JP5640936B2 - Air conditioner for vehicles - Google Patents

Description

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

  Electric vehicles and hybrid (HV) vehicles are equipped with a power storage device that can store electric power as a DC power source. When such a power storage device is used, a current is detected during charging using a current detection device for accurately determining whether or not the power storage device has deteriorated. As a technique for improving the current detection accuracy, a method is disclosed in which, when charging, a high-voltage current is periodically stopped to correct an error of the current detection device (see, for example, Patent Document 1).

JP 2009-171666 A

  In the above-described prior art, since the high voltage current supply is stopped, the electric compressor constituting the vehicle air conditioner cannot be operated. If the electric compressor stops during air conditioning, the temperature of the evaporator rises and the condensed water from the evaporator evaporates, giving the user a feeling of moisture and causing an unpleasant odor due to evaporation of the evaporated water. . Moreover, when the temperature of an evaporator rises, there exists a problem that the blowing temperature rises and the comfort by air conditioning deteriorates.

  Therefore, the present invention has been made in view of the above-described problems, and an object of the present invention is to provide a vehicle air conditioner that can suppress air conditioning discomfort caused by the compressor stop due to the energization stop.

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

In invention of Claim 1, it is a vehicle air conditioner (100) which air-conditions a vehicle interior by controlling the refrigerant | coolant flow of a cycle (1),
An air conditioning case (10) in which an air intake (11, 12) is formed on one side and a plurality of air outlets (18a to 20a) through which air toward the vehicle interior passes is formed on the other side. An air conditioning case having a ventilation path through which the blown air passes between the inlet and the outlet;
An air-conditioning blower (14) for blowing air to the ventilation path of the air-conditioning case;
A compressor (41) for taking in and discharging refrigerant circulating in the cycle using electric power as a power source;
A cooling heat exchanger (7) provided in the air conditioning case and configured to evaporate the refrigerant circulating in the cycle and cool the air blown into the vehicle interior;
Control means (61) for controlling the refrigerant discharge amount of the compressor and the blast amount of the air-conditioning blower,
The current of the vehicle battery is periodically detected by the current detection device, and while the current detection device detects the current, the supply of power to the compressor is stopped,
When the supply of power to the compressor is stopped, the control means changes the air flow rate to be smaller than when the power supply stops, and controls the air conditioner blower so that the changed air flow rate is obtained. It is the vehicle air conditioner characterized by these.

  According to the first aspect of the present invention, when the supply of power to the compressor is stopped, the air-conditioning blower is controlled by the control means so that the amount of blown air is smaller than when the supply of power is stopped. Therefore, when the power supply is stopped, the air flow rate is reduced, so that the heat exchange amount in the cooling heat exchanger is reduced, and the temperature rise of the cooling heat exchanger can be delayed. Therefore, it is possible to suppress the odor, the rise in the blowing temperature, and the moisture sensation caused by the temperature rise of the cooling heat exchanger before the power supply is started again.

In the invention described in claim 2, the control means, when the supply of power to the compressor is stopped, when the temperature of the cooling heat exchanger is determined as the temperature at which condensation water evaporates, the power supply There you characterized in that modified as blowing amount is less than when stopped, and controls the air conditioning blower so that the modified air volume.

According to the invention of claim 2, when the supply of power to the compressor is stopped, control is control by the control means so that the air blowing amount is less than when the supply of power is stopped. Therefore the heat exchange amount in the cooling却用heat exchanger is lowered, it is possible to slow down the temperature rise of the cooling heat exchanger. Therefore, it is possible to suppress the odor, the rise in the blowing temperature, and the moisture sensation caused by the temperature rise of the cooling heat exchanger before the power supply is started again.

Further in the invention according to claim 3, the control means, when the supply of power to the compressor is stopped, the greater blowing amount when the supply of power is stopped, so as to increase the reduction amount of the air amount The air conditioner blower is controlled.

According to the invention of claim 3, the control means, when the supply of power to the compressor is stopped, the greater blowing amount when the supply of power is stopped, so as to increase the reduction amount of the air amount The air conditioner blower is controlled. As the amount of air flow is increased, the amount of heat exchange in the cooling heat exchanger decreases, and the temperature rise of the cooling heat exchanger can be delayed. Therefore, it is possible to further suppress the odor, the rise in the blowing temperature, and the feeling of moisture that are generated before the power supply is started again.

Further in the invention according to claim 4, control means, when the supply of power to the compressor is stopped,
When the outside air temperature is lower than the predetermined temperature, set the upper limit of the blower level of the air conditioning blower to the upper limit of the air volume,
When the outside air temperature is equal to or higher than a predetermined temperature, the air conditioning fan is controlled so that the air volume of the air conditioning fan is zero .

