JP5556783B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner that heats air in a passenger compartment by using waste heat of an engine.

  Conventionally, a hybrid vehicle that obtains a driving force for traveling from an engine (internal combustion engine) and a traveling electric motor is known, and Patent Document 1 discloses a vehicle air conditioner that is applied to this type of hybrid vehicle. ing. In the vehicle air conditioner disclosed in Patent Document 1, when heating the vehicle interior, air blown into the vehicle interior is heated using engine coolant as a heat source.

  However, in this type of hybrid vehicle, the engine may be stopped even when the vehicle is stopped or traveling in order to improve vehicle fuel efficiency. For this reason, when the vehicle air conditioner heats the passenger compartment, 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 disclosed in Patent Document 1, the temperature of the cooling water is set to a temperature sufficient as a heat source for heating even under traveling conditions in which the engine does not need to be operated in order to output driving force for traveling. When the temperature has not increased, an engine operation request signal is output to the driving force control device, and the temperature of the cooling water is increased to a temperature sufficient as a heat source for heating.

Japanese Patent No. 4321594

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

  In this type of plug-in hybrid vehicle, when the battery is charged from an external power source when the vehicle is stopped, the remaining amount of charge in the battery is equal to or greater than a predetermined reference remaining amount for traveling as at the start of traveling. Travels mainly in the EV operation mode in which driving power for traveling is obtained from the traveling electric motor, and when the remaining charge of the battery is lower than the reference remaining power for traveling, the driving power for traveling mainly from the engine Travel in the HV operation mode.

  When the vehicle air conditioner of Patent Document 1 is applied to such a plug-in hybrid vehicle, if it is necessary to raise the temperature of the cooling water to a sufficient temperature as a heat source for heating, a battery is used as when the vehicle is started. Even when the engine is almost fully charged, the engine operates, and there is a problem that the occupant feels a sense of discomfort, and that it is difficult to use the charged power for driving and deteriorates the vehicle fuel consumption.

  The present invention has been made in view of the above points, and an object of the present invention is to improve vehicle fuel efficiency while suppressing deterioration of passenger comfort in a vehicle air conditioner applied to a hybrid vehicle.

In order to achieve the above object, the invention described in claims 1 , 6, 9 , and 13 is applied to a vehicle including a traveling electric motor and an internal combustion engine (EG) as a driving source that outputs driving force for traveling the vehicle. In the vehicle air conditioner, the heating means (36) for heating the blown air blown into the vehicle interior by using the cooling water of the internal combustion engine (EG) as a heat source, and the internal combustion engine (EG) when heating the vehicle interior Request signal output means (50a) for outputting a request signal for operating the internal combustion engine (EG) until the temperature of the cooling water reaches the upper limit temperature (Twoff). And a power saving request means (60a) for outputting a power saving request signal for requesting power saving of the power required for air conditioning in the passenger compartment by the operation of the passenger, and an outside for detecting the outside air temperature (Tam) Air temperature detection means (52) And a restriction that restricts the request signal output means (50a) from outputting the request signal when the power saving request signal is output and the outside air temperature (Tam) is equal to or higher than a predetermined reference temperature. Means (S117).

  According to this, when the outside air temperature (Tam) is high, the feeling of warmth when the occupant gets into the vehicle is not unpleasantly cold, so the power saving request signal is output, and the outside air temperature (Tam) When the temperature is equal to or higher than the reference temperature, the request signal output means (50a) restricts the output of the request signal, so that the operating rate of the internal combustion engine (EG) can be increased while at least ensuring the passenger's feeling of warmth. This can reduce fuel consumption. That is, it is possible to improve vehicle fuel efficiency while suppressing deterioration of passenger comfort.

  Note that the “reference temperature” in this claim is a temperature at which the occupant is not unpleasantly cold when the outside air temperature (Tam) is equal to or higher than this temperature. It can be set within a range of 17 ° C. (more specifically, 15 ° C. or more).

Further , in the inventions described in claims 2 , 7 , 10 , and 14 , the vehicle air conditioning applied to a vehicle including a traveling electric motor and an internal combustion engine (EG) as a driving source that outputs a driving force for traveling the vehicle. In the apparatus, the heating means (36) for heating the blown air blown into the vehicle interior using the cooling water of the internal combustion engine (EG) as a heat source, and controlling the operation of the internal combustion engine (EG) when heating the vehicle interior A request signal output means (50a) for outputting a request signal for operating the internal combustion engine (EG) until the temperature of the cooling water reaches an upper limit temperature (Twoff), and a driver's operation The power saving request means (60a) for outputting a power saving request signal for requesting power saving of the power required for air conditioning in the vehicle interior, and vehicle interior temperature detection for detecting the temperature (Tr) in the vehicle interior Means (51) and saving Limiting means for restricting output of the request signal by the request signal output means (50a) when the activation request signal is output and the temperature (Tr) in the passenger compartment is equal to or higher than a predetermined reference temperature. (S1171).

  According to this, when the temperature (Tr) in the passenger compartment is high, the feeling of warmth when the passenger gets into the vehicle is not unpleasantly cold, so the power saving request signal is output, and the passenger compartment By limiting the output of the request signal by the request signal output means (50a) when the temperature (Tr) is equal to or higher than the reference temperature, the internal combustion engine (EG) is secured while at least ensuring the passenger's feeling of warmth. It is possible to reduce fuel consumption by reducing the operation rate. That is, it is possible to improve vehicle fuel efficiency while suppressing deterioration of passenger comfort.

  Note that the “reference temperature” in the present claims is a temperature at which the occupant is not unpleasantly cold when the passenger enters the vehicle if the vehicle interior temperature (Tr) is equal to or higher than this temperature. It can be set within the range of 17 ° C to 17 ° C (more specifically, 15 ° C or more).

Further, in the invention according to claim 18, comprising a temperature determining means for determining the criteria temperature (S114, S115), the amount of solar radiation in the vehicle interior and a solar radiation amount detecting means (53) for detecting the (Ts), the temperature The determining means (S114, S115) is characterized in that the reference temperature is lowered as the amount of solar radiation (Ts) increases.

  The greater the amount of solar radiation (Ts), the higher the occupant's warm feeling. Further, the lower the reference temperature, the easier it is to restrict the request signal output means (50a) from outputting a request signal for operating the internal combustion engine (EG) (hereinafter also referred to as an internal combustion engine operation request signal). It becomes difficult to output the internal combustion engine operation request signal from the output means (50a).

  Therefore, according to the invention described in the present claim, the greater the amount of solar radiation (Ts), the lower the reference temperature, and the higher the occupant's temperature sensation, the more the demand signal output means (50a) operates the internal combustion engine. It is possible to make it difficult to output the request signal. For this reason, since the internal combustion engine operation request signal can be output from the request signal output means (50a) only when a feeling of heating is more necessary, further improvement in vehicle fuel consumption can be achieved while suppressing deterioration of passenger comfort. Can be achieved.

Further, in the invention according to claim 1, 2, comprising a temperature determining means for determining the criteria temperature (S114, S115), and a sheet heating means (90) to raise the surface temperature of the seat occupant is seated, temperature determining means (S114, S115), when the sheet heating means (90) is operating, the sheet heating means (90) is characterized in that to lower the reference temperature than when not operating.

When the seat heating means (90) is operating, the occupant feels warmer than when the seat heating means (90) is not operating. Thus, the invention described in the claims, when the seat heating means (90) is operating, by reducing the reference temperature than when the seat heating means (90) is not actuated, The higher the occupant's temperature sensation, the more difficult it is to output the internal combustion engine operation request signal from the request signal output means (50a). For this reason, since the internal combustion engine operation request signal can be output from the request signal output means (50a) only when a feeling of heating is more necessary, further improvement in vehicle fuel consumption can be achieved while suppressing deterioration of passenger comfort. Can be achieved.

Further, in the invention according to claim 3,6,7,11,15 comprises target temperature setting means for setting the passenger compartment target temperature (Tset) by operation of multiplication-membered, limiting means (S117, S1171) is When the target temperature (Tset) is equal to or higher than a predetermined reference target temperature, the request signal output means (50a) relaxes the restriction on outputting the request signal.

