JP5556771B2 - 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

  Incidentally, some hybrid vehicles are so-called plug-in hybrid vehicles that can charge a battery (on-vehicle battery) mounted on the vehicle with electric power supplied from an external power source (for example, commercial power source) when the vehicle is stopped.

  In this type of plug-in hybrid vehicle, when the battery is charged when the vehicle is stopped, the vehicle air conditioner is driven by the electric power supplied from the external power source, thereby enabling air conditioning in the vehicle interior. ing.

  When the vehicle air conditioner of Patent Document 1 is applied to such a plug-in vehicle, even if the vehicle is stopped, the engine is used to raise the temperature of the cooling water to a sufficient temperature as a heat source for heating. May be activated. In particular, when power is supplied to the vehicle from an external power source, the vehicle may be stopped for a long time, and the cooling water temperature may be lowered. The frequency of operating the engine tends to be high in order to suppress the deterioration of sex.

However, in spite of power being supplied from an external power source, operating the engine for air conditioning in the passenger compartment causes a reduction in vehicle fuel consumption and an increase in CO ₂ emissions, resulting in an increased environmental load. As a result, there is a tendency to be avoided from users with high environmental awareness.

  Therefore, it is conceivable to limit the operating frequency of the engine when the air conditioning of the vehicle interior is being executed by the electric power from the external power source. However, if the engine operating frequency is simply limited, the vehicle is heated during the heating of the vehicle interior. There is a possibility that the comfort of the occupant may deteriorate due to the low temperature air being blown into the room.

  In view of the above points, the present invention reduces deterioration of passenger comfort while suppressing an increase in environmental load when power is supplied from an external power source in a vehicle air conditioner applied to a hybrid vehicle. The purpose is to suppress.

  In order to achieve the above object, according to the first aspect of the present invention, a driving electric motor and an internal combustion engine (EG) are provided as a driving source for outputting driving force for driving the vehicle. A vehicle air conditioner that is applied to a vehicle that can charge an in-vehicle battery (81) and that can execute air conditioning of the vehicle interior by electric power supplied from an external power source, and that blows air into the vehicle interior (32), the blowing capacity control means (50a) for controlling the blowing capacity of the blowing means (32), and the blown air blown by the blowing means (32) using the cooling water of the internal combustion engine (EG) as a heat source. Based on the heating means (36) for heating, the operation control means (50f, 70a) for controlling the operation of the internal combustion engine (EG) to adjust the heating capacity of the heating means (36), and the air conditioning heat load in the passenger compartment Car Heating necessity determination means (S65) for determining whether heating is required in the vehicle, air conditioning of the vehicle interior is executed by electric power supplied from an external power source, and heating necessity determination means (S65) When it is determined that heating of the passenger compartment is necessary, the operation control means (50f, 70a) prohibits the operation of the internal combustion engine (EG) for adjusting the heating capacity of the heating means (36), and The air blowing capacity control means (50a) lowers the air blowing capacity than when the heating necessity judgment means (S65) determines that heating of the vehicle interior is unnecessary.

Thus, the internal combustion engine (EG) for adjusting the heating capacity of the heating means (36) when air conditioning of the vehicle interior is executed by the electric power from the external power source and heating of the vehicle interior is required. By prohibiting the operation, it is possible to suppress a decrease in vehicle fuel consumption and an increase in CO ₂ emission. Furthermore, since the air blowing capability of the air blowing means (32) is reduced, it is possible to suppress excessively low temperature air being blown into the vehicle interior during heating of the vehicle interior.

  Therefore, when air-conditioning of the passenger compartment is executed by the electric power from the external power source, it is possible to suppress the deterioration of passenger comfort while suppressing an increase in environmental load.

  The “power supplied from the external power source” described in the claims includes not only the power supplied by directly connecting the power terminal on the air conditioner side to the power terminal on the external power source side, but also the external power source. Electric power supplied by non-contact power feeding that transmits power in a non-contact state from the primary coil for power feeding on the side to the secondary coil for power receiving on the vehicle air conditioner side is also included.

  The “power supplied from the external power source” includes not only power supplied directly from the external power source to the components of the vehicle air conditioner, but also indirectly from the external power source through power storage means such as a battery. The supplied power is also included.

  The “air conditioning heat load” described in the claims is the amount of heat (including hot and cold) that the vehicle air conditioner needs to generate in order to keep the passenger compartment at a desired temperature. It can be expressed as the temperature adjustment capability in the passenger compartment required for the air conditioner.

  Further, in the invention according to claim 2, in the vehicle air conditioner according to claim 1, auxiliary heating means (37, 90) for increasing the temperature of at least a part of the passenger compartment, and auxiliary heating means (37, 90) auxiliary heating control means (50d) for controlling the heating capacity, electric power is supplied from an external power supply, and heating necessity determination means (S65) determines that heating of the vehicle interior is necessary. When the auxiliary heating control means (50d) determines that the heating of the passenger compartment is not required by the heating necessity determination means (S65), the auxiliary heating means (37, 90) has a heating capacity higher than that of the auxiliary heating means (37, 90). It is characterized by increasing.