According to the fourth aspect of the present invention, when the outside air temperature is lower than the predetermined temperature, the upper limit of the blower level is set to the upper limit of the air volume, so that the temperature rise of the cooling heat exchanger can be delayed. . As a result, it is possible to reduce odors, blown-out temperature rises, and dampness that occur before the start of power supply. Further, when the outside air temperature is equal to or higher than the predetermined temperature, the amount of air flow can be reduced by reducing the air volume to zero. As a result, the temperature rise of the cooling heat exchanger is delayed, and the odor generated before the start of power supply, the rise in blowing temperature, and the feeling of moisture can be reduced.

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

1 is a schematic diagram illustrating an overall configuration of a vehicle air conditioner 100 according to a first embodiment. 1 is a block diagram showing an electrical configuration of a vehicle air conditioner 100. FIG. It is the flowchart which showed an example of the process in normal mode. It is a flowchart which shows the detail of a blower voltage determination process. It is a flowchart which shows the detail of a suction inlet mode determination process. It is a flowchart which shows the detail of a compressor rotation speed determination process. It is a flowchart which shows the detail of an electric water pump operation | movement determination process.

(First embodiment)
A first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a schematic diagram illustrating an overall configuration of a vehicle air conditioner 100 according to the first embodiment. FIG. 2 is a block diagram showing an electrical configuration of the vehicle air conditioner 100. The vehicle air conditioner 100 of this embodiment is applied to a hybrid vehicle.

  The hybrid vehicle is an engine 50 that constitutes a traveling internal combustion engine that generates power by exploding and burning liquid fuel such as gasoline, a motor assisting motor (not shown) having a driving assisting motor function and a generator function. , An engine electronic control device (hereinafter also referred to as engine ECU) 60 for controlling the fuel supply amount and ignition timing to the engine 50, a battery (not shown) for supplying electric power to the motor generator and the engine ECU 60, etc. A hybrid electronic control device (hereinafter also referred to as a hybrid ECU) that controls a generator and a continuously variable transmission and an electromagnetic clutch and outputs a control signal to the engine ECU 60 is provided. The hybrid ECU (not shown) has a function of controlling drive switching of which driving force of the motor generator and the engine 50 is transmitted to the drive wheels, and a function of controlling charging / discharging of the battery.

  The battery, which is an in-vehicle power storage device, includes a charging device (not shown) for charging the electric power consumed by the vehicle interior air conditioning and traveling, and the charging device includes, for example, a nickel hydride storage battery and a lithium ion battery. Etc. are used. This charging device is equipped with an outlet connected to a desk lamp as a power supply source or a commercial power supply (household power supply), and the battery can be charged by connecting the power supply source to this outlet. it can.

  The charging device detects a current during charging by using a current detection device for accurately determining whether or not the battery has deteriorated. In order to improve current detection accuracy, the charging device periodically stops high-voltage energization and corrects the error of the current detection device. The energization stop is temporary, but the power supply from the battery to each unit is stopped during the energization stop. The charging device can communicate with each ECU, and transmits to each ECU that it is in an energized state (such as energization stop).

Specifically, the engine ECU 60 and the hybrid ECU perform the following control.
(1) When the vehicle is stopped, the engine 50 is basically stopped.
(2) During traveling, the driving force generated by the engine 50 is transmitted to the driving wheels except during deceleration. During deceleration, the engine 50 is stopped, the motor generator generates power, and the battery is charged (electric travel mode).
(3) When the driving load such as starting, accelerating, climbing, or traveling at high speed is heavy, the motor generator is caused to function as an electric motor and generated in the motor generator in addition to the driving force generated by the engine 50. The driving force is transmitted to the driving wheels (hybrid driving mode).
(4) When the remaining charge amount of the battery becomes equal to or less than the charge start target value, the power of the engine 50 is transmitted to the motor generator and the motor generator is operated as a generator to charge the battery.
(5) When the remaining amount of charge of the battery becomes equal to or less than the charge start target value when the vehicle is stopped, a command to start the engine 50 is issued to the engine ECU 60, and the power of the engine 50 is changed to a motor generator. To communicate.

  Next, the vehicle air conditioner 100 will be described. The vehicle air conditioner 100 is a so-called auto air conditioner system that is configured to control an air conditioner unit that air-conditions a vehicle interior by an air conditioner ECU 61 in a vehicle such as an automobile equipped with a water-cooled engine 50 for traveling. The vehicle air conditioner 100 controls the refrigerant flow of the refrigeration cycle 1 and the startup of the engine 50 to air-condition the vehicle interior.

  The air conditioning unit includes an air conditioning case 10 that is disposed in front of the vehicle interior of the vehicle and through which the blown air passes. The air conditioning case 10 is formed with an air inlet on one side and a plurality of air outlets through which air toward the passenger compartment passes on the other side. The air conditioning case 10 has a ventilation path 10a through which the blown air passes between the air intake and the air outlet. A blower unit 14 is provided on the upstream side (one side) of the air conditioning case 10. The blower unit 14 (air conditioning blower) includes an inside / outside air switching door 13 and a blower 16. The inside / outside air switching door 13 is an intake air adjusting means that is driven by an actuator such as a servo motor and changes the opening between the inside air inlet 11 and the outside air inlet 12 that are air intakes. Therefore, the inside / outside air switching door 13 adjusts the ratio of the cabin air (inside air) taken in from the inside air inlet 11 and the cabin air (outside air) taken in from the outside air inlet 12. In other words, the inside / outside air switching door 13 can be driven by an actuator such as a servo motor to switch the suction port mode to the inside air circulation mode, the outside air introduction mode, or the like.