  When the target temperature (Tset) is high, the occupant demands a high temperature sensation, so it is necessary to operate the internal combustion engine (EG) and raise the temperature of the cooling water to a temperature sufficient as a heat source for heating. There is. Therefore, according to the invention described in this claim, when the target temperature (Tset) is equal to or higher than the reference temperature, the restriction on the request signal output means (50a) outputting the request signal is relaxed, so that the occupant However, when a high temperature sensation is required, the internal combustion engine operation request signal can be easily output from the request signal output means (50a). For this reason, when a passenger | crew requests | requires a high temperature sense, since a passenger | crew's temperature sense can be ensured, a passenger | crew's comfort can be improved.

Further, in the invention according to claim 4,8～10,16, compressor compressing and discharging refrigerant (11) and the compressor (11) evaporating the refrigerant to be discharged and supplied from the dehumidified blown air And a vapor compression refrigeration cycle (10) that adjusts the temperature of the blown air, and a defroster blowout port (26) that blows the blown air toward at least the inner surface of the vehicle window glass. The blower outlet mode switching means (50b) is provided with a blower outlet mode switching means (50b) for switching a plurality of blower outlet modes by switching the ratio of the amount of air blown from a plurality of blower outlets including the restriction means (S117). , S1171) restricts the output of the request signal from the defroster outlet (26) by blowing the air dehumidified by the evaporator (15) in the outlet mode. Characterized in that it and be mode.

  When the output of the request signal is restricted by the restriction means (S117, S1171), the temperature of the cooling water is not raised until it becomes a sufficient temperature as a heat source for heating. There is a possibility that the feeling of heating of the occupant is impaired by being blown out to the feet of the occupant without being heated.

  On the other hand, according to the invention described in this claim, when the output of the request signal is restricted by the restricting means (S117, S1171), the outlet mode is dehumidified by the evaporator (15). By setting the blown air to the mode in which the blown air is blown out from the defroster outlet (26), the humidity in the vicinity of the vehicle window glass can be reduced. Accordingly, it is possible to improve the vehicle fuel efficiency and improve the anti-fogging performance of the vehicle window glass while suppressing deterioration of passenger comfort.

Further, in the invention according to claim 5,12～14, evaporated to dehumidify the compressor (11) and the compressor (11) blowing air to evaporate the refrigerant to be discharged and supplied from the compressing and discharging refrigerant A vapor compression refrigeration cycle (10) for adjusting the temperature of the blown air, and compressor control means (50a) for controlling the operation of the compressor (11). The compressor control means (50a) operates the compressor (11) when output of the request signal is restricted by the restriction means (S117, S1171).

  According to this, when outputting the request signal is restricted by the restricting means (S117, S1171), the blower air is dehumidified by the evaporator (15) by operating the compressor (11). Therefore, it is possible to improve the vehicle fuel efficiency and improve the anti-fogging performance of the vehicle window glass while suppressing deterioration of passenger comfort.

  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 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 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 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.

  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. 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 the defroster blower outlet 26 and blows air from the defroster blower outlet 26 to the inner surface of the vehicle front window glass by manually operating a switch of the operation panel 60 described later.

  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.

  Operation signals from various air conditioning operation switches provided on the operation panel 60 disposed in the vicinity of the instrument panel in the front 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, an economy switch 60a, and the like are provided.

  The auto switch is a switch for setting or canceling automatic control of the vehicle air conditioner 1. 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. The economy switch 60a is power saving request means for outputting a power saving request signal for requesting power saving of the power required for air conditioning in the passenger compartment by the occupant's input operation.

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

  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.

  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 in which the refrigerant discharge capacity of the compressor 11 is controlled by controlling the frequency of the AC voltage output from the inverter 61 connected to the electric motor 11 b of the compressor 11 is compressor control. The structure which comprises the means 50a and controls switching of the blower outlet mode comprises the blower outlet mode switching means 50b.

  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 11 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.

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

Next, in step S4, the target blowing temperature TAO of the vehicle compartment blowing air is calculated. The target blowing temperature TAO is calculated by the following formula F1.
TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C (F1)
Here, Tset is the vehicle interior set temperature set by the vehicle interior temperature setting switch, Tr is the vehicle interior temperature (inside air temperature) detected by the inside air sensor 51, Tam is the outside air temperature detected by the outside air sensor 52, and Ts is This is the amount of solar radiation detected by the solar radiation sensor 53. Kset, Kr, Kam, Ks are control gains, and C is a correction constant.

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

  In subsequent steps S5 to S13, control states of various devices connected to the air conditioning control device 50 are determined. First, in step S5, the target opening degree SW of the air mix door 39 is calculated based on the target blowing temperature TAO, the blowing air temperature TE detected by the evaporator temperature sensor 56, and the cooling water temperature Tw.

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

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

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

  In step S <b> 6, a target air blowing amount of air blown by the blower 32 is determined. Specifically, the blower motor voltage to be applied to the electric motor of the blower 32 is determined. Details of the control in step 6 will be described with reference to FIG. First, in step S601, it is determined whether or not the auto switch of the operation panel 60 is turned on.

  If it is determined in step S601 that the auto switch has not been turned on, the process proceeds to step S602, where the blower motor voltage that is the passenger's desired air volume set by the air volume setting switch of the operation panel 60 is determined, and step S7 is performed. Proceed to 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 S601 that the auto switch is turned on, the process proceeds to step S603, and the target air temperature determined in step S4 is referred to with reference to the control map stored in the air conditioning control device 50 in advance. A first temporary blower level f (TAO) is determined based on TAO. In other words, the operating rate of the blower 32 is determined based on the air conditioning load.

  More specifically, in the present embodiment, the first temporary blower level f (TAO) is maximized in the extremely low temperature range (maximum cooling range) and the extremely high temperature range (maximum heating range) of the TAO, and the air volume of the blower 32 is adjusted. Control near the maximum air volume. Further, when TAO rises from the extremely low temperature range toward the intermediate temperature range, the first temporary blower level f (TAO) is lowered according to the rise in TAO, and the air volume of the blower 32 is reduced.

  Further, when TAO decreases from the extremely high temperature region toward the intermediate temperature region, the first temporary blower level f (TAO) is decreased according to the decrease in TAO, and the air volume of the blower 32 is decreased. When TAO enters a predetermined intermediate temperature range, the first temporary blower level f (TAO) is set to the minimum value, and the air volume of the blower 32 is set to the minimum value.

  In the next step S604, a second temporary blower level f (TW) for adjusting the blower level is determined in accordance with the engine coolant temperature Tw and the number of operating PTC heaters 37 in the heating mode. In other words, the upper limit value of the operating rate of the blower 32 is determined based on the engine coolant temperature Tw.

  In the present embodiment, as shown in the relationship diagram between the engine coolant temperature Tw and the second temporary blower level f (TW) described in step S604, the engine coolant temperature Tw is lower than the predetermined first reference temperature T1. In the region, when the blower level is 0, that is, when the blower 32 is stopped and the engine coolant temperature Tw is equal to or higher than the first reference temperature T1, the blower level is increased as the engine coolant temperature Tw is increased. The second temporary blower level f (TW) is determined. In other words, when the engine coolant temperature Tw is equal to or higher than the first reference temperature T1, the second temporary blower level f (() is set such that the lower the engine coolant temperature Tw, the more limited the operating rate of the blower 32. TW) is determined.

  According to this, since the operation of the blower 32 can be stopped when the temperature of the cooling water flowing through the heater core 36 is lower than the first reference temperature T1 and the blower air cannot be heated by the heater core 36, the heating is sufficiently performed. It can suppress that the ventilation air which has not been blown off by the passenger | crew, and a passenger | crew's air-conditioning feeling deteriorate.

  At this time, when the PTC heater 37 is operating, the blast air can be heated by the PTC heater 37 even if the engine coolant temperature Tw is low. Accordingly, in step S604, the first reference temperature T1 is lowered as the number of operating PTC heaters 37 determined in step S12 described later increases. In other words, the operating rate of the blower 32 is increased as the operating rate of the PTC heater 37 increases. Thereby, the operation of the blower 32 is started at a lower engine coolant temperature Tw as the number of the PTC heaters 37 is increased.

