JP5928225B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner.

  Conventionally, Patent Document 1 discloses a vehicle air conditioner applicable to a hybrid vehicle that obtains a driving force for driving from an engine and a driving electric motor. In the vehicle air conditioner disclosed in Patent Document 1, in order to heat the vehicle interior, a heater core that heats blown air into the vehicle interior using engine cooling water as a heat source, and a heater core that is supplied with electric power is heated by the heater core. Both PTC heaters that further heat the blown air are provided.

  In a hybrid vehicle, for the purpose of improving fuel consumption, a traveling state called an EV operation mode may be set. The EV operation mode is a traveling state in which the vehicle travels only with the driving force of the traveling electric motor while the engine is stopped. In such a traveling state, the temperature of the engine cooling water cannot be raised, and a sufficient heat source for heating the blown air cannot be secured by the heater core.

  Therefore, in the hybrid vehicle of Patent Document 1, when the engine coolant temperature becomes lower than the threshold value, the engine is operated even in the EV operation mode to increase the temperature of the engine coolant. Further, in the vehicle air conditioner disclosed in Patent Document 1, the engine operation for decreasing the engine operation frequency and increasing the temperature of the engine cooling water by lowering the threshold as the amount of heat generated by the PTC heater increases. Deterioration of fuel consumption due to fuel consumption is suppressed.

JP 2008-174042 A

  However, when the above-mentioned conventional technology is applied to a plug-in hybrid vehicle that can charge an on-vehicle battery with power supplied from an external power source (commercial power source) when the vehicle is stopped, the engine cooling water temperature becomes lower than a threshold value and the engine operates. The crew may feel uncomfortable.

  That is, the battery capacity of the plug-in hybrid vehicle is much larger than that of the hybrid vehicle. Therefore, when the above-described conventional technology is applied to the plug-in hybrid vehicle, the air conditioning of the occupant is performed even if the battery capacity is sufficient in the EV operation mode. Since the engine is operated with priority given to ensuring the feeling, there is a problem that the occupant feels that the engine is operating wastefully and deteriorating fuel consumption.

  In view of the above points, an object of the present invention is to provide a vehicle air conditioner capable of reducing the frequency of operation of an internal combustion engine for air conditioning in the EV operation mode.

In order to achieve the above object, in the invention described in claim 1,
A vehicle air conditioner that is applied to a vehicle that can switch between an HV operation mode that travels mainly by a driving force output by an internal combustion engine (EG) and an EV operation mode that travels mainly by a driving force of a traveling electric motor. There,
A heat exchanger (36) for heating that heats the blown air by exchanging heat between the blown air into the passenger compartment and the heat medium;
When the temperature of the heat medium falls below the lower limit temperature (Twon), the heat medium heating means (EG) is activated when the control means (70) for controlling the operation of the heat medium heating means (EG) is heated. Request signal output means (50d) for outputting a request signal to be executed;
A lower limit temperature determining means (S11) for determining a lower limit temperature (Twon) ;
A plurality of air outlets (24, 25, 26) including a defroster air outlet (26) for blowing air to the vehicle window glass and a foot air outlet (25) for blowing air to the lower body of the occupant;
The defroster mode for blowing blown air from the defroster air outlet (26), the defroster air outlet (26), and the foot air outlet (25) by switching the air volume ratio blown from the plurality of air outlets (24, 25, 26). Outlet mode switching means (24a, 25a, 26a) for switching a plurality of outlet modes including a foot defroster mode for blowing air from both sides;
An outlet mode determining means (S8) for determining an outlet mode ;
The lower limit temperature determining means (S11)
A first provisional value (f (TAO)) of a lower limit temperature (Twon) is determined based on an air conditioning heat load (TAO);
A second provisional value (f (relative humidity near the window)) of the lower limit temperature (Twon) is determined based on the vehicle interior humidity;
In the case of the HV operation mode, the first temporary value (f (TAO)) is selected as the lower limit temperature (Twon),
In the case of the EV operation mode, the smaller one of the first provisional value (f (TAO)) and the second provisional value (f (near window relative humidity)) is selected as the lower limit temperature (Twon) ,
When the lower limit temperature determining means (S11) selects the second provisional value (f (near window relative humidity)) as the lower limit temperature (Twon), the air outlet mode is determined when the vehicle interior humidity is equal to or higher than a predetermined value. The means (S8) is characterized in that the air outlet mode is determined so that the proportion of the amount of air blown out from the defroster air outlet (26) is increased as compared with the case where the vehicle compartment humidity is less than a predetermined value .

  According to this, in the EV operation mode, the lower limit temperature (Twon) is kept equal to or lower than the lower limit temperature (Twon) in the HV operation mode, so the lower limit temperature (Twon) is always the lower limit temperature (Twon) in the HV operation mode. Compared with the case where it makes it the same, the operating frequency of the internal combustion engine (EG) for an air conditioning can be reduced.