  Thus, when electric power is supplied from the external power source and heating of the passenger compartment is required, the internal heating engine (EG) is increased by increasing the heating capacity of the auxiliary heating means (37, 90). Without operating the vehicle, it is possible to suppress the temperature drop in the passenger compartment and effectively suppress the deterioration of passenger comfort.

  According to a third aspect of the present invention, in the vehicle air conditioner according to the second aspect, the auxiliary heating means is auxiliary air heating means (37) for raising the temperature of the blown air, and power is supplied from an external power source. When it is supplied and the heating necessity determination means (S65) determines that heating of the vehicle interior is necessary, and the air blowing means (32) is operating, the auxiliary heating control means (50d) The heating capacity of the auxiliary air heating means (37) is increased.

  As described above, when the air blowing means (32) is operating when electric power is supplied from the external power source and heating of the passenger compartment is required, the auxiliary air heating means (37) By heating the blown air, the temperature of the blown air can be increased without operating the internal combustion engine (EG). Therefore, it is possible to suppress the low-temperature air from being blown into the vehicle interior, and it is possible to more effectively suppress the deterioration of passenger comfort.

Further, in the invention according to claim 1, the power from the external power is supplied, and, heating after the vehicle interior heating is determined to be necessary by necessity determination means (S65), the temperature in the passenger compartment in advance When the temperature rises to the set reference temperature, the air blowing capacity control means (50a) stops the reduction of the air blowing capacity.

  Thus, when the temperature in the vehicle interior rises after the air blowing capacity of the air blowing means (32) is lowered, the temperature inside the car interior is reduced by stopping the decrease in the air blowing capacity of the air blowing means (32). Since it can be adjusted, passenger comfort can be ensured.

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

It is a whole block diagram of the vehicle air conditioner of 1st Embodiment. It is a block diagram which shows the electric control part of the vehicle air conditioner of 1st Embodiment. It is a circuit diagram of the PTC heater of a 1st embodiment. It is a flowchart which shows the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a figure which shows the determination state of the blower outlet mode of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a graph which shows the determination state of the operation mode of 1st Embodiment. It is a flowchart which shows 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 another 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 engine EG that is an internal combustion engine 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. In addition to air conditioning in the vehicle interior using electric power supplied from the battery 81 mounted on the vehicle, the vehicle air conditioner 1 uses air power supplied from an external power source when the vehicle stops before the vehicle travels (for example, air conditioning in the vehicle interior). Air conditioning).

  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 a PTC element (positive characteristic thermistor), generates heat when electric power is supplied to the PTC element, and serves as auxiliary heating means (auxiliary air heating means) for heating the air that has passed through the heater core 36. It is an electric heater. 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 12 constitutes various function realizing means that the air conditioning control device 50 has.

  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.

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

  In the present embodiment, when heating the vehicle interior with electric power from an external power source in order to suppress a decrease in vehicle fuel consumption and an increase in CO2 emission, in step S11 described later, the coolant temperature Tw, etc. Regardless of this, a request signal (operation request signal) for requesting the operation of the engine EG is not output to the driving force control device 70.

  However, when the vehicle interior is heated by electric power from an external power source, if the cooling water temperature Tw is low, low-temperature air may be blown into the vehicle interior, which increases the passenger comfort. It may get worse.

  Therefore, the vehicle air conditioner 1 according to the present embodiment suppresses the deterioration of passenger comfort by reducing the blowing capacity of the blower 32 when the vehicle interior is heated by electric power from an external power source. I am doing so.

  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. The first temporary blower level f1 (TAO) is determined.

  The control map for determining the first temporary blower level f1 (TAO) in the present embodiment is configured such that the value of the first temporary blower level f1 (TAO) for 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 f1 (TAO) is raised to a high level.

  Further, when the TAO rises from the extremely low temperature range toward the intermediate temperature range, the first temporary blower level f1 (TAO) is reduced so that the blown amount of the blower 32 is reduced as the TAO rises. Further, when the TAO decreases from the extremely high temperature range toward the intermediate temperature range, the first temporary blower level f1 (TAO) is decreased according to the decrease in TAO so that the air volume of the blower 32 is decreased. When the TAO enters a predetermined intermediate temperature range (10 ° C. to 40 ° C. in this embodiment), the first temporary blower level f1 (TAO) is set to a low level (lower limit) so that the air volume of the blower 32 is low. Value). As is apparent from the above description, the first temporary blower voltage f1 (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 (upper limit), and the amount of solar radiation is increased. Is low (for example, 100 W / m 2 or less), the second temporary blower level f (insolation amount) is lowered to a low level (lower limit). Moreover, if the solar radiation amount is within a predetermined intermediate range (for example, 100 to 700 W / m2), the second temporary blower level f1 (the solar radiation amount) is raised to a high level according to the increase in the solar radiation amount.