  In the high temperature region where the engine coolant temperature Tw is equal to or higher than the first reference temperature T1, the degree of increase in the blower level accompanying the increase in the engine coolant temperature Tw is constant regardless of whether the PTC heater 37 is activated. Yes. In other words, when the engine coolant temperature Tw becomes equal to or higher than the first reference temperature T1, the degree of increase in the operating rate of the blower 32 is reduced as the operating rate of the PTC heater 37 increases.

  Specifically, when the engine coolant temperature Tw is in the process of rising, the second temporary blower level f (TW) is set to 0 level when the engine coolant temperature Tw is lower than the first reference temperature T1. Then, the operation of the blower 32 is stopped. Here, the first reference temperature T1 decreases in the order of 40 ° C. → 37 ° C. → 34 ° C. → 30 ° C. as the number of operating PTC heaters 37 increases from 0 → 1 → 2 → 3. Is set as follows.

  When the engine coolant temperature Tw is equal to or higher than the first reference temperature T1, the second temporary blower level f (TW) is gradually increased as the engine coolant temperature Tw increases regardless of the number of operating PTC heaters 37. . When the engine coolant temperature Tw becomes equal to or higher than the second reference temperature T2 (for example, 70 ° C.), the second temporary blower level f (TW) is set to the maximum value (for example, 30 level).

  On the other hand, in the case where the engine coolant temperature Tw is in the descending process, when the engine coolant temperature Tw becomes equal to or lower than a third reference temperature T3 (for example, 65 ° C.), the second temporary temperature is gradually increased as the engine coolant temperature Tw decreases. Reduce the blower level f (TW). Then, in the range where the engine coolant temperature Tw is lower than the fourth reference temperature T4 and is equal to or higher than the fifth reference temperature T5, the second temporary blower level f (TW) is set to a minimum value (for example, one level).

  Here, the fourth reference temperature T4 decreases in order of 36 ° C. → 33 ° C. → 30 ° C. → 26 ° C., respectively, as the number of operating PTC heaters 37 increases from 0 → 1 → 2 → 3. Is set as follows. Further, the fifth reference temperature T5 decreases in the order of 29 ° C. → 26 ° C. → 23 ° C. → 19 ° C. as the number of PTC heaters 37 increases from 0 → 1 → 2 → 3. Set to

  Then, when the engine coolant temperature Tw is lower than the fifth reference temperature T5, the second temporary blower level f (TW) is set to 0 level, and the operation of the blower 32 is stopped. Each reference temperature has a relationship of T2> T3> T1> T4> T5. Further, the temperature difference between the reference temperatures is set as a hysteresis width for preventing control hunting.

  In the next step S605, it is determined whether or not the outlet mode determined in step S8 described later is any one of the foot mode, the bi-level mode, and the foot differential mode. If it is determined in step S605 that the outlet mode is any one of the foot mode, the bi-level mode, and the foot differential mode, the process proceeds to step S606.

  In step S606, it is determined whether the engine prohibition flag determined in step S117 described later is 1. If it is determined in step S606 that the engine prohibition flag determined in step S117 is 1, the process proceeds to step S607, and the third temporary blower level f (engine prohibition) that is the lowest blower level is set to a minimum value (for example, 1 level), and the process proceeds to step S609.

  On the other hand, if it is determined in step S606 that the engine prohibition flag determined in step S117 is not 1, the process proceeds to step S608, the third temporary blower level f (engine prohibition) is set to 0 level, and step S609 is performed. Proceed to

  In step S609, the first temporary blower level f (TAO) determined in step S603 is compared with the second temporary blower level f (TW) determined in step S604, and the smaller value is calculated. The smaller value is compared with the third temporary blower level f (TW) determined in step S706, the larger value is determined as the current blower level, and the process proceeds to step S610.

  In step S610, based on the current blower level determined in step S609, the blower motor voltage is determined with reference to the control map stored in advance in the air conditioning control device 50, and the process proceeds to step S7.

  Specifically, in step S610, if the blower level is below 1 level, the blower motor voltage is set to 0V. On the other hand, when the blower level is 1 level or higher, the blower voltage is increased as the blower level is increased. When the blower level becomes higher than 30 level, the blower voltage is set to the maximum voltage (12V).

  On the other hand, if it is determined in step S605 that the outlet mode is not any of the foot mode, the bi-level mode, and the foot differential mode, the process proceeds to step S611.

  In step S611, the first temporary blower level f (TAO) determined in step S603 is determined as the current blower level, and the process proceeds to step S612. That is, when the air outlet mode is not any of the foot mode, the bi-level mode, and the foot differential mode, that is, when the heating mode is not selected, the second temporary blower level f (for adjusting the blower level in the heating mode) Regardless of (TW), the first temporary blower level f (TAO) is determined as the current blower level.

  In step S612, similarly to step S610, based on the current blower level determined in step S611, the blower motor voltage is determined with reference to the control map stored in advance in the air conditioning controller 50, and the process proceeds to step S7. move on. Note that the control map used in step S612 is the same as the control map used in step S708 described above, and a description thereof will be omitted.

  In the next step S7, the inlet mode, that is, the switching state of the inside / outside air switching box 20 is determined. Details of step S7 will be described with reference to the flowchart of FIG. First, in step S71, it is determined whether or not the engine prohibition flag determined in step S117 described later is 1.

  If it is determined in step S71 that the engine prohibition flag determined in step S117, which will be described later, is 1, the process proceeds to step S72 where it is determined that the inside / outside air switching box 20 is set to the outside air mode. Proceed to S8. That is, when the engine prohibition flag is 1, the inside / outside air switching box 20 is set to the outside air mode to introduce outside air into the vehicle interior.

  On the other hand, if it is determined in step S71 that the engine prohibition flag determined in step S117 described later is not 1, the process proceeds to step S73, and it is determined whether or not the auto switch of the operation panel 60 is turned on. The If it is determined in step S73 that the auto switch is turned on, the process proceeds to step S74.

  In step S74, the suction port mode is determined with reference to the control map stored in advance in the air conditioning control device 50 based on the target outlet temperature TAO. Specifically, when TAO is in the rising process, the outside air mode is set if TAO ≧ first predetermined temperature T1, and the inside / outside air mixing mode is set if first predetermined temperature T1> TAO ≧ second predetermined temperature T2, If the second predetermined temperature T2> TAO, the inside air mode is set.

  On the other hand, when the TAO is in the descending process, the inside air mode is set if the third predetermined temperature T3 ≧ TAO, the inside / outside air mixing mode is set if the third predetermined temperature T3 ≧ TAO> the second predetermined temperature T2, and TAO> the second. 2 If it is the predetermined temperature T2, the process proceeds to step S9 as the outside air mode. Each predetermined temperature has a relationship of T1> T2> T3. Moreover, the temperature difference of each predetermined temperature is set as a hysteresis width for preventing control hunting.

  On the other hand, if it is determined in step S73 that the auto switch is not turned on, the process proceeds to step S75. In step S75, the inside air mode or the outside air mode is determined according to the setting signal of the suction port mode switch read in step S2, and the process proceeds to step S8.

  In step S8, the outlet mode is determined. More detailed control contents of step S8 will be described with reference to FIG. First, in step S81, a temporary air outlet mode f1 (TAO) is determined based on TAO with reference to a control map stored in advance in air conditioning control device 50. Specifically, when TAO is in the rising process, if TAO ≦ first predetermined temperature T′1 (for example, 30 ° C.), the face mode is determined, and first predetermined temperature T′1 <TAO ≦ second predetermined If the temperature T′2 (for example, 40 ° C.), the bi-level mode is determined. If the second predetermined temperature T′2 <TAO, the foot mode is determined.

  On the other hand, when TAO is in the descending process, the foot mode is determined if the third predetermined temperature T′3 (for example, 38 ° C.) ≦ TAO, and the fourth predetermined temperature T′4 (for example, 27 ° C.) ≦ TAO <the second. 3. If the predetermined temperature T′3, the bi-level input mode is determined. If TAO <the fourth predetermined temperature T′4, the face mode is determined. Each predetermined temperature has a relationship of T′4 <T′1 <T′3 <T′2. Moreover, the temperature difference of each predetermined temperature is set as a hysteresis width for preventing control hunting.