In addition, the first temporary value (f (TAO)) is determined based on the air conditioning thermal load (TAO), and the second temporary value (f (window relative relative humidity)) is determined based on the vehicle interior humidity. Therefore, when the first provisional value (f (TAO)) is selected as the lower limit temperature (Twon), air conditioning can be performed in consideration of the passenger's feeling of air conditioning, and the second provisional value (f ( When the window-side relative humidity)) is selected as the lower limit temperature (Twon), air conditioning can be performed in consideration of window fogging.
In order to achieve the above object, in the invention according to claim 2,
A vehicle air conditioner capable of switching between a plurality of air conditioning modes including an economy mode for saving power required for air conditioning in a vehicle interior,
A heat exchanger (36) for heating that heats the blown air by exchanging heat between the blown air into the passenger compartment and the heat medium;
When the temperature of the heat medium falls below the lower limit temperature (Twon), the heat medium heating means (EG) is activated when the control means (70) for controlling the operation of the heat medium heating means (EG) is heated. Request signal output means (50d) for outputting a request signal to be executed;
A lower limit temperature determining means (S11) for determining a lower limit temperature (Twon);
A plurality of air outlets (24, 25, 26) including a defroster air outlet (26) for blowing air to the vehicle window glass and a foot air outlet (25) for blowing air to the lower body of the occupant;
The defroster mode for blowing blown air from the defroster air outlet (26), the defroster air outlet (26), and the foot air outlet (25) by switching the air volume ratio blown from the plurality of air outlets (24, 25, 26). Outlet mode switching means (24a, 25a, 26a) for switching a plurality of outlet modes including a foot defroster mode for blowing air from both sides;
An outlet mode determining means (S8) for determining an outlet mode;
The lower limit temperature determining means (S11)
A first provisional value (f (TAO)) of a lower limit temperature (Twon) is determined based on an air conditioning heat load (TAO);
A second provisional value (f (relative humidity near the window)) of the lower limit temperature (Twon) is determined based on the vehicle interior humidity;
In the case of an air conditioning mode other than the economy mode among a plurality of air conditioning modes, the first provisional value (f (TAO)) is selected as the lower limit temperature (Twon),
In the case of economy mode, the smaller one of the first provisional value (f (TAO)) and the second provisional value (f (near window relative humidity)) is selected as the lower limit temperature (Twon),
When the lower limit temperature determining means (S11) selects the second provisional value (f (near window relative humidity)) as the lower limit temperature (Twon), the air outlet mode is determined when the vehicle interior humidity is equal to or higher than a predetermined value. The means (S8) is characterized in that the air outlet mode is determined so that the ratio of the amount of air blown from the defroster air outlet (26) is increased as compared with the case where the humidity in the vehicle compartment is less than the predetermined value.
Thus, the same effect as that attained by the 1st aspect can be attained.

  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 control map used for the control process 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 1st Embodiment. It is a graph which shows the determination state of the operation mode of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 2nd Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 3rd Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 4th Embodiment.

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

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

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

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

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

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

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

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

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

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

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

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

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

  More specifically, the inside / outside air switching box 20 is formed with an inside air introduction port 21 for introducing inside air into the casing 31 and an outside air introduction port 22 for introducing outside air. Further, inside the inside / outside air switching box 20, the opening area of the inside air introduction port 21 and the outside air introduction port 22 is continuously adjusted, and the air volume ratio between the air volume of the inside air introduced into the casing 31 and the air volume of the outside air is set. An inside / outside air switching door 23 to be changed is arranged.

  Therefore, the inside / outside air switching door 23 constitutes an air volume ratio changing means for switching the suction port mode for changing the air volume ratio between the air volume of the inside air introduced into the casing 31 and the air volume of the outside air. More specifically, the inside / outside air switching door 23 is driven by an electric actuator 62 for the inside / outside air switching door 23, and the operation of the electric actuator 62 is controlled by a control signal output from an air conditioning control device 50 described later. Be controlled.

  Further, as the suction port mode, the inside air introduction port 21 is fully opened and the outside air introduction port 22 is fully closed to introduce the inside air into the casing 31, and the inside air introduction port 21 is fully closed and the outside air introduction port 22. The outside air mode in which the outside air is introduced into the casing 31 with the valve fully open, and the opening areas of the inside air introduction port 21 and the outside air introduction port 22 are continuously adjusted between the inside air mode and the outside air mode. There is an internal / external air mixing mode that continuously changes the introduction ratio.

  A blower 32 (blower), which is a blowing means for blowing the air sucked through the inside / outside air switching box 20 toward the vehicle interior, is disposed on the downstream side of the inside / outside air switching box 20. The blower 32 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) with an electric motor, and the number of rotations (air blowing capacity) is controlled by a control voltage output from the air conditioning controller 50. Therefore, this electric motor constitutes a blowing capacity changing means of the blower 32.

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

  Here, the main configuration of the refrigeration cycle 10 according to the present embodiment will be described. The compressor 11 is arranged in the engine room, sucks refrigerant in the refrigeration cycle 10, compresses and discharges the refrigerant, The fixed capacity type compression mechanism 11a having a fixed capacity is configured as an electric compressor that is driven by an electric motor 11b. The electric motor 11b is an AC motor whose operation (number of rotations) is controlled by the AC voltage output from the inverter 61.

  Further, the inverter 61 outputs an AC voltage having a frequency corresponding to a control signal output from the air conditioning control device 50 described later. And the refrigerant | coolant discharge capability of the compressor 11 is changed by this rotation speed control. Therefore, the electric motor 11b constitutes a discharge capacity changing unit of the compressor 11.

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

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

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

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

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

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

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

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

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

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

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

  More specifically, the air mix door 39 includes a rotary shaft driven by the electric actuator 63 for the air mix door, and a plate-like door main body having a rotary shaft connected to one end thereof. The so-called cantilever door. The operation of the electric actuator 63 for the air mix door is controlled by a control signal output from the air conditioning controller 50.

  Furthermore, blower outlets 24 to 26 that blow out the blown air whose temperature is adjusted from the mixing space 35 to the vehicle interior that is the air-conditioning target space are arranged at the most downstream portion of the blown air flow of the casing 31. Specifically, the air outlets 24 to 26 include a face air outlet 24 that blows air-conditioned air toward the upper body of an occupant in the vehicle interior, a foot air outlet 25 that blows air-conditioned air toward the feet of the occupant, and the front of the vehicle. A defroster outlet 26 that blows air-conditioned air toward the inner side surface of the window glass is provided.

  Further, on the upstream side of the air flow of the face air outlet 24, the foot air outlet 25, and the defroster air outlet 26, the face door 24a for adjusting the opening area of the face air outlet 24 and the opening area of the foot air outlet 25 are adjusted. The defroster door 26a which adjusts the opening area of the foot door 25a to perform and the defroster blower outlet 26 is arrange | positioned.

  The face door 24a, the foot door 25a, and the defroster door 26a constitute an outlet mode switching means for switching the outlet mode, and an electric actuator 64 for driving the outlet mode door via a link mechanism (not shown). It is linked to and rotated in conjunction with it. The operation of the electric actuator 64 is also controlled by a control signal output from the air conditioning controller 50.

  Further, as the air outlet mode, the face air outlet 24 is fully opened and air is blown out from the face air outlet 24 toward the upper body of the passenger in the vehicle. Both the face air outlet 24 and the foot air outlet 25 are opened. A bi-level mode that blows air toward the upper body and feet of passengers in the passenger compartment, a foot mode in which the foot outlet 25 is fully opened and the defroster outlet 26 is opened by a small opening, and air is mainly blown out from the foot outlet 25. In addition, there is a foot defroster mode in which the foot outlet 25 and the defroster outlet 26 are opened to the same extent and air is blown out from both the foot outlet 25 and the defroster outlet 26.