  In the subsequent step S65, it is determined whether or not heating of the vehicle interior is necessary based on the air conditioning heat load in the vehicle interior. In other words, in step S65, based on TAO corresponding to the air conditioning heat load in the passenger compartment, it is determined whether or not to execute air conditioning that raises the passenger compartment temperature with respect to the outside air temperature. In addition, the determination process of step S65 of the present embodiment constitutes a heating necessity determination unit that determines whether heating of the passenger compartment is necessary.

  Specifically, in the determination process of step S65, if TAO is equal to or higher than a predetermined heating determination threshold value (25 ° C. in the present embodiment), it is determined that heating of the vehicle interior is necessary, and a heating necessity determination value f2 is determined. (TAO) is set to “0”.

  On the other hand, if TAO is less than a predetermined cooling determination threshold (20 ° C. in the present embodiment), it is determined that heating of the vehicle interior is unnecessary (cooling of the vehicle interior is necessary), and the heating necessity determination value f2 (TAO ) Is set to “1”. The heating necessity determination value f2 (TAO) indicates the result of the determination process in step S65 (heating necessity determination result), and is set to “0” when heating of the vehicle interior is necessary. “1” is set when heating in the passenger compartment is unnecessary.

  Here, the cooling determination threshold is set lower by a predetermined value (5 ° C. in the present embodiment) than the heating determination threshold in order to prevent frequent switching of the necessity of heating in the passenger compartment. The value is set as a hysteresis width for preventing control hunting.

  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 external power supply flag and the heating necessity determination value f2 (TAO).

Specifically, as shown in step S66, if the external power supply flag is OFF (plug-out state), that is, if power cannot be supplied to the vehicle from the external power supply, the heating necessity determination value f2 (TAO) is not used. The temporary blower level having a larger value among the first temporary blower level f1 (TAO) and the second temporary blower level f (insolation amount) is determined as the blower level. In other words, the blower level is determined based on the following formula F3.
Blower level = MAX (f1 (TAO), f (irradiation amount)) (F3)
In addition, when the external power supply flag is ON (plug-in state) and the heating necessity determination value f2 (TAO) is “0”, in order to reduce the blowing capacity of the blower 32, the blower The level is determined to be “0”, which is lower than the minimum level (6 in the present embodiment) of the temporary blower levels f1 (TAO) and f (irradiation amount). That is, when air-conditioning of the vehicle interior is executed by the electric power supplied from the external power source, if it is determined in step S65 that heating of the vehicle interior is necessary, compared to when it is determined that heating of the vehicle interior is unnecessary. In order to reduce the blowing capacity of the blower 32, the operation of the blower 32 is stopped.

  On the other hand, if the heating power necessity determination value f2 (TAO) is “1” when the external power flag is ON (plug-in state), as in the case where the external power flag is OFF, Of the first temporary blower level f1 (TAO) and the second temporary blower level f (insolation amount), a temporary blower level that is a large value is determined as a blower level. According to this process, even if power is once supplied from the external power source and it is determined in step S65 that the vehicle interior needs to be heated, the vehicle interior temperature rises due to solar radiation, radiation, or the like thereafter. When it is determined that heating of the passenger compartment is unnecessary, the process of determining the blower level to “0” is stopped.

  In subsequent step S67, the blower voltage (blower motor voltage) is determined by referring to the control map stored in advance in the air conditioning control device 50 based on the blower level determined in step S66.

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

  In the next step S8, the air outlet mode is determined. This air outlet mode is also determined with reference to a control map stored in advance in the air conditioning control device 50 based on TAO.

  In this embodiment, as shown in FIG. 7, as the TAO rises from the low temperature range to the high temperature range, the air outlet mode is sequentially switched from the face mode to the bilevel mode to the foot mode.

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

  In the next step S9, the refrigerant discharge capacity (specifically, the rotational speed (rpm)) of the compressor 11 is determined. In this step S9, based on the TAO determined in step S4 and the like, the target blow temperature TEO of the blown air temperature TE from the evaporator 15 is determined with reference to the control map previously stored in the air conditioning control device 50. .

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

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

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

  Details of step S10 will be described with reference to the flowchart of FIG. First, in step S101, it is determined whether or not the PTC heater 37 needs to be operated based on the outside air temperature. Specifically, it is determined whether or not the outside air temperature detected by the outside air sensor 52 is higher than a predetermined temperature (26 ° C. in the present embodiment).

  If it is determined in step S101 that the outside air temperature is higher than 26 ° C., it is determined that the blowing temperature assist by the PTC heater 37 is not necessary, and the process proceeds to step S105, where the number of operation of the PTC heater 37 is reduced to zero. decide. On the other hand, if it is determined in step S101 that the outside air temperature is lower than 26 ° C., the process proceeds to step S102.

  In steps S102 and S103, it is determined whether or not the PTC heater 37 needs to be operated based on the provisional air mix opening degree SWdd. Here, since the provisional 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, the provisional air mix opening degree SWdd is therefore reduced. As the size decreases, the need to operate the PTC heater 37 also decreases.