  Although not specifically shown, the air-conditioning unit is of a type called a complete center placement, and is mounted at a central position in the left-right direction of the vehicle in the lower part of the instrument panel in front of the passenger compartment. The blower unit 14 is disposed on the vehicle front side of the air conditioning unit. The inside air suction port 11 of the blower unit 14 is opened to the lower side of the blower unit 14 and sucks in the vehicle interior air.

  The blower 16 is a centrifugal blower that is rotationally driven by a blower motor 15 controlled by a blower drive circuit (not shown) and generates an air flow toward the vehicle interior in the air conditioning case 10. The blower 16 also has a function of changing the amount of conditioned air blown out from each outlet toward the passenger compartment.

  The air conditioning case 10 is provided with an evaporator 7 and a heater core 34 as an air conditioning unit that heats or cools the air blown from the blower unit 14 to produce conditioned air and sends the air to a plurality of outlets. The evaporator 7 functions as a cooling heat exchanger that cools the air passing through the air conditioning case 10.

  A heater core 34 as a heat exchanger for heating is provided on the air downstream side of the evaporator 7 to heat the air passing through the ventilation path 10 a by exchanging heat with the cooling water of the engine 50. The cooling water circuit 31 through which the cooling water of the engine 50 circulates is a circuit in which the cooling water heated by the water jacket of the engine 50 is circulated by the water pump 32, and includes a radiator (not shown), a thermostat (not shown), and A heater core 34 is provided. The cooling water that has cooled the engine 50 flows through the heater core 34, and this cooling water is used as a heating heat source to reheat the cold air. The heater core 34 is disposed downstream of the evaporator 7 in the air conditioning case 10 so as to partially block the ventilation path 10a.

  An air mix door 17 is provided on the air upstream side of the heater core 34 to adjust the temperature in the passenger compartment. The air mix door 17 is driven by an actuator such as a servo motor, and changes the blowout temperature of the conditioned air blown from each blowout port toward the vehicle interior. In other words, the air mix door 17 functions as an air mix means that adjusts the air volume ratio between the air passing through the evaporator 7 and the air passing through the heater core 34.

  The refrigeration cycle 1 is controlled by an inverter 80 so that the number of revolutions is controlled, and a compressor 41 that sucks and compresses and discharges the refrigerant, a condenser 3 that condenses and liquefies the compressed refrigerant, and gas-liquid separates the condensed and liquefied refrigerant. The receiver 5 is configured to flow only the liquid refrigerant downstream, the expansion valve 6 that decompresses and expands the liquid refrigerant, the evaporator 7 that evaporates and evaporates the decompressed and expanded refrigerant, and the refrigerant pipe that connects these in an annular shape.

  The compressor 41 is powered by electric power, is driven by a built-in electric motor, can be controlled in rotational speed, and the refrigerant discharge amount is variable according to the rotational speed. The compressor 41 is applied with an AC voltage whose frequency is adjusted by the inverter 80 to control the rotation speed of the electric motor. The inverter 80 is supplied with DC power from the onboard battery and is controlled by the air conditioner ECU 61.

  The condenser 3 is provided in a place where it is easy to receive traveling wind generated when a vehicle such as an engine compartment travels, and an outdoor heat exchanger for exchanging heat between the refrigerant flowing inside and the outside air blown by the outdoor fan 4 and the traveling wind. It is.

  The most downstream side of the air-conditioning case 10 is a portion constituting an outlet switching box, and a defroster opening 18, a face opening 19, and a foot opening 20 are formed. A defroster duct 23 is connected to the defroster opening 18, and a defroster outlet 18a that mainly blows warm air toward the inner surface of the front window glass 49a of the vehicle is provided at the most downstream end of the defroster duct 23. It is open. A face duct 24 is connected to the face opening 19, and a face air outlet 19 a that blows mainly cool air toward the head and chest of an occupant is opened at the most downstream end of the face duct 24. Further, a foot duct 25 is connected to the foot opening 20, and a foot outlet 20 a that mainly blows warm air toward the feet of the occupant is opened at the most downstream end of the foot duct 25. .

  Inside each air outlet, two air outlet switching doors 21 and 22 are rotatably attached. The two outlet switching doors 21 and 22 are respectively driven by an actuator such as a servo motor, and the outlet mode can be switched to any one of a face mode, a bi-level mode, a foot mode, a foot defroster mode, and a defroster mode. It is.

  The defroster air outlet 18a corresponds to an air outlet that blows out air toward the inner surface of the vehicle window glass 49a in the present embodiment, and the air outlet switching doors 21 and 22 blow out air from the air outlet to the inner surface of the window glass 49a. It corresponds to the blowing air volume adjusting means for adjusting the air flow.