  Furthermore, it can also be set as the defroster mode which a passenger | crew operates the switch of the operation panel 60 shown in FIG. 2 fully, opens a defroster blower outlet, and blows air from a defroster blower outlet to the vehicle front window glass inner surface.

  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 shown in FIG. The seat air conditioner 90 is auxiliary heating means for increasing the surface temperature of a seat on which a passenger 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 conditioned wind which blows off from each blower outlet 24-26 of the indoor air conditioning unit 10, the function which supplements a passenger | crew's heating feeling by operating | operating is fulfill | performed. 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 (air-conditioning control means), the driving force control device 70 (driving force control means), and the power control device 71 (power control means) are composed of a well-known microcomputer including a CPU, ROM, RAM, etc. and its peripheral circuits. It is configured and performs various calculations and processing based on a control program stored in the ROM, and 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 A humidity sensor 59 near the window for detecting the relative humidity of the air in the vicinity of the vehicle (hereinafter referred to as the relative humidity in the vicinity of the window), and the temperature of the air in the vehicle in the vicinity of the window glass. Temperature sensors, and sensors of various air-conditioning control, such as a window glass surface temperature sensor for detecting the window glass surface temperature that 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. The detection values of the window vicinity humidity sensor 59, the temperature sensor, and the window glass surface temperature sensor are used to calculate the relative humidity RHW of the window glass surface.

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

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

  Further, as various air conditioning operation switches provided on the operation panel 60, an economy switch 60b is provided.

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

  In addition, when the economy switch 60b is turned on, a signal for reducing the operating frequency of the engine EG that is operated to assist the electric motor for traveling is output to the driving force control device 70 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. When driving force control device 70 receives a request signal (operation request signal) for requesting operation of engine EG from air conditioning control device 50, it determines whether or not it is necessary to operate engine EG, and according to the determination result. Controls the operation of the engine EG.

  Further, the air conditioning control device 50 includes an electric power control device 71 that determines power to be distributed to various electric devices in the vehicle according to the power supplied from the power supply outside the vehicle or the power stored in the battery 81. It is connected to the. The air conditioning control device 50 of the present embodiment receives an output signal (such as data indicating air conditioning use permission power that is permitted to be used for air conditioning) output from the power control device 71.

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

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

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

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

  Next, the operation of the vehicle air conditioner 1 according to this embodiment having the above-described 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 14 constitutes various function realizing means that the air conditioning control device 50 has.

  First, in step S1, initialization such as initialization of flags, timers, etc., and initial alignment of the stepping motor constituting the electric actuator described above is performed. In this initialization, some of the flags and calculation values that are stored at the end of the previous operation of the vehicle air conditioner 1 are maintained.

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

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

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

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

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

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

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

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

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

  In the next step S6, the blowing capacity of the blower 32 (specifically, the blower motor voltage applied to the electric motor) is determined. Details of step S6 will be described with reference to the flowchart of FIG.

  As shown in FIG. 6, first, in step S611, it is determined whether or not the auto switch of the operation panel 60 is turned on. As a result, if it is determined that the auto switch is not turned on, in step S612, the blower motor voltage at which the passenger's desired air volume manually set by the air volume setting switch of the operation panel 60 is determined is determined, and the process proceeds to step S7. move on.

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

  On the other hand, when it is determined in step S611 that the auto switch is turned on, in step S613, the control map stored in the air conditioning control device 50 in advance based on the TAO determined in step S4 is referred to. To determine the temporary blower level f (TAO).

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

  That is, as shown in step S613 of FIG. 6, the airflow of the blower 32 is maximum in the extremely low temperature range of TAO (in this embodiment, −30 ° C. or lower) and the extremely high temperature region (in this embodiment, 80 ° C. or higher). The temporary blower level f (TAO) is raised to a high level so that the air volume is near.

  Further, when TAO rises from the extremely low temperature region toward the intermediate temperature region, the temporary blower level f (TAO) is decreased so that the amount of air blown from the blower 32 is reduced as TAO increases. Further, when the TAO decreases from the extremely high temperature range toward the intermediate temperature range, the temporary blower level f (TAO) is decreased according to the decrease in TAO so that the air volume of the blower 32 is decreased.

  When TAO enters a predetermined intermediate temperature range (10 ° C. to 40 ° C. in this embodiment), the temporary blower level f (TAO) is lowered to a low level so that the air volume of the blower 32 becomes the minimum air volume. Thereby, the basic blower level corresponding to the air conditioning heat load is calculated.

  As is apparent from the above description, the temporary blower level f (TAO) is a value determined based on TAO, and is therefore based on the vehicle interior set temperature Tset, the internal temperature Tr, the external temperature Tam, and the solar radiation amount Ts. It is determined based on the value determined by

  In subsequent step S614, a lower limit blower level f (window relative relative humidity) is determined with reference to a control map stored in advance in the air conditioning controller 50 based on the window relative humidity detected by the window vicinity humidity sensor 59.

  That is, as shown in step S614 of FIG. 6, when the window-side relative humidity is less than 95%, the lower limit blower level f (window vicinity relative humidity) is set to 0, and when the window vicinity relative humidity is 100% or more, the lower limit blower. When the level f (near window relative humidity) is 20, and the window near relative humidity is 95% or more and less than 100%, the lower limit blower level f (window near relative humidity) is increased in accordance with the increase in window near relative humidity.

In subsequent step S615, the blower level corresponding to the blower voltage applied to the electric motor to determine the blower capacity of the blower 32 is determined. Specifically, the blower level is calculated by the following formula F3.
Blower level = MAX (f (TAO), f (relative humidity near window)) (F3)
In addition, MAX (f (TAO), f (window vicinity relative humidity)) of Formula F3 means a larger value of f (TAO) and f (window vicinity relative humidity).

  Then, the process proceeds to step S616, and the blower voltage (blower motor voltage) is determined with reference to the control map stored in advance in the air conditioning control device 50 based on the blower level determined in step S615.

  That is, as shown in step S615 of FIG. 6, the blower voltage (blower motor voltage) is increased according to the increase in the blower level.