  Therefore, in step S102, the temporary air mix opening SWdd determined in step S5 is compared with a predetermined reference opening, and the temporary air mix opening SWdd is set to the first reference opening (in this embodiment, 100). %) Or less, it is assumed that the PTC heater 37 does not need to be operated, and 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.

  In step S103, if the PTC heater operation flag f (SW) determined in step S102 is OFF, the process proceeds to step S105, and the number of operation of the PTC heater 37 is determined to be zero. On the other hand, if the PTC heater operation flag f (SW) is ON, the process proceeds to step S104, the number of operation of the PTC heater 37 is determined, and the process proceeds to step S11.

  In step S104, the number of PTC heaters 37 to be operated is determined based on the coolant temperature Tw with reference to a control map stored in advance in the air conditioning controller 50. Specifically, when the cooling water temperature Tw is in an increasing process, if the cooling water temperature Tw <the first reference temperature T1, the number of operation is three, and the first reference temperature T1 ≦ the cooling water temperature Tw <the second. If the reference temperature T2, the number of operations is two, and if the second reference temperature T2 ≦ cooling water temperature Tw <the third reference temperature T3, the number of operations is one, and the third reference temperature T3 ≦ the cooling water temperature Tw. If there is, the number of operation is 0.

On the other hand, when the cooling water temperature Tw is in the descending process, if the fourth reference temperature T4 <the cooling water temperature Tw, the number of operation is zero, and the fifth reference temperature T5 <the cooling water temperature Tw ≦ the fourth reference temperature T4. If so, the number of operation is one, and if the sixth reference temperature T6 <cooling water temperature Tw ≦ the fifth predetermined temperature T2, the number of operation is two, and if the cooling water temperature Tw ≦ the sixth reference temperature T6, the operation is performed. The number goes to step S11, and the process proceeds to step S11. Each reference temperature has a relationship of T3>T2>T4>T1>T5> T6. In the present embodiment, specifically, T3 = 75 ° C., T2 = 70. ° C, T4 = 67.5 ° C, T1 = 65 ° C, T5 = 62.5 ° C, and T6 = 57.5 ° C. Further, the temperature difference between the reference temperatures in the ascending process and the descending process is set as a hysteresis width (7.5 ° C. in the present embodiment) for preventing control hunting.

  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 the following step S1103, a control map stored in advance in the air conditioning control device 50 based on the external power supply flag, the air outlet mode, the operation mode during travel, the target air temperature TAO, and the temporary request signal flag f (Tw). With reference to, the request signal output to the driving force control apparatus 70 is determined.

  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.

  In step S1103 of the present embodiment, as shown in the chart of FIG. 9, an external load is suppressed in order to suppress an increase in environmental load when power is supplied from an external power source and to suppress deterioration in passenger comfort. When the power flag is ON (plug-in state), the driving force control device 70 does not depend on the air outlet mode, the running operation mode, the target air temperature TAO, or the temporary request signal flag f (Tw). Is determined to be a signal for stopping the operation of the engine EG. As a result, when air-conditioning of the vehicle interior is executed by the electric power supplied from the external power supply, the output of a request signal for requesting the driving force control device 70 to operate the engine EG is prohibited.

  On the other hand, when the external power flag is OFF (plug-out state), the driving force depends on the air outlet mode, the driving mode during travel, the target air temperature TAO, and the provisional request signal flag f (Tw). A request signal to be output to the control device 70 is determined.

  First, among the driving modes at the time of driving, the HV driving mode is an driving mode in which the engine EG is frequently turned on according to the vehicle driving load such as the accelerator opening, and the coolant temperature is lower than that in the EV driving mode. Since there are few situations where it becomes low, the request signal is determined according to TAO or the provisional request signal flag f (Tw).

  Specifically, when the external power supply flag is OFF, the air outlet mode is the face mode, and the operation mode at the time of traveling is the HV operation mode, the TAO sets a predetermined standard. If it is lower than the temperature (20 ° C. in the present embodiment), it is determined as a request signal for stopping the engine EG regardless of the temporary request signal flag f (Tw), and if TAO is equal to or higher than the reference temperature, The request signal flag f (Tw) is determined as a request signal as it is. The reference temperature is set to a temperature lower than a threshold value (28 ° C. in this embodiment: see FIG. 7) for switching the outlet mode from the bilevel mode to the face mode.

  In addition, in order to suppress deterioration of vehicle comfort while suppressing deterioration of passenger comfort, the external power flag is OFF and the outlet mode is the face mode. When the mode is the EV operation mode, the request signal output to the driving force control device 70 is determined as a signal for stopping the operation of the engine EG.

  In addition, when the external power flag is OFF and the air outlet mode is other than the face mode such as the foot mode or the bi-level mode, the low temperature air is blown out to the lower body of the occupant, It may lead to a significant deterioration in passenger comfort.

  For this reason, when the external power supply flag is OFF and the air outlet mode is other than the face mode such as the foot mode or the bi-level mode, low temperature air is blown out toward the lower body of the occupant. Therefore, the temporary request signal flag f (Tw) is determined as the request signal as it is, regardless of the operation mode or TAO.

