air conditioner according to claim 1 , wherein the air blowing capacity control unit (50 a) reduces the degree of decrease in the air blowing capacity in accordance with an increase in an amount of solar radiation incident on the vehicle interior. A cooling means (15) for cooling the blown air blown into the vehicle compartment by the blowing means (32);
Cooling capacity control means (50c) for controlling the cooling capacity of the cooling means (15),
The cooling capacity control means (50c) reduces the cooling capacity when the operation mode is the second operation mode and the outlet mode is the face mode. The vehicle air conditioner according to claim 1 or 2 . A driving electric motor and an internal combustion engine (EG) are provided as a driving source for outputting a driving force for driving the vehicle, and an internal combustion engine side driving force output from the internal combustion engine (EG) is used as an operation mode during driving. A vehicle applied to a vehicle having a first operation mode in which the motor-side driving force output from the electric motor for traveling is greater than the motor-side driving force and a second operation mode in which the motor-side driving force is greater than the internal combustion engine-side driving force. Air conditioner for
Air blowing means (32) for blowing air into the passenger compartment;
A blowing capacity control means (50a) for controlling the blowing capacity of the blowing means (32);
Heating means (36) for heating the air blown into the vehicle compartment by the blower means (32) using the cooling water of the internal combustion engine (EG) as a heat source;
Operation control means (50f, 70a) for controlling the operation of the internal combustion engine (EG) in order to adjust the heating capacity of the heating means (36);
A blower outlet that switches a plurality of blower outlet modes by switching the air volume ratio blown from a plurality of blower outlets (24, 25, 26) including a face blower outlet (24) that blows out the blown air toward the upper body of the occupant. Mode switching means (50b),
When the operation mode is the second operation mode and the air outlet mode is the face mode in which the blown air is blown out from the face air outlet (24), the operation control means (50f, 70a). ) Lowers the operating frequency of the internal combustion engine (EG) than when the outlet mode is other than the face mode, and the blowing capacity control means (50a) reduces the blowing capacity. And
Furthermore, a cooling means (15) for cooling the blown air blown into the vehicle compartment by the blower means (32),
Cooling capacity control means (50c) for controlling the cooling capacity of the cooling means (15),
The cooling capacity control means (50c) reduces the cooling capacity when the operation mode is the second operation mode and the outlet mode is the face mode. A vehicle air conditioner. A driving electric motor and an internal combustion engine (EG) are provided as a driving source for outputting a driving force for driving the vehicle, and an internal combustion engine side driving force output from the internal combustion engine (EG) is used as an operation mode during driving. A vehicle applied to a vehicle having a first operation mode in which the motor-side driving force output from the electric motor for traveling is greater than the motor-side driving force and a second operation mode in which the motor-side driving force is greater than the internal combustion engine-side driving force. Air conditioner for
Air blowing means (32) for blowing air into the passenger compartment;
A cooling means (15) for cooling the blown air blown into the vehicle compartment by the blowing means (32);
Cooling capacity control means (50c) for controlling the cooling capacity of the cooling means (15);
Heating means (36) for heating the blown air using cooling water of the internal combustion engine (EG) as a heat source;
Operation control means (50f, 70a) for controlling the operation of the internal combustion engine (EG) in order to adjust the heating capacity of the heating means (36);
A blower outlet that switches a plurality of blower outlet modes by switching the air volume ratio blown from a plurality of blower outlets (24, 25, 26) including a face blower outlet (24) that blows out the blown air toward the upper body of the occupant. Mode switching means (50b),
When the operation mode is the second operation mode and the air outlet mode is the face mode in which the blown air is blown out from the face air outlet (24), the operation control means (50f, 70a). ) Lowers the operating frequency of the internal combustion engine (EG) than when the outlet mode is other than the face mode, and the cooling capacity control means (50c) decreases the cooling capacity. A vehicle air conditioner.

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