  Next, the electrical configuration of the vehicle air conditioner 100 will be described. The air conditioner ECU 61 is a control means, and when an ignition switch for starting and stopping the engine 50 is turned on, DC power is supplied from a battery (not shown) which is an in-vehicle power source mounted on the vehicle, and arithmetic processing is performed. And is configured to start control processing. The air conditioner ECU 61 receives a communication signal output from the engine ECU 60, a switch signal from each switch on the operation panel 70 provided on the front surface of the vehicle interior, and a sensor signal from each sensor. The engine ECU 60 is also referred to as an EFI (Electronic Fuel Injection) ECU.

  Here, the operation panel 70 will be described. The operation panel 70 is integrally installed on the instrument panel. Although not shown in the figure, the operation panel 70 is provided with, for example, a liquid crystal display, an inside / outside air changeover switch, a defroster switch, a blowout mode changeover switch, a blower air volume changeover switch, an air conditioner switch, an auto switch, an off switch, and a temperature setting switch. ing.

  The liquid crystal display is provided with a display area for visually displaying the set temperature, the blowing mode, the blower air volume, and the like. The liquid crystal display may be provided with a display area for visually displaying, for example, the outside air temperature, the suction mode, and the time.

  The operation panel 70 will be described with respect to various switches. The front defroster switch corresponds to an air conditioning switch that commands whether or not to increase the anti-fogging capability of the front window glass 49a, and is a defroster mode requesting unit that requests to set the blowing mode to the defroster mode. The mode change switch is a mode request means for requesting to set the blowing mode to any one of the face mode, the bi-level (B / L) mode, the foot mode, and the foot / defroster mode according to the manual operation of the occupant. is there. The air conditioner switch is an air conditioning operation switch that commands operation or stop of the compressor 41 of the refrigeration cycle 1. The air conditioner switch is provided to improve fuel efficiency by deactivating the compressor 41 and reducing the rotational load of the engine 50. The temperature setting switch is temperature setting means for setting the temperature to a desired temperature (Tset).

  Although not shown, the air conditioner ECU 61 includes functions such as a CPU (central processing unit) that performs arithmetic processing and control processing, a memory such as ROM and RAM, and an I / O port (input / output circuit). The well-known microcomputer comprised by these is provided. Sensor signals from various sensors are A / D converted by an I / O port or an A / D conversion circuit and then input to a microcomputer. The air conditioner ECU 61 includes an inside air sensor 71 as an inside air temperature detecting means for detecting an air temperature (inside air temperature) Tr around the driver's seat, an outside air sensor 72 as an outside air temperature detecting means for detecting a vehicle outside temperature (outside air temperature), A solar radiation sensor 73 is connected as a solar radiation amount detecting means for detecting the solar radiation amount outside the passenger compartment. The air conditioner ECU 61 also includes a post-evaporation temperature sensor as a post-evaporation temperature detection unit that detects an air temperature (post-evaporation temperature TE) immediately after passing through the evaporator 7, and a humidity as a humidity detection unit that detects the relative humidity in the passenger compartment. Sensor is connected. As another sensor, for example, a refrigerant pressure sensor 74 is provided. The refrigerant pressure sensor 74 is provided in the flow path on the high pressure side of the refrigeration cycle 1 and detects the high pressure of the refrigerant upstream from the evaporator 7, that is, the discharge pressure Pre of the compressor 41.

  The engine ECU 60 is connected to a cooling water temperature sensor as water temperature detecting means that detects the engine cooling water temperature of the vehicle and sets it as the heating temperature of the blown air. The air conditioner ECU 61 acquires the coolant temperature via the engine ECU 60.

  For the inside air sensor 71, the outside air sensor 72, the post-evaporation temperature sensor, and the cooling water temperature sensor, for example, temperature sensitive elements such as a thermistor are used. The inside air sensor 71 is set to a site that hardly affects even if the air outlets other than the driver's seat near the driver's seat (for example, inside the instrument panel near the steering) are closed. Moreover, the solar radiation sensor 73 has a solar radiation intensity detection means for detecting the solar radiation amount (solar radiation intensity) irradiated in the air-conditioned space. For example, a photodiode or the like is used. The humidity sensor is housed in a recess formed on the front surface of the instrument panel in the vicinity of the driver's seat, for example, together with the inside air sensor 71, and is used to determine whether or not the defroster needs to be blown out for anti-fogging of the front window glass 49a. Is done.

  Next, control by the air conditioner ECU 61 will be described with reference to FIG. FIG. 3 is a flowchart showing an example of processing in the normal mode of the air conditioner ECU 61. First, when the ignition switch is turned on and DC power is supplied to the air conditioner ECU 61, the control program shown in FIG. 3 stored in advance in the memory is executed. When the ignition switch is turned on, in other words, when the vehicle is activated from a parked state to a travelable state by an operator's operation.

  In step S1, the contents stored in the data processing memory incorporated in the microcomputer in the air conditioner ECU 61 are initialized (initialized), and the process proceeds to step S12.