  In the next step S82, it is determined whether or not the engine prohibition flag determined in step S117 described later is 1. If it is determined in step S82 that the engine prohibition flag determined in step S117, which will be described later, is 1, the process proceeds to step S83, the current outlet mode is determined to be the differential mode, and the process proceeds to step S9.

  On the other hand, if it is determined in step S82 that the engine prohibition flag determined in step S117 described later is not 1, the process proceeds to step S84. In step S84, the temporary air outlet mode f1 (TAO) determined in step S81 is determined as the current air outlet mode, and the process proceeds to step S9.

  In step S9, the refrigerant discharge capacity of the compressor 11 (specifically, the rotational speed of the compressor 11) is determined. Here, a basic method for determining the rotational speed of the compressor 11 will be described. For example, in the present embodiment, the target blowing temperature TEO of the blowing air temperature Te from the indoor evaporator 26 is referred to with reference to a control map stored in advance in the air conditioning control device 50 based on the TAO determined in step S4. To decide.

  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 advance in the air conditioning controller 50, the rotational speed change amount Δf with respect to the previous compressor rotational speed fn-1 is calculated. Ask.

  Details of the control in step S9 will be described with reference to FIG. First, in step S91, a rotational speed change amount Δf is obtained. Step S91 in FIG. 9 describes a fuzzy rule table used as a rule. In this rule table, Δf is determined based on the above-described deviation En and deviation change rate Edot so that frosting of the evaporator 15 is prevented.

  In a succeeding step S92, it is determined whether or not the operation switch of the vehicle air conditioner 1 of the operation panel 60 is OFF. If it is determined in step S92 that the operation switch of the vehicle air conditioner 1 has not been turned off, that is, the operation switch of the vehicle air conditioner 1 has been turned on (turned on), step S93 is performed. Proceed to

  In step S93, the value obtained by adding the rotational speed change amount Δf to the previous compressor rotational speed fn−1 is determined as the current compressor rotational speed fn, and the process proceeds to step S10. Note that the provisional compressor rotational speed in step S93 is not determined every control cycle τ but every predetermined control interval (1 second in the present embodiment).

  On the other hand, if it is determined in step S92 that the operation switch of the vehicle air conditioner 1 is OFF, the process proceeds to step S94, and whether or not the engine prohibition flag determined in step S117, which will be described later, is 1. Determine whether. If it is determined in step S94 that the engine prohibition flag determined in step S117 described later is 1, the process proceeds to step S93.

  On the other hand, if it is determined in step S94 that the engine prohibition flag determined in step S117 described later is not 1, the process proceeds to step S95. In step S95, the current compressor speed fn is determined to be 0 (stopped), and the process proceeds to step S10.

  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.

  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 S111, an engine ON water temperature Twon and an engine OFF water temperature Toff are determined as determination threshold values used for determining whether to output an engine EG operation request signal or an operation stop signal 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.

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 S112, a first 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 S111, it is temporarily determined that the engine EG operation request signal is output with the first temporary request signal flag f (Tw) = ON. If the cooling water temperature Tw is higher than the engine OFF water temperature Twoff, the first temporary request signal flag f (Tw) = OFF is temporarily determined to output an engine EG operation stop signal.

  In a succeeding step S113, it is determined whether or not the seat air conditioner 90 is operating. If it is determined in step S113 that the seat air conditioner 90 is activated, the process proceeds to step S114, and the air conditioning control device 50 is preliminarily determined based on the solar radiation amount Ts in the vehicle interior detected by the solar radiation sensor 53. With reference to the stored control map, a reference temperature f (amount of solar radiation) is determined, and the process proceeds to step S116. The reference temperature f (amount of solar radiation) is used to determine the second temporary request signal flag f (outside air temperature) in the next step S116.

  In the present embodiment, specifically, as shown in step S114 of FIG. 10, the reference temperature f (insolation amount) is determined to be lower as the insolation amount Ts is larger.

More specifically, as shown in the relationship diagram between the solar radiation amount Ts and the reference temperature f (sunlight amount) described in step S114, the first reference solar radiation amount (300 W / m ^{2 in the} present embodiment) determined in advance by the solar radiation amount Ts. ) In the lower solar radiation region, the reference temperature f (amount of solar radiation) is determined to be the first reference temperature (12 in this embodiment) which is the highest value. Further, in a high solar radiation region in which the solar radiation amount Ts is higher than a predetermined second reference solar radiation amount (700 W / m ² in the present embodiment), the reference temperature f (solar radiation amount) is the second reference temperature (this embodiment is the lowest value). In the form, it is determined to 5). Further, in the region where the solar radiation amount Ts is not less than the first reference solar radiation amount and not more than the second reference solar radiation amount, the reference temperature f (solar radiation amount) is such that the reference temperature f (solar radiation amount) decreases as the solar radiation amount Ts increases. )decide.

  On the other hand, if it is determined in step S113 that the seat air-conditioning apparatus 90 is not operating, the process proceeds to step S115, and similarly to step S114, based on the solar radiation amount Ts detected in the vehicle interior by the solar radiation sensor 53, A reference temperature f (amount of solar radiation) is determined with reference to a control map stored in advance in the air conditioning controller 50, and the process proceeds to step S116.

  In the present embodiment, specifically, as shown in step S115 of FIG. 10, the reference temperature f (the amount of solar radiation) is determined to be lower as the amount of solar radiation Ts is larger.

  More specifically, as shown in the relationship diagram between the solar radiation amount Ts and f (sun radiation amount) described in step S115, in the low solar radiation region where the solar radiation amount Ts is lower than the first reference solar radiation amount, the reference temperature f (sun radiation amount). Is determined to be the third reference temperature (17 in this embodiment), which is the highest value. Further, in the high solar radiation region where the solar radiation amount Ts is higher than the second reference solar radiation amount, the reference temperature f (solar radiation amount) is determined to be the second reference temperature (10 in this embodiment) which is the lowest value. Further, in the region where the solar radiation amount Ts is not less than the first reference solar radiation amount and not more than the second reference solar radiation amount, the reference temperature f (solar radiation amount) is such that the reference temperature f (solar radiation amount) decreases as the solar radiation amount Ts increases. )decide.

  Here, the third reference temperature is set to a value higher than the first reference temperature, and the fourth reference temperature is set to a value higher than the second reference temperature. That is, in step S115, the reference temperature f (insolation amount) is set higher than in step S114. For this reason, when the seat air conditioner 90 which is an auxiliary heating means is operating, the reference temperature f (the amount of solar radiation) is set lower than when the seat air conditioner 90 is not operating. Therefore, the control steps S114 and S115 of this embodiment constitute reference temperature determining means.

  In the next step S116, a second temporary request signal flag f (outside air temperature) for determining whether to output an operation request signal or an operation stop signal for the engine EG is determined according to the outside air temperature Tam detected by the outside air sensor 52. To do. Specifically, if the outside air temperature Tam is lower than the reference temperature f (insolation amount) determined in step S114 or S115, the second temporary request signal flag f (outside air temperature) = 1 is determined, and the outside air temperature Tam is stepped. If it is higher than the reference temperature f (insolation amount) +2 determined in S114 or S115, it is determined that the second temporary request signal flag f (outside air temperature) = 0. The temperature difference between the reference temperature f (insolation amount) and the reference temperature f (insolation amount) +2 is set as a hysteresis width for preventing control hunting.

  In the following step S117, whether or not the operation mode is the eco mode (whether or not the economy switch 60a of the operation panel 60 is turned on), the target blowing temperature TAO, the first temporary request signal flag f (Tw), the operation panel. Based on the vehicle interior set temperature Tset set by the 60 vehicle interior temperature setting switch and the second temporary request signal flag f (outside air temperature), the drive is performed with reference to the control map stored in the air conditioning controller 50 in advance. The request signal output to the force control device 70 and the engine prohibition flag are determined.