  According to this, the lower limit blower level f (window vicinity relative humidity) is determined to be larger as the window vicinity relative humidity is higher. For this reason, when the possibility that fogging will occur in the window glass is high, the lower limit blower level f (the relative humidity in the vicinity of the window) is easily selected as the blower level, and the blowing capacity of the blower 32 is likely to be increased.

  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. As shown in FIG. 7, first, in step S71, it is determined whether or not the auto switch of the operation panel 60 is turned on. As a result, if it is determined that the auto switch is not turned on, in step S72, the outside air introduction rate corresponding to the manual mode is determined, and the process proceeds to step S8.

  Specifically, when the intake port mode is the all-in-air mode (REC mode), the outside air introduction rate is determined to be 0%, and when the intake port mode is the all-outside air mode (FRS mode), the outside air introduction rate is set to 100%. decide.

  On the other hand, if it is determined in step S71 that the auto switch is turned on, the process proceeds to step S73, and the control map stored in the air conditioning control device 50 in advance is referred to based on the target blowing temperature TAO. Determine the inlet mode.

  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.

  In the next step S8, the outlet mode, that is, the switching state of the face door 24a, the foot door 25a, and the defroster door 26a is determined. Details of step S8 will be described with reference to the flowchart of FIG.

  As shown in FIG. 8, first, in step S81, the provisional outlet mode f1 (TAO) is determined with reference to a control map stored in advance in the air conditioning controller 50 based on TAO.

  In the present embodiment, as shown in step S81 in FIG. 8, the temporary outlet mode f1 (TAO) is sequentially switched from the face mode to the bi-level mode to the foot mode as the TAO rises from the low temperature region to the high temperature region. Accordingly, it is easy to select the face mode mainly in summer, the bi-level mode mainly in spring and autumn, and the foot mode mainly in winter. In the control map shown in step S81 of FIG. 8, a hysteresis width for preventing control hunting is set.

  In a succeeding step S82, it is determined whether or not the temporary outlet mode f1 (TAO) is a bi-level mode or a foot mode. If it is determined that the temporary outlet mode f1 (TAO) is the bi-level mode or the foot mode, the process proceeds to step S83, and is stored in the air-conditioning control device 50 in advance based on the window-side relative humidity detected by the window-side humidity sensor 59. The outlet mode is determined with reference to the control map.

  Specifically, when the relative humidity near the window is less than 95%, the air outlet mode is set to the temporary air outlet mode f1 (TAO) determined in step S81, and when the relative humidity near the window is 95% or more and less than 99%, When the air outlet mode is the foot defroster mode and the relative humidity in the vicinity of the window is 99% or more, the air outlet mode is the defroster mode. In the control map shown in step S83 of FIG. 8, a hysteresis width for preventing control hunting is set.

  On the other hand, when it determines with temporary blower outlet mode f1 (TAO) not being a bi-level mode or a foot mode in step S82, it progresses to step S84 and the temporary blower outlet mode f1 (TAO) determined by step S81. And

  Accordingly, when the relative humidity in the vicinity of the window is high and the possibility of fogging of the window glass is high, the foot defroster mode or the defroster mode is selected, and the ratio of the air volume blown from the defroster outlet 26 can be increased. it can.

  In the next 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 temperature of air blown out from the indoor evaporator 26 is referred to with reference to a control map (for example, FIG. 9) stored in advance in the air conditioning control device 50 based on the TAO determined in step S4. The target blowing temperature TEO is determined.

  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)) is calculated, and the previous compressor rotation is calculated based on the fuzzy inference based on the membership function and the rule stored in advance in the air conditioning controller 50 using the deviation En and the deviation rate of change Edot. A rotational speed change amount Δf with respect to the number fn−1 is obtained.

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

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

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

  In steps S102 and S103, it is determined whether or not the PTC heater 37 needs to be operated based on the provisional air mix opening degree SWdd. Here, since the provisional air mix opening degree SWdd becomes small means that it is less necessary to heat the blown air in the heating cool air passage 33, so the air mix opening degree SW becomes small. Accordingly, the necessity of operating the PTC heater 37 is reduced.

  Therefore, in step S102, the air mix opening SW determined in step S5 is compared with a predetermined reference opening, and the air mix opening SW is equal to or less than the first reference opening (100% in this embodiment). If there is, it is not necessary to operate the PTC heater 37, and the PTC heater operation flag f (SW) = OFF is set.

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

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

  In step S104, the number of operating PTC heaters 37 is determined according to the cooling water temperature Tw. Specifically, when the cooling water temperature Tw is in an increasing process, if the cooling water temperature Tw <the first predetermined temperature T1, the number of operation is three, and the first predetermined temperature T1 ≦ the cooling water temperature Tw <second. If the predetermined temperature T2, the number of operation is two, and if the second predetermined temperature T2 ≦ cooling water temperature Tw <the third predetermined temperature T3, the number of operation is one, and the third predetermined temperature T3 ≦ the cooling water temperature Tw. If there is, the number of operation is 0.

  On the other hand, when the cooling water temperature Tw is in the descending process, if the fourth predetermined temperature T4 <the cooling water temperature Tw, the number of operation is zero, and the fifth predetermined temperature T5 <the cooling water temperature Tw ≦ the fourth predetermined temperature T4. If so, the number of operation is one, and if the sixth predetermined temperature T6 <cooling water temperature Tw ≦ the fifth predetermined temperature T2, the number of operation is two, and if the cooling water temperature Tw ≦ the sixth predetermined temperature T6, the operation is performed. The number is set to 3 and the process proceeds to step S11.

  Each predetermined temperature has a relationship of T3> T2> T4> T1> T5> T6. In this embodiment, specifically, T3 = 75 ° C., T2 = 70 ° C., T4 = 67.5 ° C., T1 = 65 ° C., T5 = 62.5 ° C., and T6 = 57.5 ° C. Further, the temperature difference between the predetermined temperatures in the ascending process and the descending process is set as a hysteresis width for preventing control hunting.

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

  In the next step S11, a request signal output from the air conditioning control device 50 to the driving force control device 70 is determined. Examples of the request signal include an engine EG operation request signal (engine ON request signal), an EV / HV operation mode request signal, and the like.