  In step S12, switch signals from various operation switches on the operation panel 70 are read, and the process proceeds to step S3. In step S13, sensor signals from various sensors are read, and the process proceeds to step S4. Accordingly, in steps S2 and S3, various data are read into the data processing memory. As the sensor signal, for example, the vehicle interior temperature Tr detected by the internal air sensor 71, the outside air temperature Tam detected by the external air sensor 72, the solar radiation amount Ts detected by the solar radiation sensor 73, the post-evaporation temperature Te detected by the post-evaporation temperature sensor, and This is the cooling water temperature Tw detected by the cooling water temperature sensor.

  In step S4, the input data is substituted into the stored arithmetic expression (1) to calculate the target blowing temperature TAO, and the process proceeds to step S14.

TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C (1)
Here, Tset is the set temperature set by the temperature setting switch, Tr is the inside air temperature detected by the inside air sensor 71, Tam is the outside air temperature detected by the outside air sensor 72, and Ts is the solar radiation sensor 73. The amount of solar radiation detected. Kset, Kr, Kam, and Ks are gains, and C is a correction constant for the whole. And the control value of the actuator of the air mix door 17, the control value of the rotation speed of the water pump 32, etc. are calculated from the signals from the TAO and the various sensors.

  In step S5, a process for determining the blower voltage is performed, and the process proceeds to step S6. The blower voltage is a voltage applied to the blower motor 15, and the blown air volume is changed according to the blower voltage. Details of the blower voltage determination process will be described later.

  In step S6, a suction port mode determination process is performed, a suction port to be taken into the vehicle interior is determined based on the target outlet temperature TAO, and the process proceeds to step S7. Details of the suction port mode determination process will be described later.

  In step S7, a blower outlet mode determination process is performed, a blower outlet to be blown into the vehicle interior is determined based on the target blowout temperature TAO, and the process proceeds to step S8. The air outlet mode determines the air outlet mode corresponding to the target air outlet temperature TAO from, for example, a map stored in the ROM. For example, in the map, the target blowing temperature TAO is determined so that the face mode, the bi-level mode, the foot mode, and the foot / defroster mode are set from a low temperature to a high temperature.

  In step S8, a compressor rotational speed determination process is performed, and the process proceeds to step S9. In step S9, for example, the calculated target blowing temperature TAO and the actual post-evaporator temperature Te detected by the post-evaporation temperature sensor are controlled to coincide with each other. Details of the compressor rotational speed determination process will be described later.

  In step S9, a required water temperature determination process is performed, and the process proceeds to step S10. The required water temperature determination process is a process for determining the ON / OFF operation of the engine 50 when the target outlet temperature TAO is 20 degrees Celsius or higher in order to use the engine coolant as a heat source such as heating and anti-fogging. Specifically, in the required water temperature determination process, first, an engine OFF water temperature and an engine ON water temperature, which are determination threshold values used for determining whether or not an engine ON request is necessary based on the engine coolant temperature, are calculated. The engine OFF water temperature is an engine coolant temperature that is a criterion for stopping the engine 50, and the engine ON water temperature is an engine coolant temperature that is a criterion for operating the engine 50.

  The engine OFF water temperature is determined to be the smaller one of the reference cooling water temperature TWO calculated by the following equation 4 and 70 ° C. (see equation 5). The reference cooling water temperature TWO is a cooling water temperature required when it is assumed that the hot air temperature before the air mix becomes the target blowing temperature TAO. TE is the post-evaporation temperature.

TWO = {TAO− (TE × 0.2)} / 0.8 (2)
Engine OFF water temperature = MIN (TWO, 70) (3)
On the other hand, the engine ON water temperature is set lower than the engine OFF water temperature by a predetermined temperature (5 ° C. in this example) in order to prevent the engine 50 from being frequently turned ON / OFF.

  When the target blowout temperature is 20 degrees Celsius or higher, the actual cooling water temperature is compared with the obtained engine OFF water temperature and engine ON water temperature, and if the cooling water temperature is lower than the engine ON water temperature, the operation of the engine 50 is determined. If the cooling water temperature is higher than the engine OFF water temperature, the stop of the engine 50 is determined.

  In step S10, the electric water pump operation determination process is performed in step S10, and the process proceeds to step S11. The electric water pump operation determination process is a process of determining whether the water pump 32 is on or off based on the coolant temperature or the like. Details of the electric water pump operation determination process will be described later.

  In step S11, the target evaporator temperature is calculated, and the process proceeds to step S12. Specifically, for example, an evaporator required for executing each control of temperature adjustment control, comfortable humidity control, and anti-fogging control when air-conditioning the vehicle interior is performed from a characteristic diagram (map) stored in advance in the ROM. 7 is calculated as a target evaporation temperature TEO that is an outer surface temperature of 7.

  In step S12, a control signal is output to various actuators or the like so that the control states calculated or determined in steps S2 to S11 are obtained, and the process proceeds to step S13. Then, in step S13, after the elapse of a predetermined time, the process returns to step S2, and each step is executed continuously.