  Specifically, as shown in the chart in step S117 of FIG. 10, when the target blowing temperature TAO is lower than a predetermined reference blowing temperature (20 ° C. in the present embodiment), whether or not the eco mode is set, Regardless of the state of the first temporary request signal flag f (Tw), the vehicle interior set temperature Tset, and the second temporary request signal flag f (outside air temperature), a request signal to be output to the driving force control device 70 is stopped. The signal to be requested is determined and the engine prohibition flag = 0 is determined.

  Further, if the operation mode is a mode other than the eco mode and the target blowing temperature TAO is equal to or higher than the reference blowing temperature, the vehicle interior set temperature Tset and the second temporary request signal flag f (outside air temperature) are set. Regardless, the first temporary request signal flag f (Tw) is determined as the request signal as it is, and the engine prohibition flag = 0 is determined.

  Further, if the operation mode is the eco mode, the target blowing temperature TAO is equal to or higher than the reference blowing temperature, and the first temporary request signal flag f (Tw) is OFF, the vehicle interior Regardless of the state of the set temperature Tset and the second temporary request signal flag f (outside air temperature), the first temporary request signal flag f (Tw) is determined as the request signal as it is, and the engine prohibition flag = 0 is determined.

  In addition, the operation mode is the eco mode, the target blowing temperature TAO is equal to or higher than the reference blowing temperature, and the first temporary request signal flag f (Tw) is ON, and the vehicle interior setting is performed. If the temperature Tset is equal to or higher than the reference set temperature (28 ° C. in this embodiment), the request signal for operating the engine EG is determined regardless of the state of the second temporary request signal flag f (outside air temperature). The engine prohibition flag = 0 is determined.

  In addition, the operation mode is the eco mode, the target blowing temperature TAO is equal to or higher than the reference blowing temperature, and the first temporary request signal flag f (Tw) is ON, and the vehicle interior setting is performed. If the temperature Tset is lower than the reference set temperature and the second temporary request signal flag f (outside air temperature) = 1, the first temporary request signal flag f (Tw) is determined as a request signal as it is, The engine prohibition flag = 0 is determined.

  In addition, the operation mode is the eco mode, the target blowing temperature TAO is equal to or higher than the reference blowing temperature, and the first temporary request signal flag f (Tw) is ON, and the vehicle interior setting is performed. If the temperature Tset is lower than the reference set temperature and the second temporary request signal flag f (outside air temperature) = 0, the request signal for stopping the engine EG is determined and the engine prohibition flag = 1 is determined. To do. That is, the state where the engine prohibition flag = 1 indicates a state where the request signal output to the driving force control device 70 is determined as a request signal for stopping the engine EG.

  Here, as described in step S116 above, the state of the second temporary request signal flag f (outside air temperature) = 0 is a state in which the outside air temperature Tam is higher than the reference temperature f (insolation amount) +2. Therefore, in this step S117, when the operation mode is the eco mode and the outside air temperature Tam is higher than the reference temperature f (insolation amount) +2, it is determined as a request signal for stopping the engine EG. Thus, when the operation mode is the eco mode and the outside air temperature Tam is equal to or higher than the reference temperature, the output of a request signal that requests the driving force control device 70 to operate the engine EG is prohibited. That is, the output of the request signal that requests the driving force control device 70 to operate the engine EG is limited. Therefore, the control step S117 of this embodiment constitutes a limiting unit.

  In addition, as described in steps S114 and S115 above, when the seat air conditioner 90 is operating, the reference temperature f (the amount of solar radiation) is set lower than when the seat air conditioner 90 is not operating. Is done. On the other hand, as described in step S116, if the outside air temperature Tam is higher than the reference temperature f (insolation amount), it is determined that the second temporary request signal flag f (outside air temperature) = 0.

  This is because in the vehicle air conditioner 1 of the present embodiment, when the seat air conditioner 90 is operating, a request signal for operating the engine EG is output more than when the seat air conditioner 90 is not operating. This means that it becomes difficult to output the request signal for operating the engine EG.

  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.

  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 of the present embodiment, as described in the control step S117, when the operation mode is the eco mode and the outside air temperature Tam is equal to or higher than the reference temperature, the driving force is supplied from the air conditioner control device 50. Output of a request signal (hereinafter also referred to as an operation request signal) requesting operation of the engine EG to the control device 70 is prohibited.

  When the outside air temperature Tam is high, the feeling of warmth when the occupant gets into the vehicle is not unpleasantly cold. Therefore, when the operation mode is the eco mode and the outside air temperature Tam is higher than the reference temperature, the operation request signal By prohibiting the output, it is possible to reduce the operating rate of the engine EG and achieve fuel saving while at least ensuring the passenger's feeling of warmth. That is, it is possible to improve vehicle fuel efficiency while suppressing deterioration of passenger comfort.

Moreover, although the vehicle air conditioner 1 of the present embodiment is applied to a plug-in hybrid vehicle, when the operation mode is the eco mode and the outside air temperature Tam is equal to or higher than the reference temperature, the operation request signal By prohibiting the output, it is possible to prevent the engine EG from operating when the battery is nearly fully charged, such as when the vehicle is started, and causing the passenger to feel uncomfortable.

Furthermore, in the vehicle air conditioner 1 of the present embodiment, as described in the control steps S114 and S115, the reference temperature f (solar radiation amount) is determined to be lower as the solar radiation amount Ts is larger.

  Here, the greater the amount of solar radiation Ts, the higher the occupant's warm feeling. Further, as described in the control step S116, the lower the reference temperature f (the amount of solar radiation), the more easily the second temporary request signal flag f (outside air temperature) = 0. On the other hand, as described in the control step S117, when the second temporary request signal flag f (outside air temperature) = 0, the output of the operation request signal is easily prohibited.

  For this reason, according to the present embodiment, the higher the solar radiation amount Ts, the lower the reference temperature f (solar radiation amount), and the higher the passenger's sense of warmth, the more easily the output of the operation request signal can be prohibited. For this reason, since an operation request signal can be output only when a feeling of heating is more necessary, it is possible to further improve vehicle fuel efficiency while suppressing deterioration of passenger comfort.

  By the way, when the seat air conditioner 90 is operating, the occupant's feeling of warmth is higher than when the seat air conditioner 90 is not operating. Therefore, in the vehicle air conditioner 1 of the present embodiment, as described in the control steps S114 and S115, when the seat air conditioner 90 is operating, the seat air conditioner 90 is operated more than when the seat air conditioner 90 is not operating. Request signal output is easily prohibited.

  Thereby, since an operation request signal can be output only when a feeling of heating is more necessary, it is possible to further improve vehicle fuel efficiency while suppressing deterioration of passenger comfort.

  By the way, when the passenger compartment set temperature Tset is high, the occupant demands a high feeling of warmth, so it is necessary to operate the engine EG and raise the temperature of the cooling water to a sufficient temperature as a heat source for heating. is there. Therefore, in the vehicle air conditioner 1 of the present embodiment, as described in the control step S117, if the vehicle interior set temperature Tset is equal to or higher than the reference set temperature, the second temporary request signal flag f (outside air temperature) is set. Regardless of the state, it is determined as a request signal for operating the engine EG. As a result, when the occupant is demanding a high sense of warmth, the sensation of the occupant can be ensured, so that the comfort of the occupant can be improved.

  Furthermore, in the vehicle air conditioner 1 of the present embodiment, as described in control step S83, the engine prohibition flag = 1 state, that is, the request signal output to the driving force control device 70 is a request signal for stopping the engine EG. Is determined (the output of the operation request signal is prohibited), the current outlet mode is determined as the differential mode.

  Here, when the output of the operation request signal is prohibited, the temperature of the cooling water is not raised until the temperature becomes a sufficient temperature as a heat source for heating. The passengers may be spoiled by the feeling of heating.

  On the other hand, when the output of the operation request signal is prohibited as in this embodiment, the humidity in the vicinity of the vehicle window glass can be reduced by setting the differential mode. Accordingly, it is possible to improve the vehicle fuel efficiency and improve the anti-fogging performance of the vehicle window glass while suppressing deterioration of passenger comfort.