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

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

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

  Details of step S11 will be described with reference to the flowcharts of FIGS. First, in step S1101, a temporary engine OFF water temperature f (TAO) is determined with reference to a control map stored in advance in the air conditioning control device 50 based on the target outlet temperature TAO determined in step S4. The temporary engine OFF water temperature f (TAO) is a desirable cooling water temperature for the vehicle air conditioner to exhibit a high heating capacity.

  Specifically, as shown in step S1101 of FIG. 11, when TAO is less than 30 ° C., the temporary engine OFF water temperature f (TAO) is 40, and when TAO is 85 ° C. or higher, the temporary engine OFF water temperature f When (TAO) is 75 and TAO is 30 ° C. or higher and lower than 85 ° C., the temporary engine OFF water temperature f (TAO) is increased according to the increase in TAO.

  In a succeeding step S1102, it is determined whether or not the EV operation mode is set. In the hybrid vehicle of the present embodiment, as described above, when the remaining charge SOC of the battery 81 is greater than or equal to the predetermined reference remaining charge for travel, the remaining charge SOC of the battery 81 is sufficient. The EV operation mode is used, and when the remaining battery charge SOC of the battery is smaller than the reference remaining charge for driving, the HV operation mode is set assuming that the remaining charge SOC of the battery 81 is insufficient.

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

  When it is determined in step S1102 shown in FIG. 11 that the EV operation mode is set, the process proceeds to step S1103, and the control map stored in the air conditioning control device 50 in advance based on the window vicinity relative humidity detected by the window vicinity humidity sensor 59. The temporary engine OFF water temperature f (window-side relative humidity) is determined with reference to FIG. The temporary engine OFF water temperature f (window-side relative humidity) is a desirable cooling water temperature in order to ensure antifogging properties.

  Specifically, as shown in step S1103 of FIG. 11, when the window-side relative humidity is less than 70%, the temporary engine OFF water temperature f (window-side relative humidity) is set to 40, and the window-side relative humidity is 95% or more. In this case, when the temporary engine OFF water temperature f (window relative humidity) is 55 and the window relative humidity is 70% or more and less than 95%, the temporary engine OFF water temperature f (window) is increased according to the increase of the window relative humidity. Increase the relative humidity in the vicinity.

  The upper limit value of the temporary engine OFF water temperature f (window vicinity relative humidity) is set to 55, and the upper limit value of the temporary engine OFF water temperature f (TAO) is set to 75. Therefore, the upper limit value of the temporary engine OFF water temperature f (near window relative humidity) is set to be significantly smaller than the upper limit value of the temporary engine OFF water temperature f (TAO).

  In subsequent step S1104, engine ON water temperature Twon and engine OFF water temperature Twoff are determined as determination threshold values used for determining whether or not to output an engine EG operation request signal or an operation stop signal based on cooling water 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.

  The engine ON water temperature Twon is a value that becomes a lower limit temperature when the driving force control device 70 operates the engine EG to raise the cooling water temperature Tw. That is, the driving force control device 70 operates the engine EG to raise the cooling water temperature Tw when the cooling water temperature Tw falls below the engine ON water temperature Twon. Therefore, the control step S11 of the present embodiment constitutes a lower limit temperature determining means.

  The engine OFF water temperature Twoff is a value that becomes an upper limit temperature when the driving force control device 70 operates the engine EG to raise the cooling water temperature Tw. That is, the driving force control device 70 operates the engine EG until the cooling water temperature Tw becomes the engine OFF water temperature Twoff when raising the cooling water temperature Tw. Therefore, the control step S11 of the present embodiment constitutes an upper limit temperature determining unit.

  In other words, the control step S11 of the present embodiment constitutes a temperature determining unit that determines the lower limit temperature and the upper limit temperature.

In step S1104, specifically, the engine OFF water temperature Twoff is calculated by the following formula F4.
Engine OFF water temperature Twoff = MIN (f (near window relative humidity), f (TAO)) (F4)
Note that (f (window vicinity relative humidity), f (TAO)) in Formula F4 means a smaller value of f (window vicinity relative humidity) and f (TAO). In the present embodiment, the control maps of steps S1101 and S1103 are set so that basically f (near window relative humidity) ≦ f (TAO) in a normal use environment.

  On the other hand, the engine ON water temperature Twon is determined to be lower than the engine OFF water temperature Toff by a predetermined value (5 ° C. in this embodiment). This predetermined value is set as a hysteresis width for preventing control hunting. Thereby, it is possible to prevent the engine from being frequently turned ON / OFF.

  In the subsequent step S1105, a temporary request signal flag f (Tw) indicating whether or not to output an operation request signal or an operation stop signal for the engine EG is determined according to the coolant temperature Tw. Specifically, if the cooling water temperature Tw is lower than the engine ON water temperature Twon determined in step S1104, the provisional request signal flag f (Tw) = ON is temporarily determined to output the engine EG operation request signal. If the cooling water temperature Tw is higher than the engine OFF water temperature Twoff, the provisional request signal flag f (Tw) = OFF is temporarily determined to output the engine EG operation stop signal.

  In subsequent step S1106, based on the operating state of the blower 32, the target blowing temperature TAO, and the temporary request signal flag f (Tw), the driving force control device is referred to with reference to a control map stored in the air conditioning control device 50 in advance. The request signal output to 70 is determined, and the process proceeds to step S12 shown in FIG.

  Specifically, in step S1106, when the blower 32 is operating and the target blowing temperature TAO is less than 28 ° C., the engine EG is used regardless of the provisional request signal flag f (Tw). Is determined to be a request signal for stopping.

  Further, when the blower 32 is operating and the target blowing temperature TAO is 28 ° C. or higher, if the temporary request signal flag f (Tw) is ON, the request signal for operating the engine EG is determined. If the temporary request signal flag f (Tw) is OFF, the request signal is determined to stop the engine EG. Furthermore, when the blower 32 is not operating, the request signal for stopping the engine EG is determined regardless of the target blowing temperature TAO and the temporary request signal flag f (Tw).

  As described in the control step S1104, the smaller value of the temporary engine OFF water temperature f (near window relative humidity) and the temporary engine OFF water temperature f (TAO) is selected as the engine OFF water temperature Toff. Compared with the case where only the engine OFF water temperature f (TAO) is selected as the engine OFF water temperature Twoff, the frequency determined by the request signal for stopping the engine EG increases, and the frequency determined by the request signal for operating the engine EG is increased. Decrease.