  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 a control stored in the air conditioning controller 50 in advance based on the target air temperature TAO determined in step S5, the provisional air mix opening degree Sdd, and the outside air temperature Tam read in step S2. Determined with reference to the map.

  Details of step S13 will be described with reference to the flowchart of FIG. First, in step S1301, it is determined whether or not the seat air conditioner 90 needs to be operated based on the outside air temperature. Specifically, it is determined whether or not the outside air temperature detected by the outside air sensor 52 is higher than a predetermined temperature (26 ° C. in the present embodiment).

  If it is determined in step S1301 that the outside air temperature is higher than 26 ° C., it is determined that the auxiliary heating by the seat air conditioner 90 is not necessary, and the process proceeds to step S1305, where the seat air conditioner 90 is deactivated (OFF). To decide.

  On the other hand, if it is determined in step S1301 that the outside air temperature is lower than 26 ° C., the process proceeds to steps S1302 and S1303, and whether or not the seat air conditioner 90 needs to be operated is determined based on the provisional air mix opening SWdd. . Here, since the provisional 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, the provisional air mix opening degree SWdd is therefore reduced. As the seat becomes smaller, the necessity of operating the seat air conditioner 90 is also reduced.

  Therefore, in step S1302, the temporary air mix opening SWdd determined in step S5 is compared with a predetermined reference opening, and the temporary air mix opening SWdd is set to the first reference opening (in this embodiment, 100). %) Or less, it is assumed that there is no need to operate the seat air conditioner 90, and the seat air conditioning operation flag f (SW) = OFF.

  On the other hand, if the provisional air mix opening degree SWdd is equal to or greater than the second reference opening degree (110% in the present embodiment), it is assumed that the seat air conditioner 90 needs to be operated, and the seat air conditioning operation flag f (SW) = ON. The opening difference between the first reference opening and the second reference opening is set as a hysteresis width for preventing control hunting.

  In the determination process in step S1303, if the seat air conditioning operation flag f (SW) determined in step S1302 is OFF, the process proceeds to step S1305, and it is determined that the seat air conditioning device 90 is not operated (OFF). The process proceeds to step S14.

  On the other hand, if the seat air conditioning operation flag f (SW) is ON in the determination processing in step S1303, the process proceeds to step S1304, the heating level of the sheet air conditioner 90 is determined, and the process proceeds to step S14.

  In step S1304, the heating level of the seat air conditioner 90 is determined with reference to a control map stored in advance in the air conditioning controller 50 based on TAO. The heating level of the present embodiment can be set in four stages of OFF → Lo → Me → Hi, and the heating capacity of the sheet air conditioner 90 is configured to increase in the order of Lo → Me → Hi.

  Specifically, when TAO is in the rising process, if TAO <first reference temperature T1, seat air conditioner 90 is deactivated (OFF), and first reference temperature T1 ≦ TAO <second reference temperature T2. If so, the heating level is set to the low level Lo. If the second reference temperature T2 ≦ TAO <the third reference temperature T3, the heating level is set to the intermediate level Me. If the third reference temperature T3 ≦ TAO is set, the heating level is set to the high level Hi. To step S14.

  On the other hand, when TAO is in the descending process, if the fourth reference temperature T4 <TAO, the heating level is set to the high level Hi, and if the fifth reference temperature T5 <TAO ≦ the fourth reference temperature T4, the heating level is set to the intermediate level. If Me is the sixth reference temperature T6 <TAO ≦ the fifth reference temperature T5, the heating level is set to the low level Lo, and if TAO ≦ the sixth reference temperature T6, the seat air conditioner 90 is deactivated (OFF) and step S14 is performed. Proceed to

  Each reference temperature has a relationship of T3> T4> T2> T5> T1> T6. In this embodiment, specifically, T3 = 75 ° C., T4 = 70 ° C., T2 = 65 ° C., T5 = 60 ° C., T 1 = 55 ° C., and T 6 = 50 ° C. Further, the temperature difference (5 ° C. in this embodiment) between the reference temperatures in the ascending process and the descending process is set as a hysteresis width for preventing control hunting.

  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.

  Furthermore, in the vehicle air conditioner 1 according to the present embodiment, as described in the control step S1103, when the vehicle interior is air-conditioned by the electric power supplied from the external power source, the air conditioning controller 50 controls the driving force controller. The output of a request signal (operation request signal) for requesting the operation of the engine EG to 70 is prohibited. As a result, it is possible to suppress a reduction in vehicle fuel consumption and an increase in CO2 emission when air-conditioning the vehicle interior is executed with electric power supplied from an external power source. In addition, a reduction in vehicle fuel consumption can be suppressed.

  Furthermore, as described in the control step S66, when air conditioning of the vehicle interior is performed by the electric power supplied from the external power source, the operation of the blower 32 is stopped when heating of the vehicle interior is necessary. During heating of the passenger compartment, it is possible to suppress the low temperature air from being blown into the passenger compartment.