  Further, in the vehicle air conditioner 1 of the present embodiment, as described in the control step S93, when the engine prohibition flag = 1, that is, when the output of the operation request signal is prohibited, the previous compressor rotation is performed. A value obtained by adding the rotational speed change amount Δf to the number fn−1 is determined as the current compressor rotational speed fn. In other words, when the output of the operation request signal is prohibited, it is determined to operate the compressor 11.

  Thus, when the output of the operation request signal is prohibited, the blower air can be dehumidified by the evaporator 15, so that the vehicle fuel efficiency is improved while the deterioration of passenger comfort is suppressed, and the vehicle It becomes possible to improve the anti-fogging performance of the window glass.

Furthermore, in the vehicle air conditioner 1 of the present embodiment, as described in control step S607, when the engine prohibition flag = 1, that is, when the output of the operation request signal is prohibited, the lowest blower level is set. The third temporary blower level f (engine prohibited) is determined to be 1 level. In other words, when the output of the operation request signal is prohibited, it is determined not to stop the blower 32.

Thereby, since the blower 32 can be operated when the output of the operation request signal is prohibited, the vehicle interior can be reliably ventilated. Therefore, the antifogging performance of the vehicle window glass can be improved more reliably.

Furthermore, in the vehicle air conditioner 1 of the present embodiment, as described in the control step S72, when the engine prohibition flag = 1, that is, when the output of the operation request signal is prohibited, the inside / outside air switching box 20 Is determined to be in the open air mode.

  Thereby, when the output of the operation request signal is prohibited, the vehicle interior can be reliably ventilated. Therefore, the antifogging performance of the vehicle window glass can be improved more reliably.

(Second Embodiment)
In the present embodiment, an example will be described in which the control step S11 of FIG. 10 of the first embodiment is changed as shown in FIG. That is, the second embodiment is different from the first embodiment in that the second temporary request signal flag f (room temperature) is determined according to the vehicle interior temperature Tr detected by the room air sensor 51. It is.

  First, as shown in FIG. 12, in steps S111 to S115 of the present embodiment, processing exactly the same as that of the first embodiment is performed, and the process proceeds to step S1161.

  In the subsequent step S1161, in the next step S116, a second temporary request signal flag f indicating whether to output an operation request signal or an operation stop signal for the engine EG according to the vehicle interior temperature Tr detected by the inside air sensor 51. (Room temperature) is determined. Specifically, if the vehicle interior temperature Tr is lower than the reference temperature f (insolation amount) determined in step S114 or S115, it is determined that the second temporary request signal flag f (room temperature) = 1, and the vehicle interior temperature Tr is If it is higher than the reference f (insolation amount) +2 determined in step S114 or S115, the second temporary request signal flag f (room temperature) = 0 is determined.

  In the subsequent step S1171, whether or not the operation mode is the eco mode (whether or not the economy switch 60a of the operation panel 60 is turned on), the target blowing temperature TAO, the first temporary request signal flag f (Tw), the operation panel Based on the vehicle interior set temperature Tset set by the 60 vehicle interior temperature setting switch and the second temporary request signal flag f (room temperature), the driving force is referred to by referring to a control map stored in the air conditioning controller 50 in advance. The request signal output to the control device 70 and the engine prohibition flag are determined.

  Specifically, as shown in the chart in step S1171 of FIG. 12, when the target blowing temperature TAO is lower than a predetermined reference blowing temperature (20 ° C. in the present embodiment), whether or not the eco mode is set, A request signal to be output to the driving force control device 70 is requested to stop the engine EG regardless of the state of the first temporary request signal flag f (Tw), the vehicle interior set temperature Tset, and the second temporary request signal flag f (room temperature). And the engine prohibition flag = 0.

  Further, if the operation mode is a mode other than the eco mode and the target blowing temperature TAO is equal to or higher than the reference blowing temperature, it depends on the state of the vehicle interior set temperature Tset and the second temporary request signal flag f (room temperature). First, the first temporary request signal flag f (Tw) is determined as the request signal as it is, and the engine prohibition flag = 0 is determined.

  Further, if the operation mode is the eco mode, the target blowing temperature TAO is equal to or higher than the reference blowing temperature, and the first temporary request signal flag f (Tw) is OFF, the vehicle interior Regardless of the state of the set temperature Tset and the second temporary request signal flag f (room temperature), the first temporary request signal flag f (Tw) is determined as the request signal as it is, and the engine prohibition flag = 0 is determined.

  In addition, the operation mode is the eco mode, the target blowing temperature TAO is equal to or higher than the reference blowing temperature, and the first temporary request signal flag f (Tw) is ON, and the vehicle interior setting is performed. If the temperature Tset is equal to or higher than the reference set temperature (28 ° C. in the present embodiment), the request signal for operating the engine EG is determined regardless of the state of the second temporary request signal flag f (room temperature), and the engine The prohibition flag = 0 is determined.

  In addition, the operation mode is the eco mode, the target blowing temperature TAO is equal to or higher than the reference blowing temperature, and the first temporary request signal flag f (Tw) is ON, and the vehicle interior setting is performed. If the temperature Tset is lower than the reference set temperature and the second temporary request signal flag f (room temperature) = 1, the first temporary request signal flag f (Tw) is determined as the request signal as it is, and the engine The prohibition flag = 0 is determined.

  In addition, the operation mode is the eco mode, the target blowing temperature TAO is equal to or higher than the reference blowing temperature, and the first temporary request signal flag f (Tw) is ON, and the vehicle interior setting is performed. If the temperature Tset is lower than the reference set temperature and the second temporary request signal flag f (room temperature) = 0, the request signal for stopping the engine EG is determined and the engine prohibition flag = 1 is determined. .

  Here, as described in step S1161 above, the state of the second temporary request signal flag f (room temperature) = 0 is a state in which the vehicle interior temperature Tr is higher than the reference temperature f (insolation amount) +2. Therefore, in step S1171, when the operation mode is the eco mode and the vehicle interior temperature Tr is higher than the reference temperature f (insolation amount) +2, the request signal for stopping the engine EG is determined. Thus, when the operation mode is the eco mode and the vehicle interior temperature Tr is equal to or higher than the reference temperature, the output of a request signal for requesting the driving force control device 70 to operate the engine EG is prohibited. That is, the output of the request signal that requests the driving force control device 70 to operate the engine EG is limited. Therefore, the control step S1171 of the present embodiment constitutes a limiting unit.

  Other configurations and operations of the vehicle air conditioner 1 are the same as those in the first embodiment.

  Therefore, according to the vehicle air conditioner 1 of the present embodiment, as described in the control step S1171, when the operation mode is the eco mode and the vehicle interior temperature Tr is equal to or higher than the reference temperature, the air conditioner control device 50 is used. Output of a request signal (operation request signal) for requesting operation of the engine EG from the engine to the driving force control device 70 is prohibited.

  When the passenger compartment temperature Tr is high, the feeling of warmth when the passenger gets into the vehicle is not unpleasantly cold, so it operates when the driving mode is the eco mode and the passenger compartment temperature Tr is above the reference temperature. By prohibiting the output of the request signal, it is possible to reduce the operating rate of the engine EG and achieve fuel saving while ensuring at least the warmth of the occupant. That is, it is possible to improve vehicle fuel efficiency while suppressing deterioration of passenger comfort.

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

  That is, in each of the above-described embodiments, the vehicle air conditioner 1 is not described in detail with respect to the driving force for driving the plug-in hybrid vehicle. However, the vehicle air conditioner 1 includes the engine EG and the driving electric motor. It may be applied to a so-called parallel type hybrid vehicle that can travel by directly obtaining driving force from both sides, or the engine EG is used as a driving source of the generator 80, and the generated electric power is stored in the battery 81. The present invention may be applied to a so-called serial type hybrid vehicle that travels by obtaining a driving force from a traveling electric motor that operates by being supplied with electric power stored in the battery 81.

  Moreover, you may apply the vehicle air conditioner 1 to the electric vehicle which obtains the driving force for vehicle travel only from a travel electric motor, without providing the engine EG.