  Moreover, as described in control step S1103, the upper limit value of the temporary engine OFF water temperature f (window-side relative humidity) is set to be significantly smaller than the upper limit value of the temporary engine OFF water temperature f (TAO). . For this reason, the temporary engine OFF water temperature f (window relative humidity) determined based on the window-side relative humidity is easily selected as the engine-off water temperature Twoff, so that the desired cooling water temperature can be obtained to ensure anti-fogging properties. The engine EG can be operated to suppress window fogging.

  On the other hand, if it is determined in step S1101 that the mode is not the EV operation mode, the process proceeds to step S1107 shown in FIG. 12, and the blowout temperature rise amount ΔTptc is determined based on the number of operating PTC heaters 37 determined in step S10. This ΔTptc is the temperature rise due to the amount of heat generated by the PTC heater 37 among the amount of air temperature rise due to the operation of the PTC heater 37, that is, the temperature of the air-conditioning air blown out from the outlets 24 to 26 into the vehicle interior (blowout temperature). Amount.

  Therefore, the blowout temperature rise amount ΔTptc becomes a high value as the number of operating PTC heaters 37 increases. In this embodiment, specifically, as shown in step S1107 of FIG. 12, if the number of operating PTC heaters is 0, ΔTptc = 0 ° C., and if the number of operating PTC heaters is 1, ΔTptc = 3 If the number of operation is 2, ΔTptc = 6 ° C., and if the number of operation is 3, ΔTptc = 9 ° C.

  In the subsequent step S1108, the provisional upper limit temperature f of the cooling water is referred to with reference to a control map stored in advance in the air conditioning control device 50 based on the outside air temperature Tam and the number of the PTC heaters 37 determined in step S10. (TAMdisp) is determined. The provisional upper limit temperature f (TAMdisp) is a value determined so that the vehicle air conditioner can exhibit a certain amount of heating capability and further does not unnecessarily increase the operating frequency of the engine EG.

  Specifically, as shown in step S1108 of FIG. 12, the provisional upper limit temperature f (TAMdisp) is determined to gradually decrease as the outside air temperature Tam increases. Furthermore, the provisional upper limit temperature f (TAMdisp) is determined to decrease as the number of operating PTC heaters 37 decreases.

  Next, in step S1109, an economy correction term f (economy) to be added to the temporary upper limit temperature f (TAMdisp) is determined based on whether or not the economy switch is turned on (ON). Specifically, in step S1109, when the economy switch is turned on (eco mode ON), the economy correction term f (economy) is determined to be −5 ° C., and when the economy switch is not turned on (eco mode). OFF), the economy correction term f (economy) is determined to be 0 ° C.

  More specifically, in step S1109, as described in step S1112 to be described later, when the economy switch as the power saving request means is turned on (ON), it is more than when it is not turned on (OFF). The economy correction term f (economy) is determined so that the engine OFF water temperature Twoff is determined to be a low temperature.

  In subsequent step S1110, a set temperature correction term f (set temperature) to be added to the temporary upper limit temperature f (TAMdisp) is determined based on the vehicle interior target temperature Tset set by the vehicle interior temperature setting switch. Specifically, in step S1110, if the vehicle interior target temperature Tset is less than 28 ° C, the set temperature correction term f (set temperature) is determined to be 0 ° C, and if it is 28 ° C or more, the set temperature correction term. Determine f (set temperature) at 5 ° C.

  More specifically, in step S1110, as will be described in step S1112 described later, a vehicle interior target temperature Tset set by a vehicle interior temperature setting switch, which is a target temperature setting means, is a predetermined reference vehicle interior target temperature. (In this embodiment, the set temperature correction term f (set temperature) is determined so that the engine OFF water temperature Twoff increases when the temperature is 28 ° C. or higher. In other words, the set temperature correction term f (set temperature) is determined so that the engine OFF water temperature Twoff is determined to be low as the vehicle interior target temperature Tset decreases.

  Next, in step S1111 shown in FIG. 12, the engine ON water temperature Twon and the engine OFF water temperature Toff are determined. Specifically, as shown in step S1111 of FIG. 12, the engine OFF water temperature Twoff is operated to a value obtained by subtracting the blowing temperature increase ΔTptc from the cooling water target temperature f (TAO), that is, a temporary upper limit temperature f (TAMdisp). A value obtained by adding the mode correction term economy correction term f (economy) and the set temperature correction term f (set temperature), and the smallest value of 70 ° C and the larger value of 30 ° C are determined.

  Here, the value obtained by subtracting the blowout temperature rise amount ΔTptc from the cooling water target temperature f (TAO) in step S1111 (A in step S1111 in FIG. 12) is used for the vehicle air conditioner 1 to exhibit sufficient heating capacity. Since this is a value obtained by subtracting the temperature rise caused by operating the PTC heater 37 from the desired cooling water temperature Tw, if this temperature is set as the engine OFF water temperature Twoff, the vehicle air conditioner 1 can surely exhibit sufficient heating capacity. Can do.

  Next, a value obtained by adding the correction terms f (economy) and f (set temperature) to the temporary upper limit temperature f (TAMdisp) (B in step S1111 in FIG. 12) unnecessarily increases the operating frequency of the engine EG. Since the cooling water temperature Tw that is not allowed is corrected based on the operation mode, economy switch input state, vehicle interior target temperature Tset, etc., if this temperature is set as the engine OFF water temperature Twoff, the increase in the operating frequency of the engine EG is suppressed. it can.

  Next, 70 ° C. (C in step S1111 in FIG. 12) is the same value as the maximum value of the provisional upper limit temperature f (TAMdisp) determined in step S1108, so that an engine operation stop signal is reliably output. It is a value determined as a value for protection of.

  Therefore, by adopting the smallest value of these, the engine OFF water temperature Twoff is not increased by the desired cooling water temperature Tw or the operating frequency of the engine EG for the vehicle air conditioner to exhibit a high heating capacity. The cooling water temperature Tw can be determined.

  In addition, by determining the larger one of these values and the 30 ° C. determined as the lower limit for reliably outputting the engine stop signal, the engine OFF water temperature Twoff is determined. And it can suppress reliably that the action | operation of engine EG will be continued by the request | requirement of the air conditioner 1 for vehicles.