  Next, details of each step will be described. First, the blower voltage determination process (step S6) will be described. Step S6 is specifically a step that is executed according to FIG. 4 and determines the blower voltage. FIG. 4 is a flowchart showing details of the blower voltage determination process in step S5 of FIG. This blower voltage is a voltage applied to the indoor blower 16 driven by battery power.

  As shown in FIG. 4, when this control is started, it is determined in step S390 whether or not the air volume setting is auto (automatic). If it is auto, the process proceeds to step S392. The process moves to S391.

  In step S391, since it is not automatic, the air flow is determined (manual determination) by the operation of the operator, and this control is terminated. For example, when the air volume can be set in five steps from Hi, M3, M2, M1, and Lo, the voltage is set to 12V for Hi, 10V for M3, and the like. Thus, the blower voltage of the air volume is determined as desired by the operator.

  In step S392, since automatic (automatic control) is performed, as shown in step S392, the temporary blower level is set to f based on a map that represents the relationship between the target blowout temperature TAO and the blower level stored in advance in the ROM. (TAO) is determined, and the process proceeds to step S393.

  In step S393, as shown in step S393, f (solar radiation amount) is set as an air volume UP correction amount corresponding to the solar radiation amount by using a map stored in advance in the ROM and representing the relationship between the solar radiation amount and the air volume up correction amount. ) Is determined, and the process proceeds to step S394.

  In step S394, as shown in step S394, the blower level of the air volume upper limit value is determined based on the value stored in the ROM in advance and f (TAO) corrected by f (insolation amount). Move. In step S394, if the corrected value is 15 or more, for example, the air volume upper limit value is determined to be a constant value of 15. As a result, the larger the normal air volume, the greater the deviation from the air volume upper limit value.

  In step S395, as shown in step S395, the blower level is determined based on the input conditions stored in advance in the ROM, and the process proceeds to step S396. In step S395, when the power supply state of the compressor 41 is normal, the blower level is determined to be a value obtained by correcting f (TAO) with f (insolation amount) regardless of the outside air temperature. However, when the power supply state of the compressor 41 is cut off, the blower level is determined to be 0 when the outside air temperature is 35 ° C. or higher, and f (TAO) is set when the outside air temperature is less than 35 ° C. The maximum value between the value corrected by f (irradiation amount) and the air volume upper limit value is determined as the blower level.

  In step S396, as shown in step S396, the blower voltage is determined based on the map representing the relationship between the blower level and the blower voltage, which is stored in advance in the ROM, and this control is terminated.

  As described above, when the power supply to the compressor is stopped by the blower voltage determination process and the power supply is cut off, the blower voltage is processed so that the blower level is different from the normal level. Therefore, when the power supply is shut off, that is, when the high-temperature energization is temporarily stopped and the outside air temperature is lower than a predetermined temperature (for example, 35 ° C.), the upper limit of the blower level is set to the upper limit of the air volume. The temperature rise of 7 can be delayed. As a result, it is possible to reduce odors, blown-out temperature rises, and dampness that occur before the return of high-voltage energization. When the outside air temperature is equal to or higher than a predetermined temperature (for example, 35 ° C.), the air volume is originally at the maximum level for cooling. In such a case, by reducing the air volume to 0, the amount of air flow can be reduced. As a result, the temperature rise of the evaporator 7 is delayed, and it is possible to reduce the odor, blowing temperature rise, and moisture feeling that are generated before the high-voltage energization is restored. Moreover, you may make it process as interruption | blocking, when the power supply of the compressor 41 falls remarkably. By performing the same control even when it is significantly reduced, the same effect as when shut off can be obtained.

  Next, the suction port mode determination process (step S6) will be described. Specifically, step S7 is a step that is executed according to FIG. 5 to determine the outside air introduction rate. FIG. 5 is a flowchart showing details of the suction port mode determination process in step S6 of FIG.

  As shown in FIG. 5, when this control is started, it is determined in step S70 whether or not the power of the compressor 41 is cut off. If it is cut off, the process proceeds to step S71. If not blocked, the process proceeds to step S72. In step S71, since it is interrupted, the outside air introduction rate is determined to be 0% (inside air introduction rate 100%), and this control is terminated.

  In step S72, since the power is not shut off, it is determined whether or not the suction port is set to auto (automatic). If it is auto, the process proceeds to step S74. If not, the process proceeds to step S73. . In step S73, since it is not automatic but manual, the outside air introduction rate is determined so that the inside / outside air control according to the manual setting is performed, and this control is finished.

  Since it is automatic in step S74, as shown in step S74, the inside / outside air control corresponding to TAO is performed by a map that represents the relationship between TAO and the suction port mode, which is stored in advance in the ROM. The outside air introduction rate is determined and this control is terminated.

  As described above, the intake air mode determination process automatically sets the outside air introduction rate to 0% when the power supply is shut off regardless of whether it is auto or manual. Thus, the suction temperature of the evaporator 7 can be lowered by setting the inside air introduction rate to 100% (REC) when temporary high-voltage energization is stopped. Therefore, the temperature rise of the evaporator 7 becomes slow, and the odor, the rise in blown-out temperature, and the feeling of moisture that are generated before the return to high voltage energization can be reduced.