  Therefore, when air-conditioning of the passenger compartment is executed by the electric power from the external power source, it is possible to suppress the deterioration of passenger comfort while suppressing an increase in environmental load.

  In addition, as in the present embodiment, when heating the vehicle interior with electric power supplied from an external power source, the operation frequency of various devices such as the cooling water pump 40a is reduced by stopping the operation of the blower 32. It is possible to reduce the failure frequency of various devices.

  Further, in the present embodiment, when the interior of the vehicle is heated by the electric power supplied from the external power source, the blowing capacity of the blower 32 is reduced (stopped), but as described in the control step S66, Thereafter, when the temperature in the passenger compartment rises and the heating necessity determination value f2 (TAO) becomes “1”, the decrease in the blowing capacity of the blower 32 is stopped, so the temperature in the passenger compartment rises excessively. It can be suppressed, and passenger comfort can be ensured.

  Furthermore, in the vehicle air conditioner 1 of this embodiment, as described in control step S1103, when the operation mode is the EV operation mode and the outlet mode is the face mode, the air conditioning is performed. A request signal (operation request signal) for requesting the operation of the engine EG is not output from the control 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 stopping the output stop of the request signal for requesting the operation of the engine EG in the EV operation mode in the face mode having little influence on the passenger comfort, air at a low temperature is blown out toward the vehicle interior. It is possible to suppress the deterioration of passenger comfort due to the fact that

(Second Embodiment)
Next, a second embodiment of the present invention will be described. In this embodiment, the blower voltage (blower motor voltage) determination process shown in control step S6 of FIG. 4 and the PTC operation number determination process shown in control step S10 of FIG. 4 are different from those 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 external power supply flag is ON (plug-in state) and heating of the vehicle interior is required, while the blower 32 is operated in the control step S6, the blowing capacity is reduced. In step S10, the heating capacity of the PTC heater 37, which is an auxiliary heating means (auxiliary air heating means), is increased.

  Details of step S6 of the present embodiment will be described with reference to the flowchart of FIG. In addition, since the process from step S61 to S65 shown in FIG. 13 is the same as that of 1st Embodiment, description is abbreviate | omitted.

  In step S66 ′ of the present embodiment, if the external power supply flag is OFF (plug-out state), the first temporary blower level f1 is used regardless of the heating necessity determination value f2 (TAO) as in the first embodiment. 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.

  When the external power flag is ON (plug-in state) and heating of the passenger compartment is required, the blower level is set to “1” in order to reduce the blowing capacity while operating the blower 32. To decide. In other words, when air-conditioning the vehicle interior is executed with the electric power supplied from the external power source, if it is determined in step S65 that the vehicle interior needs to be heated, it is more than that when the vehicle interior heating is determined to be unnecessary. In order to reduce the blowing capacity of the blower 32, the blower level is determined to be “1” which is lower than the minimum levels (6 in the present embodiment) of the temporary blower levels f1 (TAO) and f (irradiation amount).

  On the other hand, when the external power supply flag is ON (plug-in state) and heating of the passenger compartment is not required, the first temporary blower level f1 (TAO) and the second temporary blower level are the same as in the first embodiment. A temporary blower level that is a large value of f (irradiation amount) is determined as a blower level.

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

  Next, details of step S10 of the present embodiment will be described using the flowchart of FIG. Note that the processing from step S101 to S103 shown in FIG. 14 is the same as that in the first embodiment, and thus the description thereof is omitted.

  In the present embodiment, as shown in FIG. 14, if the PTC heater operation flag f (SW) determined in step S102 is ON in step S103, the process proceeds to step S106, where power can be supplied from the external power source. It is determined whether or not (plug-in state). Specifically, in step S106, the determination is made based on ON / OFF of the external power supply flag set in step S3.

  If it is determined in step S106 that the power cannot be supplied from the external power source, the process proceeds to step S104, and the control map stored in the air conditioning controller 50 in advance based on the cooling water temperature Tw. , The number of operating PTC heaters 37 is determined, and the process proceeds to step S11.

  On the other hand, if it is determined in step S106 that the electric power can be supplied from the external power source, the process proceeds to step S107, and based on the heating necessity determination value f2 (TAO) described in step S65, The necessity of heating the passenger compartment is determined.

  If it is determined in the determination process of step S107 that heating of the vehicle interior is unnecessary, the process proceeds to step S105, and the number of operating PTC heaters 37 is determined to be zero regardless of the coolant temperature Tw, and the process proceeds to step S11.

  On the other hand, if it is determined that the vehicle interior needs to be heated, the process proceeds to step S108, and in order to increase the heating capacity of the blown air by the PTC heater 37, the number of operations of the PTC heater 37 is set regardless of the cooling water temperature Tw. The number is determined to be 3, and the process proceeds to step S11. That is, when electric power is supplied from an external power source and heating of the vehicle interior is necessary, the heating capacity of the PTC heater 37 is increased compared to when heating of the vehicle interior is not required.