  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.

  And it progresses to the above-mentioned step S1105, the temporary request signal flag f (Tw) is determined according to the cooling water temperature Tw, and further proceeds to the above-mentioned step S1106, the operating state of the blower 32, the target outlet temperature TAO, the temporary Based on the request signal flag f (Tw), a request signal to be output to the driving force control device 70 is determined, and the process proceeds to step S12 shown in FIG.

  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.

  Further, in the vehicle air conditioner 1 according to the present embodiment, as described in the control step S11, during the EV operation mode, the temporary engine OFF water temperature f (window-side relative humidity) and the temporary engine OFF water temperature f (TAO) Since the smaller value is selected as the engine OFF water temperature Twoff, the frequency that is determined as a request signal for stopping the engine EG as compared with the case where only the temporary engine OFF water temperature f (TAO) is selected as the engine OFF water temperature Twoff is selected. Increasing and decreasing the frequency determined by the request signal to operate the engine EG. For this reason, in the EV operation mode, the operating frequency of the engine EG for air conditioning can be reduced to improve fuel efficiency.

  Moreover, as described in control step S1103, the upper limit value of the temporary engine OFF water temperature f (window-side relative humidity) is set to be significantly smaller than the upper limit value of the temporary engine OFF water temperature f (TAO). . For this reason, the temporary engine OFF water temperature f (window relative humidity) determined based on the window-side relative humidity is easily selected as the engine-off water temperature Twoff, so that the desired cooling water temperature can be obtained to ensure anti-fogging properties. The engine EG can be operated to suppress window fogging.

  In addition, as explained in the control step S6, when the possibility of fogging of the window glass is high, the lower limit blower level f (relative humidity in the vicinity of the window) is easily selected as the blower level, and the blowing capacity of the blower 32 is increased. It becomes easy to be done. For this reason, window near relative humidity can be reduced and window fogging can be suppressed.

  Further, as described in the control step S8, when the relative humidity in the vicinity of the window is high and the possibility of fogging of the window glass is high, the foot defroster mode or the defroster mode is selected, and the amount of air blown from the defroster outlet 26 The percentage of can be increased. For this reason, window near relative humidity can be reduced and window fogging can be suppressed.

(Second Embodiment)
In the first embodiment, in the EV operation mode, power-saving air conditioning is performed mainly for securing anti-fogging properties necessary for driving safety. In the second embodiment, as shown in FIG. When power is turned on (in the eco mode), power-saving air conditioning that focuses on ensuring anti-fogging properties is implemented.

  Details of step S11 of the present embodiment will be described with reference to the flowchart of FIG. In the flowchart of FIG. 15, step S1102 in the flowchart of FIG. 11 is changed to step S1122, and other steps S1101, S1103 to S1113 are the same as the flowcharts of FIG. 11 and FIG.

  In step S1122, it is determined whether or not the economy switch is turned on. When it is determined that the economy switch is turned on (ON) (in the eco mode), the process proceeds to step S1103. When it is determined that the economy switch is not turned on (ON), the process proceeds to step S1107. Proceed to

  According to this, in the eco mode, as in the EV operation mode of the first embodiment, the operating frequency of the engine EG for air conditioning can be reduced to improve the fuel efficiency and suppress the window fogging. Can do.

(Third embodiment)
In the first embodiment, in the EV operation mode, power-saving air conditioning is performed mainly for securing the anti-fogging property necessary for traveling safety. In the third embodiment, as shown in FIG. When the operation mode of the air conditioner 1 is set to the anti-fogging mode, power-saving air conditioning that focuses on ensuring anti-fogging properties is performed.

  Details of step S11 of the present embodiment will be described using the flowchart of FIG. In the flowchart of FIG. 16, step S1102 in the flowchart of FIG. 11 is changed to step S1132, and other steps S1101, S1103 to S1113 are the same as the flowcharts of FIGS.

  In step S1132, it is determined whether or not the operation mode of the vehicle air conditioner 1 is set to the anti-fogging mode. In the present embodiment, the economy switch 60b is in the above-described eco mode, the normal mode that is a normal operation mode, and the anti-fog mode that prioritizes power saving of air conditioning so as to ensure only the anti-fog required for driving safety. It consists of a multistage switch that can be switched between three operating modes.

  In the eco mode, air-conditioning power saving is achieved while ensuring passenger comfort, whereas in the anti-fogging mode, only the anti-fogging property necessary for driving safety is ensured, and passenger comfort is not ensured. Therefore, in the anti-fogging mode, air conditioning can be saved more than in the eco mode.

  When it is determined in step S1132 that the operation mode of the vehicle air conditioner 1 is set to the anti-fogging mode, the process proceeds to step S1103, and when it is determined that the anti-fogging mode is not set (in the non-eco mode). ), And proceeds to step S1107.

  According to this, in the anti-fogging mode, as in the EV operation mode of the first embodiment, the operating frequency of the engine EG for air conditioning can be reduced to improve fuel efficiency and suppress window fogging. be able to.

(Fourth embodiment)
In the first embodiment, in the EV operation mode, power-saving air conditioning is performed mainly for securing the anti-fogging property necessary for traveling safety. In the fourth embodiment, as shown in FIG. 17, step S8 is performed. When the air outlet mode determined in (1) is the defroster mode or the foot defroster mode, the power saving air conditioning is performed mainly for securing the anti-fogging property.

  Details of step S11 of the present embodiment will be described with reference to the flowchart of FIG. In the flowchart of FIG. 17, step S1102 in the flowchart of FIG. 11 is changed to step S1142, and other steps S1101, S1103 to S1113 are the same as the flowcharts of FIGS.

  In step S1142, it is determined whether the outlet mode determined in step S8 is the defroster mode or the foot defroster mode. If it is determined in step S1141 that the outlet mode is the defroster mode or the foot defroster mode, the process proceeds to step S1103. If it is determined that the outlet mode is not the defroster mode or the foot defroster mode, the process proceeds to step S1107.

  According to this, in the anti-fogging mode, as in the EV operation mode of the first embodiment, the operating frequency of the engine EG for air conditioning can be reduced to improve fuel efficiency and suppress window fogging. be able to.