  Next, the compressor rotation speed determination process (step S8) will be described. Specifically, step S8 is a step executed according to FIG. 6 to determine the compressor rotational speed. FIG. 6 is a flowchart showing details of the compressor rotational speed determination process in step S8 of FIG.

As shown in FIG. 6, when the control is started, in step S60, the target post-evaporation temperature TEO calculated using the detection signals of the various sensors, the actual below the temperature deviation E _n the post-evaporator temperature TE of Calculation is performed using Equation 2.

E _n = TEO−TE (2)
Further, the deviation change rate EDOT is calculated using the following Equation 3.

EDOT = E _n −E _n−1 (3)
Since the _{E n} is updated once a _{second, E n-1} is the value of one second before against _{E n.}

Furthermore, the E _n and EDOT the calculated, using the map shown in step S60, calculates the "speed change amount ΔfC" of 1 second before the compressor 41. Map shown in step S60 is a map showing the relationship between the deviation _{E n} and deviation change rate EDOT, it is stored in advance in ROM.

  Next, in step S61, it is determined whether or not the air conditioner switch (A / C SW) is OFF. If OFF, the process proceeds to step S62, and if ON, the process proceeds to step S64.

  In step S62, since the air conditioner switch is ON, it is determined whether or not the power of the compressor 41 is stopped. If it is stopped, the process proceeds to step S63, and if it is not stopped, step S64 is performed. Move on.

  In step S64, since the air conditioner switch is ON and the power of the compressor 41 is ON, the sum of the “previous compressor rotational speed” and the “rotational speed change amount ΔfC” calculated in step S60 and the upper limit value 10000 And the smaller value is determined as the current rotational speed of the compressor 41, and this control is terminated.

  In step S63, since the air conditioner switch is OFF or the power supply of the compressor 41 is in a stopped state, the current rotation speed of the compressor 41 is set to 0, that is, the rotation speed is determined so as to stop the compressor 41, This control is terminated.

  Thus, in the compressor rotation speed determination process, when the power of the compressor 41 is stopped, the rotation speed of the compressor 41 is controlled to be zero.

  Next, the electric water pump operation determination process (step S10) will be described. Step S10 is specifically a step that is executed according to FIG. 7 and determines the operation of the electric water pump 32. FIG. 7 is a flowchart showing details of the electric water pump operation determination process in step S10 of FIG.

  As shown in FIG. 7, when this control is started, it is determined in step S100 whether or not the coolant temperature TW detected by the coolant temperature sensor is higher than the post-evaporation temperature TE. If it is determined that the cooling water temperature TW is equal to or lower than the post-evaporation temperature TE, a request to turn off the water pump 32 is determined in step S101, and this control is terminated.

  If it is determined in step S100 that the cooling water temperature TW is higher than the post-evaporation temperature TE, it is then determined in step S102 whether or not the indoor blower 16 is in a state to be turned on (operated). If the indoor blower 16 is not turned on, the process proceeds to step S103, a request to turn off the water pump 32 is determined, and this control is finished. If the indoor blower 16 is in the ON state, the process proceeds to step S102, a request to turn on the water pump 32 is determined, and this control is terminated. Thus, the air conditioner ECU 61 determines the operation of the electric water pump 32 according to the cooling water temperature and the operation and stop of the indoor blower 16.

  As described above, in the vehicle air conditioner 100 of the present embodiment, when the supply of power to the compressor 41 is stopped, the air conditioner ECU 61 causes the air flow to be less than when the supply of power is stopped. The blower unit 14 which is a blower is controlled (see step S394 in FIG. 4). Here, the case where the supply of power to the compressor 41 is stopped includes the case where the supply of power is significantly reduced. In addition, the comparison time for reducing the amount of blown air includes not only the time when the power supply is stopped but also the time immediately before and after the stop. “To reduce the amount of air flow” includes the case where the air flow is stopped. In other words, when the power supply to the compressor 41 is interrupted while the vehicle air conditioner 100 is in operation, the air flow rate is reduced or stopped as compared to before the power supply to the compressor 41 is interrupted. Therefore, when the power supply is stopped, the air flow rate is reduced, so that the heat exchange amount in the evaporator 7 is reduced, and the temperature rise of the evaporator 7 can be delayed. Therefore, it is possible to suppress odors, blown-out temperature rises, and moisture sensations generated due to the temperature rise of the evaporator 7 before the power supply is started again.

  Further, in the present embodiment, when the supply of power to the compressor 41 is stopped, the inside / outside air switching door 13 is controlled by the air conditioner ECU 61 so that the inside air introduction rate is higher than when the supply of power is stopped (FIG. 5). Step S71). In other words, when the power supply to the compressor 41 is interrupted while the vehicle air conditioner 100 is in operation, the inside air introduction rate is increased compared to before the power supply to the compressor 41 is shut off. Therefore, when the power supply is stopped, the air passing through the evaporator 7 has a higher proportion of the passenger compartment air. Since the passenger compartment air is at a lower temperature than the passenger compartment air, the amount of heat exchange in the evaporator 7 is reduced, and the temperature rise of the evaporator 7 can be delayed. Therefore, it is possible to suppress odors, blown-out temperature rises, and moisture sensations generated due to the temperature rise of the evaporator 7 before the power supply is started again.