DESCRIPTION OF SYMBOLS 10 Refrigeration cycle 11 Compressor 15 Evaporator 36 Heater core (heating means)
70 Driving force control device (driving force control means)

Claims (18)

A vehicle air conditioner applied to a vehicle including a traveling electric motor and an internal combustion engine (EG) as a driving source for outputting driving force for traveling the vehicle,
Heating means (36) for heating the blown air blown into the passenger compartment using the cooling water of the internal combustion engine (EG) as a heat source;
When the vehicle interior is heated, the internal combustion engine (70) until the temperature of the cooling water reaches the upper limit temperature (Twoff) with respect to the driving force control means (70) that controls the operation of the internal combustion engine (EG). Request signal output means (50a) for outputting a request signal for operating EG);
A power saving requesting means (60a) for outputting a power saving request signal for requesting power saving of the power required for air conditioning in the passenger compartment by an operation of a passenger;
An outside air temperature detecting means (52) for detecting the outside air temperature (Tam);
Limiting that the request signal output means (50a) outputs the request signal when the power saving request signal is output and the outside air temperature (Tam) is equal to or higher than a predetermined reference temperature. Limiting means (S117) to perform ,
Temperature determining means (S114, S115) for determining the reference temperature;
Seat heating means (90) for increasing the surface temperature of the seat on which the occupant is seated,
The temperature determining means (S114, S115) makes the reference temperature lower when the sheet heating means (90) is operating than when the sheet heating means (90) is not operating. A vehicle air conditioner. A vehicle air conditioner applied to a vehicle including a traveling electric motor and an internal combustion engine (EG) as a driving source for outputting driving force for traveling the vehicle,
Heating means (36) for heating the blown air blown into the passenger compartment using the cooling water of the internal combustion engine (EG) as a heat source;
When the vehicle interior is heated, the internal combustion engine (70) until the temperature of the cooling water reaches the upper limit temperature (Twoff) with respect to the driving force control means (70) that controls the operation of the internal combustion engine (EG). Request signal output means (50a) for outputting a request signal for operating EG);
A power saving requesting means (60a) for outputting a power saving request signal for requesting power saving of the power required for air conditioning in the passenger compartment by an operation of a passenger;
Vehicle interior temperature detection means (51) for detecting the temperature (Tr) in the vehicle interior;
The request signal output means (50a) outputs the request signal when the power saving request signal is output and the temperature (Tr) in the vehicle compartment is equal to or higher than a predetermined reference temperature. and limiting means for limiting the (S1171),
Temperature determining means (S114, S115) for determining the reference temperature;
Seat heating means (90) for increasing the surface temperature of the seat on which the occupant is seated,
The temperature determining means (S114, S115) makes the reference temperature lower when the sheet heating means (90) is operating than when the sheet heating means (90) is not operating. A vehicle air conditioner. Provided with target temperature setting means for setting a target temperature (Tset) in the passenger compartment by the operation of the passenger,
The restriction means (S117, S1171) relaxes the restriction that the request signal output means (50a) outputs the request signal when the target temperature (Tset) is equal to or higher than a predetermined reference target temperature. The vehicle air conditioner according to claim 1 or 2 . A compressor (11) that compresses and discharges the refrigerant, and an evaporator (15) that dehumidifies the blown air by evaporating the refrigerant discharged and supplied from the compressor (11), and the blown air A vapor compression refrigeration cycle (10) for adjusting the temperature of
Air outlet mode switching means for switching a plurality of air outlet modes by switching the ratio of the amount of air blown out from a plurality of air outlets including the defroster air outlet (26) that blows out the blown air toward at least the inner surface of the vehicle window glass ( 50b) and equipped with a,
The blower outlet mode switching means (50b) is dehumidified by the evaporator (15) when the restriction means (S117, S1171) restricts the output of the request signal. The vehicle air conditioner according to any one of claims 1 to 3 , wherein the blown air is in a mode of blowing out from the defroster outlet (26). A compressor (11) that compresses and discharges the refrigerant, and an evaporator (15) that dehumidifies the blown air by evaporating the refrigerant discharged and supplied from the compressor (11), and the blown air A vapor compression refrigeration cycle (10) for adjusting the temperature of
Compressor control means (50a) for controlling the operation of the compressor (11),
The compressor control means (50a) operates the compressor (11) when output of the request signal is restricted by the restriction means (S117, S1171). The vehicle air conditioner according to any one of 1 to 4 . A vehicle air conditioner applied to a vehicle including a traveling electric motor and an internal combustion engine (EG) as a driving source for outputting driving force for traveling the vehicle,
Heating means (36) for heating the blown air blown into the passenger compartment using the cooling water of the internal combustion engine (EG) as a heat source;
When the vehicle interior is heated, the internal combustion engine (70) until the temperature of the cooling water reaches the upper limit temperature (Twoff) with respect to the driving force control means (70) that controls the operation of the internal combustion engine (EG). Request signal output means (50a) for outputting a request signal for operating EG);
A power saving requesting means (60a) for outputting a power saving request signal for requesting power saving of the power required for air conditioning in the passenger compartment by an operation of a passenger;
An outside air temperature detecting means (52) for detecting the outside air temperature (Tam);
Limiting that the request signal output means (50a) outputs the request signal when the power saving request signal is output and the outside air temperature (Tam) is equal to or higher than a predetermined reference temperature. Limiting means (S117) to perform,
A target temperature setting means for setting a target temperature (Tset) in the passenger compartment by the operation of the passenger,
The restriction means (S117, S1171) relaxes the restriction that the request signal output means (50a) outputs the request signal when the target temperature (Tset) is equal to or higher than a predetermined reference target temperature. An air conditioner for a vehicle. A vehicle air conditioner applied to a vehicle including a traveling electric motor and an internal combustion engine (EG) as a driving source for outputting driving force for traveling the vehicle,
Heating means (36) for heating the blown air blown into the passenger compartment using the cooling water of the internal combustion engine (EG) as a heat source;
When the vehicle interior is heated, the internal combustion engine (70) until the temperature of the cooling water reaches the upper limit temperature (Twoff) with respect to the driving force control means (70) that controls the operation of the internal combustion engine (EG). Request signal output means (50a) for outputting a request signal for operating EG);
A power saving requesting means (60a) for outputting a power saving request signal for requesting power saving of the power required for air conditioning in the passenger compartment by an operation of a passenger;
Vehicle interior temperature detection means (51) for detecting the temperature (Tr) in the vehicle interior;
The request signal output means (50a) outputs the request signal when the power saving request signal is output and the temperature (Tr) in the vehicle compartment is equal to or higher than a predetermined reference temperature. Limiting means (S1171) for limiting
A target temperature setting means for setting a target temperature (Tset) in the passenger compartment by the operation of the passenger,
The restriction means (S117, S1171) relaxes the restriction that the request signal output means (50a) outputs the request signal when the target temperature (Tset) is equal to or higher than a predetermined reference target temperature. An air conditioner for a vehicle. A compressor (11) that compresses and discharges the refrigerant, and an evaporator (15) that dehumidifies the blown air by evaporating the refrigerant discharged and supplied from the compressor (11), and the blown air A vapor compression refrigeration cycle (10) for adjusting the temperature of
Air outlet mode switching means for switching a plurality of air outlet modes by switching the air volume ratios blown from a plurality of air outlets including the defroster air outlet (26) that blows out the blown air toward at least the inner surface of the vehicle window glass ( 50b)
The blower outlet mode switching means (50b) is dehumidified by the evaporator (15) when the restriction means (S117, S1171) restricts the output of the request signal. The vehicle air conditioner according to claim 6 or 7, wherein the blown air is in a mode of blowing out from the defroster outlet (26). A vehicle air conditioner applied to a vehicle including a traveling electric motor and an internal combustion engine (EG) as a driving source for outputting driving force for traveling the vehicle,
Heating means (36) for heating the blown air blown into the passenger compartment using the cooling water of the internal combustion engine (EG) as a heat source;
When the vehicle interior is heated, the internal combustion engine (70) until the temperature of the cooling water reaches the upper limit temperature (Twoff) with respect to the driving force control means (70) that controls the operation of the internal combustion engine (EG). Request signal output means (50a) for outputting a request signal for operating EG);