(Other embodiments)
The present invention is not limited to the above-described embodiment, and can be variously modified as follows.

  That is, in each of the above-described embodiments, the driving force for driving the hybrid vehicle is not described in detail, but a so-called parallel type that can travel by directly obtaining driving force from both the engine EG and the driving electric motor. The vehicle air conditioner 1 may be applied to a hybrid vehicle, or the engine EG is used as a drive source of the generator 80, the generated power is stored in the battery 81, and further, the power stored in the battery 81 is supplied. The vehicle air conditioner 1 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 driving.

  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. In this case, for example, an electric heater such as a PTC heater can be used as the cooling water heating means for heating the cooling water.

36 Heater core (heat exchanger for heating)
50d Request signal output means EG engine (internal combustion engine, heat medium heating means)
S11 Lower limit temperature determining means

Claims (5)

A vehicle air conditioner that is applied to a vehicle that can switch between an HV operation mode that travels mainly by a driving force output by an internal combustion engine (EG) and an EV operation mode that travels mainly by a driving force of a traveling electric motor. There,
A heat exchanger (36) for heating that heats the blown air by exchanging heat between the blown air into the passenger compartment and the heat medium;
With respect to the control means (70) for controlling the operation of the heat medium heating means (EG) for heating the heat medium, the heat medium heating means (EG) when the temperature of the heat medium falls below the lower limit temperature (Twon). Request signal output means (50d) for outputting a request signal for operating
A lower limit temperature determining means (S11) for determining the lower limit temperature (Twon) ;
A plurality of air outlets (24, 25, 26) including a defroster air outlet (26) for blowing air to the vehicle window glass and a foot air outlet (25) for blowing air to the lower body of the occupant;
The defroster mode in which blown air is blown out from the defroster outlet (26), the defroster outlet (26), and the foot outlet by switching the ratio of the amount of air blown out from the plurality of outlets (24, 25, 26) (25) The outlet mode switching means (24a, 25a, 26a) for switching a plurality of outlet modes including the foot defroster mode for blowing out the air from both sides,
An outlet mode determining means (S8) for determining the outlet mode ;
The lower limit temperature determining means (S11)
A first provisional value (f (TAO)) of the lower limit temperature (Twon) is determined based on an air conditioning heat load (TAO);
A second provisional value (f (relative humidity in the vicinity of the window)) of the lower limit temperature (Twon) is determined based on the vehicle interior humidity;
In the case of the HV operation mode, the first temporary value (f (TAO)) is selected as the lower limit temperature (Twon),
In the case of the EV operation mode, the lower one of the first temporary value (f (TAO)) and the second temporary value (f (window relative relative humidity)) is set to the lower limit temperature (Twon). Select as
When the lower limit temperature determining means (S11) selects the second provisional value (f (near window relative humidity)) as the lower limit temperature (Twon), the vehicle interior humidity is a predetermined value or more. The air outlet mode determining means (S8) determines the air outlet mode so that the air volume ratio blown from the defroster air outlet (26) is increased as compared with the case where the vehicle compartment humidity is less than the predetermined value. An air conditioner for a vehicle. A vehicle air conditioner capable of switching between a plurality of air conditioning modes including an economy mode that saves power required for air conditioning in a vehicle interior,
A heat exchanger (36) for heating that heats the blown air by exchanging heat between the blown air into the passenger compartment and the heat medium;
With respect to the control means (70) for controlling the operation of the heat medium heating means (EG) for heating the heat medium, the heat medium heating means (EG) when the temperature of the heat medium falls below the lower limit temperature (Twon). Request signal output means (50d) for outputting a request signal for operating
A lower limit temperature determining means (S11) for determining the lower limit temperature (Twon) ;
A plurality of air outlets (24, 25, 26) including a defroster air outlet (26) for blowing air to the vehicle window glass and a foot air outlet (25) for blowing air to the lower body of the occupant;
The defroster mode in which blown air is blown out from the defroster outlet (26), the defroster outlet (26), and the foot outlet by switching the ratio of the amount of air blown out from the plurality of outlets (24, 25, 26) (25) The outlet mode switching means (24a, 25a, 26a) for switching a plurality of outlet modes including the foot defroster mode for blowing out the air from both sides,
An outlet mode determining means (S8) for determining the outlet mode ;
The lower limit temperature determining means (S11)
A first provisional value (f (TAO)) of the lower limit temperature (Twon) is determined based on an air conditioning heat load (TAO);
A second provisional value (f (relative humidity in the vicinity of the window)) of the lower limit temperature (Twon) is determined based on the vehicle interior humidity;
In the case of an air conditioning mode other than the economy mode among the plurality of air conditioning modes, the first provisional value (f (TAO)) is selected as the lower limit temperature (Twon),
In the case of the economy mode, the smaller one of the first provisional value (f (TAO)) and the second provisional value (f (relative humidity near the window)) is set as the lower limit temperature (Twon). selected,
When the lower limit temperature determining means (S11) selects the second provisional value (f (near window relative humidity)) as the lower limit temperature (Twon), the vehicle interior humidity is a predetermined value or more. The air outlet mode determining means (S8) determines the air outlet mode so that the air volume ratio blown from the defroster air outlet (26) is increased as compared with the case where the vehicle compartment humidity is less than the predetermined value. An air conditioner for a vehicle. Air blowing means (32) for blowing air into the passenger compartment;
A blowing capacity determining means (S6) for determining the blowing capacity of the blowing means (32);
When the lower limit temperature determining means (S11) selects the second provisional value (f (near window relative humidity)) as the lower limit temperature (Twon), the vehicle interior humidity is a predetermined value or more. The vehicle air conditioner according to claim 1 or 2 , wherein the air blowing capacity determining means (S6) increases the air blowing capacity as compared to a case where the humidity in the passenger compartment is less than the predetermined value. The heating medium heating means is the internal combustion engine (EG);
The vehicle air conditioner according to any one of claims 1 to 3 , wherein the heat medium is cooling water that cools the internal combustion engine (EG). The lower limit temperature determining means (S11) lowers the upper limit value of the second temporary value (f (near window relative humidity)) lower than the upper limit value of the first temporary value (f (TAO)). The vehicle air conditioner according to any one of claims 1 to 4 .

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