  In the present embodiment described above, when electric power is supplied from an external power source and heating of the passenger compartment is necessary, the air blowing capacity of the air blower 32 is reduced while the air blower 32 is operated, and the PTC heater 37 is further reduced. The heating capacity is increased.

  As described above, when power is supplied from the external power source and heating of the passenger compartment is required, the blower 32 is operated with a low air blowing capacity, while the PTC heater 37 serving as auxiliary air heating means is used. By heating the blown air, the temperature of the blown air can be increased without operating the engine EG. Therefore, it is possible to suppress the low-temperature air from being blown into the vehicle interior, and it is possible to more effectively suppress the deterioration of passenger comfort.

(Third embodiment)
Next, a third embodiment of the present invention will be described. In the present embodiment, the operation necessity determination process of the seat air conditioner 90 shown in the control step S13 of FIG. 4 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, when the external power supply flag is OFF (plug-out state) and heating of the vehicle interior is required, the seat air conditioner 90 is more effective than when heating of the vehicle interior is unnecessary. The heating capacity is increased.

  Details of step S13 of the present embodiment will be described with reference to the flowchart of FIG. In addition, since the process from step S1301 to S1303 shown in FIG. 15 is the same as that of 1st Embodiment, description is abbreviate | omitted.

  In the present embodiment, if the seat air-conditioning operation flag f (SW) determined in step S1302 is ON in the determination processing in step S1303, the process proceeds to step S1306, where power can be supplied from an external power source (plug-in state). It is determined whether or not. Specifically, in step S106, the determination is made based on ON / OFF of the external power supply flag set in step S3.

  If it is determined in step S1306 that the electric power cannot be supplied from the external power source, the process proceeds to step S1304, and a control map stored in the air conditioning controller 50 in advance based on TAO is referred to. The heating level of the seat air conditioner 90 is determined, and the process proceeds to step S14.

  On the other hand, if it is determined in step S1306 that the power can be supplied from the external power source (plug-in state), the process proceeds to step S1307, and the heating necessity determination value f2 (described in step S65) Based on (TAO), the necessity of heating the passenger compartment is determined.

  If it is determined in the determination processing in step S1307 that heating of the vehicle interior is not required, the process proceeds to step S1305, where it is determined that the seat air-conditioning apparatus 90 is not operated (OFF), and the process proceeds to step S14.

  On the other hand, if it is determined that the vehicle interior needs to be heated, the process proceeds to step S1308, where the heating level of the seat air conditioner 90 is determined with reference to the control map stored in the air conditioning controller 50 in advance. Specifically, with reference to the control map shown in step S1308, the heating level is determined step by step so that the heating capacity of the seat air conditioner 90 increases as TAO increases.

  Here, according to the control map shown in step S1308, when it is determined that heating of the vehicle interior is necessary, the seat air conditioner 90 is determined to be inoperative compared to when it is determined that heating of the vehicle interior is unnecessary. The first reference temperature T1 and the sixth reference temperature T6 are set lower than the control map shown in step S1304 in order to make it easier to determine the heating level at the low level Lo. In the present embodiment, the first reference temperature T1 is set to 25 ° C., and the sixth reference temperature T6 is set to 24 ° C.

  Thereby, when it is determined that heating of the vehicle interior is necessary, the frequency of operation of the seat air conditioner 90 can be increased more than when it is determined that heating of the vehicle interior is unnecessary. The heating capacity can be increased.

  In the present embodiment described above, when power is supplied from an external power source and heating of the passenger compartment is required, the blowing capacity of the blower 32 is reduced and the auxiliary heating means (seat heating means) is used. By increasing the heating capacity of a certain seat air conditioner 90, it is possible to supplement the passenger with a feeling of heating without operating the engine EG.

  Therefore, in the present embodiment, as in the first and second embodiments, when power is supplied from an external power source, it is possible to suppress an increase in environmental burden and suppress deterioration in passenger comfort. It becomes possible.

  In this embodiment, as in the first embodiment, when power is supplied from an external power source and heating of the vehicle interior is required, the operation of the engine EG is prohibited and the operation of the blower 32 is performed. It can be applied to a configuration that stops.

  Furthermore, this embodiment prohibits the operation of the engine EG and lowers the blower 32 when electric power is supplied from an external power source and heating of the passenger compartment is required as in the second embodiment. The present invention can be applied to a configuration that operates with the blowing capacity and further increases the heating capacity of the PTC heater 37.

(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) In each of the above-described embodiments, when power is supplied from an external power source and heating of the passenger compartment is required, the operation of the engine EG is prohibited and the blowing capacity of the blower 32 is reduced. Although the example which employ | adopts a structure was demonstrated, it is not limited to this. For example, when electric power is supplied from an external power source and heating of the passenger compartment is required, the operation of the engine EG is prohibited and the heating capacity of the seat air conditioner 90 and the PTC heater 37 is increased. It may be adopted.

  Also by this, when performing heating of the vehicle interior with electric power supplied from the external power source, it is possible to suppress the low temperature air from being blown into the vehicle interior without operating the engine EG. It becomes possible to suppress the deterioration of passenger comfort.