  Further, in this embodiment, when the supply of power to the compressor 41 is stopped, the air conditioner ECU 61 controls the blower unit 14 so that the larger the amount of air blown when the power supply is stopped, the smaller the amount of blown air. (Step S396 in FIG. 4). In other words, when lowering the amount of air blown, the larger the amount of air blown before the power supply to the compressor 41 was cut off or the power supply was significantly reduced, the more the power supply to the compressor 41 was cut off or after the power supply was significantly lowered. Increase the amount of airflow reduction. As the amount of air flow is reduced, the amount of heat exchange in the evaporator 7 decreases, and the temperature rise of the evaporator 7 can be delayed. Therefore, it is possible to further suppress the odor, the rise in the blowing temperature, and the feeling of moisture that are generated before the power supply is started again.

  Further, in the present embodiment, the air conditioner ECU 61 controls the blower unit 14 so that the amount of blown air becomes smaller when the supply of power to the compressor 41 stops than when the supply of power stops, and the supply of power The inside / outside air switching door 13 is controlled to increase the inside air introduction rate more than when the engine stops. Therefore, the temperature rise of the evaporator 7 can be further delayed. As a result, it is possible to further suppress odors, blown temperature rises, and dampness that are generated before the power supply is started again.

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

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

  Moreover, you may make it provide a PTC (Positive Temperature Coefficient) heater as an electric auxiliary heat source which can further heat air behind the heater core 34 of 1st Embodiment. The PTC heater includes an energization heat generating element portion, and generates heat when the energization heat generation element portion is energized to warm surrounding air. This energization heating element portion is configured by fitting a plurality of PTC elements in a resin frame formed of a heat-resistant resin material (for example, 66 nylon, polybutadiene terephthalate, etc.).

1 ... Refrigeration cycle
7 ... Evaporator (cooling heat exchanger)
DESCRIPTION OF SYMBOLS 10 ... Air-conditioning case 10a ... Ventilation path 11 ... Inside air inlet (air intake)
12 ... Outside air inlet (air intake)
13 ... Inside / outside air switching door (suction air adjusting means)
14 ... Blower unit (air conditioning fan)
18a ... Defroster outlet (multiple outlets)
19 ... Face opening 19a ... Face outlet (multiple outlets)
20 ... Foot opening 20a ... Foot outlet (multiple outlets)
41 ... Compressor 61 ... Air conditioner ECU (control means)
100 ... Vehicle air conditioner

Claims (4)

A vehicle air conditioner (100) that air-conditions a vehicle interior by controlling a refrigerant flow in cycle (1),
An air conditioning case (10) in which an air intake (11, 12) is formed on one side and a plurality of air outlets (18a-20a) through which air toward the passenger compartment passes is formed on the other side, the air An air conditioning case having a ventilation path through which the blown air passes between the intake and the outlet;
An air conditioner blower (14) for blowing air to the ventilation path of the air conditioning case;
A compressor (41) for sucking and discharging refrigerant circulating through the cycle using electric power as a power source;
A cooling heat exchanger (7) that is provided in the air conditioning case and that evaporates the refrigerant circulating in the cycle and cools the air blown into the vehicle interior;
Control means (61) for controlling the amount of refrigerant discharged from the compressor and the amount of air blown from the air-conditioning blower,
The current of the battery of the vehicle is periodically detected by the current detection device, and while the current detection device detects the current, the supply of power to the compressor is stopped,
When the supply of electric power to the compressor is stopped, the control means changes the air flow rate to be smaller than when the power supply stops, and the air-conditioning unit is set so that the changed air flow rate is obtained. A vehicle air conditioner that controls a blower. When the supply of power to the compressor is stopped, the control means sends more power than when the supply of power is stopped when it is determined that the temperature of the cooling heat exchanger is a temperature at which condensed water evaporates. The vehicle air conditioner according to claim 1 , wherein the air conditioner is changed so as to reduce an air volume, and the air conditioner blower is controlled so that the changed air volume is obtained . Wherein, when the supply of power to the compressor is stopped, as the blowing amount of when the supply of the electric power is stopped is larger, to control the air conditioning blower so as to increase the reduction amount of the air amount The vehicle air conditioner according to claim 1 or 2 . The control means, when the supply of power to the compressor is stopped,
When the outside air temperature is lower than a predetermined temperature, the upper limit of the blower level of the air conditioning blower is set to the upper limit of the air volume,
When the outside air temperature is equal to or higher than the predetermined temperature, air-conditioning system according to claim 1 or 2, wherein the controller controls the air conditioning blower to the air volume of the air conditioning blower 0.

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