A power saving requesting means (60a) for outputting a power saving request signal for requesting power saving of the power required for air conditioning in the passenger compartment by an operation of a passenger;
An outside air temperature detecting means (52) for detecting the outside air temperature (Tam);
Limiting that the request signal output means (50a) outputs the request signal when the power saving request signal is output and the outside air temperature (Tam) is equal to or higher than a predetermined reference temperature. Limiting means (S117) to perform,
A compressor (11) that compresses and discharges the refrigerant, and an evaporator (15) that dehumidifies the blown air by evaporating the refrigerant discharged and supplied from the compressor (11), and the blown air A vapor compression refrigeration cycle (10) for adjusting the temperature of
Air outlet mode switching means for switching a plurality of air outlet modes by switching the ratio of the amount of air blown out from a plurality of air outlets including the defroster air outlet (26) that blows out the blown air toward at least the inner surface of the vehicle window glass ( 50b)
The blower outlet mode switching means (50b) is dehumidified by the evaporator (15) when the restriction means (S117, S1171) restricts the output of the request signal. The vehicle air conditioner is characterized in that it is in a mode in which the blown air is blown out from the defroster outlet (26). A vehicle air conditioner applied to a vehicle including a traveling electric motor and an internal combustion engine (EG) as a driving source for outputting driving force for traveling the vehicle,
Heating means (36) for heating the blown air blown into the passenger compartment using the cooling water of the internal combustion engine (EG) as a heat source;
When the vehicle interior is heated, the internal combustion engine (70) until the temperature of the cooling water reaches the upper limit temperature (Twoff) with respect to the driving force control means (70) that controls the operation of the internal combustion engine (EG). Request signal output means (50a) for outputting a request signal for operating EG);
A power saving requesting means (60a) for outputting a power saving request signal for requesting power saving of the power required for air conditioning in the passenger compartment by an operation of a passenger;
Vehicle interior temperature detection means (51) for detecting the temperature (Tr) in the vehicle interior;
The request signal output means (50a) outputs the request signal when the power saving request signal is output and the temperature (Tr) in the vehicle compartment is equal to or higher than a predetermined reference temperature. Limiting means (S1171) for limiting
A compressor (11) that compresses and discharges the refrigerant, and an evaporator (15) that dehumidifies the blown air by evaporating the refrigerant discharged and supplied from the compressor (11), and the blown air A vapor compression refrigeration cycle (10) for adjusting the temperature of
Air outlet mode switching means for switching a plurality of air outlet modes by switching the ratio of the amount of air blown out from a plurality of air outlets including the defroster air outlet (26) that blows out the blown air toward at least the inner surface of the vehicle window glass ( 50b)
The blower outlet mode switching means (50b) is dehumidified by the evaporator (15) when the restriction means (S117, S1171) restricts the output of the request signal. The vehicle air conditioner is characterized in that it is in a mode in which the blown air is blown out from the defroster outlet (26). Provided with target temperature setting means for setting a target temperature (Tset) in the passenger compartment by the operation of the passenger,
The restriction means (S117, S1171) relaxes the restriction that the request signal output means (50a) outputs the request signal when the target temperature (Tset) is equal to or higher than a predetermined reference target temperature. The vehicle air conditioner according to claim 9 or 10. A compressor (11) that compresses and discharges the refrigerant, and an evaporator (15) that dehumidifies the blown air by evaporating the refrigerant discharged and supplied from the compressor (11), and the blown air A vapor compression refrigeration cycle (10) for adjusting the temperature of
Compressor control means (50a) for controlling the operation of the compressor (11),
The compressor control means (50a) operates the compressor (11) when output of the request signal is restricted by the restriction means (S117, S1171). The vehicle air conditioner according to any one of 6 to 11. A vehicle air conditioner applied to a vehicle including a traveling electric motor and an internal combustion engine (EG) as a driving source for outputting driving force for traveling the vehicle,
Heating means (36) for heating the blown air blown into the passenger compartment using the cooling water of the internal combustion engine (EG) as a heat source;
When the vehicle interior is heated, the internal combustion engine (70) until the temperature of the cooling water reaches the upper limit temperature (Twoff) with respect to the driving force control means (70) that controls the operation of the internal combustion engine (EG). Request signal output means (50a) for outputting a request signal for operating EG);
A power saving requesting means (60a) for outputting a power saving request signal for requesting power saving of the power required for air conditioning in the passenger compartment by an operation of a passenger;
An outside air temperature detecting means (52) for detecting the outside air temperature (Tam);
Limiting that the request signal output means (50a) outputs the request signal when the power saving request signal is output and the outside air temperature (Tam) is equal to or higher than a predetermined reference temperature. Limiting means (S117) to perform,
A compressor (11) that compresses and discharges the refrigerant, and an evaporator (15) that dehumidifies the blown air by evaporating the refrigerant discharged and supplied from the compressor (11), and the blown air A vapor compression refrigeration cycle (10) for adjusting the temperature of
Compressor control means (50a) for controlling the operation of the compressor (11),
The compressor control means (50a) operates the compressor (11) when output of the request signal is restricted by the restriction means (S117, S1171). Air conditioner. A vehicle air conditioner applied to a vehicle including a traveling electric motor and an internal combustion engine (EG) as a driving source for outputting driving force for traveling the vehicle,
Heating means (36) for heating the blown air blown into the passenger compartment using the cooling water of the internal combustion engine (EG) as a heat source;
When the vehicle interior is heated, the internal combustion engine (70) until the temperature of the cooling water reaches the upper limit temperature (Twoff) with respect to the driving force control means (70) that controls the operation of the internal combustion engine (EG). Request signal output means (50a) for outputting a request signal for operating EG);
A power saving requesting means (60a) for outputting a power saving request signal for requesting power saving of the power required for air conditioning in the passenger compartment by an operation of a passenger;
Vehicle interior temperature detection means (51) for detecting the temperature (Tr) in the vehicle interior;
The request signal output means (50a) outputs the request signal when the power saving request signal is output and the temperature (Tr) in the vehicle compartment is equal to or higher than a predetermined reference temperature. Limiting means (S1171) for limiting
A compressor (11) that compresses and discharges the refrigerant, and an evaporator (15) that dehumidifies the blown air by evaporating the refrigerant discharged and supplied from the compressor (11), and the blown air A vapor compression refrigeration cycle (10) for adjusting the temperature of
Compressor control means (50a) for controlling the operation of the compressor (11),
The compressor control means (50a) operates the compressor (11) when output of the request signal is restricted by the restriction means (S117, S1171). Air conditioner. Provided with target temperature setting means for setting a target temperature (Tset) in the passenger compartment by the operation of the passenger,
The restriction means (S117, S1171) relaxes the restriction that the request signal output means (50a) outputs the request signal when the target temperature (Tset) is equal to or higher than a predetermined reference target temperature. The vehicle air conditioner according to claim 13 or 14, characterized in that A compressor (11) that compresses and discharges the refrigerant, and an evaporator (15) that dehumidifies the blown air by evaporating the refrigerant discharged and supplied from the compressor (11), and the blown air A vapor compression refrigeration cycle (10) for adjusting the temperature of
Air outlet mode switching means for switching a plurality of air outlet modes by switching the ratio of the amount of air blown out from a plurality of air outlets including the defroster air outlet (26) that blows out the blown air toward at least the inner surface of the vehicle window glass ( 50b)
The blower outlet mode switching means (50b) is dehumidified by the evaporator (15) when the restriction means (S117, S1171) restricts the output of the request signal. The vehicle air conditioner according to any one of claims 13 to 15, wherein the blown air is in a mode of blowing out from the defroster outlet (26). Temperature determining means (S114, S115) for determining the reference temperature;
Auxiliary heating means (90) for raising the temperature of at least part of the passenger compartment,
The temperature determining means (S114, S115) makes the reference temperature lower when the auxiliary heating means (90) is operating than when the auxiliary heating means (90) is not operating. The vehicle air conditioner according to any one of claims 6 to 16. Temperature determining means (S114, S115) for determining the reference temperature;
A solar radiation amount detecting means (53) for detecting the solar radiation amount (Ts) in the passenger compartment,
The vehicle air conditioner according to any one of claims 1 to 17, wherein the temperature determining means (S114, S115) lowers the reference temperature as the amount of solar radiation (Ts) increases.

Images