  (2) In each of the above-described embodiments, in the control step S104 and the like, a configuration is adopted in which the heating capacity of the PTC heater 37 is adjusted stepwise by changing the number of operating PTC heaters 37 according to the cooling water temperature Tw. However, the present invention is not limited to this. For example, a configuration in which the heating capacity is simply adjusted by turning on / off the PTC heater 37 may be adopted, or the heating capacity of the PTC heater 37 is continuously adjusted by changing the voltage applied to the PTC heater 37. A configuration may be adopted.

  (3) In each embodiment described above, in the control steps S1304, S1308, etc., the heating capacity of the sheet air conditioner 90 is changed stepwise by changing the heating level of the sheet air conditioner 90 according to TAO. Although the example to employ | adopt was demonstrated, it is not limited to this. For example, a configuration in which the heating capacity is adjusted by ON / OFF of the seat air conditioner 90 may be adopted, or the heating capacity of the seat air conditioner 90 is continuously changed by changing the voltage applied to the seat air conditioner 90. You may employ | adopt the structure to adjust.

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

  (5) As described in the above embodiments, when the operation mode is the EV operation mode and the air outlet mode is the face mode, the air conditioning control device 50 to the driving force control device 70. Although it is desirable that the request signal (operation request signal) for requesting the operation of the engine EG is not output, 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, a request signal (operation) requesting the operation of the engine EG from the air conditioning control device 50 to the driving force control device 70 The output frequency of the request signal may be reduced, or the output frequency may not be changed.

  (6) In each of the above-described embodiments, the request signal output means of the air-conditioning control device 50 is used to prohibit the operation of the engine EG when electric power is supplied from an external power source and heating of the passenger compartment is necessary. 50f does not output a request signal for requesting the operation of the engine EG to the signal communication means (operation necessity determination means) 70a of the driving force control apparatus 70, but is not limited thereto.

  For example, a request signal output from the air-conditioning control device 50 to the driving force control device 70 is changed to a request signal for changing the condition for the signal communication means 70a of the driving force control device 70 to operate the engine EG so that the engine EG does not operate. It is good.

  In addition, when electric power is supplied from an external power source and heating of the passenger compartment is necessary, in order to prohibit the operation of the engine EG, signal communication means (operation necessity determination means) 70a of the driving force control device 70 is provided. 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.

  (7) 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.

32 Blower (Blower means)
36 Heater core (heating means)
37 PTC heater (auxiliary air heating means, auxiliary heating means)
50a Blowing capacity control means 50d Auxiliary heating control means 50f (operation control means)
70a (operation control means)
81 Battery (vehicle battery)
90 Seat air conditioner (sheet heating means, auxiliary heating means)
S65 Heating necessity determination means EG engine (internal combustion engine)

Claims (3)

As a drive source for outputting a driving force for traveling the vehicle, the vehicle is provided with a traveling electric motor and an internal combustion engine (EG), and is applied to a vehicle that can charge the in-vehicle battery (81) with electric power supplied from an external power source. A vehicle air conditioner configured to be able to execute air conditioning in a vehicle interior by power supplied from a power source,
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 blown air blown 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);
Heating necessity determination means (S65) for determining whether or not heating of the passenger compartment is necessary based on the air conditioning heat load in the passenger compartment;
When the air conditioning of the vehicle interior is executed by the electric power supplied from the external power source and the heating necessity determination means (S65) determines that the heating of the vehicle interior is necessary, the operation control is performed. The means (50f, 70a) prohibits the operation of the internal combustion engine (EG) for adjusting the heating capacity of the heating means (36), and the air blowing capacity control means (50a) determines whether the heating is necessary. Compared to the case where it is determined that heating of the vehicle interior is unnecessary in the means (S65), the blowing capacity is reduced ,
After power is supplied from the external power source and the heating necessity determination means (S65) determines that heating of the vehicle interior is necessary, the temperature of the vehicle interior rises to a preset reference temperature. The air conditioner for vehicles is characterized in that the air blowing capacity control means (50a) stops the decrease in the air blowing capacity . Auxiliary heating means (37, 90) for raising the temperature of at least part of the passenger compartment;
Auxiliary heating control means (50d) for controlling the heating capacity of the auxiliary heating means (37, 90),
When the electric power is supplied from the external power source and the heating necessity determination means (S65) determines that heating of the vehicle interior is necessary, the auxiliary heating control means (50d) 2. The heating capacity of the auxiliary heating means (37, 90) is increased as compared with the case where it is determined that the heating of the vehicle interior is not necessary in the rejection determination means (S <b> 65). Vehicle air conditioner. The auxiliary heating means is auxiliary air heating means (37) for increasing the temperature of the blown air,
When electric power is supplied from the external power source and the heating necessity determination means (S65) determines that heating of the vehicle interior is necessary, and the air blowing means (32) is operating, The vehicle air conditioner according to claim 2, wherein the auxiliary heating control means (50d) increases the heating capacity of the auxiliary air heating means (